Document V3r053OXnLwGnXNVeR9w1m46q

16 ffcw Ucnejemtni Can Put Acddwet Facts ts Work farFrajSt tbe building, Certain pests are best con trolled by fumigation. Here a nirriillif k needed, as sod* deadly cases as bydie* cyanic add, methyl bromide and chlorpicria, are rccoumwodcd. Sooe pests are con trolled fitb eontart iosectfddcf, sock Sf pyrethrum and Ibis material plus activators. Sack sprays or dusts IdU by with tbe msect and have little residual action. Other pests are killed with sodb kmctirides as DJD.T. aad ddordaae tbit have a kac residual action. Still another croup of in* sects hre killed with stomach poisons, such as sodium fiooridc and arsmate of lend. Tbe only poison in this group sow used hi food establishments is sodhxa ftuoruk for roach control, hiany new organic ioaocti* ddes are now being introduced, bat need farther testing before they can be rtoan- mended arotmd food plants. Hot only is some knowledge of insecti cide* important, but also seae know}edge of application methods. The use of fund gants necessitates special equipment to in sure proper penetration of all spaces and of piles of materials. Dusters sad ijwimi of many types are available for the differ ent job* eficotmtered h> pest control work. Recently many methods of aerosol aad fog dispertiaa have been developed, but to date Imre not proven to be too satisfactory to an all-purpose treatment This method of application gives little penetration, deposits no residue on vertical surfaces, and covers tbe horiaontal surfaces with too light a fibs to ghre effective oontreL The possibility of ronaariaatioc of food stuffs from applications to equipment aad prupabes should be gma some considera tion. The pmmjjrunnr spraying of walls sad wirUncry may permit a film of the fatortkkia. to cover fiat surfaces aad con tainer*. Tbe treatment of sauens and w*Ss outside the processing rooms will usually control such pest* as dies, while the careful application of poisons arotmd floors sod to the underside of equipment is m&<> ` for moet crawling insects. Seme ptau'.., such as In fie meat forking industry, require a noupolsofloos materia! to be used hi rooms where food k ayaud The problem of insect control is of major importance in the food procesriog industry, for these pests not only destroy the prod ucts in both the raw and finished state; but also may get into finished foods as whole insects <or ss fragments and cause oeetamlruttiou. 'Every food processor wants to sell pure' food prodnets ml cooscpoently should see that aS pests arc efirainated from Us plant. Complete flftahntion bf Saudi is diflkak;. but the early detection of thrir presence and an cmderatanc&Hg of those factors favorable to fidr increase, are im portant steps in control. And, remember that control decs not depend upon the proper use of iaseetirijci skint; bat on sanitation as wtfl. How Management Can Put Accident Facte to Work for Profit B, RALPH J. CXOUT lfuunr. SiCrty B^ku-rins, Unit * IfcLwn, lot. Hiw Tcfc CKr Industrial accidents represent a definite economic toss which caa be calculated, k a recent issne of California Safety New* I rend the following as respects tbe CaEfonaa TnA),j TfrTTifilr information kdates that accidents- cost the fawning In- dttftry four cents per case for nearly seventy -"fl*"" cases of-canned goods packed last year. Ttat tires v an acddect npan of almost $3,OOOlOOQ.* It k sot ao may to eaknhtr the value attached to tbe prevention of f1 *--I im jury--tbe value of fkv Tng huaaan suffering^-tbe value of preserving the opehiUtiei aad opportunities for men and wasnau to enjoy the erfa infnge * of fife today. Accidents TilthI* kilnstry ace always aslocated with Intel ft react with planned pro- cudursa, dtlqr be upnations, damage to fqnipmtnt or product, lose of trained senrioes, in *A*** to fit find east as wanted fay dm ntonutka and mfial payment* required, when pinr--J hjny k avalrod. Food Stctitm 17 The tengiMe expenses add to tbe over tiou may be expected aad what should be bad of a* organisation, aad increasing dooe is order to avoid them. uv crimed reduces profit.'It is feed boftacu, Ifaaagemsrt accepts dm fact that it as vreB to an important humanitarian en must operate efficiently, if it is to make a deavor, therefore, to prevent accidents. profit la order to accomplish this. It Is on We rand more aad more about the cfaaag- kg attitude of industry toward accident prcmttiou activities. Imtostjy k nagstring the fact tint if plants are operated properly, employees will not suffer injury. Aeridcut prevention la fating treated ae ,a part ef production effort aad not new&kg separate from k. the alert for ways and asrint of reducing operating costs. It is looking for ways and means of providing layouts that permit of more efficient operations, better facilities for bandtiog and storing raw materials tod finished products, better Egfatiog, improved maintenance; simplification of week meth ods and provision* for workers' health aad comfort that keep morale high. But the aiiminaHm of tbe sparific bun iweuticnsd arc net thy. only economic bene tea that the work of sodden* prevention tns to offer, Thera is fit opportunity of improving openttog efficiowy from, many sack* if a proper nftyWinrfing exists and proper use k Hide of fit facts enentiac the enusea of ac&tknte., Tint operating efficiency k accomplished through these mediums is evidenced fey the . headline* in trade migntnrj. Where to look foe opporttatities to. effect these mvkgs k the problem management is faced with every day. How to had these mefficiencies Without malting it a major Hdcrtaltiog is the question management is trying to aa- Arrfitmfi arc toe direct result of tsuefe mrrtianlrul mudhiime or unsafe Wrecking Lct as consider for a moment what tbe mfiodt It U generaSy conceded tbat the industrial togiucer eaetna hhnarif with ritief canse is tout toanofir (fid something prioripally. His major objectives are tbe prevention of waste tod tefisetion in cost A due as to what corrective actiea can He looks for ways tod means of aceocn- be taken is ivikUe if the reason "why" is pKshisg work simplifiestioc, of improved determined. The anawar to fib question plant layout; of better snierial kaadBag. of very often indicates tbat inn fin, than were better nmintmiiirr (sxrtrot, of improved miumdentood, or incomplete or net given supervision. And wfast does he toe as a at all, nr ton kifiiTJasT just ignored them guide? Thu truth is be Soaks for bottle In'any event the proper eocrectire mensuse necks. He looks for the operations or lo cations where trouble occurs. He looks for a result maingi-wuit today k giving serious evidence of failura of planned procedures. attention to ways and means of improving In reality whether h myi so or net be U th* qtollty of supervising, looking for tbe very things that accompany But If msu|imi nr stops at this point in its accident study it k not reespung fac tor* that wiS tot only prevent accidents but factors that indicate very definitely how a profit can he produced thnfugb improved operating ifiebey. Although it k tree tout the gnat majority of veriduat* are earned Greedy fay buusuu failure, k k net McenuSy true tout the only correction Iks in. toe field of peraomsel improvement. the oeavreae* of an aecadeuL Accidest cause* can provide yen with accurate rises as to where Inttet 'main tenance is possible; when better design of equipment k possible; where better plant layout is possible; where better handling of material U possible; where better super, nun ti possible: where simplified work Barthods are powIMe and where Improvemeat of employee relations is possible. If manegwurot vrifl oontione sta bmsti- gstiou alter jnetitotiog gacrgcncy correc- firt nwnw*, k will find that vtsy often toe emnrffrtan am k eeutrefied through m- guttering revision methods. The facts sh- ronudsag ton occurrence ef an if property toed nffi provide toe kfonuntian Accident* are evidences of kefficiencies, of something gone wtuig, of the toed ter usprcnremeiit. The causes aad reason*, why the causes of peridots existed provide management with the necessary facts that will rtolik it to cany on inside mcarrJi for Improved operating ceadHteot. By hside research, I mean utiffriag the facilities i 18 new Management Con Put Accident Pacts to Work for Profit within an organization up to the point that indicates the need for outside expert assist ance. In order to accomplish this, management must look beyond die determination of proximate causes of accidents. Reinstatetion, closer supervision or reprimand may be the emergency or temporary repair treat ment to prevent the recurrence of an accident But management should not he satisfied to stop there. If it* docs, it Is closing the door to an opportunity of not only doing a better Job in accident preven tion but also an opportunity of making a profit through better operating procedures, ft tt possible through better planning, through simplification of operation, through better design to eliminate the weakness of depending upon human nature. It is a well known fact that everyone is thoughtless at times. Therefore, in spite of our efforts to control individuals, accidents may occur. Wiry continue to invite tosses and possible injuries if the situation can be corrected by engineering revision of existing mcthud<? Let us consider some of the common types of accidents and their probable causes. Falls are common to all industries. And -for illustration we have one la which the employee tripped over a curled edge of a steel plate used to protect wood surfaces of flooring during trucking operations. The cause of the accident may have been deter mined as failure on the part of the Indi vidual to `look where he was walking. But there was also a mechanical defect. The curled edge of the plate. Is the answer simply to straighten out the plate tad tell the employee to be more alert? Not it we are going to use the available fact* to carry on a little inside research^ The use of steel plates slows up trucking. Merchan dise has bees frequently lasotsd'of and damaged when the truck wheels struck flic edge of toe plate. The plate* detracted from the orderly appearance of the plant What could be doce to improve operat ing conditions and at the same time elimi nate the probability of future accidents? Three things suggest themselves. I. Use trades wkh rubber tires and eftoriaate the plates. Z Embed the pistes flush ia the floor. 3. Establish proper inspection maintenance that will keep the pistes In good erudi tion. Many accidents Rave occurred because aa adequate maintenance system had not been established. As a result, ereptoyees attempt to do things that taka tmnaotsssry time and which could be dree more efirieatly by a well established matotaMusee program and thus eliminate the probable cause of accidents. For example, employees have boot Inlured because they attempted to tract tone temporary scaffold. They attempted to re place burned out electric Mbs or expended fuses. They undertook to snake repairs to ladders or portable efcrbkal equipment, And frequently they were caught and de layed operations because they tried to ad just or efi power driven maddoery while it was naming. Preventive maintenance inspections would have cjlmhuted these aeddent* and at the same tone peeateved operating kbthkft Elevator accidents have occurred became gates on ether car or shaftway were not dosed. They were left open because the contacts were not weridag. Aside from the probability of personal injury, waigtmmt stands to suffer the loss encountered because of damage to product doe to overtang or toss of toe of the elevator. All tide cm he avoided by establishing a proper mafetcnance program for fates, Sait switches and car controls. The need for sock programs will he evi dent to management if they wig extend their Interest to accident toresligation be yond the,point of correcting the Immediate cause of the accident If maregesMBt Is locking for opportuni ties of cutting coat through better bundling of material, a mueflrratiaa of (he acci dents resulting from mh activities pmvides the triad of data that wiM ghre re liable dues as to what cm be dene. Manual tifttog reaaka frequently fa strain and htnwss which of thmsrirea are eeetiy types of fcjnriea. Ta)h/us cm be told how to fife but eretfeuoo* opera tions that require twining, --bend ing comhtnsd with fitting ufl tantieme to produce acrideeta. A plant aoddene record wfal dearly show where such conditions are moat prevalent Accidents do Interfere with a steady flow Food Section 19 of materials which Is au essential for mamOiattf top productivity. Xu sunny filer the type of iciptqytq used for handhng raattrial are fas the unskilled datriflestioa. But bdastry itself says that "maatgemtat mast exaariftc alt of attesdiag circumstances and bring to light as many contributing factors or reasons as possible explaining why the employee did something contrary to the right way. uare and snore implement the tiBdency of If management will look upon a consid fas production techniques by converting fas eration of accident facta in relationship to aukilkd labor Into semiskilled labor with operation functions to the same fight as X parrot machines to move lead*," routine physical check up of a person, they 1 mw m ad fa a recast msgxrine Issue which read "A shovel U a luxury. Can yen afford such method*.'' will uncover potential trouble spots that can he easily remedied but which could de velop Into a serious situation if neglected. )luu|ient U minis* a res] opportu nity of making a profit if it fails to con sider ways and means of cliurinating ma As a retfiK of as acridcnt investigation H muy bt determined that fatigue war the reason for an individual's committing an terial handling accidents. Much Is being unsafe act accomplished today ai respects the control Fatigue cosy be brought about by many at acridmi through supervision tod the things other than lack of Steep. In a recent my stands dev for necampflrhlng a great Kiting; f found the following possible other deal more when supervisors have a better aumesi nderrtervfirtg of toe hastes of supervision. However, ia many jutsafes, effective work can he done both aa respects accident pre vention and improved operating tdfctenqv by full use of the mrrlnnirel morns of efimtoatiag fcamxds. 1. Awkward work movement 2. Improper posture 3. Excessive noise 4. Excessive beat 5. T(adequate tthsmtaatlon or glare A Noxious darts, fumes or gases If a plant accident record shows re peated scddnti hrolring handlto* ma terial look *t the problem net as an aeddmt prcvmtioa problem but look it K aa an industrial eaghMcr lookisg for a better way to do a certain job. He considers why mart this work be dene? Whet does the jsh coast* of? What cm be saUtitotal for Once these causes arc known, it is not difficult to impiove the situation. Good lighting and the use of proper putottog schemes can sake seeing much easier. Push button controls din be installed wfikh eliminate overreachtog!. the particular operations that cause tam- Conveyor lines cm be .set at a bright that bte? Xs It possible to tbaugs the work pro- U best adapted to wring the product when cedare? Can mcrlumliel eqalpmart be uaed toe work tovedirts sqspuetiaa rather than to aifrantsge to rvplire manual hardfiag? lifting. When I read a liwiSar "BA Zip Thru If hmstigatioa shews that employees are Hear a Ton llhdr,* t feel 'ooormced subject to awkward work movements, tfant same type of vmrtjve, belt, monorail timets arc tost some tew of the proven carrier, muring floor or seam type of fift principle* of motion study bus bees if- track should be tiotfsblc to do m better aered to toe job toyoot Arc all controls as Sna fling jok amt flufauc toe opportunity aear to elbow level as possible? at iwpVytrs iateeferiug wkh production rente theyr ase~fler strain and berates white Arc there any barriers between the worker and the controls that make for As I hare already mtatfuatf, manogcaad coasldere it bigbfy impudent from a pralartfan point of view that good em ployee nfatoai he amSntahtcd but site swJdmt fads cun be of great help. Hownw, toe woik. dene in toe Inihstlgstion of the srrideatr sanst he complete. It Is impor tant tonenotenfy tor Imprnprrprrfovanes he -determined hot toe mrestfgator swat wwcessary motions? Is the job designed so that all the work is done by one baud while the other is idle? Herein are ways to Improve - operating eilkicney by maintaining steady output without Jtmtnfmg greater physical exer tion of workers. Ia mkfition we have a better employee morale and the occasion for accidents has been wiped oat. 20 The Softly Work Shop Food Section 21 t do not with to giro the imprenkm considered them unimportant because the tbit all of tbe troubles vising oat of the sqatioof had failed to give orders with occantace of accidents an he controlled sufficient emptmate or larked the ability \% by application of mulnnirel scheme* that ceemad respect. In any trot, fawwMgt we all tnguwcring reruioa. Employee* ate of the reason why --frits --nog--eat te itqsM to follow warnj established pf<K put Its finger on the very thing that mum cabana, to aAcre to tala; to adopt eertofa be rfiMic d if septnisfsa fa to he mam tccfaniqoca. When they a3 to do thte, tamed at the level required for fell pro work to rpotfed. prtxloction it delayed ad duction. sometime* scddoti hawira. Maoiitnat The prevention of yewnl Jajwy k i therefore, is drytodwt to a great *stent worthwhile andffteilag The prevention ot spoo its supervisors ad very aseb is> accidents that reanit iawwtc tine, dunagr tercstcd w improving the quality of Mfff* vision. Here again wridait ftto provide the material that saaiuMBt can im to detect weaknesses and guide R in its selection of what should be done to effect improvement Supervision faihnudilb U tbe art of. controlling the performance of people aoh* to product and intosftriam with pleiuml prncodnm is snnacMfciffj' desirable. Bar St naafBwn wnnto to attain top prodartlvity by teaming a steady flew of wtcriib, by temaniteg nsdhc speed of peyatieu, by rawing wsito tint and tfe*. by Improving gincral waWag condi feet to year rffrccfvm. An aatfc net nay tion* it has the uipcii'twilfj of doing be ceuunitted beoinr httnathot were set through props* aae of awldru* facta, Ex- understood, or bwii they ware hwa- ptoit .this dais and the result wffi he aa plete or the hdvidwl bod sot bees told 'wprevri ripcrating **-- j which unm how to do his |ek the IndteidnM may bsr profit and a mate pern-- control of deliberately disregarded hutnations or accidents. The Safety Work Shop (A Panel tHrmwlnrr on Material 1 Typo Meeting on Safety In I~ Pnsidiag.:* HHobrwn aan T. Boku, Pcraoonel : New Orleans, Dttoution Lender: Wujjak SotAtrm, Industrial Rriatious Dhwaa TH%x McNeil ft Libby, rhtT't 13h PerticipmU: I lau of no other may to get anything Kcnmcx A. Boho, International Milling acres* te the hnaa lint, father physically, Cumpnny, Vmnapoli, Mho. mentally %r onotiauaBy. except through Feajoc R. Fanztccx, National Biscuit conference. Cocuparry, New Yoriq H. Y. I miibhln tbe wuy to make people een- f.BWM Pacjob, J. D. JfoscwcZl Can- sdons of the physical pralfwnr that hare panr* Puiu, DL to to tondtod In a pitot bunt them In Goons H. SiitB, Raldos-Furia Con-, a conference and let teem figure the thing* pany, St, out for fttrntlm iasknd of trlttag then, Wtuuv J. Wucjrt; Beeeh-Nrt, Gn- We want to pet screw tbe physical, the ajokuie, Y.' mental and die rmotiunvl safety annp: te CHAIRMAN SCHAEFFER: The Men oar workers and make It a put of than of the conference Is to have everything 10Q through conference. They wilt start nthg per cent ad 1th. There Is no preparation. We tjhtebiwg and fading safety., want to get across not ooiy tbe safety idea, Wa can my over and over again:, "All which alt yon fellows are said an. bet most right we can comet afl thme thing*. We of all oar method of promoting safety. can put guards on things. Bat hour ace yon g to get the Tunn emotionally act for Bits kind of thing, this thing called safetyIT W* think we have got the answer in the conference method. Of oextrsc, lilac everytfrteg tte* hmim. H does set work in 100 per cent of the cases. Now, Frank, what is the first tfcimt we Wltcr do la order to develop a program far sohrmg oar safety problems? MR. FRANK FRIEDGEN: I wotfid say icnrmtigtoe the aeefdmts to that we know bow they stcatnf, superviwr*. If you ulc a foronaa or a supervisor in one of our plants what is the proper method of lifting, be will get down and show you bow to lift; bat sine chance* out of ten he wiU nse tbe wrong method. So, rtfcink we should start with our fore man and supervisor. They are the key to the whole problem, MR. PARKER: I think selection is the first consideration.' If we don't select the right tnaa for the fob, you trc boood to tan into Strains. If you get a bi husky man te lift a beg of sugar er Soar; be can do it CHAIRMAN SCHAEFFER: Arc yea a lot easier than can some little runt like wring we ought,to highlight those J,hot me. jfots* where the acridents aappaned first? UK. STEEL.: Maybe { am thinking MR. FRXEDGEN: Ttot I* right. abotk the extremes. But wc have got seme CHAIRMAN SCHAEFFER: George, little, short fellows h our plants Chat can ubat is one of the hot spots in this mate go out and outwork the big beys. They rial bendtiry as fir an yea are concerned? have teas trouble with their bucks and work SOL GEORGE STEEL: Back strew* k eu hottest if-* CHAIRMAN SCHAEFFER: Okay, vrc*B caU strains hot spot ambor ew. How shoot toilMur one, B3? UR. WILLIAM J. WRIGHT: Bmupteg right along with them, MR. WRIGHT: I think a thorough physical examination is the firm require ment, MR. STEEL: What are you going to examine them for? ` CHAIRMAN SCHAEFFER: What is CHAIRMAN SCHAEFFER: Lre, what would son soy k a good none for ttot? . a big expense down in tbe m this bade, back butmess? Further what would be a big Have yon got a name for that, soasctMeg no cm remember? How abate the thieg MR. WRIGHT: Hernia. that boppw in streets; toft that wfat wc MR. STEEL: No; hernia is on the other are taSctog shoot? side. MR, LEONARD FARXRJt; CoUItiow. CHAIRMAN SCHAEFFER: Back ' CHAIRMAN SCHAEFFER: Okay, cot- strain Is what wc are bringing'out here in Cuon. Left pt one more before we go strains. ahead with our analysis and find out wtot Can we examine for likelihood to have we can do about these things. Is there one berate? sore ho* spot you fcOows want to talk MR. STEEL: About 41 per cent of the shoot? population has loom inguinal rings that MR. KENNETH BONG: Surfaces; dm tore a tendency toward berate. It is an whet yon are wraking from. inherent characteristic affecting about 40 CHAIRMAN SCHAEFFER: Yea, the per cent of the population. mbrfwt cendlLloa, that is a big one, CHAIRMAN SCHAEFFER: Do they Wt It? tore to Bit bags? Do you tore to take How about yon fallows da yun wane to whoever mrp-- along in this day red age take the ffifrf as sift and faSs? After aR whether they are from this 40 per cent or yen hart to move when you are hwufffng oot? this material, douft yoa? MR. BONG: I think wc shoald find out Wo went to correct fiat things before about a man's physical condition by giving the wriihtet toppm him a physical evnuiiiilkn Whet is the first thing we eon do to redace the maotirr of stratea ta Siting? MR FRXEDGEN: I ffitek ye* shoald gw the proper kttrsctlon* to forar a sad CHAIRMAN SCHAEFFER: Wc agree then that we most know something about the pun's physical condition. Are wc doing that adequately? 22 Ttu Safety Work Shop Pood Section 23 UR. STEEL: Whit kind of enon* don? VVkt art you talking About? lack x-ray? MR BONG: t think about the moot you can tun* .up in the exambatioa is to ad) out the histories. CHAIRMAN SCHAEFFER: Sot wffi the men tell you? MR. STEEL: No. MR TONG: A certain percentage will. CHAIRMAN SCHAEFFER: How an yam ping loloi out? MR STEEL: I dot't Wien in uUd| any mm on on application Manic or In an iutenicur a guotico that is gobe to tnabir kin CHAIRMAN SCHAEFFER: He to ccrto Be dont that? UR BONG: We should expiate In the new worker Ant the tan is Bade Iran Co into a Mu* with a wok back; and I can't banrflif 200-pound bags, and Z know by td&ac Ac tneth I will et pt on SO UR STEEL: Can you in your plant tree Mas choice of 10ft 50 or 2S-poand bags? UR BONG: No, but that is an example CHAIRMAN SCHAEFFER: Do ym tint at have sot to nae exaeniaatioup and iatfiridual hiitoriia to assist vs in gUtiag the ri|ht Ban? How about the gsesLfcte of infraction? MR STEEL: I tU want to know what the tontsactlcsu an for lifting. Where do yen start heading the knees to keep die bode straight? At what weight do yon start? Do yon start with 5 pood* S3 puunds, 2S potmdi, SO pounds, 100 pounds, 200 pounds? MR FRIEDGEN: I would say awythteg MR WRIGHT: How muck do ym re quire one man to lift? MR STEEL: in our production week at require u to lift SO pounds uguksrly and repeatedly at high spend; At is, IQflpemail bam coming of n table; with n saan on each end of the table.' The hags came off' at 14 a amts and thoae awn have to handle 14 bags a minute. defy jw or anybody else ta latch ap yaur tiuasrrj aat squat down 14 timet n urinate. MR WRIGHT: Bra* the bags o* wiS high so they won't have to squat. UR STEEL: We are tnud-lmdui* these bags from the table into the car. Who they get hi a car the bottom bag is dm at the bottom. Of coarse, the top bag % five or six begs up. These fellows have W pitch the bags into the car. They have U get down sad get that last bag off Ik bottom of that track and throw ft ap h<gt against the roof of A car. MR WRIGHT: Why don't you brio; in a wwvcjor to hdp them? MR STEEL: Wc brat got $25,000.000 to rebuild all onr pirate. MR WRIGHT: Omega, hew do yon A it? What are year imeraettons at the plant*j MR STEEL: Wc fast let than lift it CHAIRMAN SCHAEFFER: Can wt get hwtnxticris for propu lifting tom to, Ac feHow? MR BONG: Wc can do sumedring but how far It wiQ sink ha is another geatlou. Yon os instruct certain incSvidAl* bat other iadlvidntla won't take mslnsctkni be cause Acy thiafc they arc doing it the easiest way for Acm. They arc potcutia/ accident coses. CHAIRMAN SCHAEFFER:' In other words, they are just itobhors rad they art not going to rhangt their ways. They have bans lif/rag bags for 20 years and Ay ore going to keep right on doing H At way. MR STEEL: If they bare lifted then for 20 years and there has been no bad strain, I wouldn't worry too mneh about than, CHAIRMAN SCHAEFFER: In tostruetioM, Is Acre such a thing as IhsuHng the weight of bogs or putting mere men on the fob and doing it just as fast? MR BONG: I mad raxatfy any Ag ever 59 pounds should have two snen oa rt CHAIRMAN SCHAEFFER: Wiff we slow down production by doing AM? MR BONG: Yen will increase R MR WRIGHT: He. CHAIRMAN SCHAEFFER: One of Ac thing* to look into ia doabtog ag ap parently without a loss of production to start with, and then if necessary taaybr we wilt have to slaw down a Kttfc bit in rdcr to ds it. Under doubling up wc have MR STEEL: What about the guy Aat jet to rrasfifrr train work. We are going just walks Ate a poet? is bora to do seme work oa that to find MR TONG: Villon. eat how we are going to get our people CHAIRMAN SCHAEFFER: Lea says ts employ tram wwi^ so a man,won't pidc vision Is one of Ac problems Acre. p a hsg a& atoms even though he has MR STEEL: He am see. He is Just seme hrip. thinking about something else. How about the ibe of the load? Isn't Ast xnst&iQg we have to look into? Cerfia* types of things ton Afferent limits Asn other Alags, dent they? You have estate objects that have different limits hi weight A Urge Aing would have a differrat tiraft than a samll thiag, Are we going to sgy SQ pounds or 7% pounds regardtoa of sise? ICR WRIGHT: Don't you have stand ard instructions which state bow B&ch you can handle on a path track or on a Irene porter? Arc you going to eS< them 15 high at 25 high? CHAIRMAN SCHAEFFER: Packages are standard. Whether it to a htg bag or a box or a erate, k U still standard. CHAIRMAN SCHAEFFER: Carries*- neas. Let's look into the exams Aat cover this .loud of thing. There ague you arc gulag bio the problem of the Motional, aren't yon, when you say Ae guy era sen that he knows where he is going, but he is not goieg Acre? MR STEEL: We have another problem of handling materials, I guess, that could be classed as edliiten. The mm reaching dram to pick bogs ap in unfeuding ears of hug BMtcrial have no control over Ac floor of that ear. Freqacutly they get spBnters is their fingers. Sometimes them fpCaters u quite severe. What era be done about this situation? MEMBER: Have Ae supp&er line Ac W agree then that we have'got to do ear with cardboard or paper. some work on this question of barite. CHAIRMAN SCHAEFFER: This prob Is there anything else we have got a lem of surfaces is going to take a lot of take up iontoSatriy on Ala strala business? Work whether it to Ac surfaces of tablet, Let's totre It Acre and foe* to our Ae surfaces of tracks, the surfaces of Ae second proMeaa-"colfistocs. What is the floors. The Bhrlihood of ddddiog and hav first thing we are going to do oa Aat? ing a coIBrioe-~eH thoae things come under MR BONG: You hare to to what physical tpiipmnt you have involved to- rides the sue, and Am what the aistowny, corwerway aud traffic titration to. surface draft they? MR STEEL: Yes, but we can't control Ac surface of the floor of this car, because it isn't practical to Sue Ae ear floors. MR BONG: How about vehicle toots? CHAIRMAN SCHAEFFER; All right, tones. That would tedode markings. How abas* Ae maurisl or the equipment? MR TONG: The vehicle*. CHAIRMAN SCHAEFFER: How i? MR BOND: Lighting. MR STEEL: I fiUc another one would to traffic rales, stop sigoa and a forth in mar hens. ___ CHAIRMAN SCHAEFFER: Should we ** * " * Wet traffic rack MR BOND: How about the use of gloves to handling that material? MR STEEL: That to set practical h* tuntilinf bags. MEMBER: Are Acy paper bags? MR STEEL: Seam of them arc. Most of Aras are burlsp begs MEMBER: Why do Acy have to loach Ae floor in picking up Ae bags? MR STEEL: Seme of them are flat oa Ae floor and you have to get under them to get bold of (ton When yon go sadov year ifTsigirs m--uinm coma out foofctog saffie... . MR BOND*. Traffic ttgutotions. MEMBER: Whan you speak of cofllrioe, I think of band goods asd case goods .to`ftlag people, sot of vabkstor traffic. CHAIRMAN SCHAEFFER: Okay* CHAIRMAN SCHAEFFER: You are traffic talking about staff that gets loose and kite 24 Th* Safety Work Shop people, or people sticking thdf hands in between two case* egging down a conveyor. That is a ooOlaion. ig*t it? MEMBER; Y*jl CHAIRMAN SCHAEFFER: Is that a material fauxflhig problem? A'cnft we g* ing to have to look Into dmgrr spots for fan*? UK. STEEL: TW i* a ceagto between. MR. WRIGHT*. Yen tocnhWt eae eoL Urion than. I drink yon AnU ert tote "bumpiog against/* CHAIRMAN SCHAEFFER: Afl rigid. we wil add the word *VmgiDg.~ UR. STEEL: And Wt ktwna" Any of yon itUm bare trouble with men nmnfag ofsfsr rtfping of of trick plates or gangnay, between a dock ami car or a dock and a track? MR. PARKER: Tbat wonld cone renter Hr(Ma, wonldoft H? MR. STEEL: How mqy of you bare tbat problem? CHAIRMAN SCHAEFFER: Can we gy that Is a definite problem in surfaces and call it "cooneetiom"? How about spans? MEMBER: Rrenp*. CHAIRMAN SCHAEFFER: R*m-- ok*y. Wbat U another of onr i|wr ill ynb> terns in snrfaeca? MEMBER: Ladders and areffoVh. MEMBER: Just a almtc-t-ew that sub ject here, we are getting guile a wiyi awny from the point f oat plants wfoa we have dagger spot*, we eliminate then, taka atepa to rifetimte them. MR. STEEL: They are still getting ImrC aren't they? CHAIRMAN SCHAEFFER:- Are wt worrying about whether we c&mbrete or correct then, or are we now trying to dicow a program which witt force ns and feud a* to the cMminrifen of these (tings? If we had never even thought of tooting into them danger spots, we wouldn't tins* fare* them, wtmld we? MEMBER: ff we have material to Kft, we don't handle it by tedder*. W* get sa elevator or something, same mnehtnery, to lift if op. CHAIRMAN SCHAEFFER: Yes. But to this conference, we discovered that hi some plants ladders are treed. MEMBER: The* they are hrritieg the falls. MR. STEEL: We are gettteg * the CHAIRMAN SCHAEFFER: Right. nii)nl We are nUdsc about 1 material. Yew are talking abent climbing MR. STEEL: Telephone,ccmtiwaici aod utility companies BfW allow anybody to climb p a tedder and carry anything. The MR. WRIGHT: It Is going to cover a man goct up and be letr n rope down. They lot when yon handle material. It dqtenda uae a tedat to elevate nrscything. on whether yon are vp in the air or down In the cellar, CHAIRMAN SCHAEFFER: Do you ore a ladder and scaffold for handling ma terial? ' MR. WRIGHT: Do your mew do R? MR. STEEL: No. Do your*? MR. WRIGHT: Kb. ` CHAIRMAN SCHAEFFER: When we MR. WRIGHT: Sure. How do yon get a pipe up? Steel pipe U material. come to investigating this, we are admitting we are not following the best misty prac tices. But we are at least admitting it so CHAIRMAN SCHAEFFER*. Some of we ua ge ahead and do someth about oar plants have ladders for material baa- it We have (o pot it dawn because k dses dtiug. Maybe we are going to irHmtnatr exist tint when w took into it; maybe we are not MEMBER: Everyone of tisoae Hems yon Ia there anything we want to took for Bated te a dreager spot Wby rape* danger spots? under falls? MEMBER: Tripping. CHAIRMAN SCHAEFFER: Am there . dsagrr spots that caanot be stimiasdnd? CHAIRMAN SCHAEFFER; Due to lack of jnslmulan? MR. WRIGHT: Yes. If you Imre got a wall, bow are you going te go aronal k? UR. PARKER: Yea. They am la a MEMBER: EUarinete th* Regers from h*y. th* wall. down stair*. MR. WRIGHT; Tmr k down? Food Section 2$ CHAIRMAN SCHAEFFER: Well, there is a point, fa other word*, the point before tire group is eliminate the word "danger spot" because you are admitting tort that all these danger spots are danger spots that can't be ehutinaled- `MEMBER: .You can eliminate all danger from thdr deportments for k*t than an hour. UR. J. A. ROCKWELL (H. 1. Heinz Gxnpaqy, Salem, New Jersey]: What steps would you take toward completing this con ference? Do you have a follow-up and plans for cotnmlltet* and what not? You have only touched the surface here within tpots. one hour without cans* and effect,' and so CHAIRMAN SCHAEFFER: Cu you on. What steps would you taka to corn- d>ouoel* aft danger spots. How about It, ,.*ete the conference? experts? CHAIRMAN SCHAEFFER: The next MR. STEEL: We have a lot of concrete conference f would bare In this cue hr a toihSegx. They arc net heated k the waiter conference to ptea conferences. I would time, and they get terribly odd. Tbet along not schedule the conferences for these men semes one of these spring winds canyieg who have taken part to this development. a lot of moteto/e. Those concrete mots They have put down here itoktou open get just an stick as gfeac. W nett put which the flesh win have to be teM. down rubber mats as over the ptece on The next problem I* to get together and Am day*. We have to accept m eertak for one hour ceoakkr nothing but how amount of those bauxite. We here to much attention should to put on these sub accept that until we can ereotually heat jects and which ones should to ceanbtoed those building*. Maybe we would want to take all of the MEMBER: Tbat Is poor engineering, exam and history regardless of which one of the three subjects It fcfl under aod throw MEMBER: I should tike io have the those into cat cenfercBec. Next, we might coefsrence consider the question of crk take tow. pteyea interaction. UR. WILLIAM H. RICHARDSON MR. STEEL: Handing out a book of uBStrnetkna or Idling the gay once isn't iiwtiattiug the naan. CHAIRMAN SCHAEFFER: Isn't the probing of bow to Instruct the adject of a separate conference that haa to to gone through? Of coarse, ay anantr U con ference. The only way we can convince men of the right way of doing tilings is tar then to think it up tbcrosetv--. The aJjr way to get men to get together and think things economically Is by the use of the oonferenee. I don't betievt any confer ence 2s worth anything If It goes over an boor. I think within an hour a man baa tebl and absorbed aB be can get. Left ge according to that and stop at the Iren*. WaTI throw this thing to an open discussion and see what qwstioos you rnmt to bring oat, net only about safety (General Mills. Oklahoma City, Oklahoma): Yon propose that end of tire hazard* you have outfined be a part of these confer ences? CHAIRMAN SCHAEFFER: Yer. UR. RICHARDSON: For the boys sub ject to the hazards and accident* you have outlined? CHAIRMAN SCHAEFFER: It soemte nwr, to I think yon ms spend leas money aod get more effect to toring the workers come and M you bow to avoid these acci dent*. They know' bow. They 'don't do it, but they know bow jmt as wcS as th* supervisor. MR. RICHARDSON: fa other words, you 'kale then* op into groups and let reds group solve the same problem? CHAIRMAN SCHAEFFER: t would have an boar conference with them once a totaled an eaufcrencc. MR. LINDSEY C KALB {SebcnJcy Distillers, Frankfort, Kentucky]: Yon my Ant these conferences should net go over an hour. What should be the mtefrnum time? CHAIRMAN SCHAEFFER: I don't think U is worth bringing the men down UR. CLARENCE. U. MACK (Cbm Products Redoing Creepsay, Argo, 1IL]; How many people do you think should to the gwukmaa number to attend a confer ence or take pert in a Conference? CHAIRMAN SCHAEFFER: X don't think over 15 people can attend a confer- H Tka Safety Work Shop cnce. I thtafc tet ia about the top. I think anything taa* ten eight or nine Is unMnHCi toe ICR. STEEL: I W a rtrv tnfcrastfag CHAIRMAN SCHAEFFER: I heUnv to having experts present hot aot as ex perts. I believe that a conference door m a dedr of perfect equnfity. la other werJi experience sometime age nmoity confer- if the president of the cceapaay waU him. We were bemgtog our ...it fork through that door, be b no longer the presi trucks tota a ail Before the awn took dent until he get* back outside. If he u, over the tracks, [ ne the Safety Courted your conference b shot The doctor that picture, Km md Yarn Tractor for them, walks inside of that conference has com I followed this with a conference, ja#t two there with hwuUity, Any man who doesn't men and myartl ami the persouuri director cone la bnem&ty lo a conformct doesn't of the pleat, ad let them work oat tftdr belong la it, bwssn many does be wil om safety rales. It has worked oat beau learn more bring the expert tea *U the tifully for at. Tknr did a better job than rat of the conferees together because I ever could have dwe in writing up a set tert are so memy things he never head of rule*. beraaae nobody dared to tall him. CHAIRMAN SCHAEFFER: That b MR. JACK W. PERKINS (Gown* exactly what are are tafiriog about UOk, fan, Wichita Falls, Taxaal: How MR. STEEL: t didn't have lo sell thaa to do anything except bare them typed 19- CHAIRMAN SCHAEFFER: They al ready knew before you had them Rioted because they dM H themselves, MR, R. J. OLEARY [Cora Products (Ukitof Company, Oilcigrs, III.]: Do yea attempt la noth a coachtskm at the end of year conference? do yen make yoor canfarance a matter of permanent record? De> yen sot merely U* ontBae a* you have kited Jt there or do yen develop ndi one of the topic* for a msjter of tend? CHAIRMAN SCHAEFFER: We n*r our wtSsei sol we also write Uttie erne hbtoriea where we thick h b necessary b order to rrylals problems. Thb U aot for the pnzpoee of grirlag these histories out, CHAIRMAN SCHAEFFER: I do. MR, OLEARY: Do yon get the taaa and poaaihle remedies? CHAIRMAN SCHAEFFER: Yea. but for the purpose of the conference leader who has to mere or leas be te wait warily mow to the ifdag. For iaaianou, ia the case of confmnces we are earrytog cn right now on dbcipBnc. one of one foremen win MR. OLEARY: And then do you. before call as right to te ate* of dmloptag H the group adjoura*, try to cam to a snaa ami my, "What was dot pobe tee so and aoa crmr.luskn as to the best procedure '. so brought out? I nrit remoter. Whst to take? was fab argument?" WcR, I She to put CHAIRMAN SCHAEFFER: Ahaol>klj, esuft in Ac case of conference* on free enterprise. That it the only thing that never cnee to a coachaion bectaae yoa can't share tbt down a man's throat reprdkn of how naqr ether men fed eonvfneud. Bnt that b fttbaopfifcat. Bat in these cases which are practical, sack as safety. It b the aaejerity that manta baesase the aujnrity ace aiaafiy riche la these can* whsra they tftdafc them one and when they case an a madarion an teat MR. GREGG R. MEYERS (Hate Brew* Gamy. MflwHe, wi|: La ona- those things down, so I can rnuakr thaw. BmliWf tei, you should Veep aB yamt owtHnes in forts ad to aagmace and to a booklet so you have them xrritable. And every iodrriduU who attends should receive a separate copy of each euLfinc within a few 4^t altar It was produced. What ysv compute conference b fiablwd, ghr* than a complete booklet of si the conference material with te ennr*trims dmduped at the front. MR. ELMER G HUTZLEY [Gwphdf Sea* Company, tnden, N. J.]: Yonr Mas to conference b so lake te men wim are nmntog the foric Cracks and bit ten as not yonr hear be ten in tec ktod or ia ted partirutar conference; er Kb* ia he ybn uagtoser. for the tbil i . i of * a group bi\j a onafmuwa and Bdc tefcr partscutor prcbl--? SfccuM ter fenmtm be to en that? rirCi*H. A1CIR* MpmANcmS*.CHAEFFER: That is Food Sudan 27 JJJL HUTZLEY: If you have a general (reran over the whole group, plus the Mbfofcmm or the Junior foremen, they ifayilf definitely be there to follow through or the questions that might come up. CHAIRMAN SCHAEFFER: That is right. ME, STEEL: I disagree on that. I don't fefcve men are going to open up and let their half down if the hoes is to th* room. If you get these men started talking about these impersonal thing** *rii a* about how to save a life, impersonal in tet nobody's personality Is hurt, you can get them started on a kri of other thing* to sefety, such as attitude sod so on. MR. A. R. SHEPHERD (National Auoebtfea ol Refrigerated Warehouse* Chi cago, III,]; How do you get tet message acroes where there is a heavy labor turn over? CHAIRMAN SCHAEFFER: 1 don't CHAIRMAN SCHAEFFER: Some day tofiere that H ia worthwhile haring con- 1 hope 1 will he able to have a conference Itttnet* tadCM yon attain te objective of a conference, which is equality for the pur pose of production. The conference should |tt every man toterastad to te problem ol production, Warn safety to part of production. If te workers cannot team to speak about prodsetfon freefy to fame of te mm who hart to carry that out, you have tot your objective In conference. f thfak you wifl always find, If you will Md a conference on how to coiriuct a conference, tet ail men win agree that (her* should he no persemUrtc*. It should not he a case of: "Writ Joe, you do k Bus way, and t think dad is wrong." It Is a matter of: "Writ w* do k this way and k ia wrong, i think. 1 think maybe we ought to da' k thb way." Not: *T da it this way with all te people who come into te plant on safety tad induction. Then, instead of telling them, I wilt ask than how they would like to be rejected and go ahead and do ft that way. f wocrid ark then rial they thtok they ought to do about safety m the plant, imd kt them tril you. They will tril you. Maybe we haven't listened to them enough- But 1 bee some day to h**v*techaneeof taking ID people or IS peopic tet are hired and gxv* thaa a dance to tril me. I want to have a chance to tell them: "What are you going to do about keeping safety to the phot? Tell me what we can do for you," MR. SHEPHERD: IC you shifted these men around from one department to an other, weukto't you have to cover the whole field to doing that? aai tet b why It b right." It may taka six months, socnetlma a year, but H b possible to get te meet ncrags worker to open up and talk (even about human relations and tet Is a tough subject) *n front of te rice-preakSmt to chars* c <reduction t X think tet you have loot a; objective^ If 7~ Mt ao toward that goal Unless te ustn at te tap hear te criBdwa from te ten at the tmf of the amchtoe, it Isn't gotog to take. They have to hear It at some time or an other froaa te man who rally said rt. and tbm k fegfea to take. I have seen it work where a riee-presL drat, after three or four visits, has actefty eesue to te point where he says, "After aX iUs b mhf aay epkdoh," fawtead of, "WeB, I detft amove of tet. Tfat isn't te right tesgr ft Isn't a matter of whether he thloks ic b the right thing. It Is a antler of whether te majority thick* St Is te right Bring, That is what a cen to. MR. STEEL: la te type of program you are talking about, would it be practical to talc* te new mra who famrert worked in the plant and ask than what te hazards are? Should they aot work a week or two first? CHAIRMAN SCHAEFFER: I thor oughly agree with* you, tort, os the other bead they will actually see Bring* to the first two day* tet te fellow who has been there mouth* aad year* overlook*. It b an old picture to thoee who have been there roeote and 'year*. They get used to te dtoigerous sputa. They don't look danger ous to tern anymore. MR. HUTZLEY: I thtafc Mr. Shepherd** point on tabor turnover is certainly some thing to think shoot because tet b a hig prehkaft 1 know it b la our place. * MR. LEROY COLLINS [Spencer Kel logg A Sons; Bufafe N. Y.J: You spoke of harm* your president or vice-president at tend conferences. Cast you tril me how we -- ~--.v* isoaa pcoph Oerrane a part of --nsgtnimc oa a cooCHAIRMAN SCHAEFFER: That U iwwoe basis. they also become aui|t> a tough oat, all right It took a year of ntot'i thinking or (key are no use; tint U this technique to get the first to* executive they become out ooascSous. into a conference at Kraft Cbeat Tbe technique was tM; I wrote a apodal In* vitation to all to* executives taro week* lafotc the conference. The day before da conference (hey cot It alain. They got ta Invitation to every conference (hat waa Mi MIL JOHN GROFF (American Maize Products Company, Roby, Iftd.]: la ibt hat several year* wt Intve had aeveral coofertocts We tried to override our vice- president, who I* always (be wafetwet Their secretary had a list of all the con ference*. They could go to the secretory and *ay, "What conferences are gomg on CHAIRMAN SCHAEFFER: Then i U not a conference. todayr It took a year before the frst MR. GROFF: Several different felto* man showed * At tie cad of three years tried lo Weak him down. They couldn't d we had five to* executive* that had at* k. tended at some time or another. Mach more important than that, after they go< there they learned tbe ntia S also go along with George. He say if you have formes present at the meet tog they are gotof to keep quiet Bat a Another point is very mbamniaf un *om as be goes, they open up. If he bang less you handle it right; that ts, orienting around for the whole meeting, they kj the executive to the conference: Yea amt quiet But If the vfcn-pcrridcnt or super remember that fees* executives are oar hdmdcad h there, (hey wiB ratify talk. bosses mod, regardless of what Ac msfofiy CHAIRMAN SCHAEFFER: Yoi thinks, if the policy la stilt ** and sew sre are still going to have to fire with dat policy, until it it changed. The only way Ist toy conference ia your plan There la no toe Jtiddfeg yyoouurrsseetltf aaoboouutt i If you haven't pet a conference, do it will be changed la for the to* oetdire waste your money. who make* the policy to team the ehjsc&m from the common matt The boas won't change it iwt because you go la hkn and * I *1 admit af the conferences I h beau leading In nay fife havest been n tell him the people don't want it that way. conferences. However; I have led oufi But what (he people thanselves talk in cnees where the mu oa the second fo front of him and say. "This is the way it have eventually, after a year or sc* eoi ought to bnM it begins to soak to. Of course, that takes years. to the point of accepting the conferee method. MR. MACK: Ofl the same adject of different levels of participants ia these oon* ferencet, you have the vke^prcakksti In. These people ow the firing fine at this con ference wilt agree to ail these thfogs we have talked about. But. as George Md, U is going to coat $40,000 to gStyOQO to really lick d>is problem. They will agree to att these thing*. But when they leave that cost* ietoce, bulk in tbdr heads they are gotof to say they don't want to spend that money to do these things for to. Aren't you defeating the purpose of con* fereace if the vice-president dace nothing We jest had a case of ft to our or ptaot. We triad for two yean with ti naa'ThtaaiM^ retired gad mxto dee took Us job. Then the new n came la and said, Took, boys, I aas < your ford. Whatever I say is only my s opotion while I am here. Of course, snake the rules while I am outride. But you can ooarriaoe me I am malting tl wrong rule* ou tbe outride, maybe I ct add will do somctlticg about iL Z want 1 S* your point of view here. It might bd iK while I am here, It is just sny opation That la a conference. MR. COLLINS: I would tika to hav eaotiona. You are `going to start over again. When are you ever going to get to 'td-crilcd Utopia? CHAIRMAN SCHAEFFER: That is the wonderful thing about fife. Utopia is I jgft around the comer. If ft would work, ; it wouldn't be. That ia one of the facts of file. But t do think you bav* the same prob lems regardless of personnel and regardless ri whether you have a change of personeel or not, you sritl still have to go over the fame problems ms far as the to* executives are concerned. The battering at the walls m mh wiMtK way, oecause sms the wall is finally broken down you actually have an answer. It isn't your answer; it the people (hat know that are firing the answer. The definition of a conference, as far as I am concerned, is tills: A conference is a meeting in which tbe people who are nor mally the audience are the speakers. MR, STEEL: I took upon a conference as a poo!tag of experiences and knowledge to arrive at a cotxhuiou to solve a problem. CHAIRMAN SCHAEFFER: That is a muck better definition because it really in cludes the objective. Officers of the FOOD SECTIOH NATIONAL SAFETY COUNCIL 194S-4I Gttutal CUnn-E J. ALDJUCH, Sfoxcr Kdloa Co, be, Iblfilo. H. Y. ] Fart VUt-C\rUmtm F- a HUT7T.BY. Canpka Swf Co, Camdrm, N. J. Stami Vtcr-Cltaimam--HOWARD T. BONDI TU South Court Cm*. New Oitew*. Li SttrtUry-BURTON H. UAY*. Ihi^ IuC- Ouou(o. IIL New LtUtr EOur--GOTOXHi MORKISON. KcRoa Ctunfuor. Butte Crude llich. Co-Editor (StatirticrJ--CLIFFORD P. UcBRIDE, Fubrt Bnwtec Co, imwudau; Wn. Program Dirrefo*--ROBERT C LEITNER, LIU, UcNcUl * Ltehr. ChleucOb nU Indusfry MLsfension CommiUtt--'R. M. WHIDDEN (Qulnam), Gtntril Foods Ceif. New York. N. Y,; E. B. KELLOGG (Viefc-Chairman), MiBc tndiwdy Femdation, Washington, D, C; W. M. AICHER (Secretary), Untied State* Brewers Fo--Jotfon. New York, N. Y. Health Director--VK. PAUL W. RUSH, Cora Products Refining Co* Argo, IB. Visual EduteHon Committee-H. DE TARNOWSKY (Chairman), The F fc M Schaefer Brewing Co* Brooklyn, N. Y.; S. W. PARSONS (Secretary), Carnation Co* Lae Angrier Cal Engineer*tg Committee--GEO. R. WELLMON (Oaines), Erica Marnfacturing Ga* Erie, Pa.; R. J. O'LEARY CVk*-Cb;nua). Cora ProdocU Refining Co* Chicago. IH.; M. B. MACAULAY (Secretary), Iaterfcoro Mutual rodenwity Ina. Ca* New York, N. Y. Membership Committee--W. F. LEONARD, JR* SoutMaod Cory* DaDna, Tex. Groin Handling end Presetting Division-LEROY J. COLLINS (dolman), Symcer Kellogg k Sons. Ik* BoffaJo, N. Y.; K. A. BONG (Vkx-OnuWm), TtiraiiTnusT UtUing Co* Mmnpoik, Mfcm.; D. I* BAFFORD (Secretory), A- EL Steky Co, Decatur, IfL Refrigeration Decision--SLOAN CHILDERS (Chairman), Southwest Ice k Deity Prod uct* Co* Ofdabana Gty. Old*.; A. R. SHEPHERD (Secretory). Kteioual Amu. of Sr Confections WALTER A. HORN, Ws. WrifWy, Jr, Co* Chicago, ZB.; C. t FROWE (Vke-Chaimaa), Cartie fc Cooke, Ltd, Huofulu, T. H.; M. O. HAMPE (Secretary), Chase Candy Co* St Loots, Ua; JAS. L. DEVINE (At Luge), American Chick Co* Long Island, N. Y. Joky Freducls Division--N. E. THIEL (Chsireua), Soother* Dairies, Inc, Wathlagtdn, Du C; F. T. MeGOWAN (Secretary), The Border Co* New York, N. Y. tererogt Division**H, A. PAGEAU (Chairman), The National Breweries, Lid* Montreal, Qmbec, Cm; BENJ. S. LINDSEY, JR. (Vk^Chainaan), Hinas Walker k Sow, Ik, Peoria, UL; EDW. J. STEINKELLNER (Secretary), Joe. Schfita Brewing Co* Uhnafac, WIe, 3tiers Dkrition-%. Z. BANKA (Onirmxs), National Biscuit Co* New York, N, Y.; W. C MAHLSTEDT (Secretary), Centineutal Bakkig Co, New York, N. Y. UisetUmuons Division--"FREQ C. REGETT (Secretary), Bayuk Osar Co* Philadelphia, Pa. Gemnut CemmiNtt DEAN CLARK; C C CLEMENTS; R. C HAVEN; S. B- HORXELL; C F, MOBERG; C. C RUDD1CK; R. M. SEEKER; a H. STEEL. Sfo Rf*rwokliae--GEORGE MACDONALD; National Safety Coandl, Chicago, 111. Conners Sr Grocers Dnisiom ROGER J. BAER (Chairum), The Kregw Co, GnOhio; 1* P. WALTERS (Secretary), Hardware MatnU Csraty Cn. SM Pokt, Wk. 30 31 OTHER VOLUMES in this Series Many users of this vohnoe will also find much vihc m its companion Tolwcs, Her* is the list: TITLE VOLUME No. Aiaaf Mrctwii Baaqoet, Women's Activities, index to ill Vohene* and Exhibitors.... 1 Americas Society of Safety Encincm and Subject Sessions.............................. .......... 2 Aircraft Maiatfactnring Section... ........ ................. 3 Air Transport Section.......... ........................................................................ ..................... . 4 AutiiMvjtlrs sad Machine Shop Series.,.......... . S Cazx&t and Qouqr Section................................................................................ .. 6 Chemical Section ......................... ..................... ..................... ...................................... ............ 7 f'rtml U8nn|` SoCtSon. . .....................a..I rfwvn.!.l Vehicle Section.............................................. 9 CuaiUurioe Section .......... . It Electrical Eqtnjmeot Section........ ...................................... ........................................................ 11 Pood Section ........................................ .... .................... ..................... . 12 Glass and Ceramics Section........... ...........,,............................................................... .......... 13 Industrial Karsac Section,.........................I........ .............................. 14 Marine Section ........................................................................................ ............................. 15 Meat Packing; Tiimiac and Leather Indra/rhs Scries, .... It tttnh Section ..................... . .... 17 Mining Section........ ........................................................... .... IS Petroknm Section........ ...................................... ............. Power Press Sorting....................................... Printing and PnbCsbhig Section....................................... Public Employees Safety Committee.................. .... If ............ at 21 22 PabCc Utilities Satloa..........................1.......^, .... 23 Palp tad Paper Section.............. ......................... .......................................................................24 Railroad Section .......................................... ....................................... ............................ 23 Robber Section................................................................ ....................................... ..........26 Textile Section ........................................... .......................................... ..................................... 27 Traffic Section .................................................................. ...........,.,,.....,..,...28 Transit Section....................... ........ .. ...................................... .......................................... 29 Wood Products Section. ............ .. 30 Farm Safety ..................................................................... .......... ....A.................... 31 Home Safety........................... ........................................... ................................................ . 32 Sfimni College Smsiom.......................................... .................................................... 33 The Htnu Side of Safety (Eariy Uonn^ Sewions)........................................................... 34 MUCKS OK EXTRA COMC5 OR INMVWUAL YOLlfMKS TO MHIEflT VOLUME SIZE U*9copies Eaek Less than 24 pages-- $025 34 to 4$ pages-- JO 49 to 96 page*-- AO Over 96 pages-- AO Seek $939 JUS .35 SS 19$to999mfia JSaA *013 39 J 39 JWormore Mock *015 39 JO 39 Complete set of Transactions (34 volumes)--jiJBO NON-MEMBER prices are doable aisnhrr prices. except nhaa 29, 31, 32 and 33. KATfOMAL SAKTT COOMCIL t M A WACXBt MtfTI CMCMO , MX. ** u 32 ** 24s$ 4^ tg Current Safety Topics in the GLASS AND CERAMKS INDUSTRY As pmM tan* SwlnHlWw --A fcrfw Cin .My Attitude Ct Ovir^d?............................................ 4 Hut uul R.diUon in GI.m *nd Cmmic Trwitx................ Drnt Control in . Nw Typ. GUm Brfdi Hour.......... .. 10 VWofl in Srfrty................................................................................. I* VelsiM 13 i ' J3. `Wfaifo 7lecv... Is safety, as in all other human activities, the question is repeatedly asked, "What's sew?** Ussy sswtn to that question are gtvea every year by those who yrtidpite is the varices sessions of the Kitnal Safety Congress. Uaay Mir methods, devices, aad ideas which later hawse ftmnSy accepted first woe presented at a Centres jsrricn. TFsrisi of tins fad; safety directors thraegboct the sstion have always foesad the Transactions of the Congress a valoabk tool m Ariy y prevention programs. Reification of the TrassRcrioR* is wll Votanes--ooe for each Section or Division--pennits wide dastr^odosi of pertaocot portions of the Congress material sa man- agoaeflt jef supervisory personae! at small cost. The 34 111 'in of the IMS Congress Transactions are tasted OB the test page, Dstribrfxm of these wleuu tohyynomd h mggeitril ae a wheHc aH in the safety program. In preparing these Transactions the proceedings of dm Congress have hem carimnd aad oiled for reference purposes. Complete original niiwin ripn with any charts or ilhiserarioos which were used, are' znMle in National Safety Gxmtil files. Views expressed at the Ga^rese or in this record are those of the Congress participants, and net aatnwirily those of the National Safety Comdl TIE HUS MB CERAMICS SECTIOR This volume is a record of the sessions held at the 194S National Safety Congress by the Class and Ceramics Section. The conduct of these Congress session* each year is only ooc of the many coopera tive activities which the Glass aad Ceramics Section carries on to behalf of its members, and for the benefit of scridcat prevention work in the glass aad ceramics industry gaoenlty Tfe Section gives guidance la the preparation of a great variety of technical and cdurational material rueful a the day-to-day safety programs of gfgss aad ceramics plants. The activities of the Secdoa are under the direction of Its Executive Committee, the members of which are listed on page 19 of this volume. 4 Cat Safely AuHndcs Be Ciamgcdf Can Safety Attitudes Be Changed? By WALTER W. WOOD Penoand Director, Kknfaell Gliae PWito, f In otzr tows there w a coosocctioas This gnat miety congress and dm brad barber wbo promised at a revival ncetkif * of the procure kug pinnatel n^ that he would speak to some saner about _ job hfus us his soul before next Sunday. The cvat&t Let's ereader two aspects of thus prnbfui. had asked*da ecMgrcgaticn for a show of First, the safety dlrartus's apprandk tr hands, pkdpBff every person so toketeer- people--the human rdhras regie and hew ing to speak to another individual whhs to win friends and refinance people for the week about his seal's salvation. And the safety. This flint is oftea orelooked h barber made his promise. its importance. Second, the safety findet'i I,.ike most barbers, be had no difficulty making conversation whale be worked cm his customers; but irlriig a son about the falvatloa of his tool was s different propo ilifmarhln pcmmiwu imur'il iinmJotln|_ htma through emum and asdkr What about a mfety erector's lpprrodi to pcopk? Wlat do the people think whes sition. Since ho knew he would have away he approaches? What da the foremen thd customers daring the week, *t was not about when be comes into tbrir deportment? necessary for has to be ia any lorry. Mon- Tim foreman might tUde of *--g* lake day passed and he had not kept has promise. these; Evetytimc he thought of syrmarliing; mm "Here comet eM nosey agate, Wonder one on that subject, he tools a cold cMXL Tuesday pasted. Wednesday, Thursday and Friday--all went by and sttB he bad not screwed up csenie enough to ask one of his customers about hU sreTt salvation. kt he will find today to gripe about." "Wonder wtot new safety guard he bus cooked up this time." *T snpgpse he'll complain of our good housekeeping'* Finally Satnrday night had come and the fast customer was in htf barker chair. This was hU final opportunity to falfiQ his peon* tsc. The more he thought about it, the more be auafrrd and trembled. He < "Hope he does not want me to go oa OMpeetioq with him." "Wonder if he bus another aQty promo tion stret for us." rale. His mouth btcinit dry. He had difficulty strapping Ins ruor. He kreed. over his customer, trembling. He swallowed hard and, with the nice poised m Us It is very possible dot a foreman fed* tint it is the safety Credor** and per* and departments job to thick vp stunt* to keep his shaking hand, he said in a graveyard voice Because the safety which be himself (fid not recognize, "My energetic In conducting safety friend, are yon prepared to <5er* safety suggestkm prngmnif, pwfiliihing of The frightened **"* jumped oat of the barber Hair, flag off the wist* apron, and shouted as he disappeared through the door. "Heft no. I'm not !* The poor, writ innnlug barker had ap safety Rguhiloas and rftotfaring of safety posters, famscs may mice * * the safety progi nn is se tondlmg on the ride, handed by a department--jrec extra "/resting on the proached him with a very inappropriate question for that particular time and set ting. Hew is yoer approach to people? What results dn you pet? OnA over jour ap proach to people and if resells have not been good--junk it and get a acw approach. Or does the focm litt Ore lM "Boy, I'm glad ta had forgotten its." "Anything new to bdp as with oar safety record? Bsliere we could n hti-- safety jtSDt" "We have all the mfety __ You and I arc determined to reduce aod* stalled aod all the dirty spots rlrantd up dents, or we would not be here. Wc are as you recommended cm year hist stopra hungry for ideas that wfll bdp do the job. tion," Glass and Ceramics Section "Wkfc yea uronld get xroe&d more often, Ba It" Csnaiatr wc need to create team-play be* ^ua repejnrwien and the safety director. If me redaer human errors is hand!log yespfa. 9 k hdp improve our accident WX fc bdp "safety morale" dds a ybn n k the upgrade? MX rnhoag lammn errors create for safety dwiruir better JumLuiCMf pres- toe, yhn prestige? W3I R help tbe safety t done because he is a great We lose list da spoken word is soon /rgetans, so for memory's sake, let's use Ta^my Arm's, a great teacher of golf, three roles of advice: (1) Keep your eye on the toll. (2) Panic at the top of your budowing. (1)Fallow through with your dub head. It sounds simple, doesn't it? But if you arc a golfer, yon know hew hard U is to alum even one of these rules, consistently --let alone alt three of them. way of doing your particular job. It may be human **pw**wy- Haw many mots do you aod I make a day ia t--~ffWg people? Who'knows? Does the boss know? * Do your people know? Wc do not have any mntirring stick to tell re. Ia *w*!, if the second baseman stuffs a fly baB, k goes down in tbe score book as an error. If to as weak on fly bolls, hours of practice are put ia to cor* reet tHa fault. Hremu ithttog errors can to corrected, too, by practice. Let's com pare a few of these errors ia baseball. (1) A wild throw-might to like angry. Iiigh voices--towfing someone out be fore others. It is an error. (2) Striking to a bad ball--might be like a brush off of the employee who is asking for or help. The B.O. treatment --Me tac scree other time, I am too busy now. Another error. (3) Overrunning a fly ball--is Eke under estimating a gripe or complaint as a symptom of trouble. The value of Tommy Armour's approach to the pni of golf is that it cuts through the hmyJimf and one minor, petty faults, and oarers ffirredy to tbe three major, esnniiil pclndplwa. It takes into cceshkratfoo thac three dfenst things are about lU tbe a concentrate on at one There arc almost as many different dreirii* of gulf as there are professionals inching it, Yo/n hard there a&. Keep da left m Unldt-ndt your wrists-- suing ynur hip*--kocp year head down-- Imp year ihoulJtrr up don't ItiQ the tofl red many pora. AQ good advice, bat they arc derails Secaderta! to the nan hno of Weyhig your tyc on the ball, pansing to the top of your huliwwg and fnlnwac *"1^ with year dub head. It wdl be intereating to take three three roles of golf and see how thty apply to psepia How three rules might help as retwher that a safety ffircctoc's approach to pectin is one of the most important tasks In Ms job of preventing accidents. Kegiag year eye on the ball, of course, amply means keeping your ore on the main objective. It aony be protective aytipment. It arey he safety promotions aad'cootests. It may be inspections. It may be a better <4) Arguing with the mp, gettieg kicked out of the kQpnrris like nyiog the wroug tbiog or ri&re ta get all the facts* nwroreafing an ndfist These red natty others are glaring errors. How ore we uitrcnne three errors? By pnet!cmg the art of mart relationship with others, and we da mere practicing We are all She tnrtki not rooch good wtfl we get re marks oaL Whto sort of pfaSoacphy off Ef* do you hare to fafl back on in nlvwg problems that confront you? Is It dm golden rule? Whto tystoa do' you ate in getting aloog with people? Or do you stumble aloog without a pattern of behavior? There are many good ways, just as there are the many different theories of golf. For our diacussiaa, the first important objective is "Tbe Approach to People" Tbe safety man must make approaches to manr groups of people, to a ion-time acrid: .be must approach these five groups: <1) The pereoh wbo has toot injured. (2) The supervisor concerned, (3) The foreman .in charge. (4) Tbe Injured person's family. (5) The doctor and the nurse m attendance. Cm Safety AUitada Be Ckmiedf The approach to each oat of hoe gra^i is important. We. im safety. want am v proach that iQ gm so efciffll iorkt ail help us MU yeidff art traS^M acridest history. Oar service weUrf be top*, bat w* put things off m*3 tt Oar people's preen weald be wanner, hat praihKlhin P--lira k Set* the back- Safety, you know, is Ukc minting a cow. A man has his hands fan. The fnstefi extra effort for mfety Sea at oar ability to get cooperation from pcopic. Let os me the nw of football to Qlas* trate this first objective. "The Approach." Lei's asstone we are oasctAg1. We have as om of oar eactedstre * tux* 29 fomai yoaafitcr, agile, hot m fitftle slow of toot; so we decide to sake him a adds. We pro ceed to teach him the fiolaWJtsfa; the proper offensive itaaoc. Modes, etc. We start, let's my, with Ae shoulder Mock. So ire try to impress oo ear prosperf hnr important it la to mala* body ffuitfiet wUfa the opponent; how be most get umkr or get put those dcfmirra famt that are ready to smack Mas down. Bat a tittle mre effort, hot a tittie more inrrtaf, bar a Kttic snore nlsritwisFng will grre as a better way. W faerc a choice. SbaO we be jut >mm or ahati wc be topeL Nothing hat peaple am pot m there. It is worts * ht effort me am Master together to ark oar first obfwrffve *A asm approach So people." So keep year eye on thebaB. ffranahtr toe doc we v3l get Indeed start in senIn bag this aasvfca. to people, jut at Jems tedYox w ml the store of the ten Icgsre whn came to Jems for doming rt only ene m tea Irtt down ud gave thanica. Wall dm ratio h o* any better today one in ton off give drta or he psandtrste. Contact is important to his jwt as k is to ws in nitty work, fee^s im their hands oat toct keeping tm away. We mast The second rale ie Tnase at the top of the bndrawing," This k aatolar way of nyhp look before yea lap.*' get by them to andee contact---to maloe % good approach. The taddt mat be tanght ways to get by the Itfuairt bands ready to knock him oat of the way. He most U taught the head dock, the shoulder dy, the fast charge, the feint charge, etc. He mart practice all these approaches to the problem until they are coomitted to his ocmoi sys tem so be does aot have to tfdofc shoot each one, but rather they become automatic reactions as part of bis play.' The harder Take into acooune al tine passible ceasequbbocs of yonr act before yarn Make tL ttanbal *8 yoor poise and balance. Take enrefed before yon fire. Dn wns ffafafckg. If I should Sp a coin vk one of joe for a rfhaacr, ft weoff net wake snch difference if It cane down heads or toils as our company would probably pay the - bill anyway. Bee yon aad I <wt make decision* on a hands or toffs hob, he practices, the greater his performance, the store perfect his approach. And H is so with as, the more thinking of oar ap proach to people, the better oar ratib. It is aot from lack ot kagwlojgr that W none pot,earadre* in the other fel low's shoe*. Tty to pet Ms point of view. Tt is very important what be timafcc. If occasion arises we mat gSre chiot to save face; , we fait bet front lade of application which. Suppose be jugguts a aafie we?* to do a is rally a lade of proper approach in tmama job and yon don't tic hk Idea. 90 yen my. relations. "Yea are all wet. you an deed wrong with It is so easy to take this attitude? yonr thinking," He does not have a chance. Yon could better ay, "That aomda pretty Oar safety record weeld he better,, barf food bat have joa tkwk of k tike thkr* oar people arc indifferent. Sa you pvt him a dnn to arc face and Oar good housekeeping scores weald be so accept yonr idea and stilt fed a part of higher, hot management gives only fig service. Oar protective equipment wotdd be worn the team. Remaster that to "Sense at the top of year hndawlng." Do mm tbikkkr Rale TMombfr three "Fallow throarfr with sere; htt nr people arft bn self. 16 yonr otto mm*." Onee yon kv--------------- too heavy, too hot or too nuonttint * Oar costs be lower, hot the people are careless aad waste too nod year mind, onee the dob band ban started down, it's ton late tn tea bade. Pat nay thing yen have into k. Carry it throats GUus end Ceramics Section to the grandest caochtnoo of which you Plan are capable. Remembering that what you With these two ideas in nttod--<1> say ami bow yon my it, will help get the changing- employees' attitude rad <2> re remits desired. AH three of these roles tied together are dependent on this follow through. Tbe kind of approach we make with our people depends on what wc my rad bow wc . y Patting ourselves in the other fellow's shoes, depends on what we. toy aad how we sap it Sevang face depend* 00 what we say and how we my it. Weeds are dyumnlu; words are aa color- fel aa a red rune. It Is oar job to pot them together k an attempt to get cooperation from ptaple. It mama personal responsibility. It menus rcrural ngMiuiiiija, It makes it necessary for snob safety- director, each supervisor, to persemtiy "Follow through." Aa old negro friend of nunc peg it thk way, "When I pray* for dc Lawd In send me a turkey, nffs higewa. Bat wbca I prays for dc Lawd to wad ne after * turkey, den de Lawd gets remit*." Oar jncBod point for.discussion will be a safety director's approach to promotion ducing the pamber of lost-time injuries, especially the short-tens cases -e *B<et Par" safety- contest was developed. We know that the ideal par figure would be aero for each division of the plant but we also know from pest experience that the ideal cwflot be reached one fell swoop. Accordingly, we made a statistical study of each division for the previous five year* to detenutne what tbe average for each Quarter for each division bad been. After finding what the avenge tad been for each of tee ptocedkg five years by quarters, we tbes cut that average by 50 per rest and established thorn figures as par for each division. In short, we set a figure as the "allowable number of lost-tune injuries" for eligibility for the contest. After setting up tbe "par" figures, it was immediately seen that there would lave to be two prizes since one dhiska had been given "par" figures of zero for two quar ters. So a grand prize and a second prise were decided on for each quarter's contest The greed prise was to be a weekend trip to New York for some lucky employee and testa and scoots. Per tins pnrpoae I will describe misty ceWct now being ed at Ac Vbihti Plant of fOnhlc Gulss, Thk is enc ahmmrim of a scheme for prosooting safety, hk wife or a friend. The sacred prize was a table model radio. Each prize was awarded quarterly bydrawing from the tames of all eligible- employees. To be eligible for the grand prize drawing tbe employees* division must Parpens rove had less lost-time accidents than the PriamrSy tbn ptepese of tbe "Beat Pas'* "par" figure set for hi* division for the ofc^r entot w to rhnwgt tbe attitude of quarter, Furthermore, he must not have the peepk toward the problem of safety suffered a tang-time sojwy himself. and to gyre tech ndtidnl a stake in work Eligibility for the scored prise drawing ing safely. The secondary purpose was to included all people eligible for tbe grand reduce die --mW of lott-tintc injuries. prize plus ail people in divisions whkh Daring 1M7, there had been too many equalled the "par" figure for the quarter. k*t-lime accidents, Sixty-two per edit of Anyone hiring a lost-time iajiwy was also aS lost-time seddntt were of less than disqualified from eligibility for this draw fear days duration, indicating that perhaps ing. the so-celtcd lost-time cases were mere of Following establishment of tbe awards an ahsenfaefan problem thpn they were a- and eligibility for the drawings, tbe next physical dmsbtEty. * step -was' to start prrxnotkm of tbe contest Tbe "Beat Par" coolest wag directed tt A Mace campaign was launched through redadng those short-term eases by giving- the nsc of books .of tickets which were employees a reason to remain on the job. givm to cadi employee art the use of if they acre physically able; rather than bulletin board teaser posters. Thk books take a few day* off tm "recuperate." (The of tickets were of a ibt comparable to meal plant or family phytickn determines if the ticket books used ie tee plant cafeteria art employee is pbyncaBy able to stay on the contained tickets for a broadway stage job). show, a sports crest fpre football or buktt- 8 Baai and Radiation fn Glass end Ceramic Trades ball), room in ooe of the better hotels, train tickets, meal expenses, etc. A few days after the teaser campaign had been launched through the medium of the books of tickets, a letter was gives to each employee from the plant manager ex plaining the contest, awards, rules of eligi bility. etc At the same time the bulletin board promotional material switched from the teaser campaign to a theme of explanation of the contest and the value of the earnest to the individual employee. The employees' monthly magazine was also brought into the schaoc by ostng it as a means of pro moting the plan. Sustained interest was maintained through out each quarter through every available means-bulletin board*. magazine letters, posters, special signs, etc Just prior to the start of each new quarterly contest a spe cial promotional scheme was created and given to each indrridnl employee to remind him sot to let dowa because a sew contest was doe to start soon. Meanwhile, a word-of-mouth promotional Idea was started and maintained by super visors and key workers. Kcoolts White the results of the program are not complete for. the year, it is interesting to study the first nine months of 1948 as com pared to the first nine months of 1917. In 1947, there had been 71 lost-time injuries through September while in 1918, during the same period, there were 19 lost-tame injuries. Tins means that lost-time injuries hare been reduced fey 77 per can over 1947. Of the total tnanber of lost-time injuries for 1948, about 50 per cent of the cases were of seven days or less 'which is a drop of about 12 per cent ta short-term injuries. More important Chan Che decrease of short term injuries is the charge in attitude of the employees which has beta noted by the plant medical service ami Che supervisors. The plant medical service reports a dotietable change fee dm attitadc of people treated for injuries. The eld feeling of "Well, guess rn take (he rest of the week off to let ray cat finger bad* has been replaced by the fading of "Say, this won't cause me to lose any time, wiD rtf Whether this change in attitude on the part of employee* oh be attributed to the "Beat pa*" safety cent ex is hard to *ay, but plant management is indmed to give a great share of the rteiHr to the contest along with the change of attitude of topervision toward the problem of safety. Prof. Elton Uaye of Harvard University Busincss School, Division of Research, in his book on "The Serial ProWtini of an Industrial QviRaation" siilmi this startling statement; "If ear social skiffs had kepc step with our technical skiff* we vronM not have kid World War IL" By toad sldH he means oar ability to secure cooperation tom* people. So the greatest extra scratch for safety lies in owr ability to get coepqatiwv from people. We must be conadeoi of people's desires and Trial makes then tide. Will you use tid* or a like philosophy as toadies to Up with your problems?-- Here it is again: first--Keep your eye on fit feolL Means approach--* good, warn approach. The approach is important' Second--Tmxsc at Ac top of year badeswing. Means to poC yourself iu the other fellow's shoe*. Id funs save face. Thmfc -Hhhdt gee if* point of view. Third--Follow through, Means--"WfenC yen say and hour yon say it." It will make the sale. Heat and Radiation in Glam and Ceramic Trades (h lummniy of a Talk) By KARL DUNK Industrial Hygkniot, Comfag Glnsa Weeks, Cwtisg If. Y. Karl Dunn, industrial hygienist, discussed Mr. Dun showed the iffacts of various the problem of beat radiation aod the ways temperatures am workers and Cold what can in which workers react to it. be' done and what ' bring done to johrt the Glass end Ceramics Section 9 problem end unpreve working conditions. would remove the infra-red rays, was in serted between the man and the furnace, Of all the beat lost through a furnace, i-sdsaofc best la by far the most caputtam. The source is the infra-red rays, nee-visible to the eye and boo-heat producers ia thera- stive*, generating heat only when they strike an object. aad the man's temperature returned ta nor mal. Next aa infra-red transmitting black glass was placed between the man and the radiant source, bat the black giaas did not screen out the infra-red rays and the man's tem To lUumate the rapid Increase of radiant perature began to rise again. heat as the temperature of the furnace is iaejstjcd. Mr. Don showed that when a femaee operating at 1009 degrees is raised to 1109 degree*, the temperature increased Iff per oeal ami radiation jump* 47 per art, A furnace operating at 2000 degrees brings the temperature up 100 per cent and As a further experiment, fans were con nected and placed directly on the mas, but served only to Increase his discomfort aa tus temperature continued to rise because of the heating of Che fan's blast by the furnace beat. the radiation to 1500 per cent. To demonstrate the pressure of rays of tight. Mr. Duma noted that when he placed Sack an inccvuc an radiation upsets the a radiometer m toe rays of a beat lamp, the vanes were shortly ft--?"g rapidly. dose to the furnace Is taking on more heat titnmgb i-afstien than he can lose through The vane* were black on ooe side (heat absorbing) and plais on the other (heat reflecting), suggesting that some type of There la no adequate way to measure reflective clothing might be developed to temperature, radiation and air movement offset heat radiation's effect e the worker: Thermometers now fee existence merely What can be done; then, to shield the measure toe expansion of mercury, and Ur, man from the radiant source and not im Dura nfastzatad this point by citing the case of throe metal container*; ooe covered with fofl, one printed Mack and ooe ordinary bkM can aed all subjected to the rays of a heat lamp. Thermometers piscod m the throe cans register, throe different tpopera- pair his efficiency? Heat suits have been used in emer gencies, bat they are emobenome aad for a worker who has to be other than sta tionary at hi* job they are aot practical. tores, pruling tot thermometers react Oriy A screen of almoimna foil between the to hii wiiKi^i, aad nothing else. Mr. Daen worker and the radiant source win filter pointed out that amis's reaction I* similar out the infra-red rays and, maintain the to that of the black container. Infra-red worker's temperature near normal. How ray* peas through the can, as through a ever, with such a screen between him and mas'* body, nod force the tewperature sp. his job. the nan is unable to vistally follow The one wrapped in tin foS, of comae, had his work. the lowest temperature, since the foil screens ant the heat predating rays. Mr. Dunn demonstrated also the effective ness of a blackened copper scrota when Man picks up radiated heat irrespective , placed between the man aad the furnace of color of side. To show the effects of radiant beat on the worker. Mr. Dean told of putting a replica of the Corning Glass Work* trade mark (glass blower) through a scrim of heat tests, while his temperature changes were recorded on a dtokri thermometer. The man's temperature ta this instance re trained near normal, and in addition be hod the advantage of bang aMe to see bis job. With the use of such screen* as altxninom foB aad Made copper tweto. * bond would be cocstrsdcd at the top of toe furnace, with blowers to shoot the heat up toward The "little man," with a temperature re cording device strapped crowd his waist, was subjected to radiation from a ttoy glass furnace. Almost iacoedfctely the Iain-red toys iocraand toe ana'* temperature to 105 degree*- A beat absorbing glass, which the roof. Right at the moment experkoeitriioo is going forward on various types of fabrics, in aa effort to discover one tint may have the me-sary qualities to offset or screen out hot radiation. 1 10 Dust Control m c New Type Gloss Batch House Dust Control in o Nw Typo Glass Batch House and Its Application to Potteries By A. S. MILNER Owunl Manager, Milner w-g* <*( Coetpwf, WnurU Imd. The latcii system" is t method for the storing, mixing and handling of the batch from the tune It gets la your plant in a car until it gets Into the furnace. This phase of the operation produces the dost in a glass plant and gives rise to oppor tunities for silicosis, etc- To begin with, we hsve a box car com ing down into the plant and we attempt to unload It in a modern method. Wc have a power shove! operated by a man. He gets into a box car loaded with soda ash. This is probably the most disagreeable job known in the glass industry. But uofoctmuUely that is the best thing we lave developed. However we do have the power shovel. At a timed Interval, it will wind up and scoop the material out. a man must get up and adjust the equip, meat to get the sand where k belongs aak the soda ash where it belong?. etc. Wc have developed a tresoh control ays- I tern. The --iiriil guts to Mat dc- ! valor to the conveyor which, hi ten, charges : os b 1 rotating affair and is controlled by a puds button from the ground level. II yoa get a car of soda ash to, the openirw presses the soda ash button and the eonreyva revolves around to the soda ash compare. ACnC, and you as unload the car. If the next car up tea ear of lane; be aimply presses the time button and the conveyor revolves around to the time mnqaittacm. Whim wc have all. thk wfrrliTr to the silo, we must then weigh then out in the quantities desired. For that purpose we bare vibrating feeders that feed out from the There have been some recent develop- ' various cempattnitnu like spent* In a wril ments in a new type of power shovd that and terminate kt two wcfgfe-boppcra We operates without any manual effort. It is built a fight-gauge steel hood ever these two operated from outside the car by a man scales. It is round like a turret. The feeders with a posh hatton. It is being tested in project through holes into that faeod sad w* two or three plants, but there are a lot of have robber gaskets to seal them off. ''bugs'* tn it that haven't beat worked out This is a place where; in most of year so, of course, wc couldn't pat H in our plants) you get dust Naturally, any tame plants. When it is finished, it will be some . you move a material that U of sue particles; thing you people should be very much in you arc gbing to get dust. So, to each case terested in securing. As I my, it has a lot where we hare rai into that hazard, we try of "bugs'* in it, and it requires a great to do something about it. tn order to reduce amount of repairing; Until such time as it the dust hi feeding our seeks we run a <h*ct is developed, w* suggest you stay away system to onr smuu dust collector. Thus we from it. lure a negative pressure ia this hood at all We have to get the material into some times. Whenever you feed material ia there, storage container as you might call h. We the air that is displaced goes to this duet use a single silo unit which is divided Into collector. So when we weigh the aalcrid, compartments. There is a large compart we hsve to discharge It from the scales ment for sand and various small compart after wc have aremntihfrd a hitch by`push ments for the other ingredients ' soda ash hums. Again these scales dkcfingi on to and feldspar and lime, depending on, the formula. Wc lave tried to eliminate, as far at possible, any climbing connected with this job. In a lot of the old batch plants, you will find seme device*, similar to this m x ceBector bdt into onr mixer. Again we bare a dose bund So we sod this off with canvas scab on to the bottom of this weigh-hopper an that afl the duct will be contained be this mat. This caiiejur is a bdt conveyer that is enclosed in a date-right which a man has to get up on top to shift the conveying mechanism about to get the proper material into the proper compart ment. Most plants have multiple silos and pressure inside this houatog so that when iW ot* didtupt, any dust, that is to the air will he collected. Class end Ceramics Section 11 try W * on ia * scries. Each time we ere we might have dust, we --about it. Wfaee we B the wr we create a stp* e to the rjmteui sad oottect the 1 dlrrlsr^ when the mixer is ait at --ether poke. We have l ,,i nr-r ----- tbi* iknt, starts all the machinery and the fan, etc so the car is When it to unloaded, be throws the switch back. That prevents any naming up and down of the silo which might cause a mss to fall off. Of course; it to necessary to go up there occasionally for Piatnfrmnrc. to which case we provide a Uttto elevator. hitermr haserd exists, Wber- The operator sits at the coatrol pud and e a aataraffy fight material, you watches the scale. When be wards five hun uesn M so we have piped dred, pocmds of mad, be presses the buttonWhre he. gets fire hundred poinds on the dial, be quits. That is all it amounts to. It At dm paint where we discharge iato bins, operates the vibrating feeders that feed the there Is a tnuunirna amount of dust We wetgh-iioppers; and be accumulates this batch try to dgmt that 4mt ft isn't csseadal, by simply pressing the buttons. we bc&evc. to reflect k. That is oae step further you might go. It might he dandle, but k k opaeks, We fed that to most cases k is Jute m wvfl to dhperse that dost tou the atmosphere. This rilo U 93 feet high so we have fans that axe concreted to Sun conveyors. veyors arc riming, to when die dost Any three occurs fatuimrpee'haetrhrceosTeMubc.notihange:;'a various discharge potato, these fsns blow it --o the iinajjliw at W feet from the The scales to a remote control ptoat are operated by photoelectric cells. This represnts the various sopply bins. This will be toe mad bto. the soda ash bia, the feldspar box, etc. These various he* go through the feeders into the scales to the belt conveyor to the backet elevator to toe mixer and on into: the Seppfy bto* of the mixed batch. Thca we have small bdt conveyors riming right to the funmee. grnunl and k is dbpersed over quite a wide When the funmee needs a batch, these arcs aad won't bother anyone, bdt conveyors operate which, of course, drains the bins. When it gets to a certain The batch phots wtye not bulk particu- level, it indicates dott more batch is re tarfy to get safety. We built them to elim quired. Automatically, the first feeder starts inate- labor sod to sake labor more efficient feedtog. Automatically, it is cut off at the so what we try to do is to baOd there plants desired weight. The batch is accumulated, as far as peestole to be operated autensti- weighed, mixed .and delivered right into the eafiy, We toH three or four types of these. One is eprrsted wid* x push button pandL We have another system which is cornpktcJy atrtrensficafly oontroSed by a furnace. When the furnace needs a batch, it onto- nsatfealty goes there. furnace. That is a remote control plant where you use bo labor whatever. Nobody is near that except a good electrician when things sta$ going wrong. X did not stress safety to my remarks be cause that Is not dur primary concern. I do To anload care safely, wt use a keysys want to say that at the completion of one tem m order to prevent the operator from of oar plants Use year,' wc had one of the getting the wioag material to the wrong tamraace companies said to a representative bto. If he has a car oE lime coming to, be to' check the dost at all points to see what has to get the fownon to hand him the results wc had been able to get. The report time key. That key wifi oefy operate to came to ns that there was less dust in our this keyhole so that we have the lime batch plant than there is on toe comer of switch. He preareo the key to the lime Meridian mid Washington Streets in Indi keyhole which allows Urn to turn the switch) anapolis. It can't operate any other one. The foreman controls that We don't want to ever get MR. THOMAS ILibbey Glass Company, a carload of lime on several carloads of Shreveport, Louisiana]: What is the capa soda ash. That baa here done many tknes. city of each section of your raw material There to an interlocking system to prevent that By throwing the switch, all eonwyors are aatamatkafiy tented. It moves the con veyors around to the proper location and bto? HR. MILNER: The total capacity of the entire plant is 2,951 toes of live storage 12 Vision m Safety Glass and Ceramics Section a which is about sixty- carloads. Now we divide that bi any monber of ways. It can be divided into eight compartments, ten com partment* or twt! compartments, depend ing on your own desires. We never get less than a two-car capacity aa owe baa bat it can go ep to three can. However the total capacity is sixty carloads, divided air way you want. SIR. WYATT fOwens-Illinois Glass Com pany) : What has been your experience with handling material coming in in hopper-bot tom cars? MR. MILNER: More and more hopper cars are becoming available. Our plant-is designed to take care of hopper-bottom can. If you can get hopper-bottom cars, that Is ideal. Some say that fifty per cent of the materials are now coming in In hopper- bottom cars. Eventually, we will lave it one hundred per cent. MR. WYATT:- You have to have an- other max to open your hopper-bottom. Majtoooe mas could do it UR. MILNER: That is right The mm daft* the or where he wants it He goes oat ad opens the hopper-bottom aad that ` closes it smd brings the sent car down. It is Jtil a ooMaa opersboo. It of course, eliminates the man getting mto the or whkh is hazardous operation. There doesn't seem to be modi anybody on do about k at the moment, l have Mess eagmecrs wort out a complete dost control system where the car goes inside oE a big dimt collector, bat this systen has never beat perfected. I think yaniWy in a eeople of years, you win haiv one hundred per east hopper-bot tom car*. Vision in Safety By MILTON 1L BOWMAN Supervisor of Accident Prevention, Cleveland Transit Company, Clevefund. Olds About eight miles from here, 64 years ago this month, a young girl was curling her hair with an old-fashioned curling iron and her sister, in a moment of play, brushed against her elbow and the curling iron went into her eye causing the retina to be detached. You professional people know what occurred--blindness in that eye immediately. A year before this lady passed on site was blind in the other eye. In 1918 when 1 was tn World War X a railroad yardmaster was bringing aa engine around a clear track to the roundhouse because the crew had worked their 16 hours and had gotten off. This yardmaster was bringing a tight engine back through * clear track to take it to the roumStouse and all of a sudden, be heard tome screams. The yardmaster cut the power and brought the engine to a stop as quickly as possible. He found that he had not seen a push-car being pushed by several Mexican track workers. Fortunately for all, no one was lulled. But it brought to that man's mind the fact that there- was something wrong with his virion for, after traveling that track for years and years, bow was it that be had not seen these men? He immediately polled hanself off the fob and wait to a doctor and discovered that he had a souk cataract developing whkh prevented him from string that pushcar. After a successful operation, his virion returned to him. He was soring 20/20 ptus, whoa i came hock from France. He carried on with his work for 10 years and was promoted. The lady I sprite about was my mother, and the man, my dad. X defeated toy work to them. She loft her vision completely. HU defective virion night have cost the life of one of his fellow men. Let's see what vistoa the employes have. Let's place than on yobs where they can work efficiently and safely. Wc arc doing that. Wc arc screening our new employes. Wc arc studying the man who hare acci dents and the men who do not have acci dents, and the characteristics of these men-- particularly m virion, whkh U a very important part of the work. We have been working on it for two years under the direction of the accident pccvoitioo deport ment in .cooperation with the medics! de partment. Wc hare a young industrial psychologist who heads that week. t proved to myself many years ago that the more you tdl an industrial worker aboof hit eyes, eves if you have to stand an yoar head or bang from a chandelier to do it; the more be will want to protect them. Bet if he will not wear a wefi.fittcd pair of goggles or safety glaum, his case should Sc investigated because the correction that crista plays a very important pert. Don't overlook correction, by ait means. First, yoa must consider your eye a wry oaportant part of your bod/. Don't experiment with them. Second, if you do laro difficulty seek competent professorial talent. Third, follow the advice given you. If it's glasses you need, get the best. If it's bed teeth, bad tonsils, diabetes, a constitu tional defect or what-favv-you, let's do something about* it I warn to ay that after 30 years of experimenting, studying and working under ophthalmologists and professional optome trists, I have loaned there are many, many ways dal you eaa too* your vision. Science and medicine will never be able to catch up, Doctors camot restore sight that has onee been test to you. Take care of your eyes and they will take care of you. Safety directors should know about astig matism. hyperopia, myopia, glaucoma and aQ of those ISO words, bat let's get it dawn to facts rime you arid I can get oo the assmbly line and give H to them quickly and in terms they can remember. What I want to do is to get these tech nicalities to you so that you can hang on to them and deliver them to the men who are having accidents. To illustrate this X would like to have Mr. Gregory and Mr. McCormick stand up. Mr. Gregory take your glasses off. Take a look at Mr. IfcGmnfek You can't see Ur. McCormick very well. UR. GREGORY: Hardly at all. MR. UcCORMICK: I see something green. That is aU. I UR. BOWMAN: Bod, ot than uimtt I that they have an eye defect. So we will 1 cal! them "EJXH--%c Defect. ' Mr. Gregory lake your thumb asd your index finger and cask* a snail hole and look at Mr. McCormick. You can see him. Mr. McCormick, you do it and look at Mr. Gregory. You can see him. Both of them said they couldn't see one another. Still, they looked through a tittle hole and saw one another, X want to show you how easy it is for Mr. Gregory to tdl he has near-sighted glasses. Take then in your hands; Don, and hold them four inches from your eyes. Move them sideways. Everything mores with the morion of the j^uki That means near sightedness. Mr. McCormick; turn yotfr glasses around. You have astigmatism in one eye, haven't you? Don, take Mr. McCormick's glasses and took at than and rotate then. If you were looking at a flag pole, it would wave like that, Thai means astigmatism. Take your glasses off a minute, Don, I know you caa read. I want you to trice this Reader/ Digest and bold It dose to your nose, and read it for me. (Mr. Gregory reads a tittle.) You are doing Swell. You are seeing near-sighteikiesa demonstrated. You see a man who couldn't see his friend. Mr. McCormick, 10 feet away, but he is able to read print held near to his eyes. Now let's see bow we can detect, the near-righted worker when he first esmes on the job and take steps to have his virion corrected. The nmr-righted fellow comes to work and he rays, "Good morning, Mr. Ander son." He is all set to go to work. He goes over to the bench. He is a very dose worker. You saw dot demonstrated. Then a new jet goes over the plant; and all of those without eye defects go out and took at the new jet. But the ocar-slghted fellow says, *T can't see it anyway. What is the ast of going to see it?" About that time Anderson, the bon comes through and says: "Doing a pretty good job. Right oa the beam. Good in spector. Right oa the job. Come act over to Building 6. t am going to get you an other job." The man with the eye defect goes off with die boss, but a big book comes down the Hoc and almost hits him. The boss says, "What's die matter? Didn't you see that big hook?" I 24 tStJlty The WIm "1 4rt Me It 3 i jm fM m mm < at Ya ha*. 1 caa r tor dMt te f etot mb te *." la, 1 mm that M yuo do He starts la lgato. "To hdl wish iV goggles." Down they cone ad piaro. phis and foreign tefiq arc ffyiag *3 around him. Aodenoo *n threap about Mm tri and says, "U v seems to be Che trouU.r "What do .tt trim 11 AIT "Vow 70a (a Aina as tbe Axtsr and be "Well, you are no! wtaig yarn fqggfcc The Doc aajr* Mai be w2| sec that tbe fellow, "E.D," sets fixed ays. "What do you read on tbe dartT "X know I am nee. Ttoy're tan heavy. Too hoc Make me ear side Tfafa place sdnkt. The light as had. Yau ghre a< hatch of daub dads to work with." He says, "Whit dart?" Everything is wrong. It's pretty hard t* "E.D." sands up and be sees the "E." tcU that feOow thee it might he has ym So the; A-vtar starts working 00 him. "Is So what happens? Anderson says: "Yn this better '* "Is that better?" With each have those goggles. Those an the best w* lens he gives this E.D, he sees, better. A can buy. Why we Investigated them all plane goes ever the building. He says. We Eked you when you came. We hoped "Gee. Doc, I never saw one that high. I you would stay, but 2.would sooner send never see then after they take off. 1 hear you home now and fire you th send ye* them. Can I take the glasses heme with berpe blind and tell your wife and todi me?" something happened to you. Hu it ever "We wjl! write a prescription and you take it over to the optician and have it occurred to you that It might be your eyesigh*?" filled" "Listen--take cam of yeur own eyesight He is very happy. He grabs the prescrip tion, pays die fee and oat be goes to get I caa see clear fa to Eight from here. Nothing is wrong," the glasses or he goes down to the Safety "Listen, *NJLD,,' give It a whirl These Department to have safety gWm made. government people told me that S5 pm cent We have seen how the near-righted man of the objection to wearing pMis safety appreciates baa new glasses. Now let's take glasses was overcome during the war by the case of a far-sighted ftPeer ad see ' aKOfpdming the correction mdcrucath the how we can desect this etadfioa Sdctr mgmeers shochl he afcic so dfagMc these emwr-alls or right into the safety glasses Gfvc U a whirl ID bet you isooey, marbfo cases for ehn mm anl giasacs virtuat or checkers, that a profeaskma! man wit! reaEitog tint thor used Am name op with some good iafonsslkn for yen." `XZO.WulMJrte siC'ldi ' "Afi right, Gtre me Aw mme of <me tM*t fiten." Down he goes. He cornea so west wto Mited Mat ing tautr Man austoM "Mafia, top Htm Dm be goes to Me eye doctor. arc yam 4ag*" flw atom hall m tow The eye doctor say*. "What can I do for after to eaw --"-g Me hM A***. He g*r* So ear Mw eoo "Tto tea mmm have tom tente spun* Mm ofia Ceiu me M Mr h sdiBH J ot .wt so SO ftreari Thr ctfllo m 00 fMt* yua?" He says, "Not sanch. Doc. Anderson am sae Sa to hare wy eyes cwaiined. I MM he is ante. I have mo eye defect." The doctor sees the prenature wrinkles mA erae'pfeet aod all the sndicationc. He Bat Mm MM Mm sa otA. pan Mai, anyway, tie awv emum. Thao ha jms nickod He irni "The h^Ma aa* had here. This pMae aab. They aec ' MA sadas has htiMt and says, "What do you omdaa the chart?" *UM| do X rod on the chart?" of <Mu* doM Wfan a hiM * am MM. He sa totting mad at the doctor now ting mas! b*ar" teoau Mil smalaty reads everything or GUea mad Cm miaSeaim 15 the il--l him Me nadrninrk and where the chart is amde. So the darter starts working on him. "L tea totter? Is Mat Matter?" This pqr dab he Is gating the laTam from thr dsrtor. Hr pabs them up aad stakes has head. Thr daesar beat teB fan anything, Ffaafiy he says. `^OX* He oka the to* C. Tine wifi do it for yea." "What ate yea gong to give aw glasses for? X tend eiirything oa year chart." "t am sat goMg to gtre Meat to you. I am gobg to write a preaeriprion. Take it to your optidaui and hare it filled and weir them. You wifl ha very happy with them. Here you are." So he takes tike prescriptioa to the op* bcwT. who tells him to return hi several days for his glasses. Stifl irritated this fellow goes home to his wife. Let's wm crept o*r story for a moment as order to hatter iSnstrate h'LD.'j condi tion. I want Mr. Fteritr to take his glasses m lip Masde aaM W* at the bdks and gmtlni rm hnde there. Move yoor glasses p wi down. Who yon eaoce those gbsse* tow dtings don't move whh Me motioe of the glams. They move what way? MR. DON FOWLER: Opposite SCR. BOWMAN: SMe to tide. Now that b far-seghtodacss. Tan see all right with out glamcs? MR. DON FOWLER: Writ I don't see eat of this eye. MR. BOWMAN: Generally, why do you wear those glasses? HR. DON FOWLER r For Car-sightedness and strain.- MR. BOWMAN: I want this gentleman from the audience to move his glasses. "What U the Blatter with you?" she says. "X went to Dr. So-ond-S to have my ctes examined" "listen. Koocy, that doctor is a fine eye man. He took ore of so-and-so. Maybe your eye* are responsible for your irritable *n*r A few days later he goes to the optician to pkk up His glaum. He puts then oa and begins to com* out the money to pay for the glasses. The meaty leaks tike it to jumping away from bon. He looks np to the dock and he ma*t tel what time it is with die new glasses. Kc gets op and the floor feds fife it b wey mg. He tasks at the optician and Me aptiriaus tee is al out of focas. "Wing's Mr matter with me? I was afi right Mis nsnag* The npririan rotmter and gtea hen bjr Me asm and helps him ant. He * to gte no* Me jmm test be te to he UM mm mi Mam. Out to Mr ptote to mmm mi* hia gtasses in to* toi SM is Mtog fv a gey by Me anme ad tofinm Hr, toMr wn. X ass aUa to sat toton t m to Mia >Mt X was gASteg slang 4aa and Meng my week. Ton sma men m htor l rod eseryMiag M Abet. Ha wsw dm to gte MMom- Vtofm mfigtoad to rMtf s muV Mc?tihlk" MEMBER: Everything moves opposite. HR. BOWMAN: Rotate them. Why do you wear glasses? You could go home with out those glasses. MEMBER: X have to wear them all the rime. Everything is bturry. MR. BOWMAN: You have btamd vi rion. If you broke those glasses, this will give you a swell idea of haw it would be. Now, would you stand up, sir? You can dbtbgabh who l am. Would you mind rise Readers' Digtslf SECOND MEMBER: I can't read that MR. BOWMAN: That is one of the nice thhvs ahont bento 3$ or 40. Doctors have m Mat wfac* yon arc ten, the lens of your eye to* reached the maximum AvMfnoc Eads two yean as you grew War. tbe tea* of your eye loses scene elas ticity,. When you get to to 3$ or 40 sou toua to hatd Me printed page farther from yuar eym. That is whs you need bifocals or trihub. K have on trifocals right now. I toAfidt tefi whether Mat was a Gideon's fihis. x riftim tow* or wbat-bare-you Whan fashing ever hioepriata, l use fag tock as Kill's ease. The , fefimr sees fine with ghuses e have the fellow who doesn't X1 1(9- 16 Vision in Safety see very well. As socq as yoa discover he is far-sighted aod has astigmatism, you must take "NiD," and say, "Wait a min ute. I know you can see, but you see with effort. Your eye examination has shown 1 a far-sighted condition or astigmatism. It is only a matter of a couple of days, a week or a little longer. There is going to come a time when your brain will tell your two eyes to accept this far-sighted correction and then you will be abte to do As far as safety glasses are concerned, an our property, we use the best. Here h a pair of glasses that were fitted to one of Mir sen (demonstrating), Myron Cook could not work without glasses. Myron had these glasses ou while he was installing a heavy trackless line. A short circuit caused copper to be btowu into hU glasses. The copper imbedded itself is the gUss, but hts eyes were saved. 1 have publicised that <{uite a bit. a better job and do it easier.'* Then there was the boy whose glasses You have to sell "N.K.P." on that. You saved baa from chips of granite block safety men must do that with a man wear- which hit his glasses seven days after be ing this correction because he is still work* started waring them. We gave the boy ing like a horse pulling a hone. Yon will quite a play, find that the fellow will not admit that be las become accustomed to his glasses and that he is doing a better lob easier. He won't a(knit it I have spread trouble shooters over the 75 square miles of our property and I in tend to do that among 114X10 city employes. They meet regularly and have lectors* on After a few weeks Anderson comes by the proper fitting of lenses. and says. "How arc you getting along with your glasses?** "Cacne back and see me tomorrow. I am too busy.** He won't tell his wife even when the day arrives and be becomes accustomed to his glasses. HU jittcryneu and nansea, ii eyestrain was causing it; will clear up. He wears his safety glasses better. But what happens? About that time, he is upstairs shaving and he leaves his glasses up there some morning. HU wife says, "Better hurry up.** He gets in the bus, speaks to die operator, reads all the signs These trouble shooters adjust goggle* on titt' job. I have 14 pairs of glasses with me. I hope to see the day when X can encourage the wearing of these among skilled work ers. I don't know of a hazard that they haven't made some sort of ore protection for. This is one of the things that help* me pot over my owe eye program. One of the hardest job* that I have is to get the fioat* tug population of the track gangs to wear in the bus, even takes a sneak at the other goctfci. fellow's newspaper across the aisle, goes out I don't care what screening yon are doing to the plant, walks through the plant, say the psychology of screening will have a ing. "Good morning. Sergeant," etc. putsches great effect on your eye program. But the time clock at about that distance, gets more and more every day, it comes down over to the bench and picks up the dope to dealing with Joe Doakcs la an individual sheet for the day that U lined out aod lie way. You must study his particular prob can't read it 1 lem. "1 saw before I got the glasses. Now I When you get back home and have a am blind without them. This guy Anderson little time, walk up same evening before has ruined my eyes." your mirror and say, "Through those eye*. You have to take N.E.D. and give him a moving picture and point out to him the conditions, characteristics and features of far-sightedness. It U a job of selling. You have to watch the eye muscle deviation. So many people have one eye that wants to deviate away from normal. If the eye U dosed, one cye` will lock in. Under anesthesia, it will do it, and after a couple of drinks. I receive 87 per cent of my wfacatkei and have 86 per cent of the eootrol of accident*. I never thought of that." While looking at the two pupils, reach up and turn off the light Stand for 10 seconds and say, "Where would I be if 1 tost my sight?" Point a finger at yourself and say, "What are you doing about your own eyes?" If you say that and mesa it you are going to furnish eye cue and vision efi* Glass end Ccremics Section oeacy up to standard and have coa- testment among the workers. It will not solve all yow problems, but it is gomg to be very helpful. When you get closer to the people aod start explaining the impor tance of vision and all its ramifications, you will get fewer accidents is your plant, railroad, city, community, school or home. '2 17. Officers of the GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1 948-49 Central Cheimm-H. V. GARDNER, Owens-Illinois Glass Company, Toledo* Ohio. fTre-CAefrmaw-JOHN P. STEPHENSON, Ball Brothers Company, Huncic, Ind. Sc /--JAMES L. MORRIS, Federal Glass Company. Columbus, Ohio. Program Committee--KARL DUNN (Chairman), Comlnr Glass Works, Coming, X. Y.; J. C DITTHER, National Lead Company, Brooklyn, N. Y.; THOMAS R. DONOCHUE, Pittsburgh Plate Glass Company, Pittsburgh, Pa. Membership Cemmitlee--JA'b&'ES L. MORRIS (Chairman), Federal Glass Company, Celnbui, Ohio; RUSSELL FRANK, Ferro Enamel Corporation, Cleveland, Ohio. Sort Letter Cemtmiltee--JOHN P. STEPHENSON (Chairman), Ball Brothers Comput, Mcmcc, Ind.; DICK KALE, Owens-Coming Fibergbu Corporation, Newark, Ot*>; JAMES HOWELL, Libby Owen* Ford. Charleston, W, Va. Eagmeermf md Health Committee--FREDERICK S. KRIGER (Chairman}, Coming Gian Worio, Coming, N. Y,; WIL (L HAZARD, Owens-Illinois Glass Company, Toledo, Qfeio; J. U. KYCHKA, Norton Company, Worcester, Mass. Patter Committer--DICK KALE (Osurmaa), Owens-Coming FibergSa* Corporation, Newark, Ohio; HARRY A. JACKSON. Frigidaire Division, General Motors Corpora tion, Plant No. 2, Dayton Ohio. Ucmber-At-Lorge--FRER G. ANDERSON. Cocnarg Glass Works, Coming. N. V. Stef KepretmlativeTMARTHUR S. KELLY. National Safety Council, Chicago, ill. h0- a \ 19 OTHER VOLUMES in this Seriesj Many users of dils volume will also sd much value in its ootaponioa volumes. Here it Current Safety Topi s in the list: TITLE VOLUME N. INDUSTRIALAnnual Meeting; Banquet, Women's Activities, Index to all Vohsnes aad Exhibitors.... 1 American Society of Safety Engineers and Subject Sessions........ ............. 2 Aircraft Manufacturing Section... ........................... ................................... . 3 Air Transport Section............................ .......... ................. 4 Automotive and Machine Shop Section.............................................. S Cement and Quarry Section........................................................................ ......................... . 4 NURSING Chemical Section ......................................................................................... 7 Coal Mining Section.................. .................................................................... . J As pm*vM ! Hw Commercial Vehicle Section.......................... Construction Section Electrical Equipment Section.................................. ............................................. .. 4 14 11 MastrW Nirsltf SmiIms sf tb* IfMNtffHdStrfttyCHirtH Food Section Glass and Ceramks Section...................... v. ................. .. 12 ........ .. 13 Industrial Nursing Section............. ................................... ................................................. 14 Marine Section ................................................................................................................. . Meat Packing Tanning and Leather Industrie* Section................................ IS 14 Annual Report................................................*............................ - 3 Metals Section .................................................................... 17 Mining Section ............... .......................................................... ..................... . It Petroleum Section ......................................................................................................... 19 Oif4hs*Job Accidents nod Their Relation to Lost Tinx m Industry................................................................. 3 Power Pres* Section.................................................................. Printing and Publishing Section............................. .............. Public Employees Safety Committee........... .......... .............................................. . 21 22 2fl Chemical Eye lorn*...................................... ................... 6 Public Utilities Section................. ..................... ...................................... 21 Evaluating the Semen of the Industrial Nurse............ 9 Pulp amf Paper Section............................................................................ 24 Railroad Section ........................................... ............................................ Rubber Section Textile Section ................................................................................................................. Traffic Section .................................................................................................. 25 27 28 The Cardiac In Industry,.......................... ................ 12 Rehabilitation of Handicapped Workers................................. 12 Transit Section ................................................................................. ....................... ................... 39 Wood Products Section............................................. ........... JO The Industrial Nurse and Public Relations.'........................... 16 Farm Safety ......................... ............................................................ ......................... 31 Home Safety ........................................................................ t................................................ . 32 School and College Session*........................................... 33 The Human Side of Safety (Early Morning Sessions)............... 34 Volume 14 ritlCES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMIEES | VOLUME SIZE It tPtopits Each JO ta 99 capitx Each 100 / 099 rosier Each 1000 ermart Sack TrcisaciiMi 1948 National Safety Congress Less than 24 pages'-- 24 to 48 pages-- 49 to 96 pans-- Over 96 pages-- fOZS JO .40 .GO 8020 XS .35 JS $0.15 J 30 JO 80.15 20 JO JO SAFETY COUNCIL. Complete set of Transactions (34 vohiDet)--f&OQ NON-MEMBER prices are doable raimler price, except voiiBKt 28, 31, 32 33. NATIONAL SAHETT COUNCIL 28 N. WACKZR HHl CHICAGO , ILL I pawns a aMt. 20 WO--M*--WK* I it. is. t7. 19. 'Hew... In safety, as in all other human activities, the question is repeatedly asked. "What's new?" Many answers to that question are gfvat every year by those who participate in the various sessions of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation hare always found the Transactions of the Congress a valuable tool is their accident prevention programs. Publication of the Transactions in small volumes--one tor each Section or Division-permits wide distribution of pertinent portions of the Congress material to man agement and supervisory personnel at small cost. The 34 volumes of the IMS Congress Transactions are listed cm the last page. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program. In preparing these Transactions die proceedings of the Congress have been condensed and edited for reference purposes. Complete Ofiginal manuscripts, with any charts or ittuttratioos which were used, are available in National Safety Council fifes. Views expressed at the Congress or in this record are those of the Congress partiripanta, and not necessarily those of the National Safety Camdl THE INOISTRIAL NIBSIN6 SECTI0H This volume is a record of tb sessions held at the 1949 National Safety Congress by the Industrial Nursing Section, The r duct ot these Congress sessions each year Is only one of the many cooperative activities which the Industrial Nursing Section carries oa in behalf of its members, and for the benefit of accident prevention work In industrial nursing generally. The Section gives guidance ia the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of indastrial nurses. The activities of the Section are under the direction of its Executive Committee, the members of which are listed on page 19 of this volume. Industrial Nursmg Section Annual Report By HAZEL H. LEEDKE. R.N. Thitmany Pulp ft Paper Co^ ganlratmi, WIs. Again last year, another lOtyDOO persons came to as untimely death due to accidents. But, poly 17,000 of these were ia industry, taring; as you can sre, a tremendous toll doe to accidents ia the home, oa the high way, aad numerous other places. To me, it a the greatest evidence that safety pro It has been a pleasure to serve this sec tion as general chairman these past two years, and to serve on the Executive Com mittee the previous two years. I want to take this opportunity to thank the various committee chairmen aad members of their ccnaauttee* for very fine cooperation. grams pay in life-saving. I also wish to thank Miss Jane S. Weir, The loss of life through accidents has become so impressive, that oa September V, 29 and 29, there was called a meeting of experts to Washington, D. C, to attend the President's Industrial Safety Confer ence. to draft plana as to bow safety could be extended to greater numbers. If safety programs pay dividends in certain plants, hy can't they be made to pay to alL Safety most be extended beyood your our staff representative from the National Safety Coanal and secretary of the section, for the very willing assistance given. Miss Weir has a greet deal of the. clerical work of the section coating across her desk, and it is she who answers your letters, gathers up materials, and Investigates the reasons why you may not have received a newsletter. Be sure to fed free to write Miss Weir at any time for help. pilot--which 1 assume must have a safety I want to express my thanks also to program, or you would not be here. others of the Couaa'f who have been so As year retiring chairman, I would like tm 1cere this message with you--do not hide your light onder a bushel. Your posi tion aa aa mdoitrial nurse provides* many fmraas outside the plant; ft offers certain civie -idr-mngu aad responsibilities, if you are only aware of them. Halm it your personal obligetiwn to help Sell safety to ronr rouanwity through cooperation with civic groups, schools, F.T.AJ*, service very cooperative to work with--Mr. Roche, Mr. Baltxcr, and Mr. Johnson, to name only a few. My association with the Council has beet a pleasure and an experience I shall never forget To Miss Joanna Johnson, past general chairman, X wish to express ray appreciation for the guidance and counsel she has given me. if I can be Just one-half as helpful to the incomlap chairman, I shall feel very dobs, woman's dobs. etc. good about it, indeed. Off-tho-Job Accidents and Their Relation to Lost Time in Industry By E. V. "AT* JOHNSON Safety Supervisor, Kimberly-Clark Corporation, Noeaah, WIs. So that we will all agree on the meaning of tbe title, let us recognize an off-thc-Job accident ax owe suffered by an employed iadlridoal while he Is away from his job aad is not carrying out aa assignment In can- nettioa with his occupation. Statistics tell us that of the 100,000 per sons who met death through accidents in 1947, 17,000 (or 17 per cent) of the total were oa-tbe-job fatalities. This is c tre mendous direct and indirect loss to em ployees aad employers eoecemed with in dustrial activities. We in industry arc constantly faced with a challenge to rami'. 4 Qfi-the-Job Accidents raise this number. That is a Urge reason behind the assembly of 50,000 delegates at the 36th National Safety Council Congress and Exposition. We hope to gather up some ideas for more effective industrial safety programs. However, as pointed out by Ur. Ned H. Dearborn, president. National Safety Coun cil, in an article published in the April 1948 issue oi the National Safety News, 37,500 workers died in 1947 from accidental tnjuriet which occurred off-the-job. This represents 37$5 per cent of the total acci dental deaths, or about twice the number killed on the job. Also, there were about 2,400,000 workers who suffered tost time injuries in off-the-job accidents during the same period. Occupation Number Killed Semi-skilled operatives and laborers ................. 186 Students ....................... 102 Fanners and farm laborers.......... 88 Housewives .................... 84 Skilled craftsmen and sont-professional ...................... 70 Retired .............................. 53 Business Men. clerical sales..,.. 52 Not stated or unemployed....... 44 Commercial drivers and traveling salesmen ............ 41 Pre-school age children ........ 32 Professional 14 Protective and service workers 6 Military .............. 4 Domestic Servants .................. 4 In these figures lies an even greater challenge to the safety-minded people of Total ................. 790 the nation. So It is obvious that personnel employed There is a tendency, I presume, to accept in industrial activities represent the Urgen these figures dealing with a nation's experi groups of those killed in motor vehicle ac< ence with a shrug of the shoulders. "They ddents. We wifi be safe in assuming that are about the other fellow," we tell our many years of experience and training for selves. But are they? Let's get down to leadership arc lost through these deaths cases and narrow our forms by looking at Fellow workers lose working partners. one state. Communities and families lose wage earn Let's take the state of Wisconsin. The ers and loved ones. average frequency of accidental deaths in , We still arc not personal enough if we Wisconsin is not the lowest nor the highest. deal with figures concerning a state, so let In fact, it is so close to average that you us see what happens in a community. The might consider the experience as very ap area which I have a few figures on is not plicable to your own state. a Urge community nor is it exceptionally Figures for the past three years indicate that the annual average number of acci dental deaths in the state occurred as fol lows : small--let us say it is just average--youf cexnrausity and my community. In the county of this community there have been 23 traffic fatalities during the first 9 months of this year. Four of the industrial plants industrial accidents--142. Street & highway accidents---7j_' in the community1, employing a total of 5,678 people, have their nurses maintain ac curate records oa lost time soddenu suf Home accidents--822. fered off the job by their employees. For Farm accidents--157, the first 9 months of this year these 5,678 employee* have suffered 222 such accidents Let us break down one of these figures and in addition to much physical suffering and sec how workers or employed people and worry, they have lost a total of 2,622 are concerned. Arc any of these people wage earning days. In addition there were killed off the fob directly concerntd with several deaths. Assuming there wens about industrial activities? The safety division of 225 working days bi the nine months, this the Wisconsin Motor Vehicle Department means that aa average of 12 workers per lias a complete summary of the occupations day could sot go into these plants and do of persons tailed in motor vehicle traffic prodoctivc work to cam wages because of accidents m the state during 1947. Let us physical disabilities suffered from off-the- review these figures. job aoridents. Industrial Nursmt Section 5 Ai* the people ta these four mills fandiar with any phases of safety? Yes, the employee* each year carry out complete in dustrial safety programs to the extent that their average accident frequency rates are far better than the average of their indus try. At least two of these mills have given tecegoitioQ to safety programs for 30 years. Jt may be assumed the safety-mindedness of these people is above average. Whit can industry do to reduce the maiming and lolling of workers after they leave the plant or place of employment? U is expected that the safety-minded busi ness leaders will carry out effective pro grams. Through years of experience it can be recognized that they with their employees have the know-how of putting across effec tive ideas on accident prevention. Application o this know-how to the community field seems to be the problem, and there is no reason why techniques simi lar to those used ia industry to teach the good is doing a job the safe way--the right way cannot be carried over into community safety. There the industrialist can guide and advise while a community or civic leader carries the program to the public. This know-bow may be concerned with the use of equipment comparable to wearing goggles or safely shoes, or it might be oe the mote difficult level of inspiring group action and cooperative endeavor. It is impossible for any police department or group of safety minded people to police alt the spots where accidents occur. There fore. effective techniques, similar to those used in industry, must be used to get as many of the public as possible to "Think Safety 1" As example of die Deed for this thinkteg is shows through figures supplied as a book of street and highway accident data. "The Fifth Commandment," as published by the Travelers Insurance Companies. Eighty four and seven tenths per cent of the per sons killed through such accident* came about because of the four following actions by driven* (1) exceeding speed limit, (2) driving on wrong ride of road, (3) <d not have right-of-way, and (4) reckless driv ing. la 74J per c*nt of the cases involving fatal accident* oa the highway, the condition of the rood was dry. la 83ff per cent of the cases where fatalities' resulted, the car was going straight when the death-dealing crush came. Contrary to a general belief that most cars are in bad condition prior to an accident, the survey shows that 92.7 per emit of the vehicles involved In fatal acci dents were tn apparently good condition prior to the *ma*h>up. These figures truly indicate the need for clearer thinking for safety. Assuming that you of the medical pro fession are interested in taking an active part in community safety, your first ques tion might be "how am we get started?" Through contacts I have had on this ac tivity, my suggeatioo would be to assemble representatives of various community or ganisations, service chibs, etc. and organize a community safety council. Through a few gestures in our commu nity we immediately found that such civic organizations as dumber of Commerce, Homemakers, Lions, Rotary, Kiwanis, Busi ness and Professional Women's, Outboard Motor, Rod aad Gun and many other dubs were willing to cooperate and assist in a community safety effort. There were also the Police Departments, Boy and Girl Scouts, Ministerial Association, P. T. A. Groups, Recreation Departments, Fire De partments, Red Cross, V. F. W., Schools, Y.M.CA. and Y.W.CjL, Insurance Boards, Trades and Labor Council, Boy's Brigade and almost every industrial organization as well as many other groups which offered to take port ux any program. The general pub lic u interested in spreading the safety gos pel and representative bodies and agencies will work hard to put across the main points of accident prevention. With assurance of interest, the next move could be to take out a monbership in the National Safety Council and receive the services of Mr. Tom Burke; director of community safety programs. Mr. Burke can furnish prepared outlines oa how to organize and operate community safety pro grams. His advice and counsel will be of great assistance for any type of a program. The success of the program will then de pend on bow a plan 'can be worked out to individualize the program to the certain community. Seme of the other sources for guidance will include state safety councils, national offices of organized labor, state industrial 6 Chemical Eye Barns commissions, insurance companies. Red Cross and many others. Perhaps a first move would be to distrib* te pamphlets and brochures of information on home, highway, farm, recreation, school and genera) public safety. These would serve as generators of "Thinking Safety.** Many of the popular suppliers which we have found are the National Safety Coun cil, Red Cross, insurance companies. Na tional Conservation Bureau, U. S. Dept of Labor, state safety councils and industrial commissions and others. Some of the most popular pamphlets are; "Off-the-.Tob Accidents and You." ".loncry's Off Today" "Safe Worker." "Thank You Mr. Executive/* "You Can't Laugh It OS.** "Mass Murder--American Style." "Safe at Home.** "Hold Everything," "Invitation to Lite,** "Six Murderous Beliefs," "I Just Gave My Seat to a Lady." and others. These publications are secured free or at a rea sonable price and when distributed they wiU be recognized as good messages on safety for everyone. There is no universal method by which these publications can be distributed through your council to receive the most efficient result.*. Each council must have an indi vidualized program which is most effective as tbcer cm copwrwvity. They win "be m boaipm for ikawho'-diwt t to suit the hone fold. If baatSod properly the effort would not necessarily be cn the "nil. inC** of these ideas ae k would oct the par: of the putlie to "buy" what is offered. Coeamity safety program have mate* riaSy n&teed acodeatt he large and small towns as waB as in Urge and mil state* The more programs thire are in effect tlw more the safety messages will reach all people. So, we ta Industry have the tools avail, able to coordinate good community safely programs. Assuming the responsibility o satiating sach programs Is our duty * citizens and representatives of industry. Is presenting these ideas to you I hope you will aot assume that you arc now ex. parted to go out and "save the world." No, what 1 have tried to point out is that the best way to attack this problem is to set up our own tittle activities la our own communities. In other words, "paint our own little comer white." la a brosder sense we caa recognize that activities for prevention of accidents, whether classed as on-the-job or off-thc. job, makes for good living and is good business. Chemical Eye Bums sy ralph s. McLaughlin, mjx Charleston. W. V*. For the past several years irr almost every meeting where nurses and doctors gather for instruction in modem medicine we find chemicals taking a more prominent place in the schedule. To those of us actively associated with (he chemical industry ft is apparent that the reason for this is the rapid progress of chemicals and their in creasing importance in everyday life. To others outside of the industry it may seem unnecessary to give as much attention ta a subject that does not involve them. Analysis of the situation, however, does not reveal that there are unInvolved sections of indus try for chemicals are used almost univer sally. Study of these chemicals will surprise many of you for now you will find aot only the old standard inorganic materials such as sulphuric add and others like it, you wiU find new names and they are the new organic products which are finding more and more uses ta our dally lives. Very little attention was given as eye that was lost because of an add bum. Peo ple accepted the fact that little amid be done for such a buna of the eye, but now we have a sew situation m which an eye is burned with, say, acetic anhydride Few people hear of that product and their reac tion is of course, "Well, can't something Industrial Nursing Section 7 be done about it?" That question is asked us in the medical field, and wc must hare an answer. Our answer is that some thing c be done, but it must be dooe m z certain way and with a set technique. For the put tea and one half years I have spent a considerable amount of time studying this subject and have seen the preYistiaa and treatment of chemical bums of the buema eye develop from a very very waatisfaetory method to one that now pre vails thousands of injuries and cures more don per cent of those that are injured. No injury is as successfully treated as the eoe that is prevented from happening, and I derive considerable pleasure when suggestions from the medial department nop Injuries from happening in certain areas of aa industry. Close contact with die safety group is accessary and it has been my experience that molt safety men welcome suggestions. To rrve, the safety and medical departments are a team that must work together for the welfare of men and management. I should like to add another department u the team that combats eye injuries and that is pcnooneL A liberal-minded person nel department allows us to cere for the men in the best possible manner. Ia all of the plants for witora 1 act as coordtint I require this attitude, for then I caa transfer mm to jobs that cas be done by a man having a sore, bandaged eye. I ran also have them is the dispenseries for needed treatments, and I ms have them to the office for my work. Ail of this must be on company time, and while there is loss to the company ia labor there is a greater gala to the company in moral of the mm. Too much stress ansot be plaeed a prevention of accidents in any plant. I find that this 'prevention starts with the screen ing of men to be employed, selecting only the best; so far as b possible. Follow this with an active safety crew that understands the problems of eye injuries and give then enough authority ta handle the work. Fi nally have a trained medieval crew that knows what to do when an injury takes place. Give me the above plus cooperation of ousagtroenti and I wilt reduce eye in juries sad care most of the ones that do take place. I realise that this is a big order, bet I have used this program for a mxnber of years, and it pays dividends. Now we riall get to the actual medical treatment of a chemical bum of the eye. The routine divides itself naturally into three scctioos: namely, first aid, dispensary treatment, and specialized treatment. Your interest will fall mainly in the first two, but your influence will bring the third into effect by your consulting medical staff. No paper on eye safety would be com plete without serious emphasis on preven tion. In any plant where chemicals arc used, adequate teaching of the nature of the materials comes first. Regular classes of instructions should be held especially for new employees. There should be dis cussed what chemicals can do; how to in spect equipment; jobs where accidents hap pen; and what safety equipment U made available, such as safety glares, masks, and what oot. Of major importance is teaching the men what to do tf they do get hurt. Our opens with a man bring injured with aa organic chemical. This chemical* plane has a wash-fouataia installed and ready to use. These fountains are located ia all parts of the plant and the men know bow to use them. Now about the washing oa the job. Foun tains are very fine but not entirely neces sary, The washing can be a copious flushing with ordinary tap-water. In the absence of efficient equipment a bucket wilt do, but five minutes of copious washing is the rule in this plant. The foot-controlled fountain is conveni ent; for the Uds can be opened and washed by one man only, but encourage fellowemployees to help for burned eyes hurt and cause desperate excitement which may de lay water reaching the eye. The rule here, then Is; wash quickly, copiously, and long. Next, the injured employee goes to the company dispensary. No time is lost get ting started. Go right now! No question should be asked by management as to the need for going; it should be encouraged for time is of utmost importance in a chemi cal bum. A modem weD-equipped dispensary is set up to take Inancdlate care of sods a chemi cal Injury. Carbide is a large plant and can have such a set up with doctor, nurses and all of the fine equipment, but don't let this bold you bade in caring for your men. Another plant in our Magic Valley which s Chemical Eye Bunts cannot maintain such a set-up has obtained equally good results with thU routine: The men handle the work themselves and the young lady pay-roll clerk, with no medical cat cocaine are administered, the actual denuding is started. A small tightly wound dry oottoo swab is used to remove the affected celts bagimtiag in the eater of the education other than that which I have given her, handles the little treatment room in the comer of the employment office. cornea and progressing toward the limbus with a circular motion. Just enough pres sure is used to slightly distort the cornea. Now I approve of the complete set-up, ot` course, but the bare necessities arc as (allows: J4 per cent poatocain (or anes Frequent checks on the bio-microscope must be made, and only the affected cell* are natovtd so far as la possible. thesia, a bottle of 2 per cent Suoresdn for I have tried to picture the before and staining, a large bottle of normal saline after appearance by means of colored paint with siphon for washing, and a basin in ings in the movie and they may seen my which to catch the water. A Beck chair is crude but Insurmountable difficulties Bade fine but any chair will do as tong as the it impossible to have read pictures. y* is washed. Following the removal of all of the af Note the procedure: The eye is anes fected cells the eye is flushed with stainless thetized and stained, gross particles are re merthlolatc and closed with wlfitiuuoW moved, for with the eye asleep complete ointment A tie-on patch (s used as there examination is possible. Then the washing win be much pain and this offers a con starts and lasts fifteen minutes, covering venient cover which can be removed at will .the entire eye and the fold* of the conjunc for treatment The patiait is warned that tiva. Fluorescin is again applied, and if there will be much pain, and he is furnished stain is still present, another fifteen minutes with poatocaia ointment to use as frequently of washing is done. If at the end of half as needed. Occasionally due to a low pain an hour of washing stain is still present, the threshold we find it necessary to add gen eye is considered to be a serious bum, and eral sedation to the routine. the employee is referred to the ophthalmol We have made it a regular practice to ogist for specialised treatment. record at the first visit the presence of focal Specialized medical care must be done on infection or other general health problems. an emergency basis, if successful results are No treatment is Instituted at the first visit. to be obtained. We believe that four hours is the maximum safe elapse of time between the injury and the completion of the spe cialized care. We have proven that the chemical adsorbs on the epithelial cells without change in chemical composition, and that as such it progresses through the epithelial layers until vital structures are affected. Since epithelium ir replaced in kind, it is possible then to rapoye the chem ical before it reaches Bowman's Membrane and we can expect prompt healing and an undamaged eye. We have called the removal of the af fected cells denuding for wer actually do remove all affected cells. Under the high power of the bio-microscope these affected cells,are seen as irregular shaped translu cent opaddes by retro-illwninatioa, and as green Fluoreson stained patches by direct illumination. Preliminary examination will give the operator a very good diagnosis of the depth of the bam and after a few drops of 4 per The following day the patient is seen again and the eye inspected under fiuoresdn ,, stain. Many cases will be found to be com pletely healed and may be discharged with out further treatment. The unhealed cases are again dressed with sulfathlaxoSe oint ment following cleansing and flushing with stahdess menhlolata. The am ` anti-patn treatment is continued. On die third day the eye is agala in spected and if not then holed, the eye is considered complicated and intensive com bative treatment, instituted as indicated. The eye is lightly sprinkled with methylene blue powder and flushed with saline. An intra muscular injection of Boe-spedfie protein is givm and the patient instructed that there is complication and that store drastic treat ment may be needed the following day. From here oa the case is regarded as aa infected corneal or conjunctival nicer and tiie usual routine already familiar to all of you is instituted. If focal infection is present we now hospitalize the patient and Industrial Nursmt Section start fever therapy removing teeth or topids cn rest days from the fever treatment Chher infectious arms are treated as indi cated. We hare had no ill effects from yech surgery, in fact man}* cases have been brought to a satisfactory cure by it. After final beating does take place the remaining opodtics if any are treated with 1 per cent solution, of choline chloride as drop* every three hewn. We have found this material my effective m fading the light opacifies of the cornea and reraeh less duuvJslag than the nasal dionine. The choline chloride is dbcootinoed when the opacity U gene or when no further traprortirwwt is noted by microscopic study. til the selection of drugs to be used in the burned eyes there is faced considerable variation of both types and method of use. We use selfathiamle ointment for the first forty-eight hours, only ooe application daily, since Ve believe the ere* to be relatively aseptic. Following this holocaia and epine- phrin is found to be satisfactory in the slow bat uncomplicated case, Poutocxin ointment is used as needed for pam. This routine has produced only a rare sensitivity and in our series of cases has not impaired heating materially. Peni~ tittin ointment was used m a short series of eases, but many sensitivities were pro duced arid we do not use it at all now since its effectiveness is no better than the above routine, and we do not tike to establish a complication which might restrict its use in other conditions where its effectiveness h great Solutions of penicillin were tried but not continued for again no improvement is results were found and the time element for the mixing of fresh solutions was an added burden. No sensitivities were found ta this use. la doting let me beg of you to leant how to handle these Injuries and remember, if our attendance here results in the saving of only one eye by this whole group then my time and yours has been well spent Evaluating the Services of the Industrial Nurse By LUCILLE HARMON, R.N. Assistant Professor of Honing. Wayne University, Detroit, Mich. Evaluation way be defined as aa appraisal of the usefulness or effectiveness of some thing, Evaluation implies analysis and in terpretation. Rating is a mathematical grading by which the individual, is meas ured against a standard of performance*. Rating may be the first step, but only the first step, ia preparation for evaluation in which each hem on the rating scale is analyzed in terms of profession! accom plishment. Rating without evaluation has no validity applied to professional service. The rating process in which the worker's efficiency tt determined by the number of parts his machine has turned out in a given period of time is commonly used in indus try, bat industrial nursing service cannot be measured quantitatively. It is influ enced toe much by professional skills and human relationships. The management which places emphasis on the number of treatments a nurse is able to give in an eight hour* period is getting a service which can be measured quantitatively, but which is as mechanical as the assembly processes in the plaiit. Such management is realizing only forty per cat of the potential value of its nurs ing service*. Evaluation, which is a function of professional supervision, must have as its objective the improvement of the nurs ing service, and service can he improved only through the professional development of the nurse. The objectives of an industrial nursing service are determined by plant health pol icy. If plant policy limits nursing service to remedial treatment of injuries and ill nesses of occupational origin, the objectives of the service are dearly defined, sharply limited and easily evaluated. At least it would seem so at first glance. But even ia such a limited situation quantity and efficiency are not the only items to be 10 Evaluating the Services of the Industrial Nwst measured. Judgment, skills, teaching, bu rn*n relationships are factors which most be taken into account in evaluation and they are factors which do not easily lend themselves to exact measurement. The criteria for the effectiveness of as in dustrial nursing service are also determined by plant health policy. The of pro cedures is the written expression of man agement's objective* in establishing a nurs ing service. It defines, limits and extends nursing functions. Job analysis must show a correlation be tween plant-policy and nursing procedure The criteria of the effectiveness of a serv ice may relate to frequency and severity rates, to compensation costs, to illness ab senteeism, to employee morale--factors which are difficult or impossible to measure in terms of nursing effectiveness. Evaluation involves four essential pro decures1: 1. Sating up standards against which to measure nursing performance. 2. Collecting information about the per formance of the Individual nurse. 3. Relating performance to the standard. < Interpreting the results. The first procedure Is, a task which In dustrial nurses must do as only they are In a position to know what skills and knowl edge are `needed to render an effective nursing service to employed persona. Job analyses of a large manber and variety of nursing programs should serve as the basis for the professional standards of nursing performance. Standards in nsc in other professional fields such as in public health nursing, social work and education provide a pat tern which may be used in establishing standards for industrial nurses. Such items as aseptic technique, skill in carrying out specific nursing procedures, scientific knowl edge, approach to patients, feeling for people, ability to teach health effectively, personal appearance, interest in work arid in professional development--all properly have a plane in professional standards. The proper and widespread use of Sock m standard would inevitably raise the level of industrial nursing performance. The standard-setting procedure must be the task of a duly appointed group represent ing industrial nurse*. The subsequent step* in evaluation are the joint responsibility ot the persons directly involved; aamely the nurse whose service is being evaluated and the one who is making the evaluation. It is mt this point that difficulty is en countered. The question is immediately raised--who may properly evaluate Indus* trial nursing services? If we accept the premise that cvaJuatloa contributes to the professional growth of the nurse, and that service improves only to the extent that the nurse's knowledge and skills are implc* cnentcd, then we must accept the conclu sion that evaluation is the prerogative of eoe thoroughly familiar with industrial nursing junctions. This implies experience; maturity ssd objectivity. Experience and maturity oable the evaluator to judge quality of performance in relation to ac cepted standards and objectivity enable* her to-foes* attention on the Job rather than on the sane. What the nurse is, is important only when it affects her work1. Management is is a position to cvaltale nursing service only to tins extent--bow wdl the servke meets the objectives management has de fined for it. These objectives may be lim ited to the provision of remedial services for injured onployce* with the ocly criterioa the reduction a compensation costs; or the objectives say be broadmed to pro vide services for the promotion and main tenance of employee health and welfare with the effectiveness of the service meas ured act terms of how well it meets the total health nwtda of the plant population. Management depot evaluate nursing per formance, bet should make it possible for the anrse to have her services evaluated. la the business asterprise large enough to have a staff of nurses with a nursing supervisor and some m-pUnt medical direc tion, evaluation is the joint responsibility of medical director, supervisor and staff nurse. Evaluation must be based on total work, sot only on certain portions of it; it must be a continuous process, not lim ited to occasional study-1* implies observa tion of the muse In afl types of work activities: analysis of her records; oppor' tuofty for her to diaevw her work prob lems : knowledge of her profitti'iut badeground; her capacity for --wfSag re- Industrial Nursing Section 11 iponsiftAfy: her ability to work with people; W --eiuu in her own proftstitttal growth and her health record. How* environment From whom, then, can she get the kind of help she needs in evaluat ing her service? tier, k is one mengh to have a knowledge At this point in the development of in of the anrse** stzmgths and weaknesses dustrial nursing that help can only be se and to measure than in terms of profes- cured through the consultation services of scnal wuiknk There is still the fourth the state and local health departments and ttep in An evaluation procedure--interpret through those insurance companies that ing the remits. provide such services. There are weak Interpretation is the most important and nesses in this kind of evaluation because the most difficult step in the evaluation process. It demands objective analysis, ma ture judgment, careful consideration of all it can be neither a continuous nor a total process. When, however, the evaluator is mature, experienced and objective the factors m terms of the progress the nurse evaluation process can be professionally has miV. her interest in continued profes stimulating to the nurse with resultant im sional development and her motivation. provement m the quality of her service. It Only on these terms on the nurse accept stimulates her to see her job as a whole evaluation as a stimulating and construc and helps her to gain insight into her prob tive process. lem*. If die is compared with someone else whose background and experience may be totally different; or if the approach to her is overly critical; or If she feels the super visor is mlair or woe really interested in her the process can be painful and even destructive. Evaluation is a vital part of democratic supervision; without it there can be no real progress in the improve ment of txirsmg services, but it must be a continuous, democratic process based on the Josewfcdge of individual differences ha the oursiag staff--differences in educational background and life experiences as wdl as To be effective the purpose and process (>f evaluation must be clearly understood by both nurse and consultant; evaluation must be worked out jointly and must be done objectively; and to demonstrate prog ress it must be done at regular intervals. I am fully aware of the difficulties in working oat such * plan where one or two industrial nursing consultants must cover aa entire state, but I know of no more effective use of consultant time than to Im prove the quality of industrial nursing servke through helping the nurse to achieve maximum professional growth. ' s the rate of learning, As in other situations there are certain elements in the small plant service which la the small business enterprise where are most aiily evaluated--the physical the oars* work* alone, or there U ooe mm on each shift, or two or more nurse* envirmitcat n which the nurse is working, the adequacy of the equipment with which are working together without supervision the problem of evaluation of service is she works, the orderliness of her proce dure; her personal appearance, her tech maeh more complex. It U the rare nurse niques, records aad so on. Even with these who has reached the level where she can objective dements conclusions cannot be be objectively critical of her own activ based on observation aJooe. The evaluator ities. Tbc physksaa's contact with the must have full knowledge of the physical service is too brief mad infrequent to per facilities with which the nurse started the mit him to weak* a considered judgment of service, the obstacles she has had to over the quality of the service. Management can ascasorr the effectiveness of service come ia acquiring equipment meager though it may be, .die progress she has made m only as it meets thdr objectives and these stimulating man*gemcat's interest and co objective* may be poorly defined. operation in the health program. Much The situation la which the inexperienced nurse a the wwafl plant finds herself does not need to be detailed here. We arc all SamShr with the adjustment Which must be made by the nurse whose professional experience has been limited to a hospital more difficult to measure are those other elements without which the nurse cssnot make her marirmun contribution to indus trial health--the ability to work effectively with people, to teach health effectively, to give guidance and help in emotional crises. \ if. V< a3 12 The Cardiac in Industry To summarize briefly, the proper evalua tion of industrial nursing service which has as its goal the improvement o the service through the professional develop ment of the nurse can substantially raise the level of industrial nursing' perform ance. There is a trend, especially in small business enterprises, to relate salary incre ment to quality of performance rather than to length of service. The objectives of the service as defined by management can be enlarged, and will only be enlarged, as nurses demonstrate their ability to improve the quality of performance and Increase the scope of their services. This is a task which industrial nurses must assume. Reference* !. Cmui, hath. Tcctotaus at SuptfriiUa > f>8fctk Health Naniog. W. 8. SuiarfmC*.. Phil*, delpfe*. 1fii. 3, McCnth. Bathct. NaniK la Cemiawa* fodumr. CMOMiraltk Fu4, Nc* Ywk. IMS. The Cardiac in Industry (A seminary of a talk) By C. M. KURTZ, 6CD, Madison, Wisconsin Dr. Kurtz directed his talk primarily to nurses employed in industrial plants. He reviewed the prevalence of heart disease in the general population and suggested ways and means of absorbing workers afflicted with heart ailments into industry. The limitations imposed by heart trouble on its victims are extremely variable and a large percentage of so-called "cardiacs'* are able to hold down responsible and produc tive jobs, if someone will take the time and trouble to see that they are placed in suit able positions. Even the more seriously affected can fill many "chinks'* and free the more able-bodied for the bigger jobs. Dr. Kurtz outlined the manner in which the industrial nurse fits into the picture, made concrete suggestions for the place ment of heart victims in various types of work. He presented the immediate treat ment of cardiac emergencies. He discussed one of the newer developments bring tried out in certain industrial plants, that is. the routine use of the electrocardiograph in the screening, medical examination, and proper placement of employees. Rehabilitation of Handicapped Workers Br 8TANWOOD L. HANSON Assistant Vice-President, Liberty Mutual Insurance Company, Boston, Mama. (Jp to World War t. and possibly it could be said that up to World War II, it was generally thought that seriously Injured workers were not employable In industry and had little if any productive capacity. Unfortunately, it is a provision of many workmen's compensation laws, even to date, that many major injuries create total per manent disability or permanent partial dis ability. In 18 of our states, the loss of both arms, tegs or eyes or any two thereof is ruled by statute to be a permanent total disability and the man thereby becomes a 100 per cent economic toss. In all state* the loss of both' puts Rich as fingers, toes, hands and feet is considered to be a permanent eco nomic loss and schedule awards arc made for them in some states la addition to pay ments for disability and in other states awards may be made as a percentage loss of the individual as a whole. Sods taws imply that there is as rehabilitation for certain types of injury. Industrial Nursing Section 13 Subsequent to World War I Public Law 113 was passed by Congress and it provided financial assistance to states who undertook vocational rehabilitation programs. Educa tion to the effect that handicapped persons could be re-edecated to employability began lo spread. World War II demonstrated, however, the real possibility. It was during the war that the demand medical treatment or surgery but when the patient was discharged from the hospital and returned to his home to convalesce, progress stopped. This was often Mae to discourage ment, fear of further injury or loss of con fidence. Medical reports often reported the disability to be due to fixation of joints or atrophy of muscle* as the result of disuse of body parts. Consultants aod technicians who had worked with the handicapped told for labor exceeded any previous experience us that it was due to the lack of a program m our economic history and persons with of physical stimulation, muscle re-education virtually every type of physical handicap and graduated exerase to reeoodition the were employed. Through the rearrangement individual to a work capacity. of production lines in many heavy indus tries, all heavy lifting wis avoided and women and old men were employed to do work that had ody previously beta done by the stroug and ablebodied. Blind persons were employed on assembly lines and, as a result of job matching which consisted of, physiol examinations to determine what the individual could do and amid not do sad the maldng of job studies to determine job requirements, persons with an kinds of in firmities were matched and placed In safe Their views were borne out by the ex- periewe which the English Air Force was having at that time m a program for re conditioning aviators and air crews who had been disabled in crashes and combat. This was at the time that Britain's small Air Force was standing off the air inrasioa by Germany. Aviators were worth their weight in gold and the Air Force Medical Corps were leaving no stone unturned to bring about their rehabilitation. and productive employment. Methods of physical therapy and exercise were applied to injured Byers immediately In one war plant ha Terre Haute, Indiana, following surgery. This was to maintain wfikh we insured, 131 /tea suffering with the good body function of the individual as hernias were employed by the application a whole and to stimulate blood supply in of trusses and selective placement. At the healing of Injured parts. It provided both end of the policy year not one of those 131 mental and physical stimulus consisting first men known to have a berm* at the time of of exercise in bed. is the hospital ward and employment had reported an industrial dis ra the recreation rooms and from there to ability due to hernia*. These experiences the gym. swimming pool, texaas court and conehisivcly proitd that many of the earlier golf course. Their literature reported that concepts were mug and flat persons suf these methods not only nturned many avia fering with many types of physical infirmi tors to active duty who would not other ties were mptojahte. wise have been returned bat hastened re Mr. Black. President of Liberty Mutual, covery Of Others.. What appeared to be years ago frit that there were numerous necessary, therefore, from their experience types of totally disabled indrrideals as the and our own was to provide a center where result of indsatrial Injuries, who could be methods of physical medicine aod physical restored to employainlrty if methods of restoration could be applied and carried out physical restoration and re-education could In reepoose to the above need, Mr. Black be coordinated aod appCcd. Early la the of Liberty Mutual decided to found the nineteen forties the department of Rehabilitation Center in Boston in 1943. The Liberty Ustsal hod also become aware of intent was that tills should be a pilot plant the fact that la the case of the seriously to establish standard* and to develop inter injured, the period of convalescence which est Is physical restoration. We were guided followed the early stages of hospltaEzation entirely by medical advice in developing and surgery was a time frangfat with many technique* tn physical therapy, occupational hazards to either*tv rewicry and return to therapy, work therapy and recreational exer employment cise that could be applied to disabled indi Often Injored workers made excellent viduals. ft was to be a place where the progress Airing the ariy acme stages of physicians of Hew England who were treat- 14 Rehabilitation of Handicapped Workers in* the injured worker* of our policyhold ers could send their patient* to have their prescriptions for the application of physical and occupational therapy carried out under expert medical guidance and by trained technicians. The nature of the treatment was to avoid or reduce joint stiffness or muscle atrophy and to give graduated exercise to re-educate muscles and to regain work capacity. The workshop and recreational rooms were placed where self-confidence and work interest could be stimulated in a coordinated pro gram that supported the progress of die individual from disablement to employment Almost immediately after opening die Center we began to get encouraging results. Several cases of serious injuries to the spine which had resulted in spinal fusions were admitted. These patients were discouraged and apprehensive. They would, however, become absorbed in a game of pool and tn making objects In the workroom for their own use. The interest involved in these undertakings was such that their fear and tain was forgotten, their confidence restored and muscle power re-established. Approximately a year after we opened, we incorporated a program for employees suffering with major amputations. The United States Office of Vocational Rehabili tation in Washington informed us that over gO per cent of the artificial limbs that were purchased for amputees were not worn. This matched our own experience. Study of die problem soon demonstrated to our satisfaction that it is just as necessary for an amputee to receive a good fitting and to he ^taught how to use an artificial limb as it is for one to take music lessons after purchasing a musical instrument. Accord ingly. we incorporated a program which was designed to assist the amputee first, in the ^election of a prosthesis that fitted his in dividual situation and need, second, in get ting a careful fitting and adjustment of the prosthesis and third, in teaching him how to use it. Amputees need such assistance in selection of prosthescs because they tack knowledge and experincce as to what will be most use ful. Without guidance they usually pur chase something that has eye appeal rather than a device that wQl serve the best func tional purpose for them. Lightness in an artificial arm or teg is an essential quality. A very light artificial leg is desirable for ease and comfort in walking and for a person who is going to do seden tary work, one of the new Urnbe made from some of the new tight metals is excellent for a laborer or farmer, however, they arc not desirable because they will not stand the abuse and wit! get dented from the banging that they would receive. A reasonably light but tough willow leg is, therefore; much more desirable for aa individual who would look forward to doing heavy work. The type of socket is equally important. For a person wbo is to stand for long periods of time at hi* work and wbo may have an above knee amputation, a leg with a man ually operated locking device at the kaec may be very helpfuL la 1944, the SurgeoQ General of the Army requested the National Academy of Selene* (through Congress) to undertake a program of research to develop better arti ficial arms and legs. The committee e artificial arms was appointed and was made up of medical mm and scientist*. Three new artificial arms have been tested and approved by the committee and accepted by the Veterans Administration. They ar* the Northrop, Hoarser and Fitch Anas. The third arm U knows aa the Fitch Dual Control Arm. The Fitch tike the Hoemer is for above-elbow amputations only. Arti ficial tunb shops throughout the country have been authorized to distribute these prostheses. These new arms are generally more ex pensive than previous models but have the advantage of being tighter and stronger and of having improved controls and greater* range of motion. It has bcea our experience so far that mechanical hands that operate either as the result of cincptastie operations or by con trol cords lack the strength, dexterity and wearing quality of a book operated by shoulder straps and eoatroi cords. For example, a No. S Domaee hook mounted on aa artificial arm that is small at the wrist is excellent because it will go into pocket* and the man can handle his pocketbook, change; pencil, cigarettes and matches. Eves a bi-lateral amputee' cm manipulate such combinations with snfficirot dexterity to be entirely independent One of the prob- Industrial Nursing Section IS tsns'ef i ihst'KSTiire is. therefore, to get the iBvkM so fieregarf. the cosmetic ap- peumce W At wwfiriil device and to >i<ct thee vhadi w to cable him to here a senM physical performance. handling the job of a warehouseman's helper which pud incidentally slightly more than the job of press operator. This we think is aa all tan* record for the rehabilitation of a bi-lateral hand amputee. For a weekn^maa. mechanical hands lack We have at our Center at the present time dexterity, wiuaih and Aty wear oat np- a bt-Iater*I above knee amputee aad a Id- idly- H--to, Acrefew. arc asperior. lateral arm amputee with one arm amputated To fire* steer a good rebabfEtatioci of the jbipeace the Finn toe gut to start at the very fcMpeneg- lx meat start with the scrgwm fine, m Am ultrrirs* of the cor rect she for 6c swpol amputation. All above the elbow and one below, both of whom we fully expect to return to industry ia suitable employment and at substantial savings in workmen's compensation loss costa to the waplbycr. the If *"g leshnriik i with regard to the Tbe asoot serious of all disabilities are irobiOT of jni|iwiM and tor manufacture injuries to the tom* which separate the ,,f peothers agree time amputations should spinal cord causing paraplegia or in very tv dm* at a wee of iltrrii anticipating rare msec, of complete separation of the the jafcii TTii re fitting of the most efficient cord ia the cervical region, quadraplegia. I prosthesis nxhrr dan try to save useless know of only ooe case of quadraplegia that U*m sad tissue. For example, an amputa has accomplished any measure of self-suffi- tion through toe arch of the foot or the ckmey but I do know of numerous cases of pete of toe frwd. if the thumb is missing, paraplegia wbo have regained employability is net advised became no efficient prosthesis and we have a msuber of cases of our own can be applied. wbo are in toe process of rehabilitation and Charts HIususting sites of election for two of whom have already regained caning surgical amputation* have best prepared by opacity. the Council on Physical Therapy of tbe We have one ease at our Rehabilitation American MedksJ Asosoatloo and agree Crater is Boston at tbe present time of a closdy with such authorities as Dr. Henry lady wbo suffered a complete paralysis of H. Kessler and Ur. Earle H. Daniel wbo is toe lower trunk and tegs as toe result of a prosthescs cooeeltaat for the Institute of fall ia an elevator and wbo is now able to Rehabilitation and Physical Medicine which get about with the combined rid of a wheel U a mit of the New York Univcrsity-BcHe- chair, crutches and cane <* to teke care rtw Medical Ctetsr. Dr. Kessler In his writings stats* tost toe problem of stump shrinkage following sur gery ts a heroic aB-owt undertaking ia order of most of her physical needs. She it fearsiag to become a typist and wa fully antici pate that toe will regain her earning ca pacity. that toe amputee may teve a good conical It is interesting to know that all tbe para shaped stars? for good fitting of prosthesis plegias of World War I are sow dead with and for paUW d efficient wearing. but ooe exception. Actually ooly a com The process of teaching the amputee the use of faU prosthesis is first to show turn how to Me toe derke tn order to meet toe demands of drily tiring. If he is a bi-lateral amputee b t going to be entirely depend ent upon toe prottocses in malting his toilet, meeting all of Us body seeds including eating aad traveling. It is possible to teach them to wse a great many types of tools, to drive a car and to write. We had eoc ease of a Id-lateral below elbow amputee wbo ted lost hie hands when a press pooch repeated Just 7J4 months from toe time of his injury, we returned him to Us employer entirely capable of paratively few ever returned to the United States and most of them died as the result of uremic infection. As tbe result of World War II, 1J0Q victims of paraplegia arrived bode ia toe United States from overseas injuries aad most of them are alive todayThey are alive primarily because medicine was much nearer the front lines in this war, because transportation facilities were better and because of the development of sulfa drugs, pcnidlltn and streptomycin. Our industrial experience with cases of paraplegia axe similar. Where formerly most of these cases died within a matter of days, weeks or months, these new drugs 16 The Industrial Nurse end Public Relations will overcome the infections which arise from the paralysis of the bladder or from decubitus ulcers which,so frequently develop. These cases will be preserved for a lifetime of hospitalization and special cursing care. Wherein numerous of our compensation laws now provide hospital and medical services for a lifetime, costs on individual cases may run to $100,000 or more unleu means of rehabilitation can be applied. In some cues already known techniques of rehabilitation can brine about the return of earning capacity at sedentary types of employment in the most appropriate and apt cases. In other eases it can accomplish a rehabilitation from the need for hospitaliza tion and special nursing care or from the need for institutional care or attendant care of any kind, in other words to a physical self-sufficiency. Even this type of rehabili tation can accomplish happiness and satisfac tion of living of the individual as well as great savings in medical loss costs to in dustry. Unfortunately few facilities for such re habilitation exist is the country today out side of veterans hospitals. Rehabilitation here does not consist of restoring physical function bemuse it has been irreparably lost, but it does consist of restoring bowel and bladder function and teaching the individual to carry out the functions of daily living with what he has left. The techniques, however, are still in their infancy and much is needed to establish and perfect facilities to carry out this process of medical treatment, teaching and voca tional education. All of these processes of rehabilitation, however, will fall in their tiltiroate goal without the cooperation of plant management and plant medical fa cilities. One of the leading authorities on this continent on the subject of industrial re habilitation is Dr. D. jf. Galbraith, ViceChairman. Workmen's Compensation Board. Toronto, f--.* HcvtoJd me that he con sidered ooe of the most important factors a rehabilitation to be good counseling of the injured worker as early as it could be ap propriately done following injury. By coun seling he meant to give the worker en couragement. to tell him what was to be dose for him on a program of medical treat ment and rchabQitatioo, what he would re ceive as compensation benefits during dis ability and what wax to be planned for his return to productive employment la order that he might knew that all wi| sot lost and that he would be able to regain eco nomic security. Through cooperation on the part of plant tnanagonent, plant medical departments and casualty insurance, such counseling can be carried out When pro grams- of rehabilitation can be designed consistent with existing facilities^ If injuries have been of auffideut severity to cause pennanmt impairment to the indi vidual, then a very important port of the rehabilitation planning U job matching and placement which will provide safe and pro ductive employment Also important is fol low-up after placement to be ser that the placement has been correct and is succeeding. You will be interested to Imew that we have admitted over 1^00 seriousJy injured 'individual* at the Rehabilitation Canter since `it was opened la 1943 and that; of those who have completed treatment, over % bn been restored to either total or partial work capacity- `Hie overall resalts hare more than fulfilled our expectations, sad we know that the monetary savings In compensation losses to our policyholders has been sub stantial. The Industrial Nurse and Public Relations By H. J. SPOERER Director, Industrial Relations, Hie Youngstown Sheet ft Tube Co, Youngstown, Ohio The increasing importance of industrial service to employees la the plant. In a large health has given a new impetus to the value - seme, daily first aid medical servioe is deof competent industrial nurses in both pro- pendent upon the calibre and qualifications ventive medical programs and day-by-day of the nurse. Industrial Nursing Section 17 industrial purring has accompanied in better thaa by asking what the American dustrial medicine ta evolving from the first people expect of business and industry. aid station to a service time includes illness The American people want modern cor and aoodcat pretention, health and safety porations to be good citizens. Understand promotion, and ore for the side and in that 1 am not referring here to the private jured. They have both become distinct lives of people in corporations but to our branches of their respective professions, business and industrial companies them and thQf stand at the threshold of a broad selves. They want our corporations to be development in their services to `industrial workers. They fare both-'become integral phases of mdeitrial aungaocsL We un-. derstand that there arc better than I2j)00 nurses engaged at present in industrial nursing This development of industrial Hygiene reflects the growth of American industry. The industrial nurse's relationship to alt personnel gives her a strategic value as efficient, productive enterprises, but they want them to be more than that. They want them to be aware of the social prob lems of our country and of the world and to take the time and trouble a good citizen should take to help deal with them. It is my opinion that the American people have sow fully accepted the idea that the corporation is in a sense a person. But, with infinite wisdom, they have added interpreter of health practices and pro the notion that a pertoo--corporate or oth moter of good wiH. Her skill erwise--should have not ealy rights but makes her the indispensable ally of the responsibilities, not only privileges but du physician In the first aid, diagnostic, and treatment aspects of industrial medicine. Her close contact with workers and her knowledge of community resources aid the doctor in rounding out his health examina tions and in achieving corrective measures. Her ability to evaluate the character and importance of symptoms and to record then properly, make her a valuable adjunct la the compensatory and legal aspects of industrial illness and injury. The nurse selected for industrial work smst have an appreciation for the impor tance of --iiibinhf good industrial and public relations. Her work with patients testa her judgment, resourcefulness, ability to fie into teamwork; and her capacity for using her energies effectively. This basic foundation is essential in order to develop a good industrial and public relations consootuocss. ties, not only a head but a heart They have said, is effect; "Go ahead and be a person and enjoy the rights given to free men, but remember that this means you roust also accept the duties of a dtiien." This challenge has been met as, industrial hygiene has been pioneered by the larger companies* and according to a report by Dr. Victor G. Heiser, Medical Consultant of the National Assotiatioa of Manufac turers, with almost no exception, they have done a good job. He points out, however, that almost 60 per cent of the people employed m industry work for companies employing SOO persons or less; and many of those employ only a hundred, or not even that many. How can these "little fellows'* install a hygiene pro gram that will promote production, that will help the company to earn the profits it is capable of? How can they afford to She must posses* a deep sense of re sponsibility to the workers, to management, to the medical director and to the com munity. You aay justifiably ask; "How do w a* industrial nurses become involved in the do it? The real question is "how can they afford oot to?** Ways and means have been developed,* and have been proved practical by experience by which the smallest of the companies can get most of the benefits of the sound industrial hygiene program with- public relations angle?** A wfwaiif wtHw With wmeaa for The answer to that is that you are a &TS5r?.&SSSlC 12 ft part of business and industry. For this HM * *f rryr--W-i-tth treat tfc* jyUOpity reason the first thing we ought to examine is what might be called the "dimate of public opinion l think you aumot begin >*< tV* k.0. 1$ The Industrial Nurse and Public Relations out undertaking all the burdens. Phila delphia is a pioneer in having started an industrial medical service for small indus tries. Uore recently New Haven, WnUamsport, Los Angeles and others have done likewise. We mention this to point out that and many people got an impression that full time industrial doctors were poor pig-, sicians. This is no longer true. It has been shown that the role of the medical depart ment In industry is aa important oec. They stand ready to combat employees' physical the pioneer work of big business ta indus and mental tils. They frequently act as trial hygiene has also spread out to small counselor and family advisor. They pro business. mote good public rclatioaa and more re It is interesting to note that the various cently have taken an interest In research surveys conducted by the National Asso* .. projects which should pay substantial divi elation of Manufacturers, The Conference dends. Board, and otbervall sound the same warn ing. While adequate training, experience and professional competence are considered essential qualifications for industrial nurses, these surveys emphasize that desirable per sonal qualities are considered equally im portant since many companies have dis covered that employees "will not freely discuss their health problems with physi cians or nurses who fail to inspire thdr confidence, or who lack sympathetic under standing of the many conditions (housing, economic, family) which might conceivably have some bearing upon the health and attitude of the worker," The industrial medical specialty U gain ing reoognitfoa not only with iodiutnllats but with educators, public health officers and doctors. More and more companies are expanding the scope of their health main, tenance programs, and some have engaged industrial hygienists to assist the physicians in collecting torhnlcal data oa environ mental exposures. I.ifce so many things in life, a good public relations record must be earned, and it is not a boa man job. Experience m studying the citizenship of industrial plants m their communities shows It is a matter of agreement among both that many plants have done remarkable practitioners in industrial relations and poblic relations that "good public relations begin at home**--among the company's own employees. The Opinion Research Corpora tion in its Public Opinion Index has re peatedly shows how powerful are employee attitudes in molding favorable opinion about a company. We suggest reading the Index report **Hoir to Get Along is the jobs is living right. That is, they have established safe, bcaltbfal working condi tions; they work hard at increasing the security of the worker in his job; they try to pay good wages; they go m for all sorts of benefits for the worker*. Bat when trained research people make a study m the community, they find that the public has little understanding or appreciation for the Plant Community"--*December, 1946. It has also shows that the trend is markedly to ward closer collaboration between industrial relations and public relations. compsay's efforts. The reason is; many companies have made no effort to interpret themselves and their good ads to their employees and the community. It ha* frequently been said .that first impressions are lasting impressions, and this i* especially true when a new employee presents himself to the medical department for the first time. If the quarters arc good, the equipment adequate, the interview and examination thorough, the applicant cannot help but be impressed. He cannot help but conclude that there is as organization which does things right sad which is sincerely interested m the health of its employees. Forty years ago industry provided'only Often when employees are asked why did such-and-such a company make change* in their operations or establish, soew new benefit for employee*, the answer indicates that tfae company was forced Id do it Often the management receives little or no credit for Sts effort to live right This'i* a very general problem m poblic psy chology. You all may recall that the Arabs came to the eoodnsios that the English* men were dirty people. They said they most be dirty because they take a bath minimum medical attention, often ennging every day. So la addition to Industry Irv the first doctor to be located, regardless of ing right, they have the added responsibility hi* ability. Some of the results were poor of interpreting their acts. Officers of the INDUSTRIAL NURSING SECTION NATIONAL SAFETY COUNCIL 194S-49 General Chairmtm MRS. JOAN TlMKE, R.N., Supervisory Nurse, Bell 4 Howell Com pany, Chicago, JU. yke~Chainna* & ISembershtp--ll1SS GRACE DEWOLFE, R.N., Industrial Nursing Consultant, Employers Mutuals Insurance Company, Rochester, X. Y. Seme Letter Editor--MISS MYRTLE MONTGOMERY. R.N, Industrial Nursing Con sultant, Liberty Mutual Insurance Company, Chicago, 11L Publicity Committer Chairmen--MRS. RITA DEAL, K.N, Chief Nurse. American Brake Shoe Company, Ramapo Ajax Division, Chicago, 111. Preffrmm Committer Ciairman-UISS CATHERINE CHAMBERS. R.N, Industrial' Nursing Consultant. Industrial Hygiene Division, State Beard of Health. Madison, Wls, Committee Chairman--MRS. HAZEL LEEDKE, ILK., Supervising Nurse, ThDmaity Pulp 1: Paper Company, Kaukaum, Wis. I'lntoi Education Committee Chuirmon--MISS ME1DE HENR1KSEN, R.N.. Industrial Nursing Consultant. Divirion of Industrial Health, State Department of Health, Mlawapolls, Um. Medical Advisor to Settian--DR. EDWARD C HOLMBLAD. Managing Director. American Association of Industrial Physicians and Surgeons, Chicago. 10. Stef Representative and Secretary--JANE S. WEIR, lLNn National Safety Council, Chicago, 111, OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volumes. Here is the list: TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Index to ail Volumes and Exhibitors.. 1 American Sodety of Safety Engineer* and Subject Sessions........................ 2 Aircraft Manufacturing Section...,.........,............................*.......... . 3 Air Transport Section....................................................... ............... . Automotive and Machine Shop Section................................ ..................... . 4 S Cement and Quarry Section.......................................................... ................................... 6 Chemical Section ................................ ..................... .......................................... 7 Coal Mining Section..*.......,....,........,...........,....,................,,.... t Commercial Vehicle Section............... 9 Construction Section .......................................................................................... Electrical Equipment Section.......,,...,,,...,,.....,....,,,......... Food Section .................................................................................. ........................ 19 11 12 Glass and Ceramics Section....,.,.,,,................................... ................. . 13 Industrial Nursing Section...,.,.............. .............. . 14 Marine Section ................................................................................ IS Meat Packing, Tanning and Leather Industries Section................... 19 Metals Section .......... 17 Mining Section ....................... ......................................................................................................18 Petroleum Section ................................................................. 19 Power Press Section........ 20 Printing and Publishing Section.,,,...,..,..,....,........... 21 Public Employe** Safety Committee................ ....................... ............... . Public Utilities Section............. ........................................................................................... Pulp and Paper Section........................ 22 23 24 Railroad Section ................................... Rubber Section Textile Section ...................... Traffic Section ........................ Transit Section ........................................... 23 26 33 28 29 Wood Products Section.................................................. 30 Farm Safety ........................................................ ,.31 Home Safety ................. 32 School md College Sessions........ ............................................................ 33 The Human Side of Safety (Early Morning Sessions)..............,,........,,... 34 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS VOLUME 1 to 9 copies SIZE Each Less than 24 pages-- $025 24 to 48 page*-- 49 to 96 pages-- JO .40 Over 96 pages-- ,60 10 to 99 copies Each $020 .25 .35 SS 100 to 999 copies Each $0.15 .20 ,30 50 1300 or more Each $0.15 20 .30 50 Complete set of Transactions (34 volumes)--$6.00 NON-MEMBER prices are double member prices, except volumes 28, 31, 32 and 33. NATIONAL SAFKTY COUNCIL 28 N. WACKI* 0UVK CHICAGO 4, ILL JM--14S--WKP Current Safety Topics in the MARITIME INDUSTRIES As |>rwHtd fa Hit Marta* Sessfoas #f Hi* 1941 Nttaal Safety Coirtst Accidents In the Construction and Repair of Ships....... 3 Asphyxiation Cases In Shipyards and on Ships Under Construction or Repair....................................... 9 Fires and Explosions in Shipbuilding and Repair yards.... 13 Shipboard Fire Control......................................... lb international Conference on Safety of Ufa At Sea.............. 19 The American Merchant Marine......... ........................... 20 Accidents on Passenger end Cargo Ships................................. 22 Accidents on Bulk Carriers Operating on the Great Lakes. . 26 Accidents on Oil Tankers............................. : ............ 31 Velum* 15 TroMSactleas 0W&afo Ticca... In safety, as in all other human activities, the question U repeatedly asked. "What's new?" Many answers to that question are riven every year by those who participate in the various sessions of the National Safety Congress, Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the natioo have always found the Transactions of the Congress a valuable tool in their accident prevention programs. Publication of the Transactions in small volume*--one for each Section or Division- permits wide distribution of pertinent portions of the Congress material to nunagentent and supervisory personnel at small rose. The 34 volumes of the 1948 Congress Transactions are listed oa the last page. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program- in preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available in National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those oi the National Safety Council. THE MARINE SECTION This volume is a record of the sessions held at the 194S National Safety* Congress by the Marine Section. The conduct of these Congress sessions each year is only ooc o the many cooperative activities which the Marine, Section carries on in behalf of its members, and for die benefit of accident prevention work in marine transportation generally. The Section gives guidance la the prepara tion of a great variety of technical and educational materials useful in the day-to-day safety programs in shipyards and oq ships. The activities of the Section are under the directioo of its Executive Committee, the members of which are listed on pages 34 and 35 of this volume. Marine Section ` Physical Accidents to Personnel Incurred In the Construction or Repair of Ships 3 Br HERMAN J. NORDSTROM Safety Deportment Newport News Shipbuilding It Dry Dock Company, Newport News, Va. During the last war a large convoy was teaming toward Its objective during a peiod of pleasant and ala wreathe*. The soeotony begau to wear on the serves of lie closely congested army passengers. One by a soldier fell overboard with all the iltendant confusion and excitement which lid relieve monotony. Another soldier fell jrerboard on the following day. The en raged admiral is charge of the convey immediately issued an order to all ships which stated: "No one inti fall overboard Juring the remainder of this voyage" and arrives in the repair yard in 'Safe for men and safe for fire* condition?" As the com partments designated by the certificate and those adajeent thereto arc "safe for men," we know that any gases in the atmosphere are within the permissible limits. Further more, these compartments are "safe for fire," which informs us there is no residue ia them capable of producing dangerous gases under atmospheric conditions or in the presence of fire. ft is true that this gas tanker remain.-* "safe for mot and nEe for fire." provided no one did! Unfortunately regulations cannot be ex ecuted to this nicety ui industry. However, if the spirit of the regulations is under stood, they will receive the same strict ob that nothing is done to alter its condition. But the ship has been brought to the ship yard for repairs that wilt1 probably cause alterations, myone of which may be the source of regenerative gases. servance, Getting the spirit of them under A gas tanker is a very complex structure stood U the exciting challenge to the safety containing many tanks and a mass of com department. With this m mind, the careful investigation of "aclual^physical accidents" plicated and intricate piping systems. Un less every pipe line has been broken ami not only gists us a (ever for improving every valve opened, pockets of gas are present methods and equipment but gives lodged within voids, pipes and bonnets of an opportunity for illustrating the purpose the valves. of safe practice regulations. An interesting illustration of the extent With these considerations in mind, I will speak about understanding the spirit of our "safely regulations governing repairs on tanker* used for transporting Samouble and explosive fuels and ce vessels using oil as fuel" The purpose of these regula tions is to control the gases encountered ts ship repair; namely those presenting an explosive hazard, a fire hazard and a toxic hazard. At one time or another we rmjyt deal with alt of these. I would like to ^consider these rules primarily from the of the penetration of gas is the alarming explosive puffs that accompany burning out of rivets along the lap seam of the shell of a (U tasker. Additional sources of hazards arc encountered with such tools and equip ment as burning torches, propane lines, oxygen lines, blow torches, lead pots anti gasoline heating pots all of which could cause untold disaster if they leaked. Acci dents oo gas tankers Involving these source* are caused by situations that arise which are not contemplated nor expected. point of view of controlling an extremely In view of the above, certain precaution* hazardous filiation such as a gasoline in addition to the Coast C.uard and insur tanker. Realizing that half a teacup of ance requirements are necessary for gov gasoline can generate 50 cubic feet of ex erning repairs to vessels. In our mind, plosive vapor which can easily wreck by these regulations are considered to' be a explosion a SO foot boat, the importance -^utce of information when clearly under of complete regulation is very apparent. stood, We feel this Is just plain common A vei-r nroDcr question might be. "How ****** It a man knows that his negligence 4 Accidents m the Construction end Repair o) Skips jury, iiu reasoning will prevent him from TI fact that 'there were vapors in the doing it. On the other hand if it appear* boat is known as a result of the explosion that it may not happen, he very possibly and statement of the operator that he 1ta| will take that chance. Fortunately the per* smelled gasoline fumes aboard. The bust rentage of individual* who have this frame did not explode prior to backing, bccau.w of mind is tow. This being the case, the the operator had used his mechanical ventl. percentage of people who can be expected lators before starling and the natural draft to react to knowledge is high. Therefore, was sufficient while under way*. The boat if the proper information is presented and was without ventilation at the time of the understood, few accidents will follow. explosion as the mechanical blower was This fact is well illustrated by* a recent violent explosion aboard a fast twin-screw motorboat which painfully injured seven men white the boat was paddng Into its not on, and the natural draft system was ineffective. Thereby the explosive vapors were enabled to build up to their lo*cr explosive limit*. berth at a pier, following a trip of several Admittedly regulations cannot be written hours duration. The boat fully conformed to cover every conceivable situation, but to alt requirements and was equipped with this bring* u* back to the point that the farced ventilation equipment. placing of a *et of regulations tn the hand* Investigation disclosed that the operator iiad noticed gasoline fumes during tlie day*. In fact he opened the hatch over the engine space ?ml gave it a cursory* inspection to determine the source of fumes. As nothing appeared amiss, the liatch was closed be cause lie felt that the fumes mu>t have come from an adjacent refinery or tanker. In ju-ticc to the operator it should be made clear that he was a careful individual who liandlcd the boat in absolute conformity with the officially recommended practice* for safe operating. of those concerned ts not sufficient, because they must understand the full purpose and ramifications of the regulations. However, in this case, an ideal regulation might slate that "rbeefumka! ventilation shall be in operation at any lime people are aboard and the motor boat is not under wa>*,M pro vided the term "under way" is understood. In our case we must know that our em ployee* understand fully the mechanical rcasoas for regulation*, so that they Will know what to do in the event of any* Un usual occurrence not specifically covered. Recently we reappraised our regulations The specific recommendations for the governing work oe tankers and oa vessels use of mechanical ventilation equipment are 1 using oil as fuel to be certain that they a* follow*: "As the majority of explosions met with insurance rcquiremsits and Went occur when the starter is operated, before beyond them witc'e we felt it necessary in the carburetor air intake has had an op order to conform with our basic philosophy portunity to do its unknown share of re as to what regv'atlona shall be. moving the petroleum vapors from the bilge, it i* strongly recommended, in the interest of safety, that the fan be operated a: least five minute* before starting and after stopping die engine. Lighting matches or stoves, operating electrical devices or t>crtorniing any other act* which may pro duce a source of vapor ignition should be avoided until after the vessel is thoroughly aired out.'* The regulations begin with a common seme statement indicating the purpose of the regulations, which is to aid examina tion of the ship by a certified chemist. For example, if a gas tinker, the ship wilt be examined before it comes to the pier. Fur thermore, a gas tanker would be bearded from a launch and not from a steam tug. Thi* section reads as follows: "The ship repair section will, whenever practicable, 1 feel this is a good example of a ca>e ascertain the nature of the cargo of tanker*where the purpose of the rules of g<Jod before their arrival at the yard and on practice arc not understood. The people receipt of this informalton will advise the for whom regulations and rule* of good senior staff supervisor assigned to repair practice are written cannot be expected to work and the certified chemist.** The ship read a regulation with the pertinent fact* yard. incidentally, has employed k* ms -presd around and think of all details a* a full-time chemist, certified by the American unit, Uurcau of Shipping, since 1922, Kiarim Section hollowing in tlie regulations is a section on gas-freeing and cleaning tankers prior to docking which is a summary of the salient points of the Coast Guard and inHirance company requirements. This sec tion is incorporated in our regulations to cmplastic to Uie ship owner how the ship i* expected to be prepared before it enter* the shipyard. band of blue point applied one frame space forward and aft of their boundaries." It is interesting to note that the color of tlu* important bond was origumlly yellow be cause of it* high visibility. However, with tfw advent of zinc chromatic metal primer, a yellow paint by nature of its formulation, tlte color had to be charged and precaution blue Has selected. Tlie general regulations governing tlie gas-freeing aad of tanks and other restriction* covering repair work on tank ers and oil burning vessel* follow the first of which relates to gas-freeing. Because there are rimes when people must be made to do what they should do, this statement i mode to give the chemist backing when lie finds certais additional doming is acc essary because regenerated gas may have A section specifying the danger marking within the compartments of such vessel* was incorporated as the result of a mistake by a fitter who was cutring out a portion of a deck In order to make a patch. While doing this he cut 3* into a fuel oil bunker tank. His excuse was that because the marks oa the deck had been worn off by traffic he did not know precisely where to stop. been foood. Although no explosion resulted, the mis This regalation reads: "When a vessel having previously been gas freed or other wise accepted at the yard for repair* and take was costly because tlte oil bad to be transferred, the tank cleaned, gas freed, tested, repaired and then filled again. upon exammaticn by the chemist found to neitaln ga* due to regeneration or other cause*, the tanks or compartments contain ing the gi* shall be steamed and/or dcantd a* directed by the chemist until free of This section reads as follows: "When work requiring the use of welding, burning, riveting; or open flames is required within the compartments of such vessels; the sur faces of any tanks or innerbottoms con taining combustible liquid* in the vicinity A very* important section follows rela of such hot work shall be marked by suit tive to danger marking, This regulation able signs. Posting and maintenance of resulted from an error where a burner who such signs shall be the joint responsibility was burning out rivets went over a bound of the certified chemist and the plant pro ary line into a bunker tank. His exeat* tection engineer." was that he didn't know where to stop because there was do mark. The following regulation resulted from this experience: A section controlling cleaning was spe cifically included so as to keep employees from working until they hare received per "(a) Vessels ferrying oil in bulk as carp* mits from the chemist It was felt `that this (tankers)'. Before any work requiring the use of welding, burning, riveting, or open flames is undertaken, a band of blue point shall emphasis was necessary because some em ployees doing cleaning work had the red ing that work of their load his not subject to work permits. be applied to outside shell and deck of the It might be mentioned at this point that vcffei, one frame space forward and aft a system requiring the use of what wc of any compartment containing flammable term "work permits" was instituted at the or explosive fuel. Ko work shall be per yard some twenty-six years ago, when be mitted in this area except under direct cause of the primitive tests that were Ihen supervision of tlie certified chemist.** in general use, it was decided to take over "(b) Other vessels usvtf oil os fuel: When work requiring die use of weld ing, burning, riveting, or open flames is required on the exterior hull of this type of vessel, any tanks of innerbottoms con taining fuel oil or cargo oil In the vicinity of such hot work operation* shall have a a job of gas-testing .and to put it on a more scientific basts. How* this system functions will be discussed later. Getting bode to the work of the cleaning section, that portion of the regulations con cerning this work reads as follows: "When the vessel lias been certified free of gas, 6 Accidents in tft* Construction and Renoir of Skips individual cold work permits shall be ob tained by the foreman, quarterman, or other shipyard employee in direct charge of the cleaners, permitting them to enter the compartments of the vessel for tltc purpose of cleaning and removing all refuse material." Again m statement supporting the certified chemist was inserted as follows: "A check on the compartments shall be maintained by the chemist for gases formed by re* generation during the process of cleaning/' In order to emphasise the dose control necessary over employees doing this work, this section doses with the following state* ment: "ft is particularly important that the safety rule providing for the safety of persons working in isolated compartments be rigidly enforced on this class of work." In order to retain complete control over operations which may cause changed con* ihtions, the following specific section rela tive to the re-examination of tanks was included: "Upon completion of the clean ing process and entire removal from lite deck and vessel of this refuse material, the chemist shall again test the compart ments for gas. If still gajeous, they shall be steamed and vented until free" In this section "refuse material'' is spe cifically mentioned because instances had been encountered where there had been an attempt to get certain work done before this materia), which was a regenerative gas risk, had been removed. Such a regulation again enforces proper practice and helps clarify the reasons for such regulations. The dangers of working in various com partments covered by official regulations arc emphasized ms follows: "Except where special authority is given by the certified chemist, together with a proper gas free certificate, no repairs necessitating the use of fires or spark producing equipment shall Ik- undertaken in any compartment until all adjacent compartments are free of ftamnitMe or explosive gases." Work that is done in areas considered langrrou* U controlled by the certified chemist by the issuance of "work permits." A copy of each work permit is retained by and must be in the hands of the chemist, watchman and supervisor of the job before any work can be done. The section governing tankers is as fol lows: "Under no clrcasnstaaces shall an; foreman, quarterns!, or other shipyard employee begin his duties on or in any compartment of a tanker without a written permit from the chemist." These regula tions relative to vessels other than tanker* had to be written in a manner that would properly inform an employee and at the same time make hint responsible to the chemist white using his own judgment These regulations read as follows: "Aay welding, burning, riveting, or any other work requiring the use of open fizrrx- shall not be undertakes within or on the boundaries of tanks or compartmotis tha? contain or have eootamed liquid fed or liquid cargo, or within the confines of any other compartment that by reason of Hcontcnts presents an expletive or In luard, without a written permit fro* the certified chemist." An illustration of the purpote of this regulation might be a situa tion where a man is doing hot work in a compartment. Anyone desiring to break a pipe in this compartment at this time would not be given a permit to work by thr chemist. In accordance with our feeling that regu lations should be considered a source of information when properly understood, the following arrangements arc felt necessary in order to prevail the promiscuous use ot untrained personnel who could not recog nize dangerous situations: "Ou all vessels undergoing repair* or alterations, and on all ships under construction which have reached a stage of completion where fire or explosion hazards exist because of the presence of fuel oil, other flammable liq uids, or extensive combustible installations, welding and burning shall be performed only by welding department personnel or by welders, uck welders, or burners who have been specifically trained and arc certified for work where such hazardous condition* may exist" "When welding or burning In compart ments or on surfaces that do not require n written permit from the certified chemist, it is the responsibility of the supervisor of the employee doing the hot work to ascer tain if the work can be performed with safety. If is doubt, be should consult the certified chemist." These regulations resulted from an ex plosion that happened some time ago within Marin* Section 7 a dry dock gate that was being repaired. The interior of the gate was sprayed out ooe morning with a protective coating that fet to a heavy grease. In the afternoon following the spraying, hot work was re turned after the supervisor had asked a pt tester some questions about the situa tion. While the welder was welding a doubler pUie to a platform, the coating under if became ignited and fell into the bottom of :he deck where patches of the greasy coatwg ocight fire and boroed. The expen ded mb is the lower seettoo Immediately lecaac alarmed aad climbed out advising the welder aad another employe* on the fhslorm of possible danger. Everyone ex cept the welder left the gate at this time. Daring this period the heat of the fire n* raising the temperature of the area hkh hi Cam vaporized the vehicle froat rbe protective coating that had been sprayed we. Suddenly there was an explosion which nosed ao structural damage and did not Wn anything latide, but which blew the . welder and another man, who had gone ; wto the gate with a fire extinguisher, out It is essential that the supervisor be held responsible because men under him are at all times entitled to feet that conditions arc safe where they are placed to work, pro vided they do not break a rule Further more, the supervisor is specifically directed to have work authorized by the proper authority--(he certified chemist. In the case of the dry dock gate, the supervisor did make an inquiry,---but this was made of the gas tester who may have giveu an un imaginative answer to a brief question. In order to emphasize control of work in areas considered dangerous, a specific section about work permits for repairs to pipe lines Is Included in the regulations. This constitutes a regulation within a regu lation about work permits, which In this case specifies what pipes shall be broken, how they shall be broken, the manner of Nanking (he break, and when this work can be done. This regulation is as follows: "(a) Vtuth carrying oil in bulk as cargo (tmhers): No repairs or alterations of any kind to any pipe lines on a tanker shall be under lain without a written permit from the chemist. The directions of the permit must of the gate. Neither man wu killed directly be followed precisely." Iw the explosion but rather by the fall Into "(b) Other vessels using oil as furl: the dry dock. Evidently both men were ca the ladder at the time of the explosion be-_ cause they would not hav been blown out* otherwise. Furthermore, if they had re No repairs or alterations of any land shall be undertaken to pipe lines connected to or passing through tanks containing flammable or combustible liquids, without mained In the gate they would not have been killed and probably not injured. a written permit from the chemist The directions of the permit most be followed The accident illustrates that the experi enced employees in the lower section of the gate were sufficiently informed to recognize a situation potentially dangerous. Although a gu test for explosive vapors would ast have Indicated any at this time, they were aware of the dangers of regen erated gases. Although the welder had been waned, it U possible that the warn ing was not beard. Furthermore, welder* PtubsMy became accustomed to employees occasionally placing a hand oo than for helwnrr In view of the assumptions, it Is panfilr to say that this welder may also W aa Sestratiaa of ooe sufficiently in formed to recognize daegers because be tiitolr was ascending the Udder at the rim* of At crpfosioo--perhaps because he may bar* suddenly become aware that no coe was za the gate. precisely." The scope of the regulation on surface coatings was broadened as a result of the gate explosion in an adavor to make the purpose of it evea more explicit. Flexi bility was retained by giving the chonist authority to control its application. This section reads as follows: "When ever bet work is to be performed within a compartment or aa the surface of a compartment that las been coated with a combustible preservative material socfi as those with a bituminoas or petroleum base, the area requiring the hot work smst.be cloned to lot metal before beating is begun, unless other wise approved by the chemist m writing." The Coast Guard regulation covering the remora] of ballast U emphasized and 8 Accidents tit the Construction end Repair of Ships Marine Section 9 a qualifying statement included to exercise hollow pipe at the leading edge of a built cich working permit issued on the vessel, Following a disastrous fire some years thin control also over dry docks and build* up rudder undergolog repairs and in ihr (n the case of tankers, his duties shall be ago, certain regulations were adopted to mg docks as follow*: "The pumping of Ijotlow pillar within a gasoline tank on u to ascertain if a permit has been issued for restrict the use of equipment capable of oil nr ballast containing oil from any ship aircraft carrier. The resulting rcgulaties all spaces in which work U going on and producing explosive gases. All such equip tu overboard while at the piers is posi* follows: "Welding, banting, riveting, v.4 Stop work which he considers dangerous ment as gasoline blow torches, {dumber* lively forbidden." a!I other work requiring open flames shall until the chemist has been consulted. He torches, propane burning torches and hose, "The pumping or drainage of oil or batlast from ships1 tanks into dry docks or building docks is forbidden, except by written permit of the certified chemist." The section on dry docks resulted from an explosion that occurred during the rushed repair of an empty tanker. The owners and the yard supervisors were anxious to get the work under way. Per mission to proceed with the work was denied until the ship could be made gas free. Among the repairs was some work to he done to the rudder. Permission was granted to go ahead with this work, in the presence of the chemist, after it was established that the dock wax gax free. In tlte meantime the captain of the vessel had obtained permission from the dock master to pump water from his ballast tanks into the dock. As this mixture of a'olmc 3nd water flowed along the bottom of the dock, the gas vapor* settled wher* rver it hi* possible to collect. As toon as the gas was nf sufficient concentration, a -(ark set oil a series of explosion* that ri(i|trd up the planking In the bottom nf the <kwk and set fire to the grating. For tunately. no one was injured. Again trouble rru)i' from an employee** tack of know!* edge of the itangers around him. not be performed on structural voids, sod* as hollow rudders, skegs. bilge keek, fair waters, without a written permit from the certified chemist The instructions of the permit are to be followed precisely." The, following regulations are example, of planning to eliminate a source of potentill accidents: "AH temporary light wiring and welding wiring shall be maintained in perfect condition as regards -insolation *M connections, and every precaution shall U taken in handling such wiring to prevent arcing. Portable lights shall be protected by suitable approved guards," "Ns one shat! be allowed to enter am tank or compartment which has Wen dosed for a considerable period of time until #eh space has been properly ventilated u tested and approved by the certified chem ist." .As the result of the dry dock gate ex plosion and because incidents were arione during the rush of repair work whrrt painters were working in machinery 'peer- while welders working overhead were dro( ping hot metal that started Buie flash firr* on the paint below, the following reguhtM-r was adopted: "The use of flammable sol vents and spray painting is prohibited any compartment in which welding or bnm< ing operations arc in progress except t*> thill also be on the alert to detect incipient fires in spaces where hot work is under way and shall have suitable equipment at band to extinguish then," "In cases where vessels have their tank compartments sealed with live steam in Hen of gxs freeing, the watchman shall watch the tank compartments and see that they remain under steam pressure at alt time*. He shall prohibit smoking by ship yard employees in alt parts of the vessel, aod by the crew of the vessel except in their quarters." "The need of the following regulations U self evident: The necessary fire equip ment of the proper type shall be placed on the vessel and properly distributed before repairs are undertaken.* "Any interpretation of the above rules fttiich may affect the safety of either vessel <*r workmen shall be left to the judgment of the certified chemist, and such additional regulations as may be found necessary from time to time to farther the interests of afcty will be added to the foregoing. In the event of a difference of opinion arising a* to the proper procedure in any individual eac. the matter should be referred promptly to the cognizant superintendent for decision." and heating torches, is assigned a serial number for record purposes and is subject to a thorough inspection every two months at which time it is dated in letters about 3 inches high. The regulation also states that "it is the duty of all supervisors and watchmen to observe torches in use to see that these rules are strictly enforced." General use of flammable paint and varnish removers is no longer permitted within the shipyard, fit this connection, it is interesting to note that during the re conversion some time ago of a targe North Atlantic passenger liner, it was necessary to use flammable solvents to remove cer tain coatings. In accordance with our reg ulation, this work was properly done under the direct supervision of the chemist. A ventilation system was arranged and com bustible gas tests were continually made during the use of the sotveit. These regulations place the supervisor responsible to the chemist for all work throughout the shipyard. This method keeps the work under control, develops a cautious attitude among employees and gives them an opportunity to learn the rea son for the regulations. The regulations are flexible because work can be done in any way that is agreeable with the certified chemist. We feel the effectivoiess of this Work l*crmit control by the chemist is written permit from the certified chemist*r "Strict observance of these rule* is re- system for controlling combustible vapors again emphasized and elaborated upon by the fallowing section on pump rooms: "Opening pipe lines or cargo pumps in pump rooms is forbidden except when under direct supervision of the chemist." The section that makes dear the impor tant function of the watclimen in the work permit system and to insure tl*c function, ing of the system by having at least one watchman on duty U as follows: piired at all times, and any infraction by an employee of the company will be con sidered sufficient cause for discharge." is illustrated by the fact there have been no explosions aboard ship in the 26 years nf its use. While making repairs to built up rudders "The amount and character of watch certain common hazards become apparent. service necessary to insure the safety oi A minor explosion occurred in one rudder individual tankers shall he determined b) Asphyxiation Cases in Shipyards and on Board that was believed to have been caused by the plant protection engineer, who will hr laying a (caking torch on the rudder when guided by informatioa concerning the na Ships Under Construction or Repair nut in use. The torch also might have been repeatedly lighted over the rudder and in such a manner made it gassy. Prac ture of the ship's cargo and the chemist'* reports on the condition of tanks and other spaces. However, at least one wuttl--r Br L C. YATES Director of Safety, Alabama Drydock and Shipbuilding Co^ IfobOe, Ala. tices such as these made instructions nec shall be assigned to each tanker foe each { essary throughout the entire plant workshtft in which repair cpruinai are The word asphyxiation contributes very stoppage or interruption of breathing," the The need for complete contra! was fur under way." little to the serious, every-day thinking of thought and seriousness of the hazard has ther illustrated when explosive mixtures `The watchman on duty oa swdt afore the average rank and fite workman, but been properly conveyed. were found in such locations as within the mentioned vessels will receive a copy of when the word Itself is simplified to "the There are certain hazardous conditions 10 Asphyxiation Cases in Shipyards and on Skips Undo- Construction ;]tutrtl ship tliat are possibly so accepted, because they are assumed to be merely a part of tfie operation and are nothing to iwcome excited about. Alter carefully analyzing the performance or operation; it may be found to be an unsafe practice rattier than a condition* and that some* thing can be done about it. Ifan failure is often overlooked in favor of conditions* Iweause it is naturally easier to follow the tines of least resistance rather than absorb responsibility. In previous conferences and sessions, we tiave discussed accident control from which ** have possibly realized some benefit, ft is well to review actual cases, when and where possible, which perhaps will bring to us the particular accidents, actually as they are. It is with this thought in mind that we attempt to discuss these actual happenings as they were, or as they have been con* vcyed by those who knew about them. U h well to keep in mind that these related experiences may or may not be exactly m detail, but they do reveal generally, ttie cause of the accident, the corrective raeatire* and placing the responsibility. The efforts put forth herein are in the interest of human life, and we must dedicate oar*clvcs toward that obtainable goal in safety engineering. Oilef among the hazards involving asphyxiation, in shipyards and aboard ships under construction or repair, are areas ilia: arr deficient in oxygen, due to having ten confined for long periods. This being the cause of the loss of life to two ship rrpairmen in particular, A Liberty ship had been moved from a lay-up fleet base into a shipyard for re pairs, in order to put the ship in service. It was necessary to open up hatchet, man holes and so forth, in order to gain access to certain tanks and other confined area in volved. This particular operation involved the forward deep tanks. Workmen were aligned to remove manhole plates from all four deep tank compartments, with positive instructions from their supervisor, not to attempt to enter the area until tests were made; and necessary ventilation had been completed. The workmen removed the manhole {dates, and before ventilation equipment had been installed, the mechanic being over anxious to complete his job, ottered the No. I starboard tank without oxygen ma-fc equipment, leaving his helper at the man. hole on tlie tank top. While descending the Udder he collapsed, sad (ell to the bottom of the tank, a dis tance of only about two or three feet. The helper became excited, and went into the tank (without protective equipment) in u attempt to rescue his fellow workman, and he too collapsed just as he readied the bottom of the Udder. Another workman sounded the alarm and rescue workers re moved the victims, and started resuscita tion immedUtely, which did not prove successful. In order to prevent recurrence of such accidents it U necessary to (!) require supervisors to personally oversee extremely hazardous jobs, and! the point of dsngtr i* past. (2) Supervisors to conduct daily "shape up" or "tool box" safety talks with all' the employees under his supervision, before starting work. (3) Safety and First Aid training to employees will help greatly in making them aware of hazardous prac tices and conditions and will tend to make them much better workmen. (4) Testing, inspection and ventilation of all confined areas are most essential, but these method* in no way help to control human behavior. Although the supervisor had previously instructed his employees regarding the m`filiation of neecssary ventilation before entering the area, he should have realised the seriousness of the situation, and per sonally supervised the job until the danger period passed. Supervisory passing of the hard and faM rules of any organization on to his em ployees, as a part of routine duty, is not enough. The supervisor mutt definitely have the care and well-being of his em ployee at heart, and be willing to go beyond the call of duty to insure their personal safety. After careful consideration and aaaSa* Goa of all points involved, it is evident that the responsibility should be charged as supervisory neglect Simitar instances where workmen have tost their lives, doc to deficiency of oxygen, are prevalent aboard ships tbtt have beat carrying grain cargoes. Tike the ease of a Marin* Section 11 repairman going into a confined area aboard grain carrying cargo ship on instructions from his supervisor, to make minor repairs. The job being of minor nature, the work- nan did not think it necessary to install venu'latlco equipment for the short period. Hydrocyanic gas is used to a large extent and failure to take proper precaution was responsible for the death of a ship repair man. This particular ship was fumigated and this workman did not wait the required time before going aboard. The supervisor failed to survey the area m determine the need. The workman bad been * the area alone for ooly a short lime. When fortunately a fellow workman came to assist hits. Upon his arrival he found this workman had passed out He immediately removed hiss from the area, iato open air, and started artificial resus citation, The victim responded quickly to first aid treatment. ft Is very necessary that strict precaution he taken in fumigation. (1) Bulletins or written notices should be posted and cir culated to the effect, at teast 24 hours prior to the fumigation period. (2) Wanting signs should be placed at the head of gang ways or ramp*. (3) A watchman should be posted to keep all persons off, (4) A thorough check and test should be made immediately following the fumigation, to Corrective measures arc: (I) Supervisor survey the work area and determine the seeds. (2) Installation of ventilation for a soffideot time before allowing workmen a tbc area. Responsibility this case must be placed and the supervisor, for assigning workmen to a job without knowing himself what the existing conditions actually were. determine if the conditions are safe before anyone is allowed aboard. Responsibility for such failure must be placed on top supervision. It* has been said that ignorance excuses no one, but, nevertheless, a large number of persons seek the lines of (east resistance, and get over Into the commonly called "rut of laziness/* or* shall we say, inattention to duty. Brush and spray painting are hazardous * A ship repairman and his helper were operations ia doted or confined areas. This delegated to perform certain duties in a yniriiWy job was being performed m a very close or confined area aboard ship. water tank aboard ship. After having arrived at the point of work, The paint crew of six men were aisigr , ta da the job. The supervisor issued * t be thought to be suitable respirators o each workman, and instructed them t>> work inside a two shifts of three toco to rack shift for a period of thirty minutes each. A vcatiHtfon blower wae installed at the manhole blowing air mto the tank. the mechanic instructed the helper (who was a new employee) to secure an air hose; and rus line from the manifold on the mala deck to the job, where it would be used to propel a paeauatic toot. The helper secured the hose and made the con nection, and ran the hose into the area where the work was being performed. After approximately throe hours work the job was completed, and the last three man crew was ready to cotae out Two of the men came out and <d not notice that the third ana had not as yet come out of the tank. The alert foreman inquired of the third man. and not bring able to locate him cn the outride, went inside the tank and found that the man had been overcome by fames and had passed out. The workman was removed and revived. It was discovered that the ventilation mechanic had installed the blower to force air into the task; instead of exhausting the point fanes from it. The helper, being inexperienced, made the hose connection to a gas manifold in stead. of compressed air. After some time, both workmen were found having been overcome by the gas. Both workmen's lives were lost due to negligence on the part of the repairman. This accident could have been prevented if (1) the mechanic had .made the hose connection himself, or properly instructed the inexperienced helper in the correct manner of making it (2) Fittings of dif ferent types should be used on oxygen, acetylene, and air manifolds, making It impossible to make the wrong connection. Ship faznjgatkxs ta a very serious hazard (3)Standard color code, for marking mani it sot properly and systematically handled. folds or outlets, should have been used 12 Asphyxiation Cases m Shipyards and on Ships Under Construction <4> Very close supervision and training of inexperienced or new employees is very necessary. Exhaust fumes from interna) combustion engines have proven fatal in many instances. The installation of a small gasoline engine, in a confined area aboard ship, to propel a pump, resulted in the death of a repair man's helper. The engine was started and aiter seeing that the operation was going satisfactory, both workmen, after some time, went above onto the open deetc. After a lapse of time, the repairman instructed tlic helper to go below and see if every thing was operating all right. The helper did as he was instructed, and aiter he had been gone for sometime, the repairman became curious as to why he had not returned. Upon investigation, the helper was found near the engine, where he had fallen, having been asphyxiated by exhaust fumes from the engine. f)> Internal combustion engines should never be installed or allowed to exhaust in a confined or semi-confined area. (2) Proper supervision is necessary to insure proper methods and equipment. (3) Safety training for all employee*. It is the opinion that supervisory failure was responsible for the accident. Equipment used for protection if not properly used, sometimes result in serious accidents. Carbon dioxide gas is very ef fective in fire extinguishment and has proven successful in systems installed aboard ships. However, if it is not prop erly used, it can become as deadly and treacherous as it can be beneficial. The conversion of a combat cargo ship was in progress, and as usuat, considerable changes and alterations were being made. Possibly twenty or twenty-five laborers were being used on cleaning work in a closed area in No. 3 hold. The ships carbon dioxide gas system was accidently released imo the No. 3 hold, where this particular group of men were working. Approximately fourteen of these men were asphyxiated, of which nine of them were revived by resuscitation methods. The carbon dioxide system aboard this ,hjp was manually controlled, and it was evident that in the process of tearing out an<l rearrangement operation, the release cable was accidently hit or pulled tbertU releasing the gas into this particular cunpartment. To avoid similar acadents it i. suggested, that during the conversion oextensivc repair period, the carbon dsoxrit gas system be secured at tbe source. s*i that necessary ventilation of all confine* or congested areas be carried out. Placing responsibility is this partiesh.* accident requires most serious asd careie consideration, but it possibly would be r*. garded as a top supervision mpmshLij The use of carbon tetrachloride a* a cleaning agent is not rceoemKsded. cru cially in a confined or semi-confined area Neither is it advisable to use this vapor izing liquid In fire extinguishment ha Jo^ or confined space, without the piopu' pro tective mask equipment* On one occasion in a senu-confined space aboard a ship under repair, an electric motor caught fire. A workman stands* near, secured a carbon tetrachloride ex tinguisher and directed it on the hoc motor Being directly above or over the motor. Ihe workman was soon overcome by the fumes. A fellow Workman earn* to the rescue of the victim, and first aid was administered with favorable results. Continuous training in the use of fire fighting equipment is very essential in the safety training program. The workman himself was responsible in this particular rase, as be had previously received training regarding the use and the handling of this type of equipment and deliberately ex posed himself by chance taking. `The hazards involving asphyxiation in ship repair and conversion work and aboard ship are most serious and require extensive continuous effort and training in order to effectively control it. The average workman has a fear of per sonal injury, especially from such opera tions as are involved in the use of the flame torch, circular saw, or the moving parts of machinery, because the hazard itself from a mechanical point of view can be seen. The majority of our workmen, as a role, do not see or realise the hazards involving asphyxiation, therefore they do not realize or have the necessary respect that should exist. We definitely must not. by any means, neglect safety training that is so necessary in industry. Marine Section IS Fires and Explosions Occurring in Shipbuilding and Repair Yards and on Board Ships Under Construction or Repair By CAPTAIN B. LEE ROGERS Plant Protection, Tbc Maryland Drydock Company, Baltimore, Hd. Fir*--a tough monster to fight alter it pvt* it first bite. Food for this monster is always present and as soon as we let one tarocr down the monster eats lives, ma terial, ships, warehouses, production, and dollars. It ha been my practice to follow three niesr-- 1, Remove the hazard, or set up fire pre vention measures when the hazard can not be moved. 2, Provide (and know that they are in first dais condition by constant inspec tion) fire extinguishing agents necessary to control fire when it starts, 3, Instruct and drill personnel to control and fight fire* aboard ships. working with the pipefitters was burning pipe brackets off the passageway bulkhead From the passageway there was a door leading to a supply room, the door was locked Disregarding the locked door, and with no effort to determine what was on the other side, the burner continued to bum brackets. The contents again was mops brooms, rags, electric fixtures, and what not. The alarm was sotmded but in a few minutes tbe passageway was filled with smoke which retarded our efforts to reach the room, get the lock off and ex tinguish the fire. More damaged goods and many production hours were lost; the pipe fitter and burner were discharged. Look on the other side. A welder was sent to do a job at a pier away from the inter is on the other side of the bulk- yard; to weld a clip on the afterpeak tank head or deekt That U,tbe question every top. The buik was filled to within one supervisor, burner, or welder should ask foot of the top with oil. The welder before any hot work is started. If you started welding and there was a ternfie want to prevent fires and explosion,, you explosion. Plates buckled, rivet heads flew must know what is on the other side and off, and steel twisted like tin and the steer l cannot emphasise that too strongly. I will ing engine mechanism had to be replaced. Uy to point out what I mean. The welder was not injured. A conversion job Is Just about Com Knotc what is on the other side. Here is pleted All work alt is declared complete; a ease where two men were killed instantly. Stores are brought aboard and stowed. In a certain shipyard, two men were sent While making an inspection of the ship, a to weld on the tank top just aft of the supervisor sera a piece of pipe wdded to midship house. The facta as to how the a bulkhead.* This pipe should have been explosion occurred are not clear, but the burned off many day* previous, The super results arc. When the explosion took place, visor calls a burner and tells hire to burn the aft bulkhead of the engine room was the pipe off. Without either man looking on the other side, the burner began to burn. The space on the other side is freshly painted and stored with supplies, paper, matches, mops, brooms, and general necessities. The paint catches fire, falls on tbe paper and matches, and the monster had his first bite. There is a considerable amount of damage and blown forward carrying with it gauges, valves, pipe and machinery turning the engine room into a rubble-heap, {tilling the night engineer and his assistant. It also blew a hole about seven feet square in the port side of the ship which caused the ship to settle to the bottom. Strange as it seems, neither of the workmen were in jured. the ship is delayed. Look on the other side before you bum or setld. A repair job was moving along without incident until one day a burner iVhat was on the other sidef There are many other cases that I could use to em phasize how important it is to took on the other side before you bum or weld. 14 Fires and Explosions in Shipbuilding and Repair Yards Plaster the sign boards in your plant with sign* "Look before you bum or Weld." Have meetings with supervisors. Insist that they impress upon all of their men to tee what is on the other side before any hot work is done on a bulkhead or deck. Discharge supervisors and workmen who disobey the order and publicise your actions. Acetylene tanks and oxygen bottles should not be taken into coofined spaces or under decks, and I would tike to give you a few reasons why. An acetylene tank was ignited by a bur ner lighting hts torch too near the tank. The flame was put out with CO*. Another tank ignited from a backfire that had a regulator fixed in place. A CO* extin guished the flame but as the CO* gas cleared away the heat from the regulator reignited the gas and the tank was allowed to bum itself out. Explosion of oxygen cylinder aboard merchant vessel Shortly alter starting time on the day shift, an acetylaie burner attached his rig to fully charged acetylene and oxyges cylinders. The acetylene cylin der was standing in an upright position while the oxygen cylinder was on its side on the boat deck of a vessel. After con necting his rig to the cylinders, the burner tested for pressure and, satisfied that all was in order applied flame to the torch. The torch backfired and the acetylene hose split for a distance of several feet down from the cylinder connection but remained fast to the cylinder. In his excite ment, the burner attempted to pull the hose oE the acetylene cylinder but succeeded only in turning the cylinder over on Its side in such a position that the bottom was exposed to the flame from the burning hose. The heat caused the fusible safety plugs to blow* out and the acetylene gas escaped through the hole* ignited. The flames from the burning acetylene played directly on the oxygen cylinder. The wooden deck became ignited and a shipyard fireman, who was nearby, imme diately began to wet down the deck with a charged hose line which was at tend. Several other workmen rushed to the scene and attempted to assist the firemen.* The heated oxygen cylinder exploded; the bot tom of the cylinder strode ooe of the workers in the abdomen causing his death. The concussion blew the fireman several feet Into the air and over the side of the vessel onto the concrete pier to which the vessel was moored. He landed on his head and was dead when he was readied. Sev eral other workmen sustained injuries of a less serious nature; My experience has taught me that when an acetylene tank ignites, if it is out in the open where it belongs, leave it alone to bum itself out. Have a standby line avail able jest in case a fire is started. Fire end damage canted by sparks fatt ing through open port holes. I will try to explain ooe case which in effect will cover all such case*. A burner was burning over head from a stage board which had one end anchored in an opm port hole. Sparks fell to the stage board, bounced through the opes port bote onto a settee is an officer'* room. -The wtire furnishings of the room were destroyed either by fire or water. Regulation to the yard: "NO HOT WORK OF ANY KIND IS TO BE DONE IN ANY AREA UNLESS ALL PORT HOLES ARE CLOSED." A tanker on drydoek had bees declared safe for men and safe for fire. The day was hot and humid. Two stagebuflders had finished staging the tank and were getting ready to leave. A welder was working on deck near the tank opening. An eye wit ness stated that he saw sparks go Into the tank just before be saw and heard the terrible explosion. He ran to the tank where he found one mas with his clothes on fire which he helped to extinguish; the other man had faOcn to the bottom of the tank. One man received severe boro* *11 over his body, and the other man was dead when taken frotr the tank. There was no fire after the ex plosion. From post experience we knew that workmen will report the presmee of gas flaws in a tank. These stagcbuilders ted been ia the task for the greater part of a day with no complaint of gas flanes. We fed that the explosion was caused by the spark igniting some gas ia a rust pocket under the deck at the eoamlng which ted been heated by the sun on the deck. Suggestion: Recertify tanks more often during hot wealher. Marin* Section IS Fin in sir ducts aboard ship, A welder cause it was quickly extinguished. The fol was welding an air duct overhead. Sparks lowing memo was issued to the yard: fell below and set the grease on fire behind the blower fan. Oil, grease aad other com bustible material had settled os tbe bottom of the duct aad, according to the witnesses, there must have been quite an accumulation of combustible material in this duct to pro duce the amount of flames which caused damage so high above the fan. Tbe hose lines used ra flushing the duct, after the fire was out, also brought out a heavy 2 film. The following order was issued to "No hot work of any land is to be per formed oq any ship where sparks could land overboard, until the approval of the yard fire department has been obtained." Two firemen on each shift have been detailed to patrol piers and drydocks. Uembers of tbe yard fire department have authority to stop at once any work where danger of fire frees igniting oilsfiek is evident" die yard: You can prevent fires by making regular la order to ptevmt outbreak of fire, similar to what recently happened, the fol lowing regulations have been set up ia cofmection with performing hot work on vest systems, blowers, etc.: "Prior to aay hot work being per formed on vert systems, blowers, etc, the yard fire deportment is to be contacted by the departmental supervisor who is to perform the week and the yard fire de partment is to a representative to the job, inspect conditioas, and make rceoauaeadatioos as to the precautions to be take* aad procedure to be followed before any hot work is performed." ft will be the Arty of the supervisor of the depertaanst performing the work as well as the supervisor of the service department to Me that the above regula tion and recoRssmdatfees of the yard fire department are carried out. inspections of your locker roams and shops. We have found, on many occasions, that workmen pot paint and oU covered clothes and rags in, under and on top of lockers. There you have the makings of a fire with the proper amount of heat The fire will start with no ooe anywhere near it Of course, if the budding has automatic sprin klers, the alarm will be sounded and the damage can be kept to a minimum. Wood fire* is open drums during the winter months have caused many headaches and a few fires. Here is an example: Some one starts a fire in a drum; Joe comes along and throws a piece of wood m; Tom comes along and be tosses ia a piece By now we have a roaring fire, sparks flying. A fire was started in a drum in a hold of a ship. A welder, polling his hose out of tbe bold, upsets the dram. The fire from the drum started a trash tab to bum. There was k property damage, but fifty workmen There is ooe fire hazard that we have tmftrfawt off to watch tbe fire bom. been taxable to cope with and that Is craw members asleep in their bunk* with lighted cigarettes aad setting the mattress oa fire. These firm are sot too bard to con trol if we get to thou boob after they start, Company rule: "No opes fires, will be permitted oa any ship or la any part of the yard except a connection with work in tend." but they can be very scriocu especially to The fire damage figures sever include the the guy oa lb bemk. dollars lost in man hours while a fire is 03 and debris on and tn the mater. Don't tet anyooe tdl yon it woa't bon. While banting x bole is tbe bboard side of a ship, a piece of hoc plate feU aad landed on a bandog. When the alarm is sounded for a fire aboard ship, it could well disrupt the organization hundreds of man hours to be lost small oil soaked plank which was sur Let all of us remove the fire hazard, but rounded by oS aad debris. The wood started teve available first class fire' fighting equip burning. This heated the oil around It, and ment; mum trained to fight fire; keep preaeh- the oil and debris started burning, ing, terpmg. sad bellyaching shoot fire pre- Flmacs wtat up the side of the ship aad burned some stage boards, air hose aad wtl&ng e*bi. For the type of fire aad its location, there was very little damage be Ttntkm, We should be able to have fire proventfoc years instead of fire prevention weeks. Is all of our bonding* we have the proper 16 Shipboard Fire Control type fire extinguishers, for the contents of the building, located at the entrance. I have actually seen fire extinguishers placed in buildings on the far side away from the entrance. You would have to go through the fire to get to the extinguisher. Our fire extinguishers throughout the yard are discharged, cleaned, painted, re* charged and tagged once a year, during the month of April. Each extinguisher is painted a different color so that ya<l can tell what type it is from a distance. Weekly inspections of fire fighting equip* mem are made throughout the yard and buildings by the fire department lieutenant Follow up inspections are nude periodically* by me. Aboard the average ship that comes to the yard, we put 430 feet of IS4 inch rub* her lined canvas covered fire hose flaked on the rail; 150 feet of hose forward, 130 feet midship and 150 feet aft We previ ously had 2yi inch fire hose aboard ships but found the 1$4 inch hose much easier to handle and that it would cootrol fire just as welt. We now have cans of liquid foam and aspirator nozzles In our hose houses near the water front available in case we hare oil fires on the water. We also have fog heads, applicators and the all purpose not* zles in the hose houses for any emergency. The 2Vt inch hose on reels and in hose boxes is tested with shut-off noxxlcs at 100 pounds of pressure, inspected, cleaned and replaced twice a year. Shipboard Fir Control Bp- EDWARD J. XZHOB Fire Prevention & Safety Engineer, XJ. S. Atomic Energy Commission, New York. N. Y. The captain of a ship at sea, in addition to hts many other duties, is actually his own fir* chief. This responsibility is thrust upon him regardless of the extent to which he realizes it. The complete meaning of "being your own fire chief" may not be evident until a fire starts. It is too late then to be concerned about the maintenance of fire fighting equipment; it is too late to be eon* cerned about the fire drills that you did not have, or worse, those that you did have and which resemble comic operas rather than a real attack on your enemy-fire. Prior to the war, not very much was known about handling ship fires. That Irek of knowledge was by no means confined to the sea captains: the fire chiefs of our port cities have established a rather miserable record in the handling of ship fires. Such a fire is a particular type of fire which is generally not encountered very often by the municipal fire chief. It is also a fire *(hich requires different tactics as compared to the procedure used in fighting land fires. The ship captain at sea. who as 1 have said is his own fire chief, has to fight his fire with the forces at hand and invariably has no outside assistance within a reason able distance to call on. The municipal fire chief on the contrary is frequently in a position to cafi m almost unlimited amounts of fire apparatus and personnel. X under* stand that over 98 pieces of fire apparatus were called to die Pier 37 fire in New York dry last year. We aught therefore expect that the record of ship fires would fist 'many calamities at sea and yet when the record duniif recent years is examined, we find that many of the conflagrations have occurred in port, as witness the ERICSSON, MONARCH OF BERMUDA. GRANDCAUP and HONDURAS VICTORY. The general matter of shipboard fire fight ing received a tremendous Impetus during die war when fire became such a potent weapon of destruction. The Navy did much to solve the problem of fires on combat ves sels. As a result of the Navy's work, much was learned about fighting ship fire* involv ing flammable Squids such as oil a;td gaso line. The Coast Guard in its FHOBUS tests ran extremely valuable experiments oa cargo fires. As I have said, both the municipal fire chiefs of our port cities and our sea cap* tams are concerned with shipboard fire con trol. However, since this is a marine group, let us tencBtxitt on eur phase of the Marine Section 17 {trebkrn and consider just whit can be done by our ship captain who is confronted right sow with the problem of licking a fire at tm with the equipment he now baa aboard. on the gimwhate and splendid streams of water were shot over the side. This pro cedure had been followed for years and was always most successful. The captain must begin with his ship exactly as it is constructed and exactly as K U presently equipped for fir*. The initial step is to analyze the ship thoroughly from the viewpoint t fire. The capacity of the fire pumps mi \k studied. A crew which is not well trained may attempt to operate toe many fire lines in their excitement, thereby exceeding the capacity of the pumps and resulting in ineffective streams. The rcntilating system must be studied. Ventilat ing ducts become dirty and, if not cleaned periodically, oub!< the fire to spread quickly throughout the entire ship The blowers to an air conditioning system will blow smoke throughout the ship if oot tamed off promptly at the time of the fire. However, one day a motor whale boat on the deck caught fire. On sounding the alarm the rtguar drill procedure was resorted to. Again within a few minutes a half dozen streams of water were pouring over the side while the motor whale boat con tinued to burn away merrily on the deck! Our drills at sea must be a complete sur prise. If a half a dozen or a dozen people laww about the drill in advance, the feature of surprise, which is so devastating in the cur of an actual 6k, is completely lost A different location should be chosen aboard the ship for each fire drill 'The problem will vary from time to time depending upon the type of cargo being carried. Water may be the most desirable extinguishing agent to use for one particular type of cargo. The problem of disposal of the water used On the next trip a stream of water shot en the fire must be studied. Reasonable into the holds may blow the ship apart stability has to be maintained and free water avoided One of the major advantages of fog nozzles in fighting ship .fires Is the reduction in the amount of water actually used, since the water used as fog Is gen erally more efficient in extinguishing than the water applied as a solid stream. ft is impossible to lay down specific rules as to what is the best extinguishing agent or a* to exactly what procedure is to be followed in all cases. Fire is a wily enemy and must be fought the same as any other enemy is fought Your attack must be adapt able to the situation presented by the enemy. Very many ship fire* can be controlled, We want our shipboard fire fighters to have although usually not extinguished, by simply a general knowledge of the principles of dating up. as completely as possible, the fire fighting. They must know the advan compartment where the fire is burning. All tages of the various extinguishing agents fires require three factors, namely: fuel, that they have aboard the ship and they oxygon aad ignition temperature, which may must also lov their limitations- Fire* have be compared to the legs of a triangle. Any many times been successfully fought at sea time owe or more of these factors is missing, by a combination of various extinguishing the triangle collapses and the fire $ out. agents and variour techniques. Seating off the compartment entirely cuts off the oxygen and eventually brings the fire under control after the oxygen in the, air In the compartment has been consumed. This role does not apply, however, to the tew cbemkals which contain their own xygea ta tbeir chemical construction, such as most expfosirc*. !n looking over our record of ship fires, we are naturally somewhat pessimistic for the record appear* to be a very tragic one. However, there are exses where magnificent results lave been achieved at sea and in order to be fair, such case* must not be overlooked. During the war an ammunition ship collided with a gasoline tanker off Hat Fire drills mart be regularly held aboard ters*. The ammunition ship disappeared ship and they must be realistic. To show completely in the ensuing explosion and the what is meant by a realistic fire drill let gasoline tanker was set afire, The picture us caewdcr one ship t know of where sods of a (anker loaded with gasoline and buru drills were far from realistic. On this par ing rigorously is certainly a terrifying spec ticular ship, drills were regularly held. On tacle. That fire was put out! toeh occasions bose line* were stretched and water was turned on and at certain points along the deck, nozzles were placed In fighting that fir* the crew was assisted by a small group of shore-based fire fighter*. 18 Shipboard Fire Control The men who gave the assistance were few in number, as & matter of fact, were far less than the number of fire fighters one gets in a port city by simply pulling the handle on the nearest fire alarm box and getting a first alarm response. However, the men who responded to the fire had two things. First of all, they had light portable equipment that had been thoroughly tested beforehand in relation to the type of fire that they had on the ship and secondly, they were highly trained in shipboard fire fighting. When I say highly trained, 1 mean that they had time and time again put out, in a training school, the tame type of fire that they had at sea. The whole probton of shipboard fires can be brokot down to the last analysts to three things, sound construction. proper fire equip ment and the trained men. Obviously, one without the others is inadequate. Our ships at the present time are improving in con struction and fire equipment. It is most important that the training of our crews keep pace with the equipment as it Is now, and as it is improved. It is impossible for a crew at sea to ob tain actual fire fighting training experience and to lose their fear of fire regardless of how realistic we make our drills. I do not mean to underestimate the importance of realistic drills at sea but obviously such drills cannot feature roaring fires. The only way the captain and his crew can lose their fear oi fire and can loin the uses and limitations of thesr equipment under actual conditions is by fighting actual fires. Con sequently, some type of training in port is accessary. It is unfortunate that such work must be undertaken in port but there is no other solution to the problem. The Navy Fire Fighters' Schools did a magnificent job during the war. The Navy is presently operating a few of the schools although hampered by budgetary ami per sonnel limitations and has taken in small quotas of personnel from some of the com panies. The problem of sending your crew to some sort of a fir* school ashore during their few days In port Is a little compli cated when we consider that the training may consist oS your zsea repeatedly enter ing a blazing simulated ship compartment laid out to exactly die same scale as the engine room on your ship and ia which so terrific a fire is burning that flames are shooting 25 feet into the air from top* side It is not a very pleasant way to spend a day. However, In trying to look at the matter without favoring either management or labor, It seems to me that this can only be solved by joint actios and cooperation, both management and tabor having a vital Interest in the matter. Whcs a tough ship fire occurs at sea and a ship is lost with all 1lands, it is management who loses the ship and its cargo but it is labor who loses the lives! In conclusion, I wish to mention that fur ther Investigatory work raaitni to be dene with fire resistive points and on the use of wetting agents and dry powder as extin guishing agents. Wet water is simply regu lar water treated with a chemical to increase its penetration and was not suffidentiy ad* vanced at the time of the PHOBUS experi ments to be thoroughly tested I understood that dry powder as as extinguishing agent has improved considerably and offers great promise. We will 'now show a motion picture en titled "High Capacity Fog-Foam for Car rier Protection." Although not a standard Navy training film, it is a recordiox In color of some extremely valuable experiments con ducted at the Naval Air Staboa at Edenton, North Carolina, towards the end of the war. The tests were a part of an Intensive reSearch program towards the development of u practical method of bringing gasoline fires in the hangar and flight tiedcs of aircraft earners under control more effectively and with greater rapidity. The latter problem of course became particularly urgent as e re sult of the Japanese Iraqiflare attacks. As you will tee, many of the tests Involved as many as 18 aircraft axsd as much as 200 gallons of gasoline. Obviously, tests of such magnitude can rarely be undemkoa ea sc oots* of die costs Involved and It Is there fore ccrtaiaJy desirable for all who are interested la shipboard fire fighting to have the opportunity to view the film. As a re sult of tite effectiveness of high capacity fog-foam as indicated by the tests, our car riers are now bring fitted out with such equipment. (The views expressed la this paper are entirely my own and are not necessarily those of the Navy or the Atomic Energy Cosunlsrioa) Merita Section 19 International Conference on Safety of life at Sea By ADMIRAL JOSEPH PARLE? Coamodiat, U. S, Coast Guard, Washington, D. C. We of the Coast Girard consider that .--in other words, to shut the bans door the promotion of maritime safety Is oue of before, the horse is stolen,- not afterwards. our molt important duties. The recent But It is recognized that casualties may International Conference on Safety of life occur, notwithstanding. Therefore the Con at Sen la London was an interesting ex vention continues the 1929 standard of sub ample of the effort that Is being made to division for passenger ships, so that a reach higher standards by means of Inter vessel will remain afloat with one or more national action. compartments flooded, and in addition re We work on the basis that, first, we want to prevent a casualty, second, if & casualty occurs we want to keep it from endanger ing the ship, and, third, if the ship is en dangered we want to Insure saving all her personnel. The provisions of the Safety * Convention can aQ be classified as falling Into throe divisions: prevsition, mitigation and* rescue. quires that in such a flooded condition she must not experience an excessive list or heeling. Watertight doors in bulkheads and powerful pimps assist in controlling the flooding. la case of fire; not only is the ship divided by fireproof bulkheads about every 130 feet bet within those spaces additional divisions may be required or special sprin kler equipment fitted. The genend provisions The 1918 Convention mikes sound, but for fire extinguishing go considerably be not sweeping; Improvements to dial of 1929 yond the 1929 arrangements. The intent of which is presently In effect. The 1929 Con vention has stood the test of time; Insofar all these requirements is to localize damage and to keep the ship afloat. We hold as it goes, and our major effort was di rected towards sd<ag new requirements and perhaps bringing some of the old ones sxto doser accord with modem developments. As I am sure that you are aQ familiar with the present Convention, sty remarks will be mainly limited to natters wherein the new proposals go beyond the oW. strongly to the view that the ship is her own bait lifeboat. However, even those measures may prove fallible and the master may have no alterna tive but to abandon. The Convention now prorides for, first, the maximum possible rescue facilities at his own hand aod, sec ond, the maximum possible assistance by The requirement that passenger ships be other vessels. Compulsory radio equipment, tested for stability was extended to cargo including a completely independent emer ships so that masters nay know how to gency set, permits sending calls for assist avoid a top-heavy loading. The meteorologi ance. All ships hearing a distress call must cal services to be rendered to ships at sea proceed to the rescue unless they are too were broadened so as to ghre better warn far away or are excused by other ships ings of dangerous storms. For the first which are at the scene. An efficient line- time, a positive requirtroa* was agreed to throwing apparatus is required, and large whidi places ou cations the responsibility passenger ships must have available special of mistaking adequate aids to navigation rescue boots. along tbdr coasts. Tbc distressed vessel itself, hi toe mean The International Ice Patrol, which warns traffic away from iceberg regions is con tinued but with a more flexible basis for idlastinf the easts of the service amceg die beodStcd nations. AQ these prevision*, taken la conjunction with the regular sur veys to moke certain that each vessel Is to safe and seaworthy condition, are aimed at preventing casualties la the first instance time; may make use of her own lifesaving equipment. The boat* in the case of ocean going ships, must accommodate all on board, with life rafts or buoyant apparatus in addition on passenger ships. The nrw provisions insure that at least one lifeboat cm each ship, including cargo ships, shall be a motorboat and at least one shall be radio-equipped. New requirements ** to 17. 'j `Z0. 20 The American Merchant Marina boat stowage and boat lowering devices should guarantee the sale lowering of all boats in emergency. In ease a ship is stranded on a shore a new and simple system of signals between ship and a rescue (arty on shore is provided. So much for what the new Convention provides. You know the old saying that the United States never lost a war or won a Conference. I Utink that this does not apply to the London meeting, because we were generally satisfied with the progress we were able to make. Nevertheless, in three direction* we fed that there Is room for further advances without unduly bur* dening any foreign shipping. One of these is the question of manning. The Coast Guard believes that no me chanical gadget is any better than the men who operate it. As you know, we lay great stress on the number and caliber of mari time personnel and upon the importance of careful and frequent emergency drills. We had hoped more closely to approximate, internationally, the fire-proof standards of American ships. We had hoped to go further than we did on the subject of dangerous cargoes and cargo-handling gear. We did secure recommendations that fur ther study be gives to most of these sub jects and we consider them as definitely "live'* matters, particularly the subject of dangerous cargoes which demands unified action in the near future to avoid its being dealt with on a state or municipal basis, which would be chaotic. The new Convention specifically exempts from its application vessels confined to the Great Lakes and of course river and in land craft are not affected. As a matter of fact, it will have little or no effect from a cost standpoint on our oceangoing craft, because, with few exceptions, our present national standards arc in excess of Con vention requirements. The gain tn safety standards chiefly consists of bringing for eign flag ship* up to a point nearer to our own. The Rules for the Prevention of Colli sions at Sea--the rules of the nautical road --were considered at London and certain revisions were agreed to. They are not included in the Safety Convention because of the desirability of securing substantial unanimity among alt the maritime nations before any changes in these vitally Impor tant rules become effective. When such substantial agreement has been reached the new rules will come into force by national legislation. The American Merchant Marine By R. J. BAKER Secretary-Treasurer of the Ifcrchant Karine Institute, New Ybcfc City Ever since the days when the Phoenicians sailed their small craft across the Mediter ranean, seafaring has beet regarded as a dangerous profession. The literature of the world is rich in describing the perils of the sea. Man's struggle against the mighty oceans is age old, but as time has gone oo he has been able to contrive means to over come, in targe measure, these forces. When you consider the type of ship in which Columbus sailed on his voyages to America, or that used by Magellan on his history-making trip around the globe, you must admire the courage of these hardy navigators and their crews. Much has been done to make the ships of the world safer since those early days. As Americans, we can be proud of the fact that our nation is among the foremost in ship design. Naturally, these improvements have tended to make ships and seafaring modi safer. But here again die United States has taken the lead and has doee more than any other country to make its ships die safest in the woritL This is not some recent record covering a short period of time, but it was not until 1910 that statistics on the subject were first compiled by Lloyd's Reg ister of Shipping. According to that re nowned authority, since 1910 aod excluding the two war periods, American shipping has been nearly twice as safe as world shipping. Marina Section 21 These figures disclose that since that date, the annual average percentage of total tonnage lost for the world was .74 per cent as compared to .42 per cent for the United State*. No other maritime Ratios has a per centage lower than that of this coisitry. Alt types of ships are covered la this study-- passenger liners, freighters, and tankers. This period covers some ootable ship dis asters and for those who would remind us f the Morra Castle, let them also re member that the Titanic, the Ve.rtrir, the tSAtlantique, and a host of others were fly ing foreign flags when they one to thezr sad finish. This cotxitry's excellent record for safety or. the high seas is due, tn the main, to the high standards for ship construction and the caliber of officers and men who sail these ships. As is frequently the case, virtue goes imrewarded and tmrccogniced. There arc few American travelers wbo are aware of the fact that neither the construction of the Quern Elisabeth nor the Quern Mary, the two largest ships afloat, complies with United States safety requirements. This does not mean that the two famous British liners are tiuafe, but merely that they do not meet our high standards such as are incorporated in the liner America. TMs knowledge surprised even a Congres sional committee when ft was brought to their attention recently by Admiral H. C Shephard. Chief of the Coast Gaurd's Office of Merchant Marine Safety. An other notable example of the tower stand ards for foreign passenger finer* is the former German liner uro/o whkh was given to this eotmtry at the CDocjnjIon of the war. After a few trips, the American authorities came to the conclusion that the Eureka was nothing more than a floating fire trap and would require drastic and costly rebuilding before it could operate permanently under the American flag. Con sequently, it was turned over to the French who are now in the process of rebuilding the finer. They have since reamed it Liberie and it wilt be interesting to see what changes have been made to improve its safety. These cases are sot cited la aa effort to tower American standards but merely to demonstrate that other comtries still have a laog way to go ta order to meet our safety requirements. Recently, another conference on safety at tea was held ia London to raise universal standards and some steps were taken toward having all nations adopt the same interntionaj standards. While America has pioneered in peace time safety it has also compiled a remark able record for safety under the adverse conditions of war. Some 570 American merchant ships were sunk from direct war causes in the recent conflict. This means, oo the basis of an average crew of 50 men per ship, approximately 23400 men were victims of shipwreck. But of this number wbo were exposed to the perils of the sea aa well as to enemy attack, only 5465 were lost. In other words, when disaster did strike, improved safety equipment such as modern life rafts, life boats, life-saving suits and the presence of escort vessels, enabled 30 per cent to be rescued. So far as merchant marine casualties are concerned, the blackest days were tn 1942 when 317 American ships went to the bot tom and 3,186 men were lost. German sub marine activity was at its peak, but the men who survived these sinkings went back to sea in other ships. Many of the wartime developments in fife-saving equipment have been carried over to peacetime. As a result of the war, the modem life boat carries everything that would be needed in the event of a disaster. The equipment ranges from fishing tackle to an automatic wireless set. While the American merchant fleet has long concerned itself with the safety of pas sengers, officers and crew, and also the cargo entrusted to it; the merchant marine has another responsibility insofar as safety is concerned. I speak now of our national safety. The American merchant marine is the fourth arm of our national defense. With out a large, active and modem American merchant fleet, the Army, Navy and Air Force would be unable to wage an offensive war. Our military forces would be doomed to waiting for the enemy to arrive on our shores and our country would become die battleground. The recent war furnished numerous'ex ample* of how our military and naval strategy were depeidast upon merchant ships for their success. The invasion of Africa had to wait until sufficient merchant ships could be assembled to transport the supplies and troops occes- ary for such as undertaking. It was U u Accidents on Passenger and Cargo Ships months liter Pearl Harbor before we could strike our first real offensive blow. We were paying the price' then lor neglecting our merchant marine in the years following World War I. An emergency shipbuilding program even tually attained full production and when it did, we had the cargo carriers needed in the great build-up for the D-Day invasion of Normandy. The war in the Pacific resolved itself into a war of great distances and oil. Oar air planes couldn't get off the ground and our naval vessels couldn't move unless they had fuel for their aiways-hungry engines. To bring it to the Air Force and the Navy, American tankers maintained a virtual shut tle service across the broad Pacific These are but a few instances of how our merchant marine aided directly in the war effort. The means for waging war also had to be guaranteed and in this connection American merchant ships served well in maintaining from overseas a steady flow ol raw materials needed by war industries. Much of our foodstuffs for our fighters abroad and our workers at home also had to be imported. But national safety consists of more than fighting the encaay in time of conflict. The economic welfare most also be protected in time of peace. And ta this role the mer chant marine makes a tremendous and vital contribution. In many sections of this country, this country's world trade is not fully under stood. Some forget that at least ten per cent of our workers are engaged in produc tion for export. In many industries such as manufacturing, this percentage rant much higher. This export trade represents in many instincts the difference between anea?< ployment and the well-known full dhaier pail." To have a well-balanced world trade, our exports should be matched by imports. As wealthy as this country Is, it is not self- sufficient and it ts dependent upoe outside sources for many raw materials and com modities. ' In the import field, the question of na tional safety is directly involved. Mindful of the shortages that were experienced dur ing the war in critical materials, the gov ernment has instituted a stock-piling pro gram. There are many Items ca this list but the most important, from the standpoint of the amounts to be imported, are chrome, manganese, bauxite, lead, petroleum, rubber, sugar, tin, rise, tungsten, vanadium, and antimony. The scalane* over which these products travel are truly the lifelines for the United States. It is in the national interest that this over seer trade be carried in American merchant ships. They are m the position to furnish fast, regular and dependable service to every quarter of the globe. To Propeller Club members here today I know I do not have to urge them to "SHIP AMERI CAN." They have bees preaching this good gospel for many years. Atf of us ia the American maritime in dustry knew that critical days lie ahead for the American merchant marine. We have `an outstanding record for safety which should be brought to the attention of all Americans, Our citizens sbocld also be made to understand the rot need for maintaining their merchant Sect, Let us keep American ships safe and keep .America mfe with ships! Accidents Occurring on Passenger and Cargo Ships to Crew and Passengers B, THOMAS DWIGHT MORRIS Supervisor of Safety and Cargo Damage Prevention, Moorc-McCocmack Lkua, Inc, Brooklyn, N. T. In 1947 the Merchant Marine Index Bu reau reported that there were 3%353 in- 1 juries to seamen. The figures for the first half of 1948 showed that 18,457 seamen were injured. Those figures represent the result from an exposure of 72,000 men on 1800 ships. Few the year 1947 yon can add 2&377 seamen who suffered SkMss, giving yon a total illness and injuries for 1947 of 58,730. Marine Section 25 There Is a lot to be done in the marine The following is quoted from the master's industry before we can say that our ships report: are safely and efficiently run. And just ooe "The chief officer met death by accidental more figure. We determined in my company means aboard the vessel, in the line of duty during 1947 for accident causes alone our at approximately 1905 November 4, 1945. average was approximately $100 per crew He was the only deck officer on watch at member. In a 35 ship Sect you can appre the time. The ship's gangway was so rigged ciate the expenditure involved. that it could be raised or lowered as the For the purpose of analysis we classify our accidents according to six basic acci dent causes: h Incomplete operational procedure or dfr' sign 2. Departure from operational procedure tide came ia or out (ebbed or flooded). The Hauling part of the block and tackle to the gangway bridle was fair-leaded bade to No. 4 hatch port winch-nigger head, and made fast oa the drum with several turns. HE, the master, was out os the deck, out side of my room at 1900, and noticed the X Inherent hazards gangway was m need of raising. I stepped 4. Fersooal hazards X Workmen's methods 6, N, O. C down to the chief mate's room to notify him of this, and he wasn't in his room. I stepped in the purser's room and asked him if he had seen the chief mate recently, Under these basic muse* are sub-bead* talked several minute*, I left his room to tags, aa far instance, under incomplete op* -see if the chief mate had returned to his cntlonal procedure or design we have the room, when I heard screaming and holler following subtitles: (a) Failure of ship's ing oa deck. The purser arid myself imme gear (b) Gangways aad aecocsnoditioa diately ran out oa deck, we met the eJec- Udders (e) Unguarded machinery. We tridaa and the third asst, engineer naming have found m the year 1947 that the great est number of accidents aboard our vessels occurred under the basic accident cause No. 2, Departure frofia operational proce dure and under No. 5, Workmen's methods. Now in order to get along with some actual case histories, I will give yoa ex* ample* under each of the banc categories. up oa the poP deck. "The ship's electrician bad heard some strange hanging oa deck, and went out to see what it was. He immediately observed the ship's gangway hoisted up ia the air and tilted over, be thought there ns some thing wrong (knowing how the gangway was rigged) and ns up oe the poop deck Incomplete operational procedure or de* sign--A junior engineer malting a routine inspect!oq of the engine room while on watch was injured when a belt on a com* pressor dew off and hit his band, almost entangling it in the compressor. The iaitial back to No. 4 port winch. He discovered the chief sate held firmly to the nigger bead with the gangway block and tackle fanting tine wrapped around him and the nigger bead five times. He shut the winch off asd ran and hollered for help. fault here was lade of a guard on the "Myself and the officers mentioned came machine. In other word*, the design of the oat. and immediately cot die line, and got machine was incomplete, ft indeed aa essen him off the winch nagger head, I immedi tial safety feature. The responsibility there ately called to the watchman on she dock was sot too readily assigned. But after the to call a doctor, f seat the third asst, engi one accident it becomes the linedint re neer to as LST which was loading troops sponsibility of the watch officer and the ea the beach 500 feet away to get a doctor. chief engineer to sec that a gmrd t re We hud the chief mate on a blanket and quested for the machine. It further bccocw* has face was swollen, and very purple, hi* the duty of the safety department to follow' clothes were all ripped and full of blood, up the request usd make certain that the and Us body was severely lacerated.from guard is installed. the ropes being so tightly wrapped around Aa example of a departure from opera his body. tional procedure, which was also a fatal ex The cause of death is as follows: ample, occurred oe the LINK SPLICE ia 1. The chief mate saw the gangway 1945 while at ooe of the KxzraSsn idtak needed hoisting. 24 Accidents on Passenger and Cargo Ships "2. The chief mate turned the power on the winch which set the nigger head in motion at dead slow speed (first point on the circuit breaker). He then evidently ran around and grabbed ahold of the line on the nigger head to hoist the gangway up. His hand must have gotten caught in the rope on the nigger head at it went around the drum slowly (we had to pry his hands loose from the rope) as he had a deathly firm grip on it. This threw him over the rugger head with the rope wrap* ping around him until the gangway came up as far a* it possibly could come, and the winch stalled. His head must have hit on the edge of the winch case housing knocking him unconscious as there was no look of pain on his face. There was no apparent pulse or heart beat or breathing when we laid him on the blanket after removing him from the winch nigger head. Two doctors arrived from the LST about the same time. Adrenalin was administered directly to the heart, and no reaction took place. The doctor pronounced him dead at approximately 15MQ." There you have the story that involves a departure from operational procedure by a competent, intelligent ship's officer. The man had an excellent reputation with the company. He was trying to do something that required at least two men. An accident which I classify under in* herent hazards occurred on the SS BERKE LEY VICTORY white docking at Argentina. An able seaman was putting a rope stopper on a mooring hawser to hold the strain while the hawser was being trans ferred to the bits. While the seaman was making the turns with the stopper, an un expected strain was put on the mooring hawser through the effect of the wind or the tide, and the man's hand was caught between the stopper and the mooring haw* ser. . The second officer fortunately was alert and cut the stopper as soon, as he saw what was happening. His action probably saved the man's arm. Tt could not be said that the man was doing his job unsafely. He was an experienced seaman and had performed the operation many times. But those of you who are familiar with this particular deck operation can recognize that it is inherently dangerous and even with skill and extreme caution, injuries can occur. There arc, however, certain conditions that help to avoid this risk: deck space should be clear, adequately lighted and dry, and last, but most important, person nel should be aware of the dangtr of their operation, and of proven skill in the par* ticular task before it U assigned to them. The basic accident cause labeled personal hazards is one that covers a large field of mostly minor injuries Examples would be foreign bodies in the eye received by a mate on watch, dermatitis resulting from many causes, such as wearing sweaty doth* in* in the tropics. There are also many hum cases that (all under this group head ing. A good example was an actual case we had on ibe SS MORMACHAWK in 1947 where a man was lighting a cigarette and the burning head of the match went into his eye. Prompt first aid administered by the Chief Officer prevented the injur) from developing into a serious case. A representative atndnt znnbstaUe to workmen's methods occurred on one of oar vessels when an able seaman had been sent by the mate in cfcargr of the hatch during discharge operations at night to replace a burned out duster tight in Use deep tanks. When the scamaxf was return ing to the hatch with a bulb in hit hand, he fell from the ladder and broke his leg. Y ou can sec that this might even be con sidered departure from operabeoai pro cedure. ' The mate should have sent for the elec trician. Also the bulb should have been passed down the hatch and not carried fa the man's hand. But there are certain de tails that by necessity you leave to the personnel doing the job. In this case the clcetrictan was not available. The mate did the next best thing. He seat the seaman who was standing security watch. It did not occur to the mate that he had to in struct the man on how to come down the ladder. The man himself used a method that resulted In his injury* How when it comes to corrective action, we have to keep In mind over how large a field our corrective action must be spread. When these accident reports arc received and analyzed by the safety depart ment, the chances are that the individual ship and the individual personnel have teamed a lesson. Where design is at fault; where methods are wrong; where pro Marine Section 25 cedure is unsafe; the information in the this lounge was almost completely covered hands of the safety department must be with a huge carpet This carpet was so promulgated (o the entire Sect. The les heavy that it had not been considered nec son of one ship must be passed on to the essary to secure it m position. personnel of others, and with a high rate For the movie show* the deep arm-chairs of personnel turnover, the ship's officers and chesterfields were rearranged in rows afford our best means of indoctrinating the facing the screen. These were supple men. We must keep our officers informed mental by chairs from the writing desks of the latest safety practices, and we must and other incidental chain. There were insist that they apply these practices. They also a few collapsible ones. At the time must Investigate and report their accidents, the vessel was rolling easily, not going and they must lead and direct their crews beyond five degrees, and it was decided la the known safe methods. that the movie could be shown without The prevention of Injuries to passengers offers an entirely different problem. Ob viously a program of safety indoctrination is out of the question, and the only action wc can possibly take is to design our ships and tbeir fittings to eliminate known acci dent hazards. Incidental use of posters and warning signs will of course have some value, and their use should not be over looked, But designing against passenger accidents is the only effective aetion we ran take. in a home a carpet is a common furnish ing, and we do not have to consider it as a particularly dangerous article--unless it is laid over a highly polished floor I But on a ship, carpeting may become a distinct hazard. We have-had a number of acci dent* reported--fortunately none of them were serious--in which passengers tripped over a carpet edge or wrinkle. Experience has shown that this on be overcome by taring the carpet well-stretched, and se curing its edges firmly. Ship's furniture is another some of passenger injury, although mock has bees done in recent years to overcome this haz ard. AU of you remember the swivd Hair on a fixed base which was so common in difficulty. About half an hour after the show com menced the vessel rolled rather heavily to starboard. (It was later determined that the quartermaster had tet the ship run off course, and had applied about half helm in order to bring her back quickly.) One or two of the passengers seated in the lounge chairs started to slide toward the star board side of the lounge. Before the ship had begun to return to an upright position, at least half of the chairs with their occu pants had skidded to starboard, taking the heavy earp with them. Fortunately, al though there were numerous bruises, no serious physical injury was sustained. Perhaps the greatest suffering was sus tained by the company as a result of the bad advertising received from the few in dividuals who left that ship convinced that the ship was unseaworthy and its crew incompetent. Here is a case of the design not bring completed by fastening the carpet The fitting of hand rails and grab rails Is another important item. Their value is so great that it is welt to remember that artistic perfection, of interior design may have to be marred by necessary protective devices. In the accidents l have listed today, cor all ships not so very long ago. It was per rective action was apparent, and was car fectly safe, for it could not be overturned, ried out in each case. However, it is much and one could not possibly fall out of it. more important that the lessons learned by When this type of chair was done away individual ships be handed on to other ships with, the conventional chair was either of our fleet, made with somewhat shorter legs, or the I would (Ike to say in conclusion that tegs were spaced a little wider apart. The only through the cooperation and interest intsition of course was to design against of the entire marine industry, labor and the possibility of overturning. management included, can we hope to con Just before the war an accident occurred on a passenger ship which Involved both carpeting and chairs. The ship in question had a large lounge in which movies were trol the accidents to the personnel on our ships. Indoctrination must be effected, and the efforts of labor and management must be toward the stabilization of our crews, so shown during the afternoons. The floor of that proper indoctrination can be accora- zo. 26 Accidents on Bulk Carriers Operating on the Greet Lakes pHthed. The reports of these meetings of the Marine Section have shown that our steamship companies and our labor unions are desirous of cooperating to keep thd American vessel the safest on the teas. T6 reach this goal we all seem to need some positive direction; some real navigational instruments. One of the first elements to be explored when a safety program is to' be initiated is the accident experience. Nowhere can we find a complete tabulation of the acci dent experience of the marine industry. That (act exists not because of the particular lethargy of any of our group, but rather be cause the industry and its method of em ployment is unique. We cannot compart the function of a ship's crew at sot to the eighthour shifts of industry in general. The acci dent to a seaman off watch is as important as the accident to a seaman on watch. The statistics committee of our marine section has made a start. They have suggested to the National Safety Council a method of computing accident frequency that would apply aboard vessels. Probably this sug gestion will be forwarded to the members of the Marine Section at some future date. If we once get a system of accounting, perhaps we can see where the safety engi neering should be first applied. Frequency figures, to be really convincing and worthwhile, must be correlated with accident and insurance costs. The marine industry cannot accept 30,000 injuries to its seamen in a year. That figure is a direct challenge to die far-sighted competence that has made our industry the foremost in the world. We all have to cooperate, earnestly work together with instruments commonly understood by alL Let us get our insurance figures out of the dark and out on the table where they can be used for our common good. Let us tabulate our accident experiences according to some ae* eepted plan so that every member of our industry can read them and profit thereby. When this cooperation and interchange ot experiences is accomplished, our safety goal will be within easy reach. Accidents to Personnel on Board Bulk Carriers Operating on the Great Lakes B, D. L. BUCHANAN Manager of Industrial Relations, Pittsburgh Steamship Company The short sailing season on the Great Lakes is a busy one and the bulk freight carriers endeavor to make as many tripe loaded with as much cargo as is possible. The ypeed with which our vessels are aide to toad and unload and the fact that ap proximately only 3yi days are required to make the trip from their loading port on Lake Superior to the unloading port on lower Lake Michigan or Lake Erie Is m itself remarkable. The 62 vessels operated by the Pittsburgh Steamship Company are primarily engaged in the transportation of iron ore, limestone and coal. In their round trips it is necessary for all vessels to pass through St. Mary's Canal at Sault Ste. Marie; Michigan, twice. Here they are locked up and down the St. Mary's River, either from or to Lake Su ltrier and Lake Huron, an operation which constants about an hour of their salting time. At this place a central point is found at which stores; mall and laundry are placed aboard each vessel at any time of the day or night. This operation necessitates han dling of lines, discharging of such items as laundry,, empty containers and cases, as well as receiving large quantities of supplies, laundry and the storing of than, A vessel loading its cargo at the bad of the lakes will customarily do so In ap proximately ttx hours and will be unloaded at its lower lake port in about the same number of hours. It can readily be seen that in the complete operation the crew members have been busily oigagcd with the handling of lines, hatches and all other equipment. Most of the accidents sustained by per sonnel aboard bulk carriers oa the Great Marine Section 27 Lakes arc attributable to carelessness on the die deck .onto the bonk or lowered them by part of the injured lama. la analyzing the use of a tine. our lost time injuria for the muw of 1947 The fact* surrounding this accident are from the standpoint of cause and responsi similar to most of those involving the use bility, it was found that 93 per cent were of the ship's ladder. The ofHter* and safely (tie injured's own fault With due consid committees repeatedly warn our men to eration to the construction necessary to fit have bodi hands free when descending or t!te vessels /or carrying their cargoes of iron ore, limestone and coat, protective de vice* lave been employed. Despite the in stallation of safety equipment, the human equation is chiefly the cause of all accidents. 1 dial! endeavor to give you the details of nnt of our typical injury eases. On the fifths day after attaching to his ship during spring (Stout, a thirty-three year old ordinary seaman serving as dcckwateh was assisting the second mate and another soman in removing the anchor chains used as winter moorings from the river innfc. This dcckwateh was ordered to go aboard die vessel to obtain two hammers from the ascending the ladder. A check of our casualty experience a few yean ago reflected that numerous accidenls were sustained by our seamen while handling mooring tines. In analyzing these cases it was found that the injured men were not properly using the becket attached to the eye of the able, but were committing the unsafe act of placing their hand between die eye of the cable and the spile. Many of these cases were serious since some o' the men were maimed for fife due to part of the hand bring amputated. A concentrated effort was made to reduce the number of such accidents to our personnel engineer. He secured a sledge hammer by continually high-lighting this hazard to weighing about 14 pounds aad a machinin'* the mates and safety committee*. This con hammer. In descending the ship's ladder, stant repetition has apparently produced re lie carried these toots over Ms right shoul der, grasping the hammer Handles with bis right land. WIkw about faff way down, lie missed hi* grasp and fd9 over hade- sults sine* our records show that m 1915 there were 14 asjwrie* from handling fine*. 1944 it was reduced to 4 ouw* aad in 1947 only 3 sack mjwrics. la the uawn of 1948 wards. landing on his hock ea the wswlm platform or CanraBc titafig cot from the bank of the river. He feX a distance of 10 or M feet aad wcijwed a ceetpres** fracture of the twelfth dorsal and first lumbar vertebrae cmmrc hem so he off hi* *hip for 86J4 day*. to date, oafy <mr injury *** oerarred m this category. The facta wermnaAng cm of oar moor ing Uae arridnu oot a* fsfcw*: Coder the order* (iws 4e fin* am. a yotmg deckhand was ImAae the ib*' tine* on the coal deck m prrparanew toe Aitting .An investigation rcwaW dal (ku was a 2ft foot rtpb/ 4wp* aulm ladder se curely lashed an p Militia amidshjjt and Hdd firmly in poritkn at the baton between two 2x4 limber*, which were nailed in place on five platform. Inamnch as the vessel was still in her ninsrr maoring berth, the bidder rigged in Ad wwsr was on am estimated angle of 45* so TV*. The accident occurred In bread dayfighc with the weather clear and the wind Unrisg strong from the south. the nud utm toe landing pnrpoees While anoapemg so raamt the eye of the cable front a spit*. W ewarwd tui Hit hand ktatta tin* rye af At cable sad Ae spile lartrad ot MKag Ae line solely by the heebet provided for Aat porposq Be fore he ceald throw Ae eye of Ae cable off Ac spite. Ac cable leaai tanc and crashed hi* left band, aacmsititing the am putation of bis first, second and third fingers at the proximal joint and beeratiof his fourth finger. The tn/ared man sealed thal the rang* Were clear and dry and that be had so ttconectioa of japing The anas pared hag, which cuitomarify hang* by the ship's (adder when the vessel Is la poet dating the season, wu woe yet Over the ride. In looking bade crpow hi* acoJat, the ---- Mid he should have thrown the tools from Ab investigation of this accident revealed that the soman had safely handled Ae mooring cables many times previous to this octsmuct and bad bem properly trained by the third mate ia the safe way of per forating the job. The experiraced seaman operating the mooring winch lad payed out the mooring cable upon instructions from /7. n Accidents on Bulk Carriers Operating on the Great Lakes the mate, tmt il had apparently suddenly be* crane taut by tlie slack becoming wedged liehvcen the ship's side and the dock. At tive time of this accident, the winch was in a "heave out" position and the mooring cable was stack from the drum to the side of the ship. Because of prongs protruding horizontally to the face of the dock from the top of the spile, the seaman staled that tie encountered difficulty in trying to remove die eye of the cable from the spite. He stated that he had his right hand in the iteckel, hut he had placed his left hand between the eye and the spile. This accident occurred at 6sl5 A.M, with the weather cloudy and a light south wind. The ship's decklights, cabin tights and dock lights, as well as the lights on the coal rig were all burning brightly at the time of the accident, Eye injuries still comprise a large numtier of our accidents, even though safety goggles have been placed aboard each vessel with instructions to wear them on every job entailing an eye hazard. A typical if* lustration in this category is that of a deck- hand who was chiping rust off the coat* lumber iHilklicud. When he was assigned to this work, he was furnished goggles and wore them. How ever, he claims that they became fogged and he permitted them to hang around his neck. Inasmuch as he continued to chip with a -mall hammer with the goggle* in that position, a small particle of rust or paint got into his left eye, As a result, he de veloped a corneal ulcer causing him to de tach from his ship for a period of six !ays while receiving medical attention. .Wither pointed, bnl pathetic case of an eye injury, is that of a young man, an oiler, who was tlie victim of his friend, a fireman, wito playfully threw a block of wood, which struck Jie boiler, bounced off and struck tlie oiler in the face, breaking his glasses. A large piece of glass became imbedded m the eye having the best vision and in addi tion to his .even more impaired'vision and needless suffering, he lost 36 days away from work. His hope of chaining a license and a career as a marine engineer had to 1* abandoned. One of the hazards aboard bulk carriers is the danger of falling into cargohotdi when the hatches are open. In order to forestall developing a habit which might cause an injury, the men are repeatedly warned net to walk on the hatch covers eves when they arc closed. A fall into the cargohold of a tight ship is potentially fatal, since tlie sea man will fall a distance of around 2$ feet onto tlie steel cargohold floor. An illustration of tills type of accident, which fortunately was not too scrioes, is that of a deckhand who was assisting a watchman pull a water hose from the dock onto the vessel in order to rinse down the deck. The watchman was standing on die porulde facing the dock while pulling the hose aboard. The deckhand was pulling the hose alhwartships toward the starboard side where is waa to be connected. This ordinary seaman with two years ex perience waa walking backwards la the space between the latches, but was having diffi culty with the hose catehing on the butter fly knobs which are eyebolts about two inches high fastened to the deck for secur ing tlie. telescopic, latch leave*. He stepped upon die hatch leaves In order to pull the hose' on top of the hatch. White walking lackward* on the latch laves toward the starboard side, he fell into the cargohold Fortunately, tin's seaman held onto the hose, which partially broke hi* fait He landed on his right arm and sustained a badly fractured right elbow. In talking with the Injured nun. he re lated that he lotew some of the hatch leaves on tlie starboard side of the vessel had been opened in order to provide light for {he crew members who were removing the holts from the manhole covers hi the cargohold. He said that tlie hatch leaves were dry and that he merely backed Into the opening. This accident happened in mid- afternoon with the weather not being a con tributing factor. Since the raid was lying at the shipyard, the injured man was in the hospital receiving medical attention within twenty minutes after his fall. In an analysis of our Injuries for tlie year 1947, we were somewhat surprised to find that 54.3 per cent of the men sustaining lost time Injuries had sailed for more than one year. When compared with the 94 per cent for those who had salted from six months to one year and the 354 per cent for the injured men with one week to six months tailing experience, It appears either that the old saying "familiarity breeds contempt" is true or else the experienced men are performing more hazardous jobs. Marine Section '.9 A *case in point is that of a third mate, who during the fitting out of his vessel was instructed by tlie second mate to go to the windlass room of the barge lied up alongtide and remove the J4" breast able in order to spring his vessel out forward for pany rule had the dcckmen performing any work entailing the hazard of falling into tlie water wear a kapok safety life jacket. He was a member of the safety committee and familiar with the safety equipment aioard the vessel and its recommended use. itte purpose of painting the port bow. file The hazard of working around moving third male, in taking the turns of the able machinery is accentuated on a vessel because off the limberheads, disturbed the Hm wire of the movement of the ship. One illustra cable fastened to the same Mmberhead and tive case is that of a 46 year old otter, who holding the barge's anchor. The barge's was turning the grease cups on the eccen anchor was released and a him of its cable ^ tric* in the lower engine room while the jammed the third mate's right leg against engine waa m motion. His hand slipped the timherhead as St paid out- causing him to lose his balance. and his This officer sustained a compound com minuted fracture of the tibia above the ankle. This accident happened just shortly after noon and the injured irauj said that the windlass room was well lighted. In considering his accident in retrospect, he said that he should have traced the breast wire and made wire he was releasing the right hand was caught between the eccen trics. This oiler's right ring finger was amputated between the proximal and middle phalange*. The accident happened during the daylight hours and In addition there was good artificial illumination. The in jured man said the accident would not lave happened had he exercised a liltl* more * right able. Despite the seriousness of the care. occurrence, (his third mate considered him fn leaving and returning to tlie vessel self fortunate that the anchor reached the while in port, some seamen elect to walk lottom before the cable had time to ampu along the concrete face of die dock rather tate U* leg. tlian use a safer mean* of ingress and Tills same survey reflected that SJ.4 per egress. One such case is that of a coal- cent of our injured teamen were 30 years passer, who was returning to hi* vessel ac of age and over, while 30.2 per cort were companied by another crew mcmlier early between 21 and 30 and. startlingly enough, in the morning. While walking along the only 16.4 per cent were 39 years of age or .lock wall near the bow of the vessel, he under. The preconceived notion that the dipped and fell Into the water. One of majority of those injured were the yotmg., litc dockmoi qukkiy tossed him a ring inexperienced men has been exploded. Hither txioy, but he was apparently unable to hold tlie quicker reflexes of our younger men or unto it. The operator of #1 Hulett moved tlie close supervision and detailed instruc his machine down to the location and willi tion given them became of ibeir youth ac the bucket closed went into the water and counted for this. -cooped the coalpasscr up tike a fish and A tragic fatality was that of a *19 jear old boatswain with 2S years* experience on bulk carriers. This amisi was sitting on a staging faring the poet bow and was at tempting to pry the Ug anchor shackle away from the ship** side with a three foot pinch bar. He jgparuntly Ad an have the tar firmly wedged since when he appEcd pressure by placing his four against the hull of the ship, the bar Sped oaring him to lose hi* balance and fail backward*, dropping a distance of rinhteen feet fctfa the water. This rram.in was hearify dressed and drowned before he owU be rescued. Prior to his dill a. tba* employee a* a boatswain, had auptrriicd the week of the deckhands arid la accordance with the com placed him on the deck of his vessel, none the worse for his experience except for a cold bath. Fortunately, this accident ap pear* humorous now, but at die time it was a potential fatality until this seaman waa rescued from the slip. Tlie coalpasser said the only reason he did not use the safe dirt roadway adjacent to the dock wall to get to Ms ship was that he would get ha feet dirty. The dock was in good condition and no foreign objects were observed at the place where the coalpasser claims to have slipped. He may have bee* a'little unsteady on his feet, inasmuch a* he was returning from shore leave. Frequently kerosene is used in the engine room of bulk carriers to wash grease from .30 Accidents on Bulk Carriers Operating an the Great Lakes leirls ni the machinery. Almost without ex ception, the inexperienced seaman seems to imve an uncontrollable urge to throw these waste mgs and kerosene into tltc furnace. One such instance was that of a coaipasser with rmc month's experience, who, in at tempting to throw some used kerosene and an oily piece of canvas into the furnace, received a second degree bum of the right ;*rtn from his wrist to his shoulder. It was necessary tn hospitalize this seaman since Home infection developed and as a result of this 1mm. he was off his ship for a period uf seven days. As lie was about to do this unsafe act, this coaipasser was observed by the second assistant engineer, who at once shouted a warning to him, but it was either not heard or came too late. In the past we have had fireroom per sonnel severely burned in attempting to %tart or rebuild a fire by using kerosene or other volatile liquids. It has been recognized that this practice is extremely dangerous since explosive vapors may be formed, which can result in damaging flarebacks when ignited. Steps liavc been taken to have this practice discontinued. It has been recom mended that live coats be obtained from tlte other furnace to start the fire or, if this is not possible, kindling wood should l*e used. The unlicensed crew aboard bulk carriers team how to handle the equipment by on (he job (raining. The licensed officers and member* of the safety committee show and tell the new man how to safely perform hut i*4. After being instructed, he is observed to make uire tlut lie is properly and safely handling die eqnijment Kur instance, an ordinary seaman ts diuwii ttie afe procedure m opening and closing hatches, whether it he on a wooden hatch vessel, one with telescopic leaf hatches r.r a single piece hatch ship. If this seaman were on a ship with telescopic hatches, he would lie first assigned to placing one end of the bridle on the hatch knob located on the center leaf. He would be cautioned not to stand on the hatch, but rather on the deck between the Ilatches to avoid the dan ger of being thrown into the hold. This man would also be warned not to fottow the hatch too closely as it was opening at clos ing. since if one of the leaves became fouled there would be the danger of its coming askew into the space between the hatches. This same ordinary seamaa would be instructed that in being landed on the landing boom, he should hold tightly onto the rope and wait until his feet touched the dock before getting off the boss's chair. Hr would have beat cautioned that in handling tlie mooring cables, he should use only Ute Iwcket and to stand back out of the bight of the line. Many of the instructions given this seaman are contained in the Lake Car* tier*' Association booklet Recommendation} For The Prevention Of Accidents Aboard Ship. 'This same personalized "learning to do by supervised doing" Is employed regardless , of the man's rating aboard ship and whether he is being shown how to feel the engine or operatep steam winch. To supplement this type of oral kistruction. seamen in the deck crew are furnished with a Manual far Liftbootmen and Able Seamen, published by the United States Coast Guard and to those in the Engine Department, a Lake Carriers' Association Jundbook of Duties md Information Fee Cealfassert, Firemen, Oilers, on Great fakes Vessels, is made available. These publications contain the information the seamen must team to obtain certification as an ablebodicd soman, oiler or fireman. Under the auspices of the Lake Carriers' Association a winter navigation and engi neering school is conducted to assist ex* > pericnced seamen in preparing for their examination for an original license on a raise of grade tn their present license. Dur ing (his course, they receive instruction on equipment aboard bulk carriers and are gives a course la first aid. This training of the licensed officers helps qualify them as instructors of the unSccnscd asm. Our atm and purpose I* to rtihct the number and severity of the accidents sus tained by our penreuse!. To this end the injury reports reccrtd are carefully ana lyzed and studied. The primary cause* of our lost time accidents are (1) failure to recognize an unsafe condition or practice. (2) error in Judgment, (3) failure to es tablish safe working procedures, and (4) violation of specific butructions If we are to achiere our goal of redac tion and eventual e&ariaatien of persona! inJuri-< aboard bulk omoa our safety prog' mutt be geared to remedying the Marine Section 31 hazards high-lighted by the causal classi fication analysis. In our fleet this focuses attention upon the centsmmg need for training and nutructiou of the mdtvi&a! Htwnan to insure his bring safety sundesL TIk minutes of, one of our safety cossnittees aptly expressed the thought recently as follows: "We agree tlut personal contact is one of the most effective way* to promote safety. Upon observing a crew member per forming a duty in an tsisafe way, the super visor, or in our case the mates, engineers and boatswain, mutt approach ll>e crew member m the proper samr at the proper time and explain not only the proper way to perform the job, but also bow he was doing it wrong in the first place.'* Accidents to Personnel on Board Oil Tankers By CAJPT. E. W. FISKS. JR. Moris* Transportation Deportment. Socooy*Vacua i Off Company. New Yecfc Cky Safety is an Important subject with 5oeeny-Vacuum, Just as It at with many other forward thinking and progressive com panies. Safety efforts are eewrpasy-WMlfc with regular programs all of our refineries, base man ;milar land installation*. Ship*, present Somewhat of a dfmsZ yreblun when it comes to setting op ipectfic safety program*. Of course, vc use all the saaferd methods aboard our ships for unking our men safety*conscious. This is m atidfcscn to instilling safety cqrij--at wherever ic U needed or scobs to be aceded We find our bulletin boards One way in which we preenoeul safety recently was a slogan cornea* as width everyone aboard our ships was mirtood to submit a slogan m less than 19 words on the dangers of shipboard nncVdng. We got several thousand inrwzn mvry of them pretty bad. as you might expect. Bat the general result was just what we fand hoped for, a lot of consciousness shoot the Bugera of shipboard smoking. Such devices as this work fisc Our capwins reported to us, at the conclusion of the contest, tlut their men were more cceucioc* than ever of the dangers involved in a sur reptitious dgaret Trouble is. though, the resutls are only temporary. Altogether too `oon for u*. the matter will slip hack again into whatever recesses of our men's nunds tlut such things ustatity go. We're finding that our suggestions sys tem--another company-wide plan--also has a definite safety value. Recently SoconyVacs** medmuri aad liberalized its sug gestions system to Bake it am profitable for Ae employees. This fact has been well roabfished with our enplcycc*. Hence tbey'ee ear to cars every dollar they can wwk mggetiees--and safety suggestions puy off jus* as well as any other*. I might odd. soo. that souse absolutely swell sugges tion* have come to us as a result of it. ta cue ease I know of, we paid out $100 to a crewman who suggested a comparatively ohiwt safety suggestiou. I heard several nitiemt that $100 was too much for someting so obvious. On tire other hand, no awe eke had ever suggested it. And, in the second place. it elamnatcd a hazard that canid well hare cost the company several thousand dollars or more or even have re sulted a loss of life. Money spent for Safety suggestions is money very well spent, reganilcM of the amount I worry about the Intangible element of safety: that matter of men's minds and what make* thou do those things that en danger themselves and their co-workers and company property as welt We can keep putting up safety posters, we can go on paying off for safety ideas to keep our people safety-conscious, we can make awards of various kinds to ship crews for good safety records--hut what can we do to pre vent or guard against the one, unthinking moment in a man's life when he's pure, plain Jackass? Take one rase aboard one nf our ship* recently which cast us more than $1,300 in a claim. Here was a Junior engineer, who's (,? Occidents pa Oil Tankers ilinrniiglilv capable in every respect, and with u lot of experience aboard our ships. He's ;i gooil. sincere intelligent man who. imir.iMuiiittely for us. in this instance, also prole* himself on hi* figure. His usual cus(.m is series f daily calisthenics to keep `ns stMtiach flat. lie came off watch one night and. an it-iud. started in *n his exercises, fn bend.ii" over and stretching his arms, he din* located his shotddcr. The cause of this accilent, jairelv and simply, was over-exercising. S`i equipment wa at fault nr anything like ihai, uf etiiirse. Hut what safety precaution can we advocate. 1 ask you. tt> prevent a recurrence f suet* an accident and a cost u* of even more than $1,300? in the emit category i* an accident on iii'.iher of our tankers wherein a man who wa. painting a ventilator fell off and re.rued injuries which com us armmd $$.000. Scoirding to this man. he re<|uested a lad. Ivr Inn vra* told hy the ftnsrni to stand on hr awning -preaders to do his painting. White (hi* man was painting, the Inwlcr tul- were blown ami the wind (dew soot and dtrl into the man'* ryes. It was this which, he *.'!. caused lyu to Jn*c his 11.nice and fall. Two people were at fault here. *! course, the Bosun for not supply ing the ladder and the man for not living more cautious white in a lUngermi* position. \gain. though, hnw are von going to set up rigidly inflexible rules alrt when ladder* arc to t<c used ur arc not to ) used And how are you going to install native caution m a man who probably figure* "Well. I rMcheil thi* present age of mine without am thing ton serious happening In me. why Mh.iild t get scared nowr" U ' in line with a remark 1 heard mice .iltnbntfd to a college professor. He said: "Y ran tell a man there are 270.67fi.10.Vl.W Mars in the universe and he`ll believe vm. hut if a ign says `Fresh Paint.' that Hime man ha* to make a personal investiga tion," In other word*, to some people, juM idling them of an accident hazard is sort of like challenging them to determine whether what you said al*nut the hazard is mtc. Vo, experience in the presence of potential Wizard* isn't the answer alone. Take the ca<e of a chief nfliccr aboard one of our tanker*, a man with more experience than the average of all the others aboard his slup Recently this ship was getting ready to mote from one place to another to complete it* loading and the bow fine was being stack* cned up in order to liave it cast off frvm the dock. Tltis chief officer put his right foot m the fine in order to stow it down while tinline whs running out. As he put his foot on it. the line's speed threw him off lialxncr. causing ins legs to spread before lie could get clear of (he line* and regain his lalancr Shortly afterwards he felt pain* in hi* groin and wc laid out more than $1,300 for the injuries Itc received at that time. Doe* familUrity breed contempt of the ordinary hazards Vital surround our mm? Despite all our teachings and preachingalwt safety, there's a certain amount <> adventure in a man, loo, t suppose, which can lead to pretty sorry result*. There'* the case of one of our seamen who. while heavy waves were washing over tt* *k<k of Iris vessel, decided Vo try i chse the jwmproom door--xnething that trrt welt could have wailed, incidentally, until thr waves had lessened. Or. belter yet, d never should have l*ceti open when the hip was heading into such heavy weather At any rate, a heavy wave hit tin* man and threw him against the ladder * winch leads from the main to poop deck, xml lie received severe injuries which cost the com pany more tlum $2,300. The heavy wave* ami the open pump-room door. l`m afraid, were just a challenge to this man. an op portunity to sltow that no little old ocean could scare (tun. Hut it cott us money. juM the same. Part of our safety jnogram througlHHit the entire Socony-Vacvxum organiramev. in cluding vessels nf our Marine Tramportalion fleet, include* instructions on tlx- proper manner nf exerting strength and lifting heavy objects. Hnw many amdatt- xcV avoided with such instruction*, well never know. But we do know that accident* from -itch causes still occur de*ptlc mir !* effort*. Take the cave of a third a**i*tam cngiiKTr on l>nard one of our ve*cls. He wa* tiring a three-foot stiff***! WTench in an attempt to turn over live electric bilge tump white Ids vessel was in a shipyard for repair? In some way. he applied ton much pressure without bracing himself properly to absorb Marine Section 33 die strain--and he wound up with a hernia ilut cost u> close to $600. Surely this man should have known bet ter than to try to do what he did--but the fact remains that he didn't know better, or at teas! he forgot, it he did know beutr. Ituvv can wc guard against a recurrence of the same identical accident? So way that t know of, unless it's to want as many of mir men as we can. as we have done, that they should ask for assistance when the wnfk tliey are doing requires assistance. W to continue our teachings of establish ing proper hatancr when working m cramped 'juartcr*. and so on. There's one more Instance I would like to cite to emphasize again that, as far as wc are going with our safety efforts, it vxnehow just doesn't seem to be far enough; ,vnd live challenge of safety i one that thnuM interest our best minds and cause ti* lo exert all the ingenuity that we can Tlti* i* the case of a man whose life has lost through a comparatively minor explosion which, nevertheless, never should luie occurred This accident occurred on t.ake Uric during an unusually heavy sea. The victim in this case was directed to pump in ballast. He used the blower for a few minute* tn exhaust the fumes m the motor room, but apparently turned off the t>tgwer before all the fumfc* were exhausted. Ordinarily, if this man had been as alert as lie should have been to possible hazards, he would liave used the deck switch to start the pump motor, fnstead be started to tkwend a ladder into the motor room and (usiied the motor switch there The re sultant explosion threw hint overboard. Ef forts were made to rescue this man and he appeared to be trying to swim toward a l;ie ring which had been thrown over the life. Then he disappeared beneath the water. No lifeboat wax towered becgu*e of the heavy sea which was running. The master felt he would be endangering the lives of any lifeboat occupants. A* you can see, this ts another of those accidents which never should lure occurred. And it wuttT occur again, I'm sure, a* long a* with the help of such an accident as tin*, we can keep our men reminded that blowers should be run, first, the length of lime in exhaust the fumes and. second, dial crewmen sltould stand on the deck to oper ate the jmmp motor switch. Summing up, the point 1 wanted to make in this talk and wluch I hope I have ap proached, at least, is that, extensive as our safely efforts are. they just aren't as effec tive as they should be--and never will be until wc reach that happy millennium when shipboard accidents are as rare as that free drink that the bartender is supposed to come arm** with once in a while. Admittedly, we're doing everything sug gested to us that seems worthwhile--slogan contests, bulletin board posters, ship safety committees. suggestion system.*, pori safety committees, and so forih. But 1 don't think that's enough, not enough, at least, lo assure us of a steady rate of progress toward that uo-aecidcnt millennium that all of ns would tike to sea. While the best brains of industry'. parlieularly the petroleum industry, are giving all sort* of attention toward ways of re ducing cost* of various kinds, let's give greater and more intensive thought also to way* of saving live*, preventing injuries and of reducing the costs of accidents on our vessels. Such efforts are not only good latrines* and sound economics, but a step also toward proving-that our companies are not the cold, impersonal organizations with out regard for their employees that so many l>enplc would like to believe they are. ft will iiay off for us in employee and public gout! will, too. Officers of the MARINE SECTION NATIONAL SAFETY COUNCIL l*4S-4f General tTwirMiun--COMMODOKE ROBERT C LEE, Executive Vice J'midml, Muurc. McCormack Lines, Inc., New York, N. Y. Dice General CAtfinnou--LOUIS B. PATE, Vice President, Seas Shipping Company. New York, N. Y. t'ice General Chairman (Gulf Area)--E A. JIMJSON, Vice President, Lykes Bros. Co. Inc^ New Orleans, La. fire General Chairman (Gres) Lake* Arc*)--VICE ADMIRAL LYNDON SPENCER. U.S.CG. (Ret.), Vice President. Lake Carriers Association, Cleveland, Ohio. Vice General Chairman (Pacific Are*)--J. H. McEACHERN, Manager, Marine Det* Standard Oil Company of California, San Francisco, Calif. l`iY General Chairman (Southern California Area)--REAR ADMIRAL FRANK I* H1GBEE, U.S.GG. (Ret.), Warden of the Port of Los Angeles, San Pedro, <jht tdvisory Committee (Past General Gvsinncn)-(Nonunations)--WILLARD F. JONVS General Manager, Marine Dept, Gulf Oil Corp New York. N. Y.; CARTER 2CEXHALL. Assistant Chief Safety Engineer, Bethlehem Sleet Company. Bethlehem. P W. C. GARBUTT, Sutwnee S. S. Co. Jacksonville. Fla.; CARL E. HOLMES. Man ager. Claims Dept. Marsh & McLennan, Inc. New York. N. Y.; CAPTAIN KP WARD C HOLDEN, JR. Manager. Safety Dept. United States P. & I. Anno Inc. New York, N. V.; CAPTAIN E. W. FiSKE, JR-, Marine Transportation Dtp Socony-Vacuum Oil Co. Inc. New York. N. Y.; CAPTAIN FRANK H. COGAN Manager, Marine Dept. The Delaware, Lackawanna ft Western R. R. Co. Hobofct-r N. I.; JOHN S. HUNTER. The Atlantic Refining Co. (Retire^), Philadelphia, Fa ARTHUR M. TODE, Consulting Engineer. New York. N. Y,: CAPTAIN WM. 1* KAIN. Safety Director, The Fulton P. 4 !. Underwriting Agency, New York, N. Y Secretary (Admiralty & Maritime Counsellor)--HENRY C EIDENBACH, Hagan L Kidenltach. New York, N. Y. \mutant General Chainnan (Programs, Meetings it Convention*)--H. M. WICK, ,\i> cistant to lit* President American Bureau of Shipping, New York, N. Y, Assistant General Chairman (MemWrship & Meeting Attendance)--T. D. MORRIS, Supervisor of Safety & Cargo Damage Prevention, Moore-McComuck Lines, lot. New York, N. Y. Assistant General Chairman (Liners & Cargo Veuclt)--CAPTAIN LOGAN CRESAl' Marine Superintendent Isthmian S. S. Co. New York, K. Y. .tssiitant General Chairman (Petroleum It Tank Vessels)--CAPTAIN R. E. MACKFA Assistant Manager of Operations Division. Marine Dept. Hie Texas Company, New York. S\ Y. Assistant General Chairman (Stevedoring)--ANDKF.W A. NELSON, T, Hogan & Sun, New York, N. V. ,h.Vtonf General Chairman (Pulilic Kclaliotts)--CORNELIUS H. CALLAGHAN. K.v> utive Vice President Ttic Maritime Association of tire Port of New York, New York. N. Y. Assistant General Chairman (Posters)--HAROLD J. SKGHAYE, District Manager, Man Safety Appliances Co. Brooklyn, N. Y. Uttar. Manne AVttv fatter--CAPTAlN HENRY RLACKSTONF. Safety Kr*kw*v United States P. & I. Agency, tne. San Francisco, Calif. 34 REGIONAL ACTIVITIES AND COMMITTEES CAstmian, Coastal Regions--ADMIRAL J. F. FARLEY, Commandant United States Coart Guard, Washington, D, C. Assistant Chairman, Coastal Regions--CAPTAIN G. M. PHANNEMILLEK, Chief Engineering Division 3rd DisL, United States Coast Guard, New York, K. Y. Director, Atlantic Region--CAPTAIN WILLIAM G. ANDERSON, Manager of Opera tion?, Marine Div. The Atlantic Refining Company, Philadelphia, Pa. Director, Pacific Region--JOSEPH H. TRAVERS, Manager, Accident Prevention Bureau, Waterfront Employers Association, San Francisco, Calif. Director, Gulf Region--O. V, VILLARRUBIA, Claim Agent and Safety Manager, T. Smith & Son. New Orleans. La. Director, Great Lakes Region--VV. R, MacDONALD. Counsel. Hutchinson & Co. Cleve* land, Ohio. Director, Canadian Region--JOHN W. McGIFFIN, Superintendent of Safety, Canada Steamship Lines. Ltd. Montreal, P. Q. Canada. IHreetor, All Inland IVaterways--CHESTER C. THOMPSON. President The American Waterways Operators, Inc. Washington. D. C SPECIAL SERVICE COMMITTEES Cfcamiw, Committee for the Advancement of the American Merchant Marine--J, LKWIS LUCKENBACH, President American Bureau of Shipping. New York, K. Y. Chairman, Statistics and Contexts Committee--T. D. MORRIS, Director of Safety & Cargo Damage Prevention, Moort-McCormack Lines, Inc. New York. N. Y. Chairman, Shipbuilding A* Ship Renoir Committee--LEIGH R. SANFORD. Executive Vhe* President Shipbuilders Council of America, New York, N. Y. Assistant Chairmen, Ship Building Gr Ship Repair Committee--CARTER KKXDALL. Assistant Chief Safety Engineer, Bethlehem Steel Company, Bethlehem, Pa.; HICK MAN J. NORDSTROM, Safety Engineer. Newport News Shipbuilding It Ur\dock Co. Newport News, V*.; CAPTAIN B. LEE ROGERS, Plant Protection. Maryland Drydock Co. Baltimore, MtL; 1. C. YATES, Director of Safety, Alabama Drydock & Shipbuilding Co. Mobile, Ala. CAainrtJft, U. S. Navy Yards Safely Committee--G, D. McCAULEY, Head, Safety Section (Code 785), industrial Relation* Branch. Bureau of Ships. Navy Department, Wash ington, D. C. Chairman, Engineering 6r Minimum Standards Committee--A- j. SMITH, Marine Engi neer, Marine Office of America, New York, N. Y. Special Maritime Advisor--H. L. SEWARD; Professor of Mechanical and Marine Engi neering, Yale University School of Engineering; New Haven, Conn. (Tfcawmo*. Maritime A tUtons Committee--FRANK C. GREGORY, Labor Relations Manager, Water/root Employer* Association of San Francisco, San Francisco, Calif, Chairman, Publicity & Publications Committee--H. J. HARDING, Publisher "Marine Progress,'* New York, N. Y. SPECIAL GOVERNMENT COMMITTEES FOR SAFETY IN national defense ilwaw, Ship Inspection Committee Or (/, S. Government Bureaus--REAR ADMIRAL H. C SHEPHEARD, U.S.CG. Chief, Office of Merchant Marine Safety, United State* Coast Goard, Washington, D. C. t'hawwwe. Nomat Committee for Safety m National Defense Organisations--COM MANDER WM. A. ZOBEL (CEC) U.5.N. Director, Safety Division, Office of laJtiul Relations, Navy Department; Washington, D. C Clriroi--. Cammistee an Merchant Marine Safety--JOSEPH K. CARSON, JR. Com marinmr. U. S. Maritime Commission, Washington, D. C. Chmnmem, Committee an Marina Safety Coordination--FRANK E. HICKEY, Chief, Boron of Marin Operations, U. S. Maritime Commission, Washington, D. C. Staff PCrpreMUlttknt L. W. DUTTON, Nation! Safety Council, Chicago, Illinois. 35 OTHER VOLUMES in this Series M:my users of this volume wilt also find much value in its companion voiunes. Here tlte 1it: Currant Sofoty Topics in tho TITLE VOLUME Ne. Annual Meeting. Banquet. Women's Activities. Index to all Volumes and Exhibitors.... 1 American Society of Safety Engineers and Subject Sessions.......................... 2 Aircraft Manufacturing Section......................................... . 3 Air Transport Section........................... ....................................................... .. X Automotive and Machine Shop Section................................ .................................... . ? Cement and Quarry Section........................................................................... . 6 Chemical Section.................... ..................................................... ................................. 7 Owl Mining Section.................................................................................................................. I Commercial Vehicle Section.............................................................................. 9 G>nmiction Section .................................................................................................................... 10 Electrical Equipment Section....................... . --..................... .......... . 11 Fi<l Section ............................................................................... . 12 Gin** and Ceramics Section..................................................................................................II Industrial Nursing Section................................................ . 14 Marine Section ............................................................................................ II Meat Packing. Tanning and Leather Industries Section......................... 16 Metals Section .....................................................................................................................= IT Mining Section ..................... ........................................... 1$ Petroleum Section ..................... 19 Power Press Section............................................................... 20 Printing and Publishing Section.................................. . 21 Public Employees Safety Committee................................................................... . 22 Public Utilities Section., Pulp and Paper Section.................................................. ................ 24 Railroad Section .................... 2} Kuldcr Section ........................... ........................................ ........................................... ..............26 Textile Section . Trattle Section .................................................. Transit Section .............................. .............................. 2f 29 VVnr-d Product* Section..................................................................... 20 Farm Safety ......... 21 Home Safety -............ 32 Sciu-ol and College Sessions............. ......................................................... .................................33 Tlie Human Side of Safety (Early Morning Sessions)................................ 34 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS ] VOLUME SIZE 1 to 9 eopitt Each Lcff than 24 page:s-- $025 24 to 48 pages- .30 49 to 96 pages- .40 Over 96 pages- .60 10 to 99 cofiei Each $020 JIS .35 .55 100 to 999 tofiei Each $0.13 20 ,30 SO 1000 or tsore Esek $0.15 20 20 ,50 Complete set of Transactions (34 volumes)--$3.00 NON-MEMBER prices are double member pace*, except volumes 28, 31, 32 and 33. j NATIONAL SAFETY COUNCIL UN. WACKKJt DMVf CHICAGO 4. ILL. j .. . i.4. 36 rse-W-WHP MEAT PACKING, TANNING AND LEATHER INDUSTRIES As ftreteifttl fa Hw Mttf Poeitiftf, Taaafag and Leather Pradich Sestioii f Hi* 1141 Nff*f Safety Congress What We Did to Win theN.S.C Distinguished Seme* Award ..................................................................... - 4 Let's Sell th* Safety Engineer to tfie Boss and the Public. S Accident Prevention In South American Packing Plants... 12 Round Tabic Discussion of Meat Packing Industry Safety.. 14 Round Table Discussion of Tanning and Leather tndutrfcs Safety ................................................ 16 Volume 14 TrcasacHoas 1949 NafioRai Sofoty Congress IV 'WJttlfa TteW:.' la safety. as In all other human activities, the Question is repeatedly asked, "What's new?" Many answers to that Question are given every year by those who participate in the various sessions of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a valuable tool In their accident prevention programs. Publication of the Transactions in small vohanes--one for etch Section or Division---permits wide distribution of pertinent portions of the Congress material to man agement sad supervisory personnel at small cast. The 34 volumes of the 1944 Congress Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a valuable aid ia the safely program. In preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available In National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety Coitodl. THE MEAT PACKING, TANNING AND LEATHEN PBODICTS SECTION This volume is a record of the sessions held at the 1948 National Safety Congress by the Meat Packing. Tanning and Leather Prod ucts Section. The conduct of these Congress sessions each year Is only one of the many cooperative activities which the Meat Packing, Tanning'and Leather Products Section carries on in behalf of its members, and for die benefit of accident prevention work in the pwkig. unnlng and leather product industries generally. The Seedaw gives guidance In the preparation of a great variety of technical ad cdscalional material useful in day-to-day plant safety programs. The activities of the Section are under the direction of Its Executive Committee, the members of which are listed on page 19 of this 4 What ll'e Did to Win the N. S. C. Distinguished Service Award What We Did to Win the N. S. C. Distinguished Service Award By MERLE STALCUP Asmtant Superintendent, Swift & Company, Kansu City, Kiant During April of 1917, there had been heavy rains* in the Kaw. River water shed. Tin* Kaw River was rising at an alarming rate and nxm our plant, which is at the mouth of this river not far from where it empties into the Missouri River, was below the Irvd of the water in the river. When h* happened, we started our sewer pumps, and the level of the river became one of our mam subjeel* oi conversation. On Apni 15 an oiler neglected to shut -rt a .ream ruck on one of these pump# tightly enough Wforc removing the cap on thv lubricator preparatory to oiling the p'.mip*. with the result iltai a mixture of hot oil and steam blew out in his face caus ing *everc bum*, When this happened, a new muni fur our plant of consecutive man- huur* worked was ended. Before this time, tv? worked a total of 1,021,057 mandtours without loss of time from a disabling in jury. This record won us the Distinguished Service Award of the National Safety Council. just how we were able to accomplish this * the subject of my remarks. While our record of 1.021,057 man-hours worked without loss of time started about the first of that year, w-e naturally did not start the ^{ade work for it then. It had its begin ning a long time before and gained mo mentum sometime in 1944. when we put greater emphasis on making people safety conscious. Tlitst along with the revamping >t our f-afety Committee set up and more effective use of posters, bulletins, etc., brought about the results mentioned pre viously. Nwift & Company regularly employs omt 2.000 people there in Kansas City. It i* a slaughtering and meat packing plant in which hogs, cattle, tambs and calves are processed. In fact, it might be described a* an average plant in that the proportion of various types of livestock mentioned are not too far away from the national aver*n. While we are what is termed a killing plant, we also cut, bone, cure, smoke, manu facture table ready meats, margarine, etc, very little of our raw materia) being shipped elsewhere for further processing. Since the Kansas Cily plant is an average plant, it has average problems and U manned and staffed with average people It is not a plant that is particularly out standing in type* of mechanical safe guard* that arc set up for safety purposes, nor is the plant plastered from front gate to bark gate with safety posters and charts. When we begin to feet in any way complacent about the safe working conditions with which we surround our employee#, we need only to look at the regular monthly inspec tion. of our workmen*# safety committee t make us realize that we still have work to do in making our plant a safe place in which to work. Some time ago, wc became interested in a statement that claimed that approximately' $0 per cent of all accidents were caused by faulty human behavior and that only 20 per cent were caused by failure to property safeguard a hazard. It occurred to us that the proper approach and the one promising .the most success would be one directed at the source of the greatest number of acci dents. We believe we hove been rather successful in this approach. During Worfd War II, a* the man power shortage became serious, it became more and more necessary to conserve labor. Around the beginning of 1944, it came to our attention we were losing as many a* 250 man-days (ter rmeuh due to Lost Time Accidents. This was quite a sizeable item. Wc realized that here was an opportunity not only to salvage seme badly needed man power, but to eliminate considerable human suffering. We figured that we might sal* vage upwards of 200 man-day* per month, if we could do the proper selling job on accident prevention. Kansas City has the customary* Swift k Company operating organization set up. It has a superintendent, assistant superintend ent, several division men and general fore* Heal Packing, Tanning and Leather Products Section 5 men. These division men and general fore men have supervision over various sections of the plant and have foremen who arc responsible to them. Wc figured if we could begin at the top of the organization pyramid and sell each individual down the (me that eventually everyone in the plant would be sold on the idea that accidents could be prevented aod that they were not a necessary part of our business. t don't suppose there is anything par ticularly new about this. We begin by having the division men and general fore men sit in on some of oar safety meetings. Not aU of them at any one time, but fairly frequently. We also started competition be tween the safety work of one division man or gfneral foreman with that of another. As you can imagine, this competition did nor always work oat to the division man's credit. On the other hand, sometimes it dkt and we were very impartial in seeing that the other division men knew all about the situation. This particular operator caught one of {us fingers in the roll giving him a permanent disability. He was so humiliated by the fact that he had had an accident resulting in what he regarded as i blade eye to his department and to his division that he insisted oa coming bade to the plant imme diately after his injury was dressed and doing work of some kind. When this hap pened, the messenger boy that we employed in the department was off side, and the injured man was used on this work. As the injury resulted in a permanent dis ability, it of course counted as a lost lime accident. However, none of us felt like telling the man that this was the case, and to this day he does not know he did not keep his department from having a lost time accident, I mention this in order to show you the feeling that we have been able to engender in all classes of our em ployees. The results from all of this work bore a considerable effect in 1945. Wc continued to improve in 1946. In 1947 we began to We have monthly meetings of all the reap the real benefits from our program. supervisors h oor plant Tltes* include We established the frequency rate for the division men, general foremen, foremen and year of 5.33. From all indications, our assistant foremen. At each of these record for 1948 will be better than this. monthly meetings, the subject of safety is Incidentally, since establishing the record green a prominent spot We have weekly mentioned previously when wc operated meetings between these monthly meetings over 1,000,000 man-hours without a lost in which each foreman or assistant fore time accident, we were able to get as far man meets with his immediate supervisor. as 800,000 man-hours worked on two other The division man and general foreman occasions before a lost time accident oc wishing to better his position in the monthly meetings urges his people to make safety a pan of their regular daily job. The spirit of rivalry thus brought about was continued through the year. This rivalry of course extended to the foremen who then vied with each other in the elimi nation of accidents. curred. Being able to operate a million man hours without a tost time accident was not what wc had in mind when we started. We were merely attempting to reduce our frequency rate of which we are very proud. It might be interesting to give you a We have one foreman in the mechanical little bit of the background of the start of department who holds weekly meetings with his sacs in which he puts on a regular show. He has an operator perform an operation making as many mistakes as he can from a safety standpoint. The men then point out cadi one of his mistakes, the campaign that resulted in the 1,000,000 man-hours. At our January meeting of the safety committee that year, we were toying with the Idea of being able to go a month without a lost time aeddent. We had never hem able to do it before and it looked and quite a few that he did not intention like an impossible thing. ally make., We thought that if we could go 'a day* This keen sense of tntcrdcpartzneut ri valry and safety consciousness that we have brought about is further reflected m the case of an operator cm a stripping rolL without a lost time accident, we could go a week. If we could go a week, we could go a month. IE we could go one month, we could attempt two months. Logically, 6 What We Did to Win the N. S. C. Distinguished Service Award we could, of course, go a year or even more, although we have never been able to reach this desired situation. We gave this campaign such wide publicity that everyone in our plant Imew about it. Our mechanical deportment had a rush of orders to get safety items finished. Our plan was to go the full month without a lost time accident This resulted in the record of 1,021,057 man-hours without a disabling accident that was finally ended on April 15. In supplying salesmen for the safety idea, our safety committee plays an im portant part It also handles the more prosale part of the campaign, the details that go with that kind of program. We have a general safety committee consisting of the assistant superintendent who acts a* permanent chairman, the industrial rela tions department manager, the master mechanic and chief engineer, our insurance company representative, the fire marshal, the division superintendent covering the plant protection and time office departments, and the safety director. In addition to these, there are two mem bers appointed by the local unit of the union. While the management takes no part in the selection of these two persons, they do have the prerogative of either accepting oi not accepting the individuals selected. If the management does not agree with the selection, then the union must select other individuals that will be satis factory* to the management. The management selects the personnel of our workmen's committee; consisting of a representative of the mechanical depart ment, a representative from the killing de partments, and a representative from the manufacturing departments. Each one of these last serve a period of three months: consequently, there is ooe new member on this committee each month, and one mem ber retires each month. In selecting the people for the work men's committee our practice has been to select employees that have given us most of the trouble from a safety standpoint. While they are not actually opposed, to safety, they are inclined to make light of it or are accident prone individuals. It has been our experience that after serving on this committee the retiring members are permanently active for anything having to do with safety. They sdl the safety work to our people. In fact, as a rule, the* people, while no longer officially members of the committee, actually do us a grot deal of good acting in an unofficial capacity. Our plant U divided into 12 sections. Our safety director along with the fire marshal, the three members of the work men's committee and the two union local representatives make a monthly inspec tion of Mie of these divisions, covering the entire plant once every 12 months, Tbcr list all unsafe conditions and practices they find. They report their findings to the members of the general safety committee, which meets once each month. The items are discussed and a course of action de cided upon. In the meeting the supervision of the inspected portion of the plant U present aod participates in the discussion preceding the decisions that are made. 'The safety director then makes up work orders covering the items which were rec ommended for correction. These work or ders are presented for their signature to the supervisors involved who were present at the meetings and had a voice in reaching the dcations in which it was agreed to carry out the work. The safety director then personally follows with each super visor the status of the work In question so as to keep the matter aKvc and main tain satisfactory progress in carrying out the work so that completion at an early date is assured. While we work on these items as promptly as possible and dean them up expeditiously, being am average plant we quite often get behind in this work, and. wbca we do, the matter is brought to our attention by the workmen's committee in no nocm tim terms. The minutes of this safety committee meeting are posted on the belletia boards all over the plant. We employ a full time doctor and two registered nurses and have a wdl equipped first aid station. Since January I, 1947, our medical department has been card indexing all our employees and listing on this card index the number of trips they have made to the doctor's office and the reasons there fore. It has brought to light some very interesting things. While they have been - kept only a limited time; from the records that we now have, it shows that about 10 per cent of our employees are responsible hfcai Packing, Tanning and Leather Products Section 7 tor about 50 per cent of our doctor's office gives us a personal touch that we consider fcosioess and that if we were to go up to well worthwhile. include an additional 10 per cent of our We receive safety posters and bulletins employees, it would account for approxi put out by the National Safety Council. mately 90 per cent of our doctor's office We get about 45 monthly. These take care bettocss. We are certainly not opposed to of each bulletin board m our plant. They hariog first aid given our employees, be are kept under glass and changed each cause another interesting thing has been month. We make use of these regularly. thst as ow frequency rate went down, the They have been very helpful in creating lumber of employee* visiting the doctor's interest in safety. In addition, posters from See with manor accidents went up. other sources are put up if it is judged fa case of an accident, an accident re they are of sufficient interest. port is filled la by the department fore One of the main uses of the display man. We insist oa the department fare- .method of creating interest is centered in man malting out the report personally and our safety booth, which is located near t< never delegated to the clerk la the the entrance of our plant cafeteria. This department fa the accident report, he booth is under the personal direction of our gives alt of the details of the accident. The safety director who takes a lot of pride in injured employee is tmmediatefy sent to it. He is somewhat of an amateur car the first aid station for treatment, and a toonist and very original in the arrange copy of the accident report is sent to both ment of the displays. The display booth the doctor's pffice and our superintendent's is about 3 feet wide by 12 feet long, and office. After mcdkal attention and first aid is administered the injured employee returns to his department, and the foreman makes a thorough and detailed investigation oi the accident, its cause and wbat can be done to prevent a recurrence. At 8:0Q a.m. each day, our safety di rector makes a permanent record of all accidents of the previous day. Should the injured employee fall to report for work ext any of the first three days after his accident, aa tsves&gadoa Is made to find the cause of his ahsoiec. The foreman of the injured employee also notifies the doc tor's office is ease of aa injured employee failing to report for duty. The purpose of ah this ta to make sure of the cause for which the injured employee is off. That is, if it is doe to the injury received in the aeddent or for some other cause. gives plenty of room for him to exercise his ingenuity. It is not at all uncommon to find an interested group of onptoyces gathered in front of the display. Our principal endeavor in the use of posters, bulletins, the arrangements of our fcty booth is to keep it current and pertinent. For example, we post on our safety booth the date of the last lost tune accident. We also have a comparison of our monthly lost time accidents record both for the current year and the year pre ceding. The National Safety Council magarines and pamphlets that we receive are culled fop ideas which our safety director uses in preparing posters and arranging his dis plays. He also gets ideas from the various pamphlets and advertisements put out by the manufacturers of safety equipment. All of these have been of great help in creating employee interest. As a, result of this check up and the To sum up, we have been able to accom fact that it is known to be made, we have plish what we have done in safety work eliminated many ooe and two day lost time by continually preaching safety to our^ em accidents in which the employee is merely ployees working through the supervisors seeking an excuse to be absent from work aad through the Unioa until everyone on a day or two. otir plant understands that safety is a part Another important function of our safety of his daily duties. While we continue to director, or m hi* absence some member make our regular monthly inspections, our of the safety committee is to visit tach and every one of the employees who are at work oa the regular shift after as acci dent and inquire as to their welfare. This safety director is given ideas for correc tion daily by the employees. If the sug gestion is worthwhile the employee is given an explanation as to why w* do not regard 3 Let's Sell the Safety Engineer to the Boss and the Public it necessary and thank hint for his co operation and ask him to continue to keep hit eyes open for other unsafe items. Suggestions for the elimination of safety hazards are bandied through our regular suggestion committee, and suitable awards are made for those that are adopted. The plant manager takes active interest in the safety work at the Kansas City plant. Not only this, but he has been successful In selling the safety idea to the heads of the commercial department. He almost invari ably touches on safety at meetings with the employees which we conduct at our plant, from time to time. This, coupled with the tact that we have an active safety com mittee set up and the proper use of bulletin boards and posters, has resulted in a re duction in our frequency rate, so that we expect in 1948 to equal or better our record in 1947. In fact, we are shooting for a frequency rate of around 3.0, We have found that after the original ideal is started and sufficient people are interested that the thing has a tendency to snowball. In the succeeding years, pro vided that the interest by everyone is kept up, the results will be increasingly good. As an example, we used to have in tbe neighborhood of 8 to 14 lost time accidents monthly. If we were to have as few as S or 6. we considered that we had an extraordinarily good month. Now, if we have as many as two accident* in one month, we think we have had a very dis astrous month. For 1947, we had a total of 27 lost time accidents for the year. In 1944, we had 241 lost time accidents. Von can readily appreciate 'he effect the reduction of lost time accs-cnts has had * the personal suffering, discomfort and financial troubles of the injured employees and their families. And last, but not least, the savings to Swift ft Company. Let's Sell the Safety Engineer to the Boss and die Public Bjr W. S. HAINES Manager, Safety and Claims Service, lac., Chicago Safety engineers are to be sincerely con gratulated on the admirable job they have done in selling themselves and their mission in life to the foreman and workers. With the possible exception of tbe field of labor relations (in which we play a big part), we arc the youngest of the great humani tarian professions. We have done a splendid job in reducing accidents as fast as we have but we have done it almost entirely through contact with our immediate "patients,'' the factory employees. We have failed in sell ing ourselves as ourselves to the oltbnar* controllers of oar professional destiny, oar bosses and the public. Let us grant that safety is hard to sell because it is an intangible. Stiff we have sold it to the foremen and employees. It U high time that we begin to think about devoting some of ear foresight, ability and imagination to improving oar position ia the competitive executive market. At first the idea of actually looking for ways and means of selling ourselves and our jobs may seen crude. When we analyse it, we find that exactly the opposite U true. We know that a poor calk given fey a wellknown man attracts more attention than an excellent message by an unknown speaker. Selling ourselves wUl sell our safety mes sage, and the time has cocac for * to use every legitimate means of doing this. Maybe some of you have had something resembling this shocking experience: I have a friend who owns and operate* a successful manufacturing concern employ ing approximately ooe hundred people. His brother-in-law is one of those delightful but laxy misfits who onnot quite make the grade Every effort was made to work him into the organ!xatiou; first as a salesman and then la a minor prodtartico capacity. Six months ago, through my friauTs pres sure be landed a Joft In the personnel de partment of the Green Company, a much larger plant. Last week my friend came Meat Packing, Tanning and Leather Products Section into (he office, carefully closed the door, and in a shaky voice said "I'm terribly wor ried about Pete. You know I've done every thing possible lo try and fit him into ray organisation and It can't be done. Now he s going to lose his job at Greens. Before this happens do you think you could get him a job somewhere as a safety engineer?" That hurt, coming from a successful busi ness man. Other professions ethically sell and re td! themselves. I've listened for hours on endless hours to top executives talk about the skill of their accountants or the clever ness of their lawyers but except in one instance I have never yet heard an execu tive voluntarily praise his safety engineer. That's became other older professions sell confidence and optimism, while we are all too proec to sell nothing but pessimism, misery and gloom. The best place to start our "Sell the Boss" campaign is our periodic safety report. Most of our reports axe dry as dost. Our re ports mutt be eye-catching and attention- getting. and that takes both imagination and some writing ability. They mint be factual and truthful. but both facts and truth can be stated In different ways. The headline "An Apple a Day Keeps the Doctor Away" is just as "truthful" when it is written "Fruit Growers Spell Doom of Medical Profession" Let's take an actual example from one of these reports: Plant acadmt frequency 1944 Pilot accident frequency 1947 4$ 30 National average for oar industry 224 Why not make it read "7a 1947 we bad one third less lost time accident* dun is 1946"? Watch the. boss smile. It's like chopping five strokes off his golf score. And what's the national avenge doing in there? He doesn't like to be reminded that he is no Bca Hogan. And here is another one, a little more subtle: Tucked away on the bottom of a pile on the boss's desk was an eight page single- spiced report burgeoning with a dozen dif ferent kinds of safety statistics. It was a splendid factual report that had taken the safety engineer two and h half weeks to prepare. But it didn't have a cover letter or opening paragraph-nothing to arouse the boss's interest We had been talking about other matters and as I was leaving he palled It out, handed it to me and said, "Before you go can you tell me what this means?" He was too courteous to add, ",.. before I file it" That was easy. wtt means two things, Mr. Smith, You had less accident* and less days lost last year than ever before in the history of your company, and it means that you arc ia line to win the nationwide safety trophy for your industry." Yet there wasn't a word about those two facts in the whole dull dry mass of statistics. There was a funny sequel to that He started to thumb through the report smiled, and then paused, "It says here that we had an accident frequency of 7-3 and a severity of .13. What does that mean?" 1 had to confess that 1 was never quite certain, but l pulled out a paper'which I have carefully carried in ay wallet for the last fourteen years and read to him, "Frequency--the number of lost time accidents per one mil lion man hours. Severity--the number of days lost per thousand man hours." He looked blank, and when I offered to read it again be shook his head and turned the page. Severity and frequency may be fine when we ar talking among ourselves, but using than in public is like having the doctor tell us there is a marked emphyse matous contusion over the outer aspect of the fourth left metacarpal when what we want to know is whether or not the em ployee broke his hand. tn improving our reports, often we cut. translate cold dollars and cents accident costs into more compelling units of produc tion mediums. I read! one meeting of superintendents and executives following a particularly stupid and horrible mine acci dent in which a man had been killed. My talk centered around the direct cost of $8,500 and while 1 was floundering around trying to bring out tbe indirect costa with which we are all familiar but which are so hard to. put into words, I noticed that the general* superintendent was doing arithmetic prob lems on a piece of scratch paper. He took over the meeting with the statement 'that the $8400 l was talking about meant tin and e quarter centsl I later Teamed that he was talking about increased cost per ton of ore per annum, and that six and a quarter cents directly charged to each ton was much 19. w: 10 Let's Sell the Safety Engineer to the Boss asd the Public more serious to his audience than my larger but lew dramatic figure'of $3,500. Try it after your next serious accident, Figure it out at so much per sole or hide "hr pound aod see what happens. The written body of our reports needs a pat iwl more dramatising. On our racouBDcndariops we use too much tele graphese, espariaffy where we are asking tor an appropeiariask "Dept. 26--Madi. 132 "Roe* pnri* may teU the story, hut "Renew the worn out pari on press 13% department 26 before the operator loses her hand. Cost of new gaud. $187.50- -esti mated cost of hand, $4^62.00" is much - 'ore apt to unde the purse strings. The word "before" is important m asy recommenda tion. Use your imagination. Don't depend on the boss to nse his. He may not have any. Recommendations can be written so that they cany a pmaefc. I hope you will never want to use it bat the bat one I have yet seen came out of an employee's suggestion box where the printed blank recommended that the employee go into detail. The sug gestion slift signed by as able machinist, read, "Put a better tight over bend) 24. I would go into details but I haven't time as I have to read the want ads." Dramatic writing has a place in the re port if it is not used too often. Here Is a sentence which got results is the fora of disciplinary action after repeated pfeas with the foreman and repeated reports about hand trucks being operated at excessive speeds, had all failed: "Three men operate the hand trucks; ooc on front and two in back pushing. The man in front runs backwards at top speed hold ing on to the truck, with a sublime indiffer ence to slippery shoes and floors. ' Truckers throughout this department handle heavily loaded trucks with a gay abandon.** But as even simpler cue got taster action from the foreman himself: "The shipping departoa:* needs no com ment. It looks like a rat's nest." But our biggest failure is doting with top management is our failure to deal ia futures. We are too much concerned with what has happened, not sufficiently con cerned about what will happen. This was ad mirably brought out by Ur. W. F. Load, Assistant Treasurer of the Gulf Oil Com pany is his thought-provoking paper gnai before the -1947 Greater New York Safcty Couocil entitled "What's Wrong with Safety Engineers." Among other criticisms and suggestions, Mr. Limd had this to say: "Management today, mote than ever, H interested is business forecasts, Analysts study the past, interpret the current trad* and attempt to predict the futon; The safety engineer has the same opportunity of presenting Interest creating material to bis executives. However, his periodkal report* are not styled to arouse curiosity. They seldom provoke questions. They do oot get under the side of the reader. Tee often they consist of a tabaiatiaa of statistical data that permits of no discusnon. There are no coachmens drawn, no highlighting of pertinent facts and no specific recxwv mendatious supported by eoovindng evidence to improve current treads." We overlook the fact that the boa bu trained himself to disregard past profits md touts, past successes and failures, except for what bearing the past has oa the future; What be would tike from us it a "Budget For Next Vox's Accident Goats." If yon have never done it, now is an excellent time to try, because you will find that the last few years have balled him into a sense of false complacency about this important Item in his total budget. This was driven home the other day when 1 Calked with tbe chief safety director of ooc of our larger plants. HonsaSy be is a pessimistic fccxfiri&xal during working hours, but there be was with his feet on the desk, grinning from car to ear. He jomped to his feet, grabbed ay band Eke a long lost brother and exploded, "What do you think has happened to sac? Old So-aed-ac, oot tight-fisted treasurer who thinks that tbe safety department is an unnecessary evil, just walked ati the way down here to con gratulate me on cor having received a 754 per cent reduction in our compensation rate." My added coogeatulations were slightly lefthanded. "That's fine; Charley. That means that tbe iasuraoce people figure that your accident cost* for next yaar are only going up 7>4 per cant." Charley's jaw fell, but be was honest enough to aay, *T don't get it." Here is the joker: Charley's workers had just had a 15 per coot pay raise. With x few minor excep tions the compensation rata is applied to the Moot Pocking, Tanning sttd Leather Products Section 11 entire amount of wages paid. Consequently wbm wages are spiralling upward, com pensation rata tend to ga down. Charley and the treasurer bad made the all too (ommoa mistake of confuting percentages with dollars and cents cost. Here is what has happened is Charley's ptauc. In 1939, before tbe war, be bad a thousand factory employees earning an av erage of $30.00 pm week. This produced a weekly payroll of $30,000. The 1939 coopeoatioa rate was $7.00 par $100.00 of pay roll and tbe weekly compensation cost was 9600.00. Today his 20 compensation rate is down to $1.50 but those same thousand employees are bow earning-$60.06 per week* or twice $30.00 they earned before the war. Consequently the old $30,000 weakly payroll is now $60,000 asd the $1.50 canpenastioa rate applied to tbe sew higher payroll produos x weekly eoenpmsatiau owe of $900 as compared with the pre-war east of $600. In bis case the corapsnsatioc rate bad gone down oaly half, as fast as the weekly wage rate bad increased, so that tbe final resalt was a 50 per cent Increase Ia the coat of compensation per man boor pa tmft of pro duction. Then Charley started to get mad at tbe Insurance company. He pointed out that both Us frequency and severity woe show ing Satisfactory decreases each year. Any way you looked at it, the insurance com pany was getting bog rich at his expense. But thi* is not true cither. While his dau ber of accidents and the number of days lost per accident has boat going down, he over locked tbe fact tint tbe cost of each acci dent has Increased or inflated at abovt tbe same rate as everything else. , Now seemed like a good date to jar tbe treasurer out of his apathy, so Charley started his "Bodgct For Next Year's Acci dent Costs." Here are seme of tbe direct expease items 1m took Into cootideration: 2. Tbe increased workman'* compensa tion benefits voted by the last session of toe state legislature. Most states did this a, will have to do it again. New Yak, 1 example, went tr* to $3200 per week last July 1st. 2. Increased coat of medical care. Hospital rates have gooe through fee ceiling, but the hospitals are still losing meaty. Doctors have tried to beep tbeir charges under control, but they still have to buy bread asd meat like other less necessary mortals. As for nurses, just . try' to find a good oee at any price 3. The increasing liberality of the various state cooipoisation laws and in dustrial commissions. Dermatitis, for example; i* becoming increasingly ex pensive, as most of you have already discovered. 4. The increased average age of workers, due primarily to the seniority clausa in toe union contract While it is true that older onptoyees tend to be safer, the cost per injury mounts rapidly after tbe age of 40. Tbe following table, takas from a single New York State industry, contains too few cases for a true picture, but does give a gen eral Idea of what happens: Avenge Cost of Age Group Lost Time Accident Under 20 21-JO 31-40 41-50 51-40 Average all ages $1 1M 1W 288 609 306 Charley concluded bis budget forecast with fee step* be was planning to taka to cooibat ` these mounting accident costs and again asked for iacrosed first aid room futilities. This time be got them. So far we have beee Hiking about direct ways of selling Our ideas asd ourselves. The advertisBig people lmow that there is sock a hiag is indirect seffing or propa- padL We have used it ia reaching down to our forcstes and workers, but we have failed to realise that publicity, both per sonal asd professional, * is essential to to* prtxsotioe of our careers. Possibly we instinctively fear publicity. We have learned that bad accidents malm news and we do not like this type of news. But there are other types of news which wc on have for the asking if we will only team to The airlines and railroads seek and get subtle safety publicity to help coun ter-attack the next - headline crash. It's news when The Pelican Company operates for x year without luffing x passenger or an employe* and it's equally news when our pfont m Podunk Falls improves its accident record or operates for a year without lost 12 Accident Prevention in South American Packing Plants Similarly it's news when the small town plant puts in a two-tone painting scheme in the interest of safety. The whoie town will be interested in the before and after pictures, provided we remember to take the before*. Get to know your local editor. He will help you rind stories because he realizes the news importance of anything that hap* pen* inside your plant walls. Incidentally, if you lead him to the story, he will give you the personal publicity which you need. Those of you who have house organs are singularly blessed publicity-wise. Yet the safety sections of most house organs woutdn't pass a freshman year journalism ev.imijutton. If you need help in writing them, get it from some newspaper or ad* vermin* friend who is trained to write ma terial that the public wilt read. He wilt tell you to use names, and lots of them. "Department 24" is impersonal, but "Mike Bolan'* Canning Department" memi a lot when Mike wins the departmental safety contest. Sign your name to the safety* page, or better yet work your name into the safety news article. That is perfectly legiti mate free publicity. Don't forget that the house organ is read by everyone, the boss included. Then there is the whole virgin field of paid publicity. It's called advertising. When your fleet roRs up a commendable record in a given territory, go see the advertising department and tell them about it You may find that it will result in a full page ad In the local paper. Advertising men know that good safety records help sell products, Jones and Laughtin uses two-page spreads in national magazines to tell its safety story. You have all seen the Studebakcr ads with the father and sort, wraring their goggles, working safely together at the same bench. Last winter United States Steel Company devoted the entire advertising time on one of its hour-long programs to the story and results of its safety program. Another excellent medium of safety ad vertising is the annual stockholders report. The new type report makes it a point to discuss products, labor relations and policies. Safety has a place m this report, particu larly if you have a safety record which your stockholders will be proud of. Write up your safety story and take it to the presi dent. Even if he does not use it. he will not overlook the fact that you are trying to Mil your department and yourself. He did (he same thing on his way up. If your off-tbe-job safety campaign goes to the wives and families and into the homes of your employees, be sure that your com pany officials are on your mailing list. I recently complimented ooc executive on Ute family education program being carried out by his safety and welfare department He did wot evert know that it was going on. 1 handed him the last release dealing with safe driving. He read it and remarked. "This is good stuff. I can use it" Then he buzzed for his secretary and asked her to type out a plain envelope and mail it to his wife." DRAMATIZE . . . ADVERTISE . . . FORECAST... and SELL. Wc have a tot of selling to do. We will never achieve the social and financial com pensation which our responsible positions deserve unless we ethically sell ourselves through personality, press and radio to our bosses who control our immediate destinies and to the public which controls our bosses' ultimate destiny. Accident Prevention in South American Packing Plants By HILTON W. lCBYEKS Safety Director, WOaon Jk Co^ lot, Chicago, CL Wilson & Co, lac. operates two poddsg plants in South America: one plant Is kw eaied In Bumo* Aires, Argentina, and the other in Sao Paulo, Brazil. I spate three months at our plant m Buenos Aires, aad eoe month at Sao Paulo. After arriving so Buenos Aires, I made so attempt to track into a planned program without Erst get ting well aoqsainted with the foremen and other supervisor*, finer is onr ofuaim, do Moat Packing, Tanning and Leather Products Section 13 program, whether it be safety, or any other latter comparison immediately brought out subject, has a chance of success without the question "Why is the U. S. record, so the support of the operating supervisory much better than the South American stiff. We conducted a pilot group for our di record?" My answer ia short was that accident prevention is first consideration at visional superintendents In order to expose that level of management firsts and attempt our plants ia the States, and a subject that is bring worked at continually just as much to get their suggestions and approval oa the program, and after that group was com mitted, then the course was ready for the as vre conduct research on our products to improve them. In other words, accident prevention must be worked at--It doesn't supervisors. The sessions were held to ooc just happen, or run by itself. It's one thing boar meetings, with 12 to 14 supervisors to wave the fiag of accident prevention, and attending cads session. Session one of the course was devoted to an address by the superintendent, iatz-e- it's mother thing to have It show up la the way of favorabte results In your accident experience. dodng the writer to the group aad telling By the end of the second session, we had the purpose of his trip to Sooth America. made considerable progress m selltog the This was to put over to the supervisors that this accident prevention program was being sponsored by the local plant manage- program to our supervisors. The third ses sion started off by our putting this question to the supervisors--"What can you men, mat It also showed that the Chicago as supervisors, do about reducing acci Office attached enough importance fo acci dent prevention to send a oa 4000 miles dents." With this question before the group, we again turned to statistics for to set up a program, as well as local per sonnel to follow. help and catalogued the accidents m two categories -- plant physical failure aad After the superintendent's discussion on the purpose of such a program, solicitation human failure. Surprisingly as it may seem, the old 85- of the bacldag and full support of the divi sions! superintendents, the superiatesdent 15 per cent proportion held true. In other words, 85 per cent of the total accidents In asked each divisional superintendent to our plants ia Sooth America were due to comment and raise any questions m mind human failure (employee failure), and IS aad to personally express their repputt of per cast doe to plant conditions. This big this program. One of the first questions by nut to crack was the 85 per cent, but this the group was whether or not this program did not mean that the 15 per cent was to be was going to be a "one injection affair," or ignored entirely. However, as long as su would there be a follow-up and cootbmed pervisors aad employees are not accident support. This was answered by assuring prevention conscfoas, accidents would be the group that pgwmd would be set up prevalent even in a physically perfect plant, to work closely with the supervisors hi the if there was such a plant. at -tdent prevention work. What could the'supervisors do with this After, this first session was over, sad the purpose of the program was covered, the second session covered the evidence at baud, showing the need for sods a program. We SS per cast bgare; well, ccct agaiiy it's the old selling job all over again. Management sells the supervisors, and the supervisors Mil the workers, and after every employee are stilt convincing and selling the prognus, and bare not pat It oa a "here it Is, you do it this way* basis. To help sell the need for the program, we turned to sta get* behind the program accidents drop to a minimum. The supervisor's part is an the job training of the new worker and the old worker ia the safe way to perform tistic!, and produced and presented charts his or her duties. and graphs to tetf the story of oar aerideoc The supervisor moat study his employees experience. at work, study their motions of perform Oar charts showed mas hours lost, cost ance and look for the dinger points and the of accidents by departments covering all departments fa the plant. We also com pared our Bimos Aires plant statistics with statistics of our plants la the state*. This exposure to accident areas, and then en deavor to show and guide the worker in the safe way to work. This takes time and follow-up, but in the end, the results will 14 Round Table Discussion of Moat Packing Industry Safety show up favorably to tty nothin* of tbe elimination of personal pain and suffering of the injured worker. The supervisor plants the seed of safety with tbe worker when he takes time to instruct the worker in the safe way to perform his duties. Planting the seed is not enough alone, and this is where tbe local safety councils come Into play. After the seed has bees planted, it must be watered regularly with posters, awards, movies, meetings, articles in company paper, safety committee follow* up and other aids to help transform this original seed into a living part of each employee at work The safety councils of Argentina and Brazil arc very able organizations and do play their part in this work of acesdest pre vention as evidenced by tbe many posters, pamphlets and other articles on display here today. These organizations in South America, of course; have not advanced as has our National Safety Council here in the States so far as having separate indus trial departments and personae! to follow and be of assistance to member companies. But then too. South America is IS to 20 years behind the States. However, their -afety organisations are making strides and developing as rapidly as possible; The Safety Couneff la Argentina in con junction with the University of Buenos Aires sponsored a two year course ta safety engineering, which brings them right up to the States In tbe educational phase of acci dent prevention. Our Buenos Aires plant has two men currently attending this course as employees of our accident prevention staff in Buenos Aires. Our current pro. gram at our plants In South America, as well as our plants ta the States is to have the supervisors analyze the employees at work, and be ever alert to remove them from tbe area of danger. We have full time safety mca set up at our plants in South America who work with plant employee committees investigat ing ways and means of carrying os an active accident prevention program and these committees m tuna make recommen dations to management and follow up their recommendations. Our plants m South America are also supplied with mesh gloves and other items of safety equipment used a parking plants. Gloves are shipped from tbe States, knife pouches are made by oar gaefune shop, guards oa the knife steel ar shipped from the States and then fit to tbe employee's steel. Shoes are available locally; however, approximately SO per cent of our workers at our plant la Sw Paolo, Brazil don't wear shoes, and surprisingly sough, we don't have too May foot injuries. Bare foot workers perform slaughter operations cm the Jolting door, standing la blood. This is one of tbe mysteries of aeddent pttvaition at our plant in Brazil. Bound Table Discussion of Meat Packing Industry Safety (A Summary of Remarks) Presiding: R. A. HAascKxmc, Safety Director, Swift A Co, Chicago. PurticipertU: Safety Devices J. Pochop, John Morrell A Co, Sioux Falls, S. D, Plant Lighting P. Hovxks, George A. Hormel A Co, To- pria, Kansas. Safety Improvements Pound Necessary on Equipment Parchated or Leased-- Claimed Safe L, F. Swcrr, John Morrell A Co, Topeka, Kansas. Safety Devices No plant is ever 100 per cast safe, and much work is necessary m order to elim inate accidents due to unguarded, ineffec tively guarded and improperly guarded equipment. Mr, Pochop illustrated his talk with samples, photographs and printed matter. These were the salient points of the talk: 1. An effective, easily-removable arm guard is a nceessty. Self-manufactured Elastic arm guard was shown. (Du'exit's Ptasticelc) Meat Packing, Tanning and Leather Products Section 15 2. Use simple worded bulletins frequently distributed. J. Wherever possible knives sliould be guarded. 1 Newly installed machinery should be closely inspected before use to determine whether die guarding is adequate and effective. I. Constant vigilance must be used to take advantage of new ideas and to spot hazards that have crept into the plant through changes in operation. To illus trate this point "before and after" pho 2, Can closing machine (American Can Co.). 3. AUbnght-Nell Sausage Mixing Ma chine. 4. Cyclone fans. 5. Globe silent cutters, 6, Hopper on meat chopper (limit switch). 7, Machines with ineffective guards around belt pinch points. 8. U. S. Slicing Machines (Guards around chain and V-belts). 9, Peters Cartoning Machine. NX Fame Linkers, tographs were shown. The items men tioned were: 1 a. Feocing~aroupd openings is the floor. b. Locking device on elevator starting .Ml of these machines, widely used in the picking industry, needed additional guards . on chain drives, pinch points, V-belts, knives, etc. lever. c. Dual-control oa Buffalo sniffer*. ` d Steam mothering mit in onofcc houses. e. Hoods for meat grinders. f. Hooks for storage of dock-boaids. g. Guardi to prevent falling of drop-off hooks from raiL b. Hinged sliding dock boards. MR. MAHAN (Hunter Packing Cal: We use quick opening valve* on our steam smothering syston. MR. H. E. GAVEY (Swift A Ca(: Has anything been done to encourage equipment manufacturers to safeguard their machinery? MR. MAHAN: The St. Louis Safety Council is working on this problem. Plane T.frhring Modem lighting system ts essential if a plant is to be safe and productive. To re MR. GAVEY; We have recently had an accident where a man caught his fingers be tween the first roller and the bar that con trols the rate of entry of the cases into the duce tbe cost of electricity. Horae! U in- sealer. We solved this probtem by removing nailing a night pilot light system. This the first two rollers. syston etimlintes the use of batteries of gtobe# in tsoa-workioc departments. Effi ciency of workers is Increased by good light ing. Pilot lights are located on all stair wells, elevators, halts and m alt freezers. Control of the pilot tight system is in tbe hands of the watch service. MR. MAHAN: We use six volt hand battery tools, instead of using six volt* cut down from 110 volts, and they prove satis factory, although short lived. MR. J. EHARDT (Swift A Co.]: What intensity does Hormel use in their pilot lighting system ? AB burned out globes are replaced at ' MR. HOV1ND : No particular intensity. once. UR. H. D. TEFFT (American Meat Extension lights and hand tools are re Institute]: Are low voltages always safe stricted to die type using 6 volts instead to use? of lid rolls. MR. M. CERNETISCH (John Morrell Safety Improvements Fomd Necessary on Equipment Purchased or Leased--- Claimed Safa Moat equipment that is purchased needs additional guards installed before it is safe to operate To prove this point, Mr. Sweet showed enlarged photographs (me when equipment was purchased and another when in operation) of the following machinery: A Co.]: Voltage plays very tittle part in electrical injury. It is voltage plus amper age that does the damage. MR. W. MASSY (Plankinton Packing Co.] : Mr. Sweet, are the limit switches used on the hopper covers of your grinders pro tected in any way? MR. SWEET: No, we make no attempt to hide our limit switch. f. Cue packing machine (4$ cans dog MR. MASSY: In order to protect our food). limit switches from water we put the switch 13. 16 Round TabU Discussion of Tanning and Leather Industries Softly on the ceiling uni connect it to the hopper by cable. MR. R. A. HARSCHNEK (Swift i Co.]: It is also possible to use ratcroswiteh to prevent worker contacting worm that ts coasting. MR. MAHAN: We lull a man injure his head in a stomach washer on which the limit switch was damaged by water. Now, we use waterproof limit switches. They prove effective. MR. TEFFT: Mr. Hovind, in cue of power failure are your freezers plunged into darkness? MR. HOVIND: No, in case of power failure our pilot light system would still be in operation. Pilot lights in freezers and coolers are located alongside the regular light switches. MR. V. YEHLIXG (Swift & Co.J: Mas any one developed a satisfactory guard for die Townshard Skinning Machine? MR. GAVEYt The operating pedal on the Townshcnd should be as low as possible so that the operator docs not have to raise his foot too high. Many accidents occur because operators become overbalanced and fall against machines. MR. CERNET1SCH: In order to prevent injuries to heels of employees, aused by contact with the standards on 2-nfied buggy trucks, why cant the manufacturers move the standards farther apart? MR. GAVEY: From experience we know that increasing the distance between stand, ards does not eliminate heel accidents. (There followed a short discussion of guarding head splitters and the eonsensut of opinion was that a satisfactory guard for this machine slid must be developed.) Round Table Discussion of Tanning and Leather Industries Safety (A Summary of Remarks) Presiding; Fans Otting. Superintendent, Western Leather Co, Milwaukee, Wis.` Off the Job Safety Mills* Hustex, Safety Director. General Shoe Corporation, Nashville, Term. (Pre sented General Shoe's approach by pro moting the community safety rally. This really dynamic program costs practically nothing. This program could be used by a lot of tanners as it is ideally suited to die smaller community and is excellent for industrial and public relations.) H. W. Haus, Safety Engineer. Newberry Plant, Armour Leather Company, Wil liamsport, Pa. (Presented material on (1) safety air cylinder control on whole hide unhairing machine, (2) bleach wringer motor control, and (3) lime bums.) Good Housekeeping C. R. Biouax, Personnel Director, Ottawa Leather Company. Grand Haven; Mich, (Presented the program of good house keeping as applied at the Ottawa Leather Company plant.) . Posters and Visual Aids joint N. Russo, Safety Director, Allied Kid Company, Wilmington, Del. MR. RUSSO: A few week* ago Presi dent Truman called a National Conference on Industrial Safety. The Conference** overall goal: to find a way to eliminate the waste in dotlars and hwnan suffering caused by work injuries. The scope of the project outlined by this conference is suggested by die names of the seven committees that have been put to work: 1. Programs and Service* 2. Research 3. Analysis and Use of Accident Record* 4. Engineering 5. Laws and Regulations 6. Labor-Management Cooperation 7. Education for Safety, Certainly if the people who nn our country are concerned about eliminating the waste and human suffering, then wc who are responsible for running, directly or in* Meat Packing, Tanning and Leather Products Section 17 directly, our tanneries sliould also be con cerned How should wc, as individuals, be con cerned? When I accepted a nomination on the Poster Committee of the Meat Packers and Tamers' Section of the National Safety Council, 1 stated that it was a great dis appointment to me that the tanning industry was running way behind in frequency and teverity record as compared to other indus tries such as chemical, automotive, rubber, petroleum, to name only a few. Our records teen to get steadily worse by comparison. We are an old industry by birth and opera tion'. We shoud pride ourselves in our importance and contribution to our way of life. I believe in most cases a successful safety program is the yardstick of a successful business. It is a well-known fact that in surance underwriters wl' carry workmen's compensation in some tanneries can't even gel their foot tn the front door to make recommendations as to what might be done to improve the safety program within the plant. The following constitutes a well rounded safety program. installing guards prior to their getting to mtr tanneries. Pesters--In the field of posters and visual aids the amount of work that has been done and the research that might be done has untold possibilities. For instance, more humorous posters should be developed. The subject sliould not be made to appear ridiculous. Everybody reads comics and not all comics are meant to be comical. Many are instructive and educational. Our tan ning posters could be presented in such a way as to make our people want to read them? How can this be accomplished? We can study the control records which we keep to determine where the greatest con centrations should be made. After an analysis is made pictures might be taken of specific operations, for example: you might be having several "thumb pinches" from the glazing machine. A picture of this particular operation could be taken and forwarded to Bill Davis our staff repre sentative at the National Safety Council and in turn these could be turned over to the staff artists who would then get some idea of what a staking, toggling, or em bossing machine looks like. I. Accident analysis an3 investigation (a) We must know what accidents hap pen and why. Z Establishing objectives (a) Our main objective is to reduce the number of accidents new occuring. J, Preventive measures of known causes (a) Guarding machinery (b) Providing proper equipment and specie) type of work clothe* (c) Eliminating poor housekeeping (d) Foremen should have brief safety meetings once a month with his em ployees. 4, Hazard elimination 5, Accident publicizing 6, Safety meetings. Some progress has been made in the safeguarding of buffing machines and shav ing machines. Many other types of machines go unprotected or else the guards are of no value at alL We should work more closely with the mot who make these glazing, stak ing. buffing. shaving machines and presses and tell them before the machines leave the makers the importance of designing and ('true/ .didr--In this field of our educa tional program as far as I know there is absolutely nothing available* There are sev- era! films that might be used in safety in tanning. But when an individual has to wonder how a picture could be applied to his particular job, then the picture, to my way of thinking, has no value. We should begin thinking of making a safety film on a series of slides which could be accom panied by a recorded narration. The same as has been done "In the other industries. 1 have shown almost every general type of film that could be gotten to our people and none of them show you what the inside of a tannery looks tike. For several years 1 have suggested to our underwriters that they make a safety film on tanning only to have my ideas fall on deaf ears. ^ Our com pany has a complete motion picture ma chine and projector for training films of this sort. However, for those companies who are not sold on such an investment-- the local safety council offices are more than willing to furnish films, machine, pro jector and operator only for the asking. This is what wc did before we Invested any money in education for safety. Officers of the Meat Packing, Tanning & Leather Products Section NATIONAL SAFETY COUNCIL 1948-49 GmrW Chairmen--MARTIN CERNETISCH. Safety Director. John Morrell k Com pany, Ottumwa, Iowa. VUe-Chairman (Meat Packers)--R. A. HARSCHNEK, Safety Director, Swift k Com pany, U. S. Yard*. Chicago, 2U. Vue-Ckmrmam (Turners)--G* R. BROMAN, Personnel Director, Eagl*'Ottawa Leather Company, Grand Haven, Mich. i'iee-Ckmrmm (Leather Products}--H. X- CLOVER, Safety Engineer, IntemaUooal Shoe Company, St Louis, Mo. Secretary -ARTHUR SCHMUHL, Safety Director, Wilson & Company, Chicago, 111. Setee Letter EMter--MILLER Y. HUNTER, Safety Director, General Shoe Corporation, Mulirih, Ton, Setts Letter Ce-EJiter--JOSEPH POCHOP, Safety Director, John Morrell & Company, Skxsx Falls, S. D. Membership Ctutinnm--C. F. TURNER, Titan Safety Shoe Company, Boston, Mass. Engineering Cemmiltee (Meat Packing)--J. KEHOE, Safety Director, The Rath Packing Company, Waterloo, Iowa. Engineering Committee (Tanners)--FREDERICK P, OTTING, Vice-President, Racine Glove Company. Inc, Rim IVii. Engineering Committee (Leather Products)--CARL MOLTER, SR, Safety Director, Eodicott Johnson Corporation, Endicott. N. Y. Paster Committee (Meat Pacldog)---LOUIS F. SWEET, Director of Safety ami Train ing, Jobs Morrell !e Company, Topela, Kans. Pester Committee (Tanners)--JOHN N. RUSSQ, Safety Director, Allied. Kid Company, Wilmington, DL Pester Committee (Leather Products)--W. H- LOVELL, Personae! Director Leather Drvisioo, Chicago Rawhide Manufacturing Company, Chicago, IB. Heeilh Direeter--J. A. HUBATA, M.D.. Medical Director, Armour St Co, Chicago, 111. Program and stdaiseey Cetnmittee~-HENRY TEFfT, Director, Packinghouse Practice k Research Dcpertma*, American Meat Institute, Chicago, UL; F. L. LUMPP, In surance Manager, Armour leather Company, Chicago, I1L Step Representative--WM. N. DAVIS, Seuor Engioeer, National Safety CoundV Chicago, in. 19 OTHER VOLUMES in this Series Many users of this volume will also find much value in it* companion voliane*. Here is the list; Current Safety Topics in the TITLE VOLUME No. Annual Meeting. Banquet. Women'* Activities, Index to all Votume* and Exhibitor*.... i American Society* of Safety* Engineers and Subject Sessions.......................... . 2 Aircraft Manufacturing Section.................. ............................................................................. 3 Air Transport Section................................ 4 Automotive and Machine Shop Section. Cement and Quarry Section......................................... .................................. 6 Chemical Section............... Oral Mining Section....................3 Commercial Vehicle Section..................................................'......... 9 Construction Section ........... Id Electrical Equipment Section. Food Section ............................................................................................................ . 12 GU and Ceramics Section........................................ . 13 Industrial Xursing Section........,.........,......*.....,,....,..................... 14 Marine Section ..................................................................................................................... .. 1$ Meat-Packing, Tanning and Leather Industries Section................................ 16 Metals Section .................................... .....................................................17 Mining Section........................................................... It Petroleum Section...................... It Power Press Section.......... ............................................................................... 20 Printing and Publishing Section,,..,................................... 21 Public Employees Safety Committee................................. .............................. 22 Public Utilities Section............................................................. 23 Pulp and Paper Section................................................................................................................. 24 Railroad Section Rubber Section .. Textile Section ............................................................................................................... . 27 Tramc Section ................. 13 Transit Section............................................................................ 29 Wood Product* Section....................................................................... ......................... 30 Farm Safety .......... ............................................................... 31 H'xnc Safety......... 32 School and College Scum......... . 33 Tlie Human Side of Safety (Early Morning Sections).........,.......... . 34 PRICES OP EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMIEBS VOLUME SIZE J ft 9 copies Each I.ej* titan 24 pages---- $Q2j 24 to 48 pages-- * .30 49 to 06 pages-- .40 Over 96 page*-- .60 10 It 99 cofrits Etch $0.20 25 25 43 100 t999cfries Etch $0.15 20 JO JO 1000 or more Etch $0.15 20 20 JO METALS INDUSTRY As presented ! the Mate!* SmiIhi f He IMS NitlHat Safety C*Hrtt Presentation of Award*....................................... S Safety--A Dead End Strect7................................................... 5 "Safety Rnt" Design In Power Trucks end Tractors.............. 10 Safe Practices in Handling Materials in a Steel Fabricating Plant-............................................................ 14 Handling Material With Wire Rope..................................... - IS Manual Handling of Material in a Foundry From a Safety Standpoint...................................................................... 20 Overhead Crane Hock Failures--limit Switches and HoTit Cables.............................................................. Volume 17 Transactions 1948 Notional Safety' Congress 24 Complete fet of Transactions (34 volumes) -- $6-00 NOX'MEMRKK prices are double member prices, except volumes 28, 31, 32 and 33. NATIONAL SAFCTT COUNCIL 2$ H. WACKIK 0XIYC * CHICAGO 4. ILL 20 loss--2*#--1m 17. 1% ?Z/.; `W6afo'7teML-" In safety, as in all other human activities, the question is repeatedly asked, "What's new?" Many answers to that question are given every year by those who participate in the various mtiocs of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presetted at a Congress session. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a valuable tool in their accident prevention programs. Publication of the Transactions in small vofuroe*-~oce for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man agement and supervisory personnel at snail cost The 34 volumes of the IMS Congress Transactions are listed on the last pace. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program. In preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available ia National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participant*, and not necessarily those of the National Safety Council. TIE-METALS SECTION TUs voksae is a record of the sessions held at the 1948 National Safety Congress by the Metals Section, The conduct of these Con gress- sessions each year is only one of the many cooperative activities which the Metals Section carries on in behalf of its members, and for the benefit of accident prevention work uz the metals industry gaacrsBy. The Section gives guidance in the preparation of a great variety of technical and educational material useful la the day-to-day safety programs of metals plants. The activities of the Section are ends? the direction of its Executive Committee, the members of wfekh arc listed on pages 30 and 31 of this volume. Afctels Section S Presentation of Awards {A ituuBur of remarks) By W. H. CAMERON Hoeorary Member, National Safety Council Mr. Cameron reminded the members and years, Mr. Cameron quoted the following guests of the section that their officers and paragraphs - from his 700 page reports: c&fwnittccs had assumed two responsibilities "Human carefulness probably cannot be in conducting this public ceremony. Tb* speedily perfected, but physical conditions first one was to emphasize that they had very possibly can be perfected to a point come together to publicly pay tribute, and making serious accidents a very rare oc offer just praise, to all of the contestants, currence." Another paragraph: Mlt is quite and particularly to those winners m the sev practicable to make Industry so safe that eral classifications. fatal accidents and other serious accidents Praise is a necessity to all human beings. No sort of human society has ever been found in which there were no honors and ranks. Furthermore, one of the twelve principles of efficiency, as promulgated by Harrington Emerson, was "rewards.** We have teamed dial men work for money, but for praise they die. The winners in this contest have the right to praise; and to be publicly reminded that their victories are an asset to the metals industry, and they are also deserving of the congratulations of the National Safety Council's membership, and. in fact of every citizen of our country. will be of exceptional occurrence" It may be said that if personal carelessness could be entirely eliminated the effect upon the num ber of fatal and serious accidents would not be great so long as the engineering defects are left unchanged. Dr. Chaney's outstand ing discovery was "That engineering re vision Is intended to suggest the widest application of engineering skill to industrial plants." Mr. Cameron also noted that last year the best safety record of the steel iiWuitry was made. This, too, was the steel industry's greatest peacetime production year. The frequency rate was held to a lower rate The, winners were also reminded of the than in any previous year with reference assertions made at a similar ceremonial to hours of work. The Industry" was the at the IW7 Congress: namely, that the third lowest in accident frequency among greatest contribution any employer can make 40 major industries. Its record was 50 per to the .national safety movement is to prove cent better than the average of all industries to everybody that accidents can be prac combined. Only the communications and tically stopped and this record maintained clectriral equipment industries had lower year after year. Contexts of this character frequency rates. Six hundred and fifty-six arc believed to. be the outstanding accom companies completed the contest. Forty- plishment in the effort to reduce to a three companies completed the year without minimum the number of accidents in any having a reportable injury. One hundred one company's operations. and seventy-four companies are winners of As a reminder of discoveries made "reduction award certificates." There was a iwenly-five years ago *by Dr. Lucian W. 14 per cent reduction in frequency rates in Chancy, who studied the accident experience the contest year between July 1st, 1947, and of the steel industry over a period of ten. June 30, 194*. Safety--A Dead End Street? Bjr V. H. LAWRENCE Vice Fnrtknt, Jont ft Lu,hlin Std Cp, Pltubarzh. P- What could I say to you about your pro- Cession ? I, a man whose basic training qualifies him with almost complete tgnoranee of the details of your technical pro(cilice? In worrying about a subject I went back to an old attack--when your ingenuity fails you can go back on past experience in sunilar situations and perhaps find an answer,, and this I did. (3. i 6 Safety--A Dead End street? Sick 15 or 18 year* ago I remember at to beat and the Same we are trying to beat tending an Open Hearth Conference of the it with. AIME. We steel men were addressed by a Remembering all of this, this method of man probably as ignorant of our profession attack appealed to me and I decided to fol as I am of yours. He was, as t remember, low the same technique, a good safe one a chemist from the oil industry. He made a talk that I still remember 15 or 18 years later. He made this impression oo me by throwing stones at oar profession, and same of those stones were sharp enough to hurt I He criticized, as 1 remember it, our chemi cal procedure. for aa outsider to employ. I would Jot down and arrange is logical order all the things I saw wrong with the safety pro fession. This was an easy sdutio*=-tintiJ I started to do it. When I was operating. 1 had plenty of minor gripes with the safety mat, but ba He said of our chemistry, and you steel I started to write them down, too many of workers will enjoy this, that it probably them exploded in my face. approached rock bottom in being inane. Enthusiasm? In a profession like the He painted out that we take iron ore (an oxide of iron) into our plants with the intention of making steel out of it. We charge this iron ore into our blast furnaces to eliminate the contaminating oxygen by "redudng** it with carbon. When we finish this operation we have eliminated the oxy gen. but we have an excess of somewhere steel industry, where four steel workers can't get together to play bridge without spending most of the evening talking about their work, is the safety min sqtally en thusiastic? Yes, ! would say the safety men are outstanding in their almost re ligious' fervor for their profession aad their practice*. over lour per cent carbon that we do not Do they take the easy road through aaest want. So .we then transfer this contam of their problems? t can answer that. It inated steel to our open hearth and elim might be an interesting challenge to some inate the excess carbon with more iron of the operators to suggest that they take oxide. S'ine or ten hours after we started the unpleasant job of notifying a family in we have a molten bath, now free of this the middle of the night that thdr husband excess carbon but again containing an ex and father had been lolled or severely In cess of oxygen, not quite so high--.07 to jured at the plant and see if they "pull .15 per cent. We then eliminate this excess their rank" to avoid as uspkanet assign oxygen by rebelling our heat with pig iron ment. But the safety mas does h. or silica pig. Even then we're not able to accomplish our objective. We have to go outside our own industry and use notch bar aluminum to finally eliminate the im purities by creating objectionable entrapped Is it a fact that the safety men do not know their business well enough? fa die few years that safety has bees a separate function of industry, you have built almost a science out of a profession ta which you "dirt" in the form of alumina. had no historic background. I think we can In other words, we have swung (ike a credit you with both creating and knowing pendutum from an excess of oxygen to an your profession. excess of carbon to an excess of oxygen; Is it because you have been poor organ to undestred carbon; and to alumina con izers? I know of so group that has set up tamination. before attaining our objective. cither an internal or an external organic*- If our application of chemical smelled bad, that part of the principles operation * lion for passing oo Information as well as you safety men. which we are supposed to know best (the In your fervor for your own profession, melting of steel), "stunk." He compared our haven't you lost sight of the fact that there npen hearth melting m thermal efficiency are other objective! besides the end imme with trying to boil a saucer of water by diately sought? If all the good qualities holding a lighted candle over the top. He I have mentioned are valid, why haven't pointed <>ut tint, ridiculous as tilts' is, we they been recognised? Why haven't safety further complicate it by Introducing six or mat been transferred to broader adminis seven inches of a good insulator (in our trative duties? case; slag) between the liquid we are trying There emerges the weak point of your Metals Section 7 profession. You know and love your job too well to make a deliberate effort to leave h for higher ranking administrative posi tions, You have let the urge to attain the tsuiicdiale ambitions of your profession blind you and your ranking officers to the fact that the attributes which have made you outstanding u* safety work are the very qualities they want and need in the executive BUtagcmsst of their businesses. My experience has been that the policy making executives (chairman of the board, president, vice presklmt members of the beard, plant managers) of most manufaetflriog corporation* are draws from men whose basic training has been in operations, is sales. In accounting, in metallurgy, in inthim ring in law, in finance; but that whose primary background has beet safety are noticeably absent from those noln Yet your profession is old enough Indus trially, compared with ferrous metallurgy w industrial engineering, to have provided a respectable share of this "top brass." This casts a serious reflection on you as iodhrldoaU and on your profession. You should be up there dictating and guiding policy, not administering policy set by in dividuals who arc less capable than you to view brood humanitarian principles. I don't mean that these policy-making executive* arc all anti-soda! or antagonistic to what yoa are doing, tfaoy of them are jast as fervently anxious to guide their company to a good safety record as you are. A few of them, like Admiral Moreell at our shop, are personally Just as zealous and just as aggressively humanitarian as any of you. All of them, I think, believe in safety--just aa they are la favor of mother love and against the man-eating shark. But they aren't technically skilled except by beamy in the background, the machinery, and the past practices of your profession.' And you and your predecessors are not in that group. You should be. Why aren't jou? First of all, U this due to the fact that there are eo openings coming up? Defi nitely not Whoa t went to work at Alaa Wood ia 1926 I was the cub department head--both ta age and seniority. I was shocked to find when I left in 1941 to go to the Otis Steel Company, that l was the "old man" of the crowd, fn IS years I had' outlasted five presidents, three operating vice presidents, five open hearth superintendents, three blooming mil! superintendents, four blast furnace superintendents, four chief metal lurgists, and two safety directors. In the last week of my tern there I jotted down the turnover in the department heads and found it averaged about one turnover every four years. f have checked that figure again at J&L, and I have fotmd J4L. large enough and typical enough to be fairly representative of the industry. The tenure of office of the operating beads of our plants has been four and one-half years at Pittsburgh, and three years at Altquippa and Otis. Our presidents have averaged just a little over three years m office. I believe these "law of average" figures. In fact, I am so confident of them that when I took over the operation of J&L's Otis Works in June, 1942, I said in my first supervisors' meeting that I would be out of the way in five years and C wanted three successors ready. The boys reminded me of this four years and nine months later when they had a good-by party for me. I aa so confident that the turnover in the upper level jobs averages somewhere dose to every four years, that I would be willing to put that down as an accepted fact. If yua ran subscribe to it, it certainty mans that openings up above are going to be available. If yoa are 45 years old it is probable that the presidency of your company will be vacant four times before you are too old to be considered a candi date. In spite of these vacancies occurring in the jobs I feel yoa should be bolding you are not getting thorn. Why not? Is the competition too tough? Before we talk about the competition, let me rather,ruthlessly wash out a few of you from active competition. If you are over 60 and ranked as a safety director or one of his subordinates; you shouldn't aspire to the presidency. The time is too short and between your age and the age your directors will want for their next president and the choice of command too long for anything but mass catastrophe or a well- located favorite unde to put you m line. S Safety--A Dead Bud Street? Would you youngsters settle for a plant manager's job instead? Now let's talk about the competition for >uu younger men. Russ Greenly has tried to find out Just what manner of men this competition is. Knowing that, gives us a pretty good picture of how tough they* will he to compete with. Kuss has made a survey of some 000 upervisors at JlcL certainly a large enough group to be representative of the odds you face. These 2,000 men are all. presumably, at least open to the idea that they arc eligible for these policy-making jobs l want you to point for. Probably 99 per cent of them feel that they could handle these jobs better than they are now being handled. in our Corporation there are 20 such job*. There i* a president, eight member* of the executive committee, six other directors, and five general superintendents of our five big plants. This group makes policy that I feel you should be helping to make. j&L. maybe somewhat more than most companies, draws these men from it* ranks. Of the nine members of the executive com* mittee, eight of us work here exclusively. Obviously the same is true of our general superintendents and largely true of the rest of our board. With 2.000 men angling for these job*, the odds are almost exactly one in 100 of any one of these boys making it. But wait a minute--let's look at their chances. Fortunately we are a pretty young organisation, but even so 105 of us arc over 60 and probably no longer eligible for these top jobs on that account. The average age of these boys is 45.9, -ay 46. By straight actuarial experience another 115 of them are going to quit, see ing greener pastures somewhere else. Twenty-five are going to drop out through physical disability, and 250 are going to die before they reach 60. The fact that this average supervisor is a little pot-bellied may account for the somewhat low life expectancy. Five hundred of the 2,000 are now auto matically eliminated. With a careful re gard for your physical fitness, and by pay ing attention to the things you teach--like' not stepping in front of speeding automo biles--you should still be here and available. Now look at the remaining active cumpetition of 1.500 mat for these 20 job*. Let's talk a little bit about a ticklish ul*< ject--education. In our company we iWt make a fetish of college education*. Actu ally. of the 20 policy-making htdlviduih, about 60 per cent have college degrees. But they are all high school graduate*. Mom of you boys are too. Of these 1.500 super visors that you arc competing with for top jobs, 41 per cent or 615 qat school before they finished high school. These boys nut be excellent craftsmen and {aspiring front line supervisors, but a* ootsipctition for the top polky-making jobs (and this may saun4 harsh) we can pretty wdl wash them out That leave* StS still is the naming foe 20 jobs: one in 45 Is pretty sure to pn under the wire. One funHer educational factor stands out. which I'm not able to acromM for or willing to guarantee, but which seems startling!} significant. Of these 20 mm in what I call the "top brass" in ear company, alt but one has taken some formal course of stud* since graduation from high school. Some oi there whose forma) education was inter rupted by World War 1 went bade to col lege. either days or nights, to pick up spe cial subjects. Some took correspondence school courses; some availed themselve* of specialised instruction offered in their vicinity--Pcm State Extension for instance It would be hard to say that this further formal study for irlf imprin tmmt was re sponsible for their promotion iota this policy-making group. Walter Dwpka's night school studies in advanced accenting un doubtedly hastened his advancement to vice president and controller. There Js little doubt that BUI Elliott's taking ferrous metallurgy at Case ha* been a practical help in hi* position a* General Superintend ent at Otis. On the other hand. Admiral Moreefl'* work in advanced refafarewd concrete de sign. white hardly a pregequbitc for the presidency of JUL, did lend to his being sent to France to study farther advanced engineering, then to Ins being appointed as (he youngest vice admiral in the .Vavy, and then to the fact that he became the only non-Annapolis man to be a fall admiral, and ultimately to hi* election as president of the Turner Construction Company, from which he came to J&L Metals Section 9 A correspondence course I look from Professor Boyleston of Case in metallog raphy is far removed from my present al ignment in employee and public relations. I would have equal difficulty in seeing here another course I took in nuclear physics at Pcrni State Graduate School con tributed mtxh to my present job. But there is something more than coin cidence in the fact that 19 out of 20 mot bp have made the grade to executive positions at JfcL did something specific about thtir "book-laming" after they left high school. Maybe It is only an indication of an Inquisitive mind, more probably it is the result of an inherent drive to go fur ther. but m any ease, the preponderance of rumples in our company must have some Mgmfieance. Compared to the experience of this "top bra**." however, is the fact that only 14)4 per cent of the supervisors we have sur veyed hare taken night school, extension, I.C.S, Alexander Hamilton, or similar course*. Twenty-two and six-tenth* per cent have lad some college work. I will grant that this is not easy to do after these men are working on the job. They pul in long hours at the mitl, and when they get home their evenings are somewhat cluttered up by their 2.1 children. If we were willing to assume for a long thot that the Study habits of JfltL super visors is typical, and that you have done or are willing to do the same kind of study ing. and that the competition has not. this MS active competitors would drop to just over 300. Now what have I said statistically? 1. That if you are 45 years old and have Mushed high school and work in an organiatlon the size and set-up of jlcL, by the law of averages sixty-five to seventy policy-making jobs (president, vice presi dent, member of the board, or plant man ager) will be vacated before you retire. 2. That if your competition for these vacancies a* they occur is now 2,000 men, and if you set your mind and energies on getting one of these policy making jobs, your really active competition is only 300, or one in four. Now let's see what breaks you may have to narrow these odd* still further: If you are a big man physically it looks like a break in your favor. This policy making group of ours averages just under six feet The average of the 2,000 super visors is just a little over five feet eight inches. Why this should be true; t do not . know, unless yotf have to be a big horse to live long enough to get one of these jobs. If your parents have provided you with the break of better than a high school edu cation the odds are in your favor. While this is not a must, further training defi nitely increases your chances. If you have been or arc willing to broaden your education and mental agility by formal extra curricular study, you have something more than the technical value of that for mal study. If you keep up your contacts and your knowledge of what's going on in the in dustry you have created a background that few of your competitors have. These men liavc been isolated for an average of 12 years by the intricacies of their own jobs. Only 34 per cent of them have worked any where else than the corporation they arc now working for. They have little oppor tunity for visiting other plant* and talking with representatives of other organisations. You have that opportunity. Finally, if you actively aim for one of these executive spots you are a lot closer to it than the men who confine their en thusiasm to occasional wishful thinking. This last point may shock you. For some reason, openly and avowedly pointing for an executive job five or six steps up the occu pational ladder from where you are now ha* in the post beea-hushed up like B.O. or smelly feet. There Ss nothing selfish now in aiming for a top job. I feel you can definitely point for it--for one purpose and one pur pose only. You owe it to your profession. Safety policies, safety organizations, ex penditures for safety, hearty cooperation in safety drives--all will gain momentum if they originate and arc pushed from this top group. You are engaged In a crusade, a crusade to keep those men and families dependent upoo you. whole and healthy and alive. You have achieved marvels m the work you lave done. You have reached a point where continued improvement at the same rate is 10 "Safety First" Design m Fewer Trucks and Traders going to be much harder. It is going to be much toucher to cut your severity from two to one than it m years ago to cut it from ten to four. You can't do it alone. You will have difficulty doing it with De trained and intermitted support from above. You can't do it if you are hampered by purse-string controls from above. Only when enough of you men t ia yottr com panies* councils of policy to Insist that your viewpoint color every derision, can your crusade become not a spearhead drive toward a short-time goal, bat the finds- mental business ethics of year company and your industry. You. and you tersely, have got to sft a* one of the executive group of your company if you're going to sell and resell what Admiral tforeetl salts at j&L: "If we can1! afford safety, we can't afford to be in buslnes,** "Safety First" Design in Power Trucks and Tractors By THOICAS H. PARX.ON Associate Director of Field Activities, The Yale ft Towns Ifaaufnetariog Col, Philadelphia. Fa. According to the National Safety Council, 2$ per cent of compensable industrial sectdents result frees handling materials. This percentage is higher thaa that caused by any other acridsit source. But the figure isn't at all surprising because a targe part of all industrial operations consists of han dling materials. I read just recently that 25 per cot of all productive labor is en gaged la handling materials. And speaking of industry ia gsicrsl, it is said that of all the material raider roof undergoing produc tion operations, 80 per cent is either In tran sit or in storage at ooe time. Only 20 per cent is in the actual process of manufacture. The danger to mca tad materials u indus try is very real wherever handling has to be done, whether manually or by machine. In too many cases, the need for safety is recog nized after the damage is done. The impor tant thing is to have the vision to take pre ventive measures before the accident occurs. Safety has many sides to it insofar as material handling machines and thetr uu arc concerned. First, from the standpoint of the safety that is engineered Into this type of equipment by the manufacturer. Second, the kind of educational job dooe when men are first trained to operate the machines--" and from then on. Third, the safeguards provided by the company in the plant itself along the routes of bird 1 am going to confine my remarks largely to the safeguards Yale builds into its equip ment. But regardless of present or future improvements m truck design and manu facture, no truck can ever be safer thaa the man who operates it Operators should be carefully selected and thoroogfcfy braised be fore they are permitted to m powu trucks. Statistics released by seme menses make It appear at first glance that trucks are not as safi now as formerly. As a matter el fact, no forward-looking company would be satisfied with a product today that wasn't better and safer thaa the ooe it made yean ago. You aren't; sod I know that Yak work* with customers and with associations In the material hawdflng machinery Indus try on problem* involving safe construction of trucks and tractor*. It's a uevcr-eadlng job, and we are eoodoaally striving to find practical ways to create new safety derices and features. According to the National Safety Council* during the past 17 years the frequency and severity of accidents has declined. Is 1944 the frequency and severity rates were 53 per cent and 46 per cent lower, respectively, than in 1930. I feel confident that the in creased use of material banding marhlnn j over that period had a lot to do with catting the occupational injury rate. Ia ell aadiufry only 6 par ecat of all fatal and permanent total diribiHtitS are caused when handling objects. Permanent disabili ties jtxnp to 21 per cent and teapot ary total disabilities step up to 25 per cent But It is significant that the National Safety Council points out that SamJEriraf help ami failure Metals Section 11 ta use mechanical equipment when needed place and proportion to insure safe truck causes 11-5 per cent of the accidents. Here operation. Each trade is designed for its indeed U a factor la favor of mechanization "inch capacity load" with an extra factor of handling. of safety built into every part that will be The increased use of power tracks and tractors has reduced the amowt of mate* rial handled manually by a great percentage. Asd Is deleg this, it has wiped out a lot of the hazard* that go along with piect-by-ptec* "raojcl* moving." At the same time the ap subjected to stresses and strains in actual everyday service. When it come* to crane trucks, we figure their rated capacity should not exceed 80 per eat of the wgroest required to over turn the crane. plication of power trades asd tractors con Power track control equipment, motors, tributed to reduced insurance rate*. wiring and resistors arc enclosed or guarded It is to the credit of the producers of material handling machinery that they ''de sign for safety" even it it means sacrificing a sales feature. They know only too weff that while a special feature may make a sale easier, if the truck im't safe to operate, there's trouble ahead -and so one benefits. As you cat well imagine, the stability factor for high lift trucks is more impor tant than anything rise when thinking of load safety as wcQ a* operator safety. We build a stability ratio of sorts to owe Into suds tracks. This means that the combined center of gravity of the load phis the trade is a distance frees the floor sot greater than seven times a base formed by one-half the mean wheel tread. Wide spaced wheels make for maximum stability. Let's take the stability factor of the fork truck as an example. In designing tills type of trade, the placemen of the wheels in re lation to the overhanging load is highly significant particularly when you must al low for overloading and piddug up the load off ocular by a careless operator. If the cerobcacd toiler of gravity of the truck sad tbe loud were improperly located, merely applying the brake could overturn the track. The nearer the center of gravity approaches the center of the wheel base, so that sparks or bot metal resulting from overloads or other abase will not drop on tbe floor and thus create a hazard. In this connection, when we know a truck is to operate ia a hazardous location where vapors, gases, organic dusts, etc, are present, we treat it as a specialized application and meet the specific requirements for the class of hazard involved. Aside from stability, the most important safety feature of Yale power trades and tractors la the interlocking eoofrol equip ment If for any reason the truck operator should jump or fall, the foot pedals disen gage; the trade brakes go on, and the current is automatically cut off. The truck cannot move when the pedals are up--which means when the operator is not standing ccj them. In addition, when the driving brake is ap plied by the operator, under normal operat ing condition*, the electrical circuit is broken instantly. The Yale Cam-o-tactor control, with life time magnetic threwout on all travel speeds. Is designed so that the contacts cannot stick and cause the truck to get oat of control. Incidentally, right bow in our general safety program, consideration is being given to a safety ignition lock, key operated, to prevent unauthorized use of tsbeka. So you can see that this interlocking of controls makes the the more stable the trade will be fort and operation of tbe trucks and tractors as safe aft. as engineering ingenuity knows bow. Also, by keeping tbe center of gravity of Wherever the operation of a fork track the trade as kiir as possible, higher lifts of exposes the operator to danger from falling loads are practical without having the com- objects, tbe track can be equipped with a bland ceatcr of gravity of tbe tnxk and the strong canopy guard with openings no larger toad exceed the seven to ooe ratio. The thaa tbe smallest pored carried, ta most wheel base Is dsfgncd with more thaa ample application this addition is not necessary, safety factor ta take care of plenty of over but wc have rastalkd it where conditions load and high staeJdog. indicated tbe need for tills extra safety Thu*, la tills type of power track, dead feature. weight, wheel base; stability, tnctica and Fork tracks are sometimes required to many other factors must be In the correct handle nW objects or unstable loads on 12 'Safety First" Design in Power Trucks tmd Tractors lallcts. To prevent my part of the load from failing toM-ard the truck when the mast . lilted hack as far as it will go, % backrest or backguard is available. The same at tention is paid to the size of the openings oi the backrest as in the case of the canopy guard. When it comes to attaching the forks to the carriage, we provide a locking arrange ment so that the toe cannot be lifted unin tentionally where such lifting may create a hazard. Based on the elastic limit of the material, we provide a fork safety factor of at least J to 1 as protection against overloading. In addition, the forks are ad justable sideways to fit the physical char acteristics of the load and to provide the greatest possible stability in lift and travel. White it may not seem very important to the layman that special attention is paid to the forks, such attention proves its value in -afee operation. For example, because the forks are set at just the right tilt, toad* ar# carried safely when the truck travels over rough floors and roads or on steep ramps. As an extra precaution, a tilt controller with automatic throw* out oper ates when maximum tilt is readied in cither direction. The forks are heat-treated forged steel and maximum use of heavy, alloy sleds is made throughout in truck construction. The forks are heat-treated forged sled and maximum use of heavy, alloy steels is made throughout in truck construction. To prevent the load from being raised too high and tipping over, or lowered too low, another mechanical throw-out is pro vided. This safety limit stop can be pre set so that the load will be lifted or low ered to the desired ' height without danger of spilling loads or crashing into plant fix tures. This feature is especially important where ceilings are low, or where obstruc tions are on the floor. Wherever possible and practical, moving parts such as hoist chains, cables, etc, lo cated within the reach of the trade driver are shielded with suitable guards. Two toller chains are provided, one on either side of the uprights or mast. If one of these chains should break, the other is strong enough to carry the full weight of the load. If some obstacle hinders the downward movement of the carriage, a free-wheeling device or over-riding clutch in the final drive gear protects the entire mechanism against damage. We put a horn on every power trade and tractor except those guided by a walking operator. But whether it's a bora, a whistle or a gong, the main thing safety-wise is that the device must be heard dearly above the normal industrial noises in the plant or wherever the truck is operated. Some industrial power tracks are op erated from an end platform. The pedal position is equipped with a heavy steel bumper guard of proper height not only to protect the operator m case of collision but to permit him to step off the trade in a hurry in case of upset or other situation. Fork and rare tracks these days arc de signed with center control to give Maxi mum truck stability and a dear view and better protection for the operator. As you know, if rood shock is transmitted to the steering medmrana to any great extent, there is danger of she operator losing control of the trade A good, every day example of this U'the shock transmitted to the steering wheel of sn automobile when a bump tn the rood u hit. In design ing the steering mechanism of a power trade, we take advantage of every practical means to minimise sock shock. In addition, when a knob is put on a trade steering wheel, we use the --shipper type be cause this shape fits the pnhn Of the op erator's hand better and helps to give him belter steering control. Trades operated from an end platform usually have a steering handle instead of a wheel. To protect the operator's hands against injury from walls, cohwnns, swing ing doors mid so on, we put a gmrd on the handle. Much thought has bees and U stilt being given to safe operating speeds for power trucks. At present tiny are designed to travel at five to six miles per hour without a toad and at four to five miles per hour with a load. This is faster thaa normal walking speed, yet it is slow enough to provide maximum, control of the trade and protection for the load and the operator. While improper or neglect of lubrication may not seem important from the stand point of safety, just remember that an ua- Metals Section 13 bferiafted or insufficiently lubricated part 14. Turn corners at slow speeds. qeickly wars, becomes brittle and gives up 15. Transport and stack only safe loads. the ghost, leaving only trouble, delays' and Make sure of their stability. expense. Our tracks are equipped with 16. Keep the load size or bulk down to automotive-type high-pressure lubrication permit full visibility, fittings so that all working parts can be 17. Use only skid bins, skids and pallets fcrpt operating smoothly at all times. tiiat are m good repair. You've sees and heard a lot about color IS. Report any equipment defect, aerident ifhcmcs for plants as an aid to safety and greater efficiency. Yale put a lot of time and effort' into color research. Some oorapaes don't like to have their trades painted orange. They repaint after wa deliver. But they always come back to orange after a ahile Do yon Umovr why? The answer Is high visibility. Orange Is a caution color K>j high risibility mans greater safety. or spilled loads to the supervisor im mediately. 19. When traveling, elevate the toad or forks only enough to dear the floor and Inclines enroote. 20. Always get off the track to open man ually operated doors and gates. 21. Keep hands, shoe* and trades dean- Even the wheels are of safe, solid rub; ber-bred construction with extra-wide trod and axe so placed as tn insure sufficient rend friction for safe steering. Truck tires free of oil and grease. 22. Confine all track lubrication, battery charging and repair work to truck maintenance men. i the sen-skid type can be provided where 23. Keep aisles to fire fighting equipment plant operating conditions and type of road dear at all times. -ixiacc indkatc the need for them. Incidentally, in connection with mechani It goes without saying that the same cal handling equipment, the Handbook of effort, system and machines that make the Fire Protection, Issued by the National Fire handling of goods more economical also Protection Association, has this to say: make it safer. For, In handling, as tn other MA1! mechanical handling equipment, such work, the right way is the safe way. As examples of safe power trade operation, : kt me give yon a brief list of some of the ; things we point out in our general rules: as fork or lift trucks, piling and stacking machines, should be of approved type op erated by trained personnel and maintained in a safe manner. Gasoline-powered equip I I. Permit only authorised drivers on ment should be refueled outside of storage trades. 2, Never permit any riders on trades, tractors or traDerx. S.Check the operation of the trade before going on duty. 4Use the right trade for the job. buildings and should be stored and serviced in separate fire areas. Electric-powered equipment should be disconnected when not in use. No mechanical handling equipment of a type which may produce flame or sparks should be used in any location where extra-hazardous materials arc stored. Where 3. Never overload the equipment. mechanical handling equipment is used, nec k Use the horn judiciously. 7. Keep to the right whenever possible. 8. Obey alt traffic signs--slop at all main , aisles, doorways, elevators. 9. Observe the rights of pedestrians. essary guards should be provided to pre vent accidental damage to fire doors, sprin kler piping, or other fire protection equip ment." Charging batteries Is another subject that enters into safe truck operation and main 10. Face in the direction of travel. tenance. It's just common sense to wear 11. Avoid sodden stops. 12. Stop the track before reversing the control levers. Make sure of a dear runway. 13. Drive slowly; over ramps, railroad tracks, bridge*, rough pavement and in tuanelv rubber glove* and goggles when handling electrolyte solutions. A rubber apron,isn't a bad idea,' either. And if solution is spilled or splashed on the sldn or clothing have plenty of water to wash it off thoroughly. It's sever good practice to lay a tool or a piece of metal on battery. Keep over- 14 Safa Practices in Bandlmg Materials in a Steel Fabricating Pimti bead chains, cables and rods away frost it, too. And use brushes with wood or other insulated handles. Sparks and shocks can be dangerous. Don't allow foreign substances to fall into filler openings and keep fights, fires and cigarettes away from them. Sulfuric acid is powerful stuff! so don't let it ran onto ordinary east iron, lead, steel or brass drainage. It's always safest to keep the cell tarn* perature below 110 decrees Fahrenheit when charging. And ail authorities """ that electric track users know the importance of having the battery maintenance location in a dean, cool, well ventilated spot with plenty of working space. When it comes to gasoline powered trucks, the usual precautions followed with motor vehicles apply. Became of the fir* and carbon monoxide btntd, special at- ten(iota should ha paid to ventilation wfa sack trucks are used indoors. Mmufartig. era of such tracks keep the low-type banJt pipes at least 2D inches above the floor and the vertical-type at lost 72 techa above the floor to gzv* merimaa* practical protect!on against the spark and fane j hazard. i You now have some idea of the safety factors we build into oar etectilc trade and, what we think is a fairly good fist ei safe rule*. By having a good system of I plant lighting, warning signs, route sadc< mg, traffic regulations, good howstlcrepiag aad carrying on safe loading, wrioadag I aad stacking practices, you will have foot1 a long way ha cutting down saktou antj the costs that go along with thee. Safe Practices in Handling Materials in a Steal Fabricating Plant By A. T. METCAI.F Supervisor of Safety, Bethlehem Steel Co, Pottatown, Fa. Oac defiuitioa of the word "fabricate'' is to put certain pieces together for the com pletion of a required object or milt. When we were children we would "fabricate" many dungs with building blocks, etc. Now as adults those of us in the steel fahrieating industry have laid aside our Mocks aad are now putting certain pieces of steel together toward the completion of units which go to sake 19 the giant structure* of the world. Whether it be toy Modes or steel, in patting pieces together they must be hssdled either nrmurally or by use of lucrhm ical tqdfaat Therefore is oar Industry the handling of materials is a continuous process, beginning with the receipt of the material* from the mills aad continuing until tbe finished product is louded for shipment. This constant handling consti tutes a heard which wiU stand, high on the fist of ceases of accidental injury if we arc not alert and have a definite pro gram for the control of tbia type of injury, -Cranes and hoists arc usually installed wfam the shop bondings aru built and should be of proper design and six for the work for which the plant is feefll. However, we auU have slings, hocks, dogs, clamps, etc. If we are oouridcring a rnmil shop when It is not practical to manufacture tbe equip ment acoded, k Is vmy inipncfinf that the person who does the buying deals with a supplier who baa fQ knowledge of the requirements and will do an honest job by furnishing adequate and safe equipment. On the other hand, if tbe phot is a huge one with proper facilities and personnel te fTrtnrtfixtnre its on Finntfffry equipment, we meet be careful and see that the job is kept oedcr control. We dare not permit every Tom, Dtefc or Harry to make any piece of equipment be may take a notion t turn out. Proper knowledge of strength of materials is necessary; therefore, the ooo> I trot should be placed in one of the engineer-1 ing deportment* of the works, preferably the Master meebankfr office; la eenjunction I with the safety department '| Metals Section Adequate records should be kept of all assigned and should not be removed from ntdt equipment. Every chats, book dog; that department. *e, is use should be catalogued, and. a card record kept on each item. This record should awgraw when the item was placed hi aervtae and ta which department it was assigned. If repairs are made, it must he aeUd on the card, with date and nature of repair, Tbe date of periodic Inspections lost W noted, alsn eom&tksn at the time Soft PreeHcej--The first rale for safe practice la the plant rests with management in pJgwwwf the work properly. If supervi sion schedule* tbe fabricating of a. ten ton piece In an area where there is only five too lifting capacity, we Joow what the re sults will be. Another portion of manage ment's responsibility is the proper training of of inspection. new employees aad a continuous check on the Tbe department responsible for sunufac- habits of the old ones. tere should keep on file a sketch of each Material owning into the shop from the item an that replacements and duplicates rectiviag yards mast be loaded so tbe lift wiU be of the same sue and quality of ing equipment at the point where it is to be materiel. unloaded will not be overtaxed. la ense of repairs, no piece of lifting equipment should be returned to service mot3 it has tea inspected by n properly asthoriacd person. lx Is of utmost impor tance that repairs are sot tende in the shops by workmen who ose the equipment. Su pervision must see that repair orders are made out aad the repair made only by the Material must always be piled u> a secure maimer aad m a way which wifi permit cafe f when It is to be moved again, Tbe tiers of piles should be separated by wooden blocking. This blocking must be of aufiSrient sue to support the wright and be long enough to nm through the pQe and not be made op of a scries of shorter blocks proper person. F* " *tt from operating supervision for nor i,, J of fifting equipment should be dbcanri by the mechawicil aad safety de partment sad not be granted if in their placed end to ted. We bote newconsidered tt good practice te pic steel against steel, especially in whiter when frost might collect oa the surface aad cense slipping. If narrow gauge trades loaded with ma judgment the item requested will create a hazard. We ltd without n doubt that all the above mmtioned regulations regarding the manu facture of fitting equipment should be ad hered to and that any unauthorized parts such as "S'* books made of wire, rods, etc., that may creep fete as operation, should be destroyed as soon as noticed. Tbe maintenance of the equipment i* as important as its manufacture. Cranes aad heists should be inspected at least twice a year and more often if an murmlljr luge amount of berry work is te be daoe. Card record* of three inspection* tadkate condi tion* as found, also any repairs suggested by tbe fcnpretur. Iron sling chains should be annealed and inspected ones a year if used inside the shop, and those that arc used outride should be Inspected twice a year. Of course, all rquijaucnt should be checked by the gang leaders at the beginning of each shift. Eads chain, hook, dog, etc* should be waited by an itimtifjkig siwW or code signifying an which deportment it has been terial are *o be pushed through the shop by a tractor, a ms must walk ahead of the load te ware woxlonqs of the approaching hazard. Over-loading can be tits cause of wry accidents and must be guarded against reCgteosly, Cranes aad hoists should have tbtir capacity marked distinctly eu them. Hooks mid dogs should aim have their capacity stamped on than. At tbe Pottstcvm Work* we bare coidea of a chew chart, framed and tmder (Uu; placed at many conxpknoos places where woriosre may con sult them to determine the proper sue of chain for the lift to be made. The bills of finished parts mfficste the weight of a unit. Gang leaders aad foremen are familiar with methods for figoring weights of separate pieces. There should be a,giaumum set as to the size of chain per mitted in each deportment. A chain fighter than this mkiotmt most never be permitted In that department. Manual handling of materials should be bdd to a minimum. Hernias are painful and erase tbe lots of considerable time. 16 Handling Materiel With Wirt Ropt Crane operators should be given a physical examination twice a year. If the examina tion discloses any degree of a heart con dition. High blood pressure, eta, the nun should be removed from the crane at once. It is very necessary that crane operation signals from floor or ground to the opera* tor in the crane cab be given correctly. A standard set of signals should be adopted and used throughout the plant Who is go ing- to give the signals is also very impor tant It is well to make the gang leader responsible for the giving of signals and instruct the other members of the gang to get into the dear and refrain from taking any part in the signals. Two or more people giving signals will confuse die operator and anything can happen. Crane operations or dered by a jerk of the head or by word ol mouth are very unsatisfactory and should not be tolerated. At Pottstown proper crane signals are published in a general Safety Code Book, a copy of which is furnished every employee. The carrying of loads over workmen is a very unsafe practice. Crane operators must give ample warning when approadung workmen on the floor. If the man on the floor or ground does not heed the warning the craneman is justified in stopping his crane and waiting. In a fabricating shop there is one com modity other than steel which most be han dled. We are referring to paint. Great quantities of paint must be mixed and'thc handling ot the various ingredients present a heard not only from the standpoint of accidents but also fires. Paint bouses should be equipped with lifting equipment to enable the attendant to do Ms work without the physical effort attached to dipping. This not only reduces the possibility of injury but help* toward better housekeeping, thereby minimizing the fine hazard. Another safe practice hi the handling of materials as well as in all other operations in a fabricating shop, Is the wearing of proper protective equipment, particularly safety shoes and goggles. At Pottstown. y>e now have better than 80 per cent of our workmen wearing safety shoes. This was accomplished by education and saJeananship. We do met have a compulsory ruling oo the wearing of aadi shoes. We fed we base bees rewarded for our efforts on the wearmg of safety shoes in the fact that we have experienced only three lost-time toe Injuries in the put ten years. Oft the matter of eye protection, we are happy to report we have operated U years and 7 months which is more dun 33^)00,000 man hours wilhewf a single major eye injury. By major eye injury we do not mean lose of vision; we mats an injury that would require the foes of a shift. We do not make this statouett boastfully, only m the hope that it might be an inspiration for some one else to make the effort to attain a similar or better record. Handling Material with Wir* Hope By B. N. CAjRLSOH Chief Wire Hope Engineer, Americas Steel and Wire Col, Hamden, Coma, For many years wire rope has been an essential part of the large variety of ma chines which arc used to handle raw, proc essed. or finished material. To be more specific, wire rope U the all important link by means of which the energy of a rotating drum is converted into the desired move ment of a particular package. The ever increasing use of this product as a hoisting medium Is conclusive evidence that it' has proven an efficient member of the hoists, cranes, excavators, conveyors, loaders, onloaders, eta, which arc so essential to mod. em industry. Coincident with this Increased usage there has been an awakened realisation of the dangers of misapplication, and accordingly rules and advisory procedures baft been drawn up by government bureaus, Industrial organizations and wire rope manufacturers covering the jnditioas selection, proper in stallation, effective aaiotenioce, and ade quate Inspection of wire rope, Pamphlets, handbooks and catalogues on these subjects are constantly available and therefore no re capitulation of thtir contents Is necessary. However, in order to understand these rules and procedures aad to apply them inldli- Metals Section 17 gmtiy,. H is necessary to comprehend the steel grade with an average unit strength of findamcnta) facts on which they arc based. 230,000 lbs. per square inch. It is the objective of this paper to deal with Fatigue resistance, that is, the ability to these fundamental*. In the first place, what is wire rope? Webster's dictionary says, "Wire rope is a rape formed wholly, or in great part, of wires." The daiKU arc that everyone in this room has scot a rope, and, therefore, po amplification of this definition Is neces sary, However, to better understand some ef the urin* which will be used, it may tie sdrtsahle to add that a plurality of wi are belkaMy laid together lo form a strai wd that several strands, most commonly r eight, are then helically laid togei * around a core of wires or fibrous mate I le {eras the rope. Wire rope Is used as a tensile device. It U me* designed to be used In compression or torsion. Wire rope differs from other tensile deview a dial it has the ability to sustain foods under conditions of occasional or re peated bending. Having established what wire rope is, and how it Is used, let us consider the prop erties it must possess to satisfy the de scribed application requirements. withstand flexure over sheaves and drums without fracture, is obtained from the use of tough ductile wires especially fabricated for wire rope. Varying degrees of fatigue resistance result when these wires are man ufactured into rope constructions with greater or less flexibility. For example, ropes composed of a few wires of large size will be relatively stiff and low in fa tigue resistance when compared with ropes composed of many wires of small size. Be tween these two extremes lie the regular run of rope constructions such as 6x7,6x19, 6x37. 8x19, etc. In cadi of these symbol* the first numeral Indicates the number of strands In the rope and the second numeral the number of wires in each strand. Hie ability of a wire rope to withstand abrasion is determined by the size and the chemistry of the wires; especially the outer wires since they are exposed to maximum wear. Obviously, the larger the wire size, the greater Is its resistance to abrasion. Furthermore, the higher strength ropes are better able to withstand wear than the lower strength ropes because of a greeter carbon and manganese content. In terms 1, Being a tensile meejunism wire rope of wire rope grades this means that im must possess strength. proved plow steel ropes have more abrasion 2. Because St is subjected to bending, wire resistance titan plow steel ropes, plow steel rope must possess fatigue resistance. ropes have more abrasion resistance than J. Bemuse it is a moving part of some in mild plow steel ropes, and mild piow sted dustrial unit, it is subjected to wear and ropes have more abrasion resistance than accordingly must possess abrasion re iron rapes. sistance. Individually these properties of strength, Depending upon service conditions these fatigue resistance, and abrasion resistance properties arc required m varying degrees, are not difficult to obtain, bat collectively and, therefore, it is of interest to investi they represent a complex assignment be gate how those results arc achieved. cause they are so related to each other The strength of a wire rope is deter that it is Impossible to accent one of the mined by its size, grade aad construction. The size. designated by inches of diameter, three without detriment to the other two. Satisfactory performance demands that is a function of the metallic area, and ac- running ropes possess all three properties, eonfiegfy it Is obvious`that the larger the ' and, therefore, it is necessary to establish diameter, the stronger the rope. The grade dowtes the tensile strength of the wires Inna which the rope is fabricated and may an effective balance which meets the re quirements of the specific installation, under consideration. This Is a problem for the range from iron grade with a unit strength averaging 100,000 lbs. per square Inch lo im proved plow steel grade with a unit strength averaging 250,000 lbs. per square inch. Be tween these two extremes are mild plow steel grade with an average unit strength of 19&000 lbs. per square inch, and plow wire rope engineer, and wire rope manu facturers are at all times ready (o cooperate with their customers in studies which will result In the most advantageous solution. It has been established that wire rope must possess certain properties which arc dictated by service requirements. By due 18 Handling Material With Wire Rope consideration of the same fundamental properties during service, safe wire rope operations will be obtained. The initial requirement for safe opera* tion is a rope of adequate strength at all times. This not only means a strong enough rope to begin with, but also means avoiding overloading during service. It is rare that an installation is encountered which was ndt initially designed to operate at a proper factor of safety. However, it is not at all rare to find wire rope installations that are being operated in excess- of their rated ca* parity with consequent danger of overload ing the rope. There is an apparent tendency to consider wire rope as not overloaded so tong as it supports the load without rupture. Actually a rope is overloaded when it is stressed be yond its safe working load because the establishment of this figure is based sot only on the loads applied but also on tacton such as the speed of operation, the acceleration usd deceleration, a normal amount of wear, the facilities for inspection, and the danger to life and property m case of failure. Overloading can in general be avoided by not exceeding the rated capacity and designated hoisting speed and acceleration. However, sometimes because of circum stances beyond ,, opcrators control, a shock load is imposed the magnitude of which is indeterminate. High instantaneous stresses are very apt to result from these im pacts and as a result even if rupture does not take place the elastic limit of the rope has been exceeded with consequent perma nent distortion of the component wires. Therefore, it is advisable to replace any rope which has been subjected to an im pact load. In addition to strength it has been con cluded that a wire rope most possess fa tigue resistance. Fatigue manifests itself through "square off wire breaks which occur as a result of excessive bending stresses. Although as it has beet pointed out, improved fatigue resistance can be obtained through the use of a more flexible rope, it is, nevertheless, desir able to also consider possible equipment changes which will retard or eliminate fa tigue failures. The most common cause of excessive bending stress** is undersue sheaves and drums. Suitable replacements for such parts should be made wherever possible. If changes of this nature cumat be introduced that it is vitally important that the worst conditions be recognized and a suitable inspection frequency be main tained so that the development and progres* Sion of wire breaks oa be promptly tabulated. Fatigue failures are also quite apt to re sult from vibratory stresses, especially at spots where dampening consistently takes place, suds as end fastening. Ia such fastances It is advisable to make regular cuts from the cod of the rope so as to change the dampened section. Rope vibration is unavoidable oa in. staliationa that operate at high speeds ac celerations aad decelerations. However, lax maintenance sock as failure to replace sheaves which have wore out of rotad esa aggravate the problem tsanecMsarily, sn4 furthermore, cause am unstable aad cock seqocstJ/ dmigtrpns operating condition. Normal rope wear as a result of operat ing .over sheaves and drums is a natural phenomraaa and accordingly is to he ex pected. However, any Operating condition# which cause abnormal wear sheeld be cor rected not only so as to obtain Improved rope life bet also oa the basis that abnor mal operations are unsafe operations. The following are typical causes of uoaeccssaty abrasion which can Kid should be eliminated. Proper design requires that groove diam eters ia sheave* and drums shall be tea.chined with a tolerance varying from 1/32' to 3/16* over the nominal rope diameter. Unfortunately this Is oot universally recog nised and as a result it U not wacotnmoc to find rc-niackraed groove* which measure exact sIm, that is, with so oversue toler ance, which means that the groove is actu ally undersize. Ia other cases it is not even recognized that aa the sheave groove wears and deepest, it also reduces ia diameter* An undersize groove because It does not provide proper working clearances imposes a wedging action on the rope which results in heavy, tmevea wear. As the rope is bent ironed a sheave, the strands and wires if unrestricted slide upon each other and thereby adjust themselves to this curvature However, when the rope is pinched ia aa undersize groove the strands and wires bind against each other, which not only causes internal and external a' irion, but also hinders movement, thereby forcing the top Metals Section 19 strands to carry more than Ihdr share of the load, a deridedJy unsafe practice. Another unnecessary condition is flange wear as a result of bad sheave alignment. Flaaga wear is the chafing which takes place when a rope rubs against the flange of the sheave open catering and leaving the groove. Obviously what sheaves arc properly aligned the rope enters and leaves the sheave grooves without any interfer ence The danger of misalignment lies ia the face that the flange wear which it im poses ia ^asymmetrical, that is, it is not escturnons but occurs ia spots on the rope. Therefore, it is quite apt to pass tmnoticcd, but die weakened section is a definite hoard. Flange wear can also result from aa ex cessive fleet angle, that is, the side angle at which the rope apreaches the lead sheave from the dram. Corrective measures which should be followed are investigation to de termine if the right and left fleet angle arc equal aa they should be, and Increasing the distance betweca the lead sheave and the drum so as to reduce the fleet angle. If space limitations prevent movement of tlie lead sheave or dram, it is advisable to re sort to a lead sheave with a more widely flared groove. Fluted grooves, that Is, grooves where the strands of the rope have worn aa im print, result from excessively high radial pressures for the sheave material used. The effect of these corrugated groove* is partic ularly bad oa replacement ropes because the imprint* may not match the length of lay of the new rope aad ms a result it rides the high spots- In addition to ausing a sobby, bbcvo* .wear the rough spots arc apt to cin.se akkiag aad pemlng of the wires, which tan serve aa focal points for the propogatioa of fatigue cracks. The remedy is a harder sheave material which can re sist the ousting pressures without deforma tion, or a redaction of the mu't pressure by increasing the sheave rite; or reduriog the lead. Unnecessary rubbing of a rope against or across a hard object causes abnormal wear and accordingly should be corrected. If the obstacle cannot be removed or altered so that the rope docs not contact it, then the need for protection through the Installation of shmves, rollers, or scrubbing board* Is indicated. However, the insertion of de flectors in the Conn of sheaves or rollers must be done judiciously or the remedy may be a* bod as the disease. In other words, the deflectors must be of proper size and design. Wire rope may be classed as a machine because it ia composed of many interrelated working parts. Efficient operation of any machine requires adequate lubrication and wire rope is no exception to this rule The average user does sot fully apreriate that the wires ia a rope are made to tolerances which range from plus or minus .0003* ia the smaller sixes to plus or minus .002' as the larger sizes; and that these wires must slide with respect to each other within the rope structure a* the rope bends over sheaves and drums. If a film of lubricant is not present the wires bind causing greatly increased friction and the result is similar to muting any machine without oil and grease, that is, at the best, early failure, and at the worst, a sudden, unexpected break down. A second important reason for lubricating ropes is to prevent corrosion of the wires. Corrosion very markedly reduces fatigue re sistance but worse than that, the strength of a corroded rope is absolutely indeter minate, This means that a rusty rope is aa extremely dangerous rope because its strength cannot be evaluated. Furthermore, any shock load wilt almost certainly cause rupture because being rust-bound there is no possibility of proper load distribution. Wire ropes are lubricated during fabrica tion aad if properly done each wire is en cased tn lubricant. However, this initial lubrication is generally not'sufficient to last for the entire rope life and therefore it is necessary to supplement the factory lubrica tion with field lubrication. The frequency of application and the type of lubricant is dependent on the character of the serriee to which the rope is sub jected. In some cases a light lubricant is necessary, ia other cases a heavy material. However, regardless of whether an oil or grease is used the Iu6ricant should be free from adds and alkalies. Field lubrication should be started before the original coat ing of lubricant shows signs of disappear ing to prevent the possibility of operating with a dry rope. In order to realize efficient and safe wire rope performance it is necessary that each component. port do its share of the work. 20 Manual Handling of Material in a Foundry From a Safely Standpoint Metals Section 21 Suitable materials, accuracy of design, and taneously. Tins characteristic stakes wire careful fabrication are recognized by ti\e tope the safest and most dependable tensile manufacturers as the requisites for meeting mechanism tliat is available for the raising, this objective. However, any operating con* transporting and lowering 'of material. tlilton which causes distortion of the rope structure upsets tlie built in balance and thereby reduces the efficiency and safety. Common causes of distortion are; 1, Kinking as a result of slack being al lowed to accumulate and not using proper precaution when the rope is pulled* taut 2, improperly attached fittings. A, Carelessness during installation. 4. Uneven drum winding especially where there are several layers of rope on the drum. The features which make wire rope such a safe and efficient tensile device apply equally well whether it is used as a naming tope or a sling. Wire rope slings haw grater abrasion resistance than slings nude from hemp rope, are not susceptible to the weakest link ailment of chain, and site for size are stronger than other hemp or chain slings. As m the case of running ropes, wire rope slings show by inspection their true condition. The appearance of broken wires clearly indicate* the fatigue of the metal, and the tenninatioa of the useful life Some wire rape constructions can with of the sling. stand deformation better than others, but in spite of this fact proper precautions to prevent abuse are the only solution to get ting the most effective rope performance. The main objection that has bees'raised to the use of wire rope slings, namely tint they were craeky and hard to handle as a result qf their tendency to Idpic and take a One of the outstanding safety features permanent set when bent around a small of wire rope is derived from the fact that radius of curvature, was eliminated by the it consists of multiple members. If a rest introduction of braided wire rope sling* a has not been abused, it gives warning of few years ago. Braided slings' arc made the approach of eventual failure by the pro by interweaving several regular laid ropes, gressive development of broket* wires, the most common being 6 part and S part which can be easily detected a considerable braids. The resultant structure it extraordi length of time before an unsafe condition narily flexible and consequently practically i* reached. By comparison, strength mem- kink proof. iters such as single rods or bars, or linkages of such solid units usually fall completely and without warning. Failure of atf wires in a rope will not occur simultaneously even in a rope section which has been subjected to identical service condition. Safe wire rope operation is also efficient wire rope operation because the same abuses which impair strength, fatigue resistance, and abrasion resistance also reduce rope life. The inhermt safety of rope can be neutralized by failing to rectify tit* viola Small variations in physical properties tions which have beet described. However, within commercially recognized limits plus by recognizing the probable cause* of fail the fact that progression of fatigue and ure and acting promptly, accident* will be wear develops gradually, are the reasons avoided, wire rope costs will be decreased breaks occur successively and not simul and safe handling of material accomplished Manual Handling of Material in a Foundry from a Safety Standpoint By 7. W. BHIPLIY Fondry Manager. CztwpiBar Tractor Co^ Peoria. CL Foundries of today have progressed far m the direction of cleanliness and mecha nized materia] handling from those of tea and twenty years ago, la most, production foundries a great percentage of the opera tions are mechanised .by means of con veyors; hoists and automatic equipment to such an extent that operations in a foundry very rriucb resemble any other manufac turing operations except for the fact that nets! is being melted and poured. Tliere- (re when we consider the manual handling eperatiens (hat are performed in a foundry secure better and safer methods; must never assume that a new employee should know Iiow to do the job safely or that an old employee ought to know because he has had previous experience. ! * find a striking resemblance to those tint In my opinion most of us' are familiar art performed is a machine shop. After with the proper method of working safely al. what different* is there between han and how wc should perform a certain task, dling nuts; bolts and gears, etc in a machine but at the same time we are all inclined or handling cores, flasks, bottom to be lazy and want to do things the easiest way without thinking. In making this state Whatever operations we perform, even those done mttbanicaJIy require some roanml operations and raxal handling of ma terial. U has been our experience that op erations that arc buiralty manual produce fewer accidents than those in which the manual operation is only a part of or in cidental to the basic mechanical operation. This apparently results from the fact that here we have a single operation we are ore preoe to analyze it thoroughly and ment my hope is to bring this to your at tention and make you realize that some of the things we do wrong every day come paly team a lode ot thinking and not from a lade of knowledge. The following basic principles cover most any application of manual handling of ma terial and certainly are worthy of Con sideration by every supervisor when giving instructions to his men. Sise of the Load--How many of you ever correct the unsafe practice, whereas in the tried to pide up a mattress. Here is a load Mechanical operation where the material not so heavy but at the same time very handling by hand is only incidental we for- unwieldy and difficult to handle by one per tn that particular part In our desire to son; still it can be easily handled by two have safe practices ta the mechanized op people. eration. In this connection how many of you have I can think of put experiences for in- nance at the eerc blower*. Here we have a machine which blows sand under 100 lb. air pressure into a core box. We (rave spent esaridenbie lime and effort in providing safety devices to prevent the man from catching his bands m the machine while it is operating. Interlocking air valves which had people under your supervision who were the type who wanted to show off, wanting to show everyone else how big and strong they were and how much they could HU and instead of being reasonable would try to pick up loads which could not be comfortably handled by one man. . Make Sure That the Footing l* Secure require the use ot both hands at the same We do not build houses on poor footing tine insure the proper sequence of opera but how many times have you seen people tion*, which in tuna prevents sand at high pick up a toad while standing on a loose pressures from being blown against him or bride, a piece of a core or aa object which other people in the same area. Nevertheless, the than manually puts the empty core box under the rand magazine asd removes it after it is filled. This part of the-operation affords aa excellent oppor tunity for pinched finger* and broken feet it the man is no* careful and wide awake, and we have had accidents from this source. The key to this problem lies first in the correct analysis of the operation, taking into account both the mechanical and man ual details and in the proper instruction and emphasis of the instruction regarding the correct methods of handling. For this rcasoo supervision must be ever alert to places one foot at a higher level than the other? When this occur* you do not have the same strength that you do on a solid footing because alt the weight is placed on one leg. Keek Feel Xogsther and at Close as Passible to Object--This is only an exam ple, of simple mechanics because the closer the two kgs are together when one is lift ing, the stronger the lifting member become*, because it more nearly becomes one sdtid member. Bend Knees md Keef Back as Straight as Passible and Lift with Leg and Arm Muscles, Ktfpmg Object Close teethe Body 22 Mettual Handling of Material in a Foundry From s Safely Standpoint > --These are the most important items to b considered when lifting any material. Many lost time cases are the result of injured backs. In addition to being lost time cases they are also controversial, because we are never able to find out exactly how a back was injured. Usually the report simply states that the man leaned over to pick up something off of a table or conveyor when he noticed a pain in his bade. As engineer will tell you that the farther away from a column yoor load is supported the greater the stress becomes on the suppeatiug nen- ber. It only stands So reason then that aring a hinged amber inch as the Wees a same . Td lower an object does wee toe strain oa the bade if the ihjsQ is htft M Yob are aB which is commonly known as a to**>riv the poet the: the had greater the stress m she This is the same tome to* arc try so lift m a* net ws* to* bask ham and the load aneaa from to* tori* la toe ease of a jib eeaae she mmrimr ana i a grim toad M cart be farther swap inn t case of a hims 1ms because the bach m capacity and for torn picked op wore* to carries the load and : When necessary so change dMietrin*. d* not tant the body. Lift the object so the auT3`uif position and tara the whole body including the feet. When a member is twisted it bococnc* weakened so that maxiana strength Is net available to do the work. For example if a can is placing molds on a conveyor and does it in a twisted portion for any length of time his back becomes weakened to the posit where he can no longer do this work. If be were to pick up the mold in a straightened posi tion and then turn his whole body be would have no difficulty with his bade When placing as object on a bench or table, place h oa the edge and move it for ward with the arm, assisting if necessary by pushing against the object with the body. This is just a matter of the simpliest and easiest way to do it as well as the safest. but still we find people inclined to pick as object place it os a beads and stand n far away as possible from it while try** to push it farther onto the bench with the* hade in a strained position. When raising objects to the top of a pik especially if over shoulder height, lift mti the object ts at or above waist Here again we empbarixe: the necessity d doing the tilting with the arms and Janet and keeping the bade as straight as possiUt at all times, Te pot a loud down bend the knees aad lower the load with the hg and am Mtlo, keeping the buck as straight u The teSowmg principles of tilting and hanMng should also be a part of the glams' trailing L H It is a heavy job. get help. Who mm er mere men nee handling the sane ebjmz pre-detenabed signals shook! be mod and warning given when one worker w ahem to relax his grip. I We bate a number of httrirxn 2 tie kmity where two sea are med te take onpey Haifct off of a conveyor sod place toam over a peHcxn on a molding machine Thin speradon can be the soorce of seriw Modems ff the two seen do not react alike. They mast both mere together and kt loose a the seme thug or one of than is very Bmfy to get a broken finger er a mini bet Z Throwing is hasardaas. If amteriak ernet be thrown, keep feet as much out of range as possible and see to k that other workers arc not in dmger of being struck There are many times where it Is ad vantageous to throw material hto a totebox. A good example aught be goading operations on anaS parts, hi this ose the operator takes the part from a chute in front of him, grinds off the gates and risers aad throws it Into a tote box placed either at one side or behind him. A good prtcsu* don as this case Is to place a shield at the bade of the box several feet higher this the top of the box to insure against the possibility of the piece part misting the eontamer and hading oa soeaeooc's foot^__. 3. Guard against injury from Frtf wire and strapping, particnlariy when ten sion is released on stretched or tightly Metals Section 23 jtled wire. Also watch for broken strands i wire csAit 4. Inspect material for stivers, jaggers or arts, rough or slippery coodltjoe. Use rod hand feathers or gloves that afford pod gripping power and protection. 5. Wet objects, or those coated with dirt * grease, make haadtieg especially hxiudom. They should be wiped dry or dene sefore handling, or chock material to prevent rolling or sliding The work place area should he properly illuminated, the workway surface should be adequate, stroog enough and safe enough. Consideration should also be given to con flicting traffic froni other operations. Tto utsaist care must be exercised in the handling of objects which present special hamrds, snch as corrosive chemicals, hot nmmrials. cold materials, electrically charged 6. Determine weight of load, saodting tools (bars, tongs, dc) and _ ehmieat hwvffwrg cqu\racut If avndnhle. apparatus, toxic compounds, etc. All of these rogrire special consideration, such as protective safety ctotirioc. mechanical safety 1. Before liftiag ' ~ ----' cheek the nvee to I feuardt and mfir I...______ Z Get a fm^a,wte am to hrid fr dm Ml ftton to to eri for iit/mry shifting f to* toi 9, When lWag tow ------ devices and special mstroetiocu regarding personal hjgrim. to to maployed after han- dfiog txpowLic, After all Use above factor* hm been eoesidemri. wc then corse down to toe price part iodt We should always amnidtr kts rigtu. buflt factor such as Sto* tod shape, the frequency of handling, how Ugh or tow e has to be filled or mdnt the css rjV* *tmee between pick* to aad detirery. Weigh all these factors "-w toe qmSffmriaus of toe man we arc do tot particular job, ~>minlu that some people cannot seem to cooedonte the action of bands, feet, arms and miaul as mo asme time, they have a stow unction time while others are espe cially good on cuordinatSan nod these people arc especially adept at repetitive operations. Remember too, that xamsy of us axe victims of habit. X rtmensber coe humorous laddent that will ittmtxate this. Recently we any nfwc, had a mw vssployvc who was unloading Every person h oar finmdry is required cere* from a rack. He had previously been : wuar eye ptSitriaa which as fnrnirhcd if the icngimy. Ati Iran pourera, ogoh operators, tlnhunm men. and danger opera tors, poewnatic chipper*, grinieis and shot employed *e a dairy washing bottles. One day erne of toe core* slipped from his hands aad ftS towards the Boer striking this man oa the arch of the foot during a lost time Mast operators arc roqaksd to wear tight goggles aad all other* are required to wear glasses with safety 1ernes. Everyone U en accident. When questioned. this man ad mitted that be had been taught la the dairy when handling milk bottles to put out his couraged to wear safety shoes while iron [ foot to break the fall u* css* atty fell from poura* must wear shoes withoot laces. ` his Mods to prevent breakage of bottle* If They are also required to wear wool possible, tod so because of a habit which troasen faced with chrome leather asd pro tective leggmgs, which we furnish, Cupola repairmen most wear protective safety hats while relining stride the cupola and all peo^ be bad formed at his previous place of em ployment he bad put out his foot when the core dropped, te break its fall and instead of saving the core he broke the arch of pie worksog aa arms which are haxardeea with respect to falling objects wear foot guards. ! 1 w-tA *JTI material, see that it is bis foot. I Krawlio*. Uiiok 0"' -- BIOJ mol. bcouu. ther. *re oo *' IS. 'Y 19. zo. 24 Overhead Grant Block Failures--JJmut Switches end Hoist Cables people do not worry about safety, yet I be lieve that statistics wilt show that more people are hurt at home than in industry and certainly in the home there are very few machines connected with any injuries. We can invent, engineer and install the best safety devices to prevent people from being injured but I still believe the only real safety device is that one which we carry between our ears and remember al ways our need to think safety, talk safety, and set a safe example 24 hours a day. Re member also that nuking the Job easier from a physical standpoint does not always make it easier from a safety standpoint We must assume and fulfill our responsi bility as supervisors for accident prevention and a smart supervisor soon learns that the key to the situation is the man himself. He is an individual, no two of which are exactly alike, yet we go blindly ahead and expect people to react exactly alike in a gtvat set of conditions. We condemn people many times because they fall to think and see as we do. Make allowances for the fact that men you arc supervising may not be as smart as yon are or may not think or react as quickly as you do, yet he may be an ideal man for the Job if properly handled. A modem supervisor will study each of his met and find the key to each man on an individual basis. Thin can be done only by being dose enough to his people to know then* thoroughly, understand their habits personally and to enjoy their confidence ts an extent they will share with you some of their personal problems. Webster's definition of safety is freedom from injury while on die Job. Let us as sume our responsibility in making h a reality. Overhead Crane Block Failures-- Limit Switches and Heist Cables Br PRANK W. CRAMER CarBegic-nUaois Steel Corporation, Tiie Avocation of Iron and Steel En gineers las sponsored standard specifica tions for heavy duty overhead traveling cranes since 1909. and at the present time another revision has been referred to the Board of Directors of the group for adop tion. The subject of this talk refers to three items in these revised specifications that received a thorough analysis before they were rewritten to comply with good practice on modem emnes. These three items are grouped because a limit switch failure usu ally results in the hook block bring pulled up against the trolley frame, breaking the cable and dropping the block. To better un derstand this problem, a review of the workings of the hoisting mechanism of'the crane should be of assistance. i. The Motor--The great majority of steel mill cranes are powered with direct current motors. This type offers certain advantages in torque, ease of control, brakes and operating characteristics over the alter nating current motor drives. Further, these motors as used on the hoist are series w^und. which type gives the greatest start ing torque and the meet simple control since there U do sheet field to handle. Due to the absence of a that field, which would create a flax of same constant value and thereby have a fixed influence on the motor speed, the restraining force to tank the motor speed camcs from the series field. This field, as the name implies, is in series with the armature, and when henry lends are on the crane the heavy armature current flows through the serim firids and the motor speed has a value of perhaps 500 RPU. But if the load is removed from the crane book, the motor load, hence the current, is re duced and the speed my rise to 1200 RPU or greater. This characteristic Is often overlooked in the application of limit switches. Another characteristic of this type of motor that has an important bearing on limit switch operation Is the maximum Metals Section 25 torque, *As an example, the No. 12 Frame Al-S.E. Standard Motor has a crane rating ri 65 HP and a torque at full load of 525 foot-pounds at a one foot radius. It has a maximum torque at the same radius ol with types of able, and for crane use a minimum diameter equal (o 30 limes the diameter of the rope lw* been set u the standard for Die 6x37 construction. On the few cranes using the 6x19 construction, the minimum diameters have been set at 45 Zj&S foot-pounds. If, for purpose of Illustration, we con sider this motor installed to drive the hoist motion on a 20-ton crane with a full load hoisting speed of 50 feet per minute, we times that o! the ropes. In cooperation with the wire rope manu facturers the Association of Iron and Steel Engineers developed a standard grooving as well as diameters for different sizes of would find the gear ratio from motor pinion to dnen gear about 14.44 to l, the block reeved with 4 parts of 6x57 strand cables. This grooving takes into considera tion the manufacturing tolerances used by the makers, also the slope of the sides and improved plow sled cable >6* diameter depths so as to reduce cable wear to a which has a breaking strength of 302 tom. minimum and have enough radius In the and the factor of safety ea the ropes, so far as the lifted load is concerned, of 6.L By calculating the pull cm the rope with a maxtmtOB torque of %6Z5 foot-pounds, we find It to be about 70 tons; hence, if the hook block is polled against the trolley frame, the cable will break. Note tint this groura to prevent pinching. The design of the book block itself has also received a thorough study, and, in ad dition to the standard sheave wheels, they are so designed as to prevent the ropes from coming out of the grooves. maximum torque is 5 times the normal The above items are mentioned due to torque required to lift the rate load of 20 their effect on cable life. The new cable tons, and that under- this condition the pull has x known breaking strength the worn it not divided among the parts of cable as cable has not. Plant maintenance men have their owe methods of cable Inspection and th1eC s1hAeOaYveWs aMrc, not f_r_e__e__to move. rules as to when cables should be replaced. Modem gars on cranes are determined Some cowit the broken wires In a lay, some by a series of formulae which take into use their judgment on the degree of wear, consideration both strength and wear. The but none can determine how far fatigue has wear factor osmlly predominates and re sults la gearing sneh that, if tooth strength only U considered, the factor of rafety anlh normal full load is about 10. Hence, the gears are stronger than the cable, progressed. Good design has the greatest influence on cable life, and the judgment of the main tenance man has to be taken for the date of cable replacement. 2, CsWrri--The standard dimeters of hoisting cables need in cranes arr 55*. H*. *. 1", 154'- and W. The accepted construction of these rabies is the 6s37, which moos each strand consists of 37 3- Braktt--Before discussing the opera tion of the limit switches, the hoist brake should be discussed. . These magnetic brakes are usually of the shoe type and designed with a tortjue rating such that the brake wires aad 6 strands are used to make up will hold any load the motor will lift. the able. Other than for use on hot metal Modem brakes have a self-aligning feature cranes they are constructed around a hemp which distributes the pressure evenly over center whkh bdps mam the lubrication on ` tiie entire surface of the lining, 'These the irjdiridual wires. brakes are set by positive spring pressure When In service the cable undergoes a and the retracting torque developed Is di series of bending stiesses tint bear a rela rectly proportional to the spring pressure tion So the dsnrttr of the hoisting dnen and constant at all speeds of the wheel. aad to the above* over which tiie able Is If tiie 65 HP motor is used as an ex ra. It has been determined by experience ample; it has a WK* or flywheel effect in that cable life it also dependent on the con cluding a 21' brake wheel of 143-3 pounds struction of the cable in relation to drum ft. Now, if the armature of this motor plus aad sheave nBnmftrr. Experience, pfcu brake wheel is running full load speed of many laboratory teste, have set up minimum 440 RPU, it haj a stored energy equal to drum and sheave wheel diameters to use Overhead Crane Block Failures--Limit Switches and Hoist Cables 4870 foot-pound#, and at the runway light load speed of 1500 RPM it has a stored energy equal to 35,000 foot-pounds. Obvi ously, the brake which is designed primarily for stopping and holding the lend at normal speed will require more time and greater effort to stop the high speed light hook be cause of the greatly increased stored energy in the motor plus brake wheel at the high speed. Brake linings wear, so does the wheel. In addition, the lining must absorb the heat caused by the friction between lining and wheel that produces the braking effect This point out some of the details on limit switch installations and how they operate Man? factors affecting operation arc direct results of design and a well-designed iastsJUtio* does a lot toward successful operations. 5. Installation of the Limit Switch--la order to have the limit switch tactic* properly, it is necessary to cnnssifcr the mechanical details la the mounting design which it a function of both the spmTjn tioos for purchase tod the byoee by dw crane builder. During the put yean, many crane mi- means that the torque exerted by the brake toys were designed so that the Salt wild la not constant over a period of tune and operation was dependent on a cable rmtont maintenance U required to keep it* value over two or more sheave tbeeh. TWa at its original figure. wheels, usually of small diameter, each toi In addition, the fact that the hardest duty of the brake may be is stopping the light hook at high speed may be the answer to the short brake lining life in many opera tions. The cables, the sheaves, the drum and the brake are all maintenance items that concern hoisting operations. They arc re lated to cable life and limit switch opera tion ud directly bear, on chances for a broken cable and failure to hold the load. to be supported on two borings wbkh arm ' difficult to lubricate due to the fact tine the shaft only rotated when there was an operation of the switch. In addition, the impact of the block on the weigh* at high speed operations often threw the cable cet of the groove in the wheel xod prevented operation. There are many rurt oa reoeni where the cable was thrown out of the groove and became jammed between the wheel and the bearing support. In addttkw. the shaft may be boisd to the bearings (fee 4. Hoist Limit Switches--Hoist limit switches are installed on cranes to prevent over-hoisting. Should the hook block con to lack of lubrication so that it will wot hire. ` This type of design is not recant* mended due to its unreliable operation. tinue to raise, it will reach a point where the top of the block will come in contact with the bottom of the trolley ffame, the drum or the upper sheave wheels, depending on the design. When this happens, if the travel has not been stopped die cable is broken and the hook block drops. On a 20- ton crane of mill design, this block may weigh 1200 pounds and, falling from a height of perhaps JO' results in damage to block, to anything it hits and. the most serious of ait, fatal injuries. Despite all the precautions we are able to take, this. type of accident still happens and wc have both the human and the mechanical elemetts to deal with. Experience indicates there is no cure-all that can. be applied to keep crane limit switch functioning 100 per cent, but we do know that good design, as pointed out previously, plus a knowledge of the operation and functions of the equipment, are helps to decrease the number of /allures. The following discussion attempts to A variation of this design n$ea rods and bell crania to replace the cable sad sheave wheel*. The several ports most be kept lubricated and the chances for lost motion and fooling of the ports may affect the qperatioo. There lave bees improvement* In the layout and one of the design* recommended in the standard crane specification*. In this, the operating weight is kept in position by guides on the Idler cables and the control cable from the weight to the limit switch extends directly to the operating ana- This is a preferred arrangement Some operators object to the guided weight, claiming that a swinging block may hit the weight a glancing blow and tiK it before raising k, thereby delaying the actios of the switch. Another objection is that many crane* do not have idkr table* and the guide must be placed sroond a moving cable and it may catch on the strands sad prevent limit switch operation. Metals Section Vt To overcome this, the design, .using a rse jwinging hinged steel bar that extends brack the hoisting cables directly above be blocks, bu bees developed With this Scsiga the bar is raised regardless of the --wien of the Mock and oo guide contacts with the hoist limit slop, the pitch diam eter shall not be less than 18 times the rope diameter. Cable* should be guided through a hole oa both end* of the sheave." 7. The Limit Switch--The modem hoist imit twitch is a double pole, double throw d. Jt^airawti for Hoist Limit Switches --TW recent teritioe of the Standard Spetifiettieof for Steel Will Overhead Travelmg Craaes contains the tslkiwiog require- nans for limit switches: As "Each hoist motor shall be equipped with * standard dynamic braking limit stop cowkrted directly ia the motor cir cuit. to prevent ovcrtravcl In hoisting. The &rie stop shall have a back-out circuit for lawenag book block from hoist Bus ier ctotroBer. Resistor dull be of the writ type with noobreakable corrosion re Aihg kna>b mounted tn standard mill type box. The Unit stop shall be located an a* an W accessible for inspection and, if possible, so that tt will be operated by the he ok block, or land beam, a such man ner dot m shave wheels are necessary. Limit switches must reset properly and oust be so designed tfi prevent giocpd* as far a* possible. B. "An arrangement tang a free twinging weighted beam, hinged at non end and laving the other end attached tn the finit switch operating cable, TW trip bar shaS be so designed that the cables nmnot jacy not axoood the end of the bar wbkh woeid permit the hook to rise eatsic dm trip tor. Tbc trip tor shall to a duigned that an movtsxsc of the heist and trolley can enable the trip bar tn to jmuned against any pert of am operated quick-make and quick-break fevtec, held in the operating position by a frighted ans. At the other end of the reigfued ana the cable is attached, with me end fastened tn the bar or weight that a moved by tire book block. When the rfoek raises this weight, It overbalances the arifhted ana. which moves the mechanism wer tbc <-. and the tout switch snaps aver. AS modem swindles have the feature that they nsp opera or dosed and have do midway position. \Vbea the switch operates, It opens the meter rircat cutting off the power which oases tto brake to set, and doses contacts that complete a dynamic braking circuit that ntito im stopping the motor. Tto duitikjti deceit setup for dynamic braking is tot of a series generator Into a nstwoc touring the toad. Under most operating ccmStkxa, tto limit switch Is tripped while power is on the motor in the boiiting <Smt*oe. Tto field flux docs not have tame to decay sad the build-up in volt age is gun BiffHfc However, if the power is ruwared. frees tto motor tireuit before rim switch ri tripped, the field flux may have tame to decay and the voltage must to tak ap frees tto residual flux before dyessnic braking 1* effective. Owe of tto cfmrecteristics of a series (iiwhff t* ting if a certain critical re sistance c* exceeded,' tto voltage will not befid am from tto rejidnitl fitix. This criti C. "A weight dktctlf connected with the Satie switch and guided by suitable guides So that twisting cannot occur cm the Ker cable* shall be used if so spedftd. Cable gtedrs should preferably have replaceable maple wood or haktifte gride blocks to prevent wear ea to cable. D. "The aetaatmg mechanism of the Marie switch mug* to so placed that k vnll trip the limit switch m sufficient tone under all rendition* of hoist lend and hoist speed. cal teeoKr am be exceeded dtte to, 1. Lease bag or terminal connections, I f-ooec or broken resistor grids, X Frier panriltkii electrically of brushes, tank start* or commutator, 4. Peer cemStiost electrically of limit stock contacts. If toy of the above conditions exist, the creme hoist emit be stopped by the brake and if tto brake torque U Insufficient,'the hook block may drop. At tba* time, mention can be made of a condition that sometimes happens on over- E. "If stores are used is oonocction 28 Overhead Crane Black Failures--Limit Switches and Holst Cables limit switch weight the operator plugs his hoist master controller, the hoist will he brought to a quick stop without the brake setting, due to the heavy dynamic braking effect. In one series of tests with light hook at 325 per cent motor speed, this dis tance varied between 11 and 13 inches plus the weight travel until the switch operated. The objection to this is the high currents set up to be broken by the limit switch con tacts and a chance of flashing the armature. There are some dynamic hoisting controls so designed that there is a shunted arma ture on the first point of hoisting. If the operator allows the hoist to operate the limit switch with his scheme of control, the brake win not set as it is energized through .the shunted circuit. Most maintenance men are familiar with this type and either re move the stow speed Hoisting feature or make the operator familiar with this con dition. All the foregoing has concerned the single motor hoists. On the hot metal ladle cranes two hoisting motors, operating in parallel, are used. On these cranes the load beam supporting the hooks has its hoisting cables between the main and the auxiliary girders, so if the hoist is raised too high, the toad iieam tries to lift the auxiliary girders or break the cable*. For this type of crane there is a duplex limit stop which contains two switches, either in the same case or in two cases, with coupled 'shafts so that both motors are disconnected and the brakes set autism that concern the life of the rabies and the emergency^ stopping of the hoist. The following paragraphs give further de tails on the actual operation. Earlier in the paper, the characteristic speed load curve of a series wound mill type motor was shown whose full load speed was 450 RPM. Assume this 65 HP motor to be on a crane hoist with a rated full load hoisting speed of SO' per minute. With a light hook the motor load la under 10 HP and by reference to the curve the motor speed at this load may be 1500 RPM. At this motor speed the hoist will be raising at a speed of 167* per minute, or Z7S' per second. On this particular crane the limit switch Is so located that the weight can travel only 18* from the time the hook block first contacts it until it strikes the upper sheave wheels or the trolley frame. The distance the weight has to travel before the limit switch arm operates the cam, varies from 2* to' 9* in the many designs now installed. U we assume this particular switch has a weight travel of 6* before the switch trips, then only 12* remain to complete the oper ation. At a speed of 2.7S* per second, the block will travel 12 inches in 46 second. In this short time the switch, must trip, the brake be set, and the motor be brought to rest This time interval is too short and it is doubtful if the block will be stopped before the cables are broket when the switch operates. On this tjT>e of crane the control scheme is often used where the lioist control has the stow speed feature on the first point. This high speed light hook hoisting is the most difficult operation for the equip ment. as with normal full load the rime available for stopping is increased 300 per After the limit switch has been tripped and the hoist stopped, it is necessary for the crane operator to reverse fus master controller to lower the hook block. This sets up a circuit through resistors which drives the hoist down. Should a heavy load be on the hook, there is danger of the over hauling action of the toad plus the driving power of die motor to combine and cause a sudden drop of the block during the time cent These two conditions are similar to those in stopping an automobile. If the car is going at a rate of 10 miles per hoar, it can be brought to an emergency stop in a few feet; but. if going 60 miles per hour, the stopping distance increases as die ratio of the square of the speeds. The same Isw of mechanics whereby the stored energy is equal to the mass or weight times the square of the speed applies in both rases. of travel to the point where the limit switch resets. T7ierc are several control schemes to prevent this, and it should not l>e overlooked in the pure!lose of crane hoist control. Hence, limit switch weights or bars must he set so that sufficient time elapses after tlw weight is lifted to allow the motor to be stopped at 150 per cent normal full load speed. The foregoing paragraphis have pertained High speed light hook hoisting has sot to the various parts of crane hoisting mech- been taken into considersUoa in many crane Metals Section 29 installation* where the prime connderation was the muriemmt height loads can be lifted. of dropped blocks; it is a paying proposi tion to replace them. It U sridcoa that the manufacturers of limit In conclusion, we are all interested in switches bit bran consulted to find out preventing accidents resulting when the what dutmee the operating cable must hook block falls from a crane. The fol travel before the switch operates. It is good lowing suggestions, if followed out. will practice to fad cot this distance and by test help minimize these failures; determine the arnicawa light hook hoisting I, Pay careful attention to the design speed. From this speed, calculate the dUueee rim Meric will travel in .45 second. of the crane and the mechanical details of the limit switch installation. Be sore To this distance, the cable travel to operate to have enough travel for the weight to the switch should be added and the result would be the menbrnan distance the limit switch weight or bar should be set be low the trolley frame, upper sheave* or other part of the crane where the hoist block would strike. On certain crane movements m the plants, there are oerastoos when loads have to be lifted to a point where the block must be raised into the xnc where the limit switch functions. This require* a careful operator and should only W done with permission of a responsible party. There are other operations where the limit switch Is used as the stopping control for many lifts. This practice is dangerous and should be con trolled. Lindt switches are placed on crane hoists to prevent ortr-bexiling and opera tors should Insist that they be given a chance to function. This discus Won has been confined lo modern limit switches and cranes. There are hundreds of old cranes n operation with obsolete limit switch design and manual controllers. One type of Hmit switch con sists of hinged woods* Mocks with carbon contacts, In this type there is always die danger of the hook hitting the Modes a glancing blow and swinging them, with the result chat the contacts arc not dosed. This type of switch depends entirely on dynamic braking, the motor circuits not opening nor the hoist brake setting. The switch after an operation must be opened by means of an inmlated stick which, in most cases. Is the, broom kept in the erase cab. This type and several other designs will step the hoist under most condition*, but from the records allow die switch to operate. Z There U no substitute for good maintenance to insure reliable operation. The frequency of inspection may be daily or weekly or even longer, depending on the crane service or its location. This inspection should include a tripping test consisting of two operalions. The first, gradually inching the block so that it raises the weight and trips the switch. If this test is successful, lower the block near the ground and, with full speed light , hook hoisting, permit the switch* to stop the hoist. 3. Have close supervision over tlte crane operators. One of the practices that contributes to jeopardizing the condition of a limit switch installation is that of using it as a service stop, when it is in tended as an emergency safety device. This type of stopping requires many more operations per turn than should be ex pected during the life of the switch under normal operating conditions.. If current peaks of 250 per cent or greater are handled for frequent service stopping, high electrical and mechanical mainte nance can be expected and the limit switch installation as a whole may de teriorate, and fail as a safety device. The above sums up to cooperation: rite Engineering Department to insure good de sign. the maintenance men to keep the equipment in good operating condition, and the operators to use it for the purpose in tended, This will keep the hook blocks on the crane where they belong. Officers of the METALS SECTION NATIONAL SAFETY COUNCIL 194S-49 General Chairmen--J. F. COLLINS, Safety Supervisor, The Yomigstowa Sheet k Take Company, Youngstown, Ohio. Vice-Chairman...H. H. McCORKLE. Assistant Superintendent Industrial Relations, Re public Steel Corporation, Warren District, Warren, Ohio. Secretory -D. A FARRELL, Supervisor of Safety, Canaegie-HSaois Stool Corporation, Pittsburgh, Pa.' News Letter Editor--HOWARD HOLLAND; Supervisor of Safety, The Youngstown Sheet & Tube Company, East Chicago, Indiana. Engineering Committee--jAhLES NOLAN (Chairman), Safety Engineering. Bethlehem Steel Company, Bethlehem, Pennsylvania; E H- HOUCK, Sage, of Safety lc Welfare. Jones St Laughlin Steel Corporation, Afiquippa, Pa.; T. F. BRADY, Safety Director, The International Nickel Company, Ioc_, Hmdflttoo, W. Vo.; J. P. LEONARD; Par* sound and Safety Director, Blaw-Knox Company, Pittsburgh, Pa; G. O. GRIFFIN, Safety Director, Dravo Corporation, Neville Island, Pittsborgh, Pa.; W. W. MACVTCA&, Superintendent Safety Department, Bethlehem Steel Corporation. Sparrows Point, Maryland; WILLIAM MAGGS, Safety Supervisor. CarwcgSe-'lHiBOtS Steel Corporation, Youngstown, Ohio. Program Committee--P. E. GRUNDMAN (Chairman), Safety Engioee/. Rwlen Divi sion, Armco Steel Corporation, Baltimore, Maryland; A L. LOTT. Manger of Industrial Relations, The Steel Company of Canada. Ltd. Gianni OScea, HsEa3toa.Cu.; E O. KUMLER, Assistant Director, Industrial Relations, Safety, Casualty & Pen sions, American Steel A Wire Company, Cleveland, Ohio; T. R. SMITH, Safety Supervisor, Republic Steel Corporation. Yomgitowa, Ohio; IL J. WALLMAN. District Safety Supervisor, American Brake Shoe Company, Great LaVxs Dmrioc, Chicago, UL Contest and Statistics Committee---G. J. EIGENBROD (Chairman), Safety Supervisor, Republic Steel Corporation, Buffalo, New York; J. F, JUU. Safety Director, Con solidated Western Steel Corporation, Los Angeles, California; J. E. NICHOLS, Director of Safety, Reynolds Metals Company, Richmond, Virginia; H. W, REED, JR_ Director of Industrial Relations, The American Welding 9c Manofaetsriag Company, Warren, Ohio; E. J. LANGLAND, Safety Director, Gnat Tatn Seed Corporation, Ecoroe, Detroit, Michigan. Poster Committee--J. M. MAHAN, Supervisor of Safety ft Inaurmne. Continental Steel Corporation, Kokomo, Indiana; H. J. JONES, Manager Industrial Relations, The Colorado Fuel & Iron Corporation, Buffalo, N. Y.; M. J. NAUGHTEN, Safety Super visor, Kaiser Company, Inc, Iron Sc Steel Division, Fontana. Cafif,; A & ASEL, Safety Supervisor, Sheffield Steel .Corporation, General Offices, Kansas Gty, Mo. Raihoay Car Battier* Committee--P, J. BRAND (Chairman), Director of Safety 1: Compensation, Pullman Standard Car Manufacturing Company, Chicago, fflloofs. 30 Health Committee--D9L E. H. CARLETON (Chairman), Medical Director, Inland Steel Gamposy, East Chicago, Indiana; DR. W. F. LYON. Supervisor Uedical Services, Xatenatianal Harvester Ccapyjy,- Chicago, Illinois; DR. R- J. BENNETT, Chief Sxb. Gocsgo District, Carnegie-Illinois Steel Corporation, Chicago, Illinois; DR. . A. NORRIS, Chief Surgeon, Jones it Laughlm Steel Corporation. Pittsburgh, Pa. Mrml rriinf Committee--A. H. ZEIUNGER (Chairman), Safety Engineer, The Oslo* rvfa Fad lc Iran Corporation, Pueblo, Colorado; C. L. WAGNER, Director of Safety, Carnegie nSeos Steel Corporation, Duqucsae, Pennsylvania; H. L. REBRASS1ER, Manger. Ccnpensatioa Department, Wheeling Steel Corporation, Wheeling, West VSrpaia; PAUL LUNDQUIST, Safety Director, Acme Steel Company, Chicago, Rfianis; W. D. WILLIAMS, AarixUnt Supervisor of Safety, The Youngstown Sheet * Take Campany. East Chic**, Indiana; WM. J. U. REDWOOD, Safety Supervisor, Algrw Steel Corporation, Ltd, Sash St. Marie, Ontario, Canada. Pimat Fdmeatiom Cemmttfee--R. S. B, HOLMES (Chairman), Director of Training and Safety, National Tube Company. Pittsburgh, Penasylvania; J. A DOWNEY, Director, PombdcI k Safety, Sloan-Sheffield Steel & Iron Company, Birmingham, Alabama; & D. MORGAN, Safety Engineer, Bethlehon Steel Company, Bethlehem, Pa. Fmmdry Crtorirtfc--H. S. SIMPSON, Safety and *tanifcKr Engineer, Caterpillar Trac tor Company, Peoria, Illinois; L A. BRINKMAN, Director of Industrial Relations, Madontash-Hcmphil Company, Pittsburg, Pennsylvania; J. P. MUDD, Peraoond Supervisor, The Midvale Company, Nkctown, Philadelphia, Pennsylvania. Trade Association Liaison Committee--EL, C, METZEL, Industrial Relations Deportment, Uaitcd States Steel Corporation, Pittsburgh, Pcanstyvaaia; R. M. WALSH, Assistant Duwrtar, Safety and Plant Service, Inland Sted Company, East Chicago, Indiana; J. R, VAN SYCKLE, Safety Supervisor, Republic Steal Corporation, Cleveland, Ohio; G. C BROWN, Secretary Imbntrial Relations, American Iron le Steel Institute, New Yeric. N. Y. MemEers-At-Lerge--C. M. ALLEN, Staff Supervisor of Safety. Armco Steel Corporation, General Odkxs, iCddletama, Ohio; . F. BLANK Assistant to Vice-President, Em ployee and Public Relations, Jones 8c laughlm Steel Corporation. Pittsburgh, Pa.; JL A CHAFFIN, Vice-President in Charge of Industrial Relations, Continental Steel Corporation, Kofcoroo, Indiana; H. W. DARR, Supervisor of Safety, Bethlehem Steel Cttupty, Johnstown, Pa.; J. E. CULL1NEY, Chief Safety Engineer, Bethlehem Steel Company, Bethlehem, Pa.; R.H. FERGUSON, Manager of Safety, Republic Steel Corporation, Cleveland, Ohio; G, T. FONDA Weirice Steel Company, Weirton, West Virginia; XL H. FYLER, Superintendent of Industrial Relations, Carnegie-Illinois Steel Corporation. Gary, Indiana; H. J. GRIFFITH, Assistant to Manager of Cool Mines, Jones Sc LaughHa Steel Corporation. California. Pa.; H. G. HENSEL, Safety Director,' Tbc Youngstown Sheet & Tube Company, Chicago, Illinois; F. W. KELSEY, Supervisor of Safety & Welfare, Jooes Sc Laughlm Steel Corporation, Pittsburgh, Pa.; F. A LAUERMAN, Director of Industrial Relations, Republic Steel Corporation. Youngs town, Ohio; J. A CARTEL, 417 Ella Street, Pittsburgh, Pa.; J. L. RIDINGER, Director of Safety and Plant Service, Inland Steel Company. East Chicago, Indiana; R. I- SCHMITT, 130 North Bayly Street, LomrviUe, Kentucky; H. J. SPOERER, Director of Industrial Relations, Tbc Youngstown Sheet Sc Tube Company, Youngstown, Ohio; J, A VOSS, Director of Industrial Relations, Republic Steel Corporation, Cleve land, Ohio. St*f JCr/rrr/fito/R7*""WM. N. DAVIS, Senior .Engineer, National Safety Council, Chi cago^ TllW 31 OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volumes. Here is the list: TITLE VOLUME No. Annual Meeting, Banquet. Women's Activities, Index to all Vohsnes and Exhibitors.,.. 1 American Society of Safety Engineers and Subject Sessions............,,...,.*........... 2 Aircraft Manufacturing Soctios. ..............3 Air Transport Section................................................................................................................................... 4 Automotive and Machine Shop Section.............................................. 5 Cement and Quarry Section..... ............................ 6 Chemical Section ................................................................................................................................................... 7 Coal Mining Section.......................... ........................ 3 Commercial Vehicle Section............................................................................................................... 9 Construction Section .................................................................................. IS Electrical Equipment Section............................................................................................................. 11 Food Section ........................................................................... 12 Glass and Ceramics Section.......................Id Industrial Nursing Section............................................................................................. 14 Marine Section ................................................................................ 13 Meat Packing, Tanning and Leather Industries Section....,............................................................ 16 Metals Section...................................................................................... 17 Mining Section...................... ................................................................................................................ 18 Petroleum Section .................... 19 Power Press Section.................................................................................................................................. 20 Priming and Publishing Sectfaxi............ 21 Public Employees Safety Committee................................................. 22 Public Utilities Section......................... 23 Pulp and Paper Section........................................................................................................................................24 Railroad Section ...............................................................r................... 25 Rubber Section.................................................................. 26 Textile Section .................................................................... 27 Traffic Section ................................................................... ,,,...,29 Transit Section ............................................................................................................................ .. 29 Wood Products Section....... .............................................................................................................. 30 Farm Safety ................................... 31 -Home Safety ............................ ..................................................... .. 32 School and College Sections.................................................................................................................... .. 33' The Human Side of Safety (Early Moramg Scaket).................................. ....................................34 PRICKS OP EXTRA COPIES OP MMVMAL VOiWW TO MEMBERS VOLUME SIZE t ta 9 cofitt Back Less than 24 pages-- $025 24 to 49 pages-- JO 49 to 96 pages-- .40 Over 96 pages-- m /9ia99eaftgf Each J0J J5 JS J5 M9U999tatfff Back $13 ja ja J0 lOOOermart Each $0.15 JO JO JO Complete set of Transactions (34 rnhcmQ P6C0 NON-MEMBER prices are doable prices. *--vulmnti 22. 31* 32 and 33. NATIONAL SAFETY COUNCIL 26 H. WACTtt MNI CH4CAOO 4, ILL. i- *.. 52 >jee-z<--am? Current Safety Topics in the MINING INDUSTRY As pr*sM la ft* ftffahf Sculett #f the 1941 Netiasd Safety CMfrtss What the Bureau of Mines Does for Mina Safety................ 4 Headsheave Maintenance Saves Wear on Ropes................ 10 Hoisting RP Records......... .............. .. .............. .. Safety in Open-Cut Mining....................... *........................... Voice Control by Radio Through Sal! and Strata.................. * Recant Procedure to Control Dust in Mine Ah.................... Safety In Slusher and Scraper Operations......................... II 14 19 24 29 Safety m the Non-Ferrous Smelting and Refining Industry 31 Blasting Hazards in Metal Mines..................................... - 34 Accident Prevention Concerned, with Blasting. ..................... 41 Causes of Vitiated Air In Metal Mines.................................... 44 Training Practices of the Montreal Mining Company........... 4B Job Training for Safety..................................... ...................... .. 52 Volume 18 Y19. 20. In safety, as ia all other human activities, the question is repeatedly uked, "Whit's bcwT Many answers to that question an ptta every ytar by those who participate la the various sessions of the Nitibtol Safety Congress. Many Mrvr methods, devices, and ideas which later became generally accepted first were presented at a Congress isstiorf Because of this fact, safety directors throughout the nation have always foend the Transaction of the Congress a valuable tool in their accident prevention programs. Publication of the Transactions ta Ball volume*...coc for each Section or Dhristoo--permits wide distribution of pertinent portion of the Congress material to man* agwoent and supervisory personnel at anal! coet The 44 volume* of the 1941 Congress Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a valuable aid ia the safety program. la preparing these Transactions die proceedings of the Cungnai have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available m National Safety Cotmcil files. Views expressed at the Congress or ia this record ire those of the Congress portxapents, and nee nenssarihr those of the National Safety Cnunett tie Mima SEcnoa This volume Is a record of the sessions held at the 1948 National Safety Congress by the Mining Section. The conduct of these Con gress sessions each year Is only one of the many cooperative activities which die Mming Section carries on ia behalf of its members, and for the benefit of accident prevention work ui the mining industry gmeraUy. The Section pres guidance in the preparation of a groat variety of technical and educational material useful in the day-to-day safety programs of mines. The activities of the Section are under the direction of its Executive Committee, the members of which are Cited on pages 54 and 55 of tills volume. A What the Bureau of Mina Does for Unt St/cly What fits Bureau , of Mines Does for Mine Safety By J. J. FORBES Chief, Health and Safety Division, Bureas of Xiao, U. & Department ef Interior The Health and Safety Division of the Bureau of Mine* comprises three branches, safety, coal mine inspection and health. These brandies, functioning in related fields, are coordinated and directed by Ibc office of the chief of the division ia Washington, D. C. Laboratories and training headquarters are in the Bureau's building in Pittsburgh, Field activities, which are the major func tion of the Division, are arried on from 21 field offices located ia centers of mining or mineral activity throughout the United States and Alaska. The Safety Brandi, employing approxi mately 120 engineers, safety instructors, and technicians, has as principal activities: First aid and mine rescue training. Accident prevention training; metal, nee- metal, metallurgist, and petroleum lab oratories. Routine dust and ventilation surveys at metal mine*. Conferences with mine and plant officials on safety problems. Promotion of safety organizations and addressing safety meetings. Preparation of reports for publication. The Coal-Mine Inspection Bruch, em ploying approximately MO mine inspectors, engineers and technicians, has as its chief activities: Inspection of coal mines (11,000 mines). Routine dust and ventilation surveys at coal mines. .Accident-prevention training, coal mining. Attendance and talks at safety meeting*. Conferences with mine officials and miners safety committees relating to mine safety conditions. Rescue and recovery operations. Preparation of reports for publication. The Health Branch, employing approxi mately 45 chemists, engineers and techni cians, has as general activities: Health and salutation studies in mines and mining communities. Research in physiological effects of gases and dusts. Analysis of air maples for Coal Mine Inspection sad Safety Branches. Testing and development of respiratory protective methods aad device*. Preparation of reports for publication. From the earliest period of the existence of the Bureau of Mines one of the maw objectives of the Bureau's work was the prevention of loss of life and limb sad the protection of the health of those who make available the matera] products vital to the life and progress of tius country. During the years that intervened since the Bureau of. Mines came into existence ia 1910 the Bureau has consistently aad con tinuously conducted an educational campaign aimed toward fulfillment of the objectives mentioned. Through a period of X years the Bureau has been a partner with the mtaieg indurtry in twtnwg working conditions and working practices safer and more'efficient. The Bureau has bees a research division t% find the hazards responsible for deaths. In juries, and loss and to devise ways to over come those hazards where they were not already known. The Borens has been a recorder and reporter of (be failures and successes year by year ts ctfsuasting acci dents and Injuries, it has been a promoter of safety programs and methods and an in<mr,''r to bring detailed Imowledgc of saf* methods to oSdals and saner*. At the present stage of progress our dntics are being handled in the following ways, some or alt of which are known to each of those In this group. Ceol Mint Inspection Branch--As a con sequence of disastross mine explosions m the year 1940, more effective measures were demanded ei Congress; aad legislation di rected greater attention to the Prevention of explosions and other causes of deaths and Injuries in coal mines. Federal coal aaiae Inspection was Inaugu rated ia 1941 by sa Act of Congress, Public Law 49. Under the provisions of this act, the Secretary of the Interior, acting through the Bureau of Mines, is auth rised and em powered to make necessrry tvjjections of Mining Section 5 coal sums, the products of which regu larly cater Interstate commerce or the operations of which substantially affect pared by the Bureau Ia 1948, a revision of earlier standards under which anthracite mine inspections had been made since 1942. commerce. One of the objects of these iaspecticns is to eAtn'm and disseminate in formation refit nag to health and safety eoaditioos ca soeh miner. To carry out the dstks of the ftnrcam sake this act, the Coal Mine Inspection Branch of the Health aad Safety Division of the Bureau of Mines was organized in 1942. Actual inspection work was begun as December 2941 after inspector* had been employed aad trained. The standard procedure for Inspecting all coal and lignite mines Is as follows: The Inspection of a mine may require from a day to several weeks depending on the sire of the mine, the thickness and pitch of the ecal beds, the system of muting, degree of concentration of working places, preva lence of hazardous amditiona and prac tices, and other conditions. The inspectors are required to Inspect the surface plant, Coal-mine inspectors, mining-explosive* Bjinttu. mining-electrical engineers, aad --u-gujeers 0 the Branch are selected from a Ovti-Serrie* Register. Hew em ployee* are gives as intensive course of teaming is Inspection procedure and Bureau every working place in the mine, all active hmuiageways and travelways, entrances to abandoned workings; accessible old work ings, airways, escapewsys aad other places where men work or travel or where dan gerous cooditioos may exist pclicy at the Pittsburgh Station before brieg assigned to field headquarter*. New tori-mine inspectors are required to aeeompaqy a trained inspector until they arc capable of inspecting mines unaided. An When an inspector observes unduly haz ardous cooditioos, he informs the local mine officials, and if prompt action is not taken he so advises die Bureau supervising en gineer or eogineer-ia-eharge; who notifies the inspector U not permitted to inspect any one nunc more than twice ia succession. This procedure helps to assure time in spectors are sot hadverteatiy overlooking waft cmwStkma or practices. head of the appropriate state inspection service, the Ioral state inspector, or the head of the mining company by telephone or immediate personal call as the exigencies of the cooditioos may warrant. The mine Following seizure of the bituminous coal mhm by the Government n 1946, the Knig- safety committee Is also notified of the conditions and the action taken. Lewia Wage Agreement provided for the Immediately following the completion of promulgation of a Federal Mine Safety an inspection, the inspector confers with the Code. The agreement was administered by company and inform* them of his the Coal IGaes Administration, and during observations and recommendations, thus its existence, compliance with the provi avoiding mistmderstaadings. Similar con sions of the code was mandatory. The ferences are also held with miners, safety Wage Agrecncnr between tb^ mine oper ators aod the United Mine Workers of Amerira stipulates that there shall be prompt compliance with the recommend*ttons of fedmal Inspectors for elimination of reported instances of nec-compliance with the code. Provision is made for ap peal to the Joint Board of Review when ever it is felt that compliance would cause irreparable damage or great Injustice. committeemen, where committees are func tioning. A preliminary report, covering unsafe conditions and practices considered to be of primary importance, is prepared by the In spector and posted by him at the mine, within one day following the completion of the inspection. Copies of the preliminary reports are distributed from the field offices of the Bureau of Mines to the mine officials, By the Anthracite wage agreement of tiie state mine-inspection service, district July 1946, inspectors of the Federal Bureau and rational offices of the mine workers of Mines make periodic investigations of organization, aad to others. (be t*--- and report to the mute manage ment and the United Mine Workers of America any violations of the Federal Safety Standards. A final report contains a general descrip tion of the property and of conditions and practices observed during the inspection. Sash unsafe condition and practice is re The anthracite pafety standards were pre corded in detail, and proper recommends- 6 What the Bureau of Mines Dots for Mine Safety tioru are made to correct them. Results of analyses of dust and air samples are listed in the report. If the report indicates that disaster haz ards existed or were developing at the time the mine was inspected, a special letter calling attention to such hazards is sent promptly to the president of the mining company by the Director of the Bureau of Mines or by the chief of die Health and Safety Division. A similar letter is also sent to the head of the state mbe-inspeelion agency, having jurisdiction over the mine, by the proper field officials of the Bureau of Mines. This procedure was adopted in an attempt to enlist the coop' nation of the responsible state authorities in reducing or eliminating the hazardous conditions and practices in the mines, par ticularly those that may result in a mine explosion or mine fire. Improvement Item Inspections of coal mines under the Coal Mine Inspection and Investigation Act were I started oa December 1, 1941. From that date to June 30. 1948, 18,158 complete Fed eral Inspections of ah types of coal rums were made. These represent both original sod rriospcctlons of 4,119 separate mines, la each of the past 2 years about 400 mines were inspected for the first tunc, and 4,100 rrictspeaaoas were made. > Under normal conditions, approximate!; 11,000 coal mines (underground and strip) are operated throughout the year la 31 states. Virtually all of the sizeable mines, and a fair Bomber of smaller ones, have bees inspected. The foBowiag data indicate the number of cool mines (bitaounous and anthracite) at which major improvements fisted were made: tfumker of tool mines m whisk improvements mere made. 12/1/47 7/1/46 7/1/47 12/1/41 to to to to 6/30/486/30/47 6/30/486/30/48 a. Use of blade blasting powder discontinued...... b. New mala fan or fans installed................ c Ventilation improved in face regions........... d. Use of blower fans with tubing discontinued,.., e. Preshift examinations for gas inaugurated.,.,. f. Onshift examinations for gas inaugurated............ g. Water used to allay dust in face regions....... h. Use of rock dust adopted for first time. u General improvement in rock dusting in mines previously rock dusted........................ j. General improvement in haulage practices...... k. Method of systematic timbering adopted.............. f. Second opening provided.............................. m. Smoking discontinued ........................ n. Use of lights discontinued..'..................... 191 398 1369 155 303 414 230 193 349 1655 547 160 142 .%2 221 318 1221 130 473 444 176 425 771 716* 335 141 2S7 190 160 295 97S 60 541 356 153 349 24 531 248 64 215 572 1011 3572 345 1317 1214 559 967 1944 2902 1130 365 644 620 The Coal-Mine Inspection Branch is en gaged in the training of mine officials, mine safety' committeemen and individual miners in safety methods and procedure* through special courses of instruction designed for this purpose. At present, 22 men who are qualified mining engineers or who have had a substantial amount of experience as Fed eral coal-mine inspectors are assigned to this work. Two separate courses of instruction have been provided. One Is the Coed-Mine Acci dent-Prevention Course designed primarily for supervisory officials, and the other is the Safety Course for Mine Safety Coramitteemes designed for persons who have hid little or no technical training in coal mining The Coal-Mine Accident - Provenboo Course consists of 40 hours of actual class work covering the following subjects: Accident statistics as aa aid to the pre vention of accidents. Accidents from falls of* roof and coal. Mming Section Accidents from hoisting and haulage. Explosions aad fires. Explosive* accidents. Electrical Accidents. MUeettwcoos Accidents, A GDcspkie pcblished text covering the ibjccU of the oourse has been provided, ad all hutrodors vt famished with small iSeries for demonstrating coal dust exloskms, gas ignitions earned by area and parks, and for demonstration and practice t aadtesting for gas oxygen deficiencies ritfc the flame safety hunp. A large frict ion of projection slides are also available ad are bring need by the instructors to Scntratc the coarse. The instructors, however, do not rely lady open the published text material. Each rectiy to those most likely to benefit by it Veer after year falls of roof and eoal have consistently been responsible for half the total fatalities m the coal mines of this country. Despite the efforts put forth by the industry, state agencies, and the Bureau, the percentage of fatalities from this type of anrident has not diminished appreciably and has influenced an all-oat effort to im prove the stantian. Is the course of investigation* on roof control by tninfag engineer* of the Coal- Mine Inspection Brooch the suspension-type roof support was borrowed from the metal mines in Southeastern Missouri During the fiscal year 1947-48, through the coop eration of severe! operators, and the state ironing departments, method was - adapted to cool mines in the states of West hatxnctor is required to spend sufficient time andergrooad at the sac in which bis this members are employed so that be can Virginia, Pennsylvania, and Alabama. a torIn localities this type of support hag bees standardized and is now past the correctly adapt the course to load coodl- experiments! stage. It Is a wide departure inn. The rinses are held in the mining cocb- from the conventional methods employed in coal mines and other metal mining districts, nmfin at central locations where it cay aad its success U revising to a large extent >e convenient for officials of several mines the miznng ana's basic concept of roof :o attend. The necessity for the safety coarse for mine safety committeemen developed as a result of the toriurioa in the National Bituminous Coni Wage Agrceaeet of a provision for the establishment of mine safety committees composed of misers at cedi mine, These committees arc authorised support It is hoped that research now under way will lead to the solution of several new problems of stress distribution presented by this technique. Special equip ment Is bring developed for this woric, inrioding a boroscope for taking photo graphs of rorit formations in drill holes. Spedal studies with respect to mine to imped the mine for violations of the federal Uat Safety Code, to Investigate hazards reported to them, awl sake reeomscsibtSoes to management seeking to cor rect fcatardoos cooridoos. ventilation were initiated during the year. One sech study was conducted to determine the mjabaum volume of air that should be circulated tlgoogfa the last open crosscut of asy pair of entries to provide maximum safety aad efficiency. During the previous The safety coarse for mine safety comeutteoiaea consists of 20 hours of actual yean a volume of 6JJ0Q cubic feet a minute was used as a standard by the Bureau of class work covering treefully the same subjects as are covered in the accident Mines. Recently the mine operators ques tioned, the need for this volume of air prermdon course lor none officials, al * under all conditions aad the ^oint Industry though us somewhat less detail. This course Safety Committee (operating under the also lays considerable stress on the provi National Bituminous Coal Wage Agree deos of the Federal Mice Safety Code, so ment of 1947) requested the Bureau of that each person talesng the course will be Mines to determine the minimum practical familiar with the code when the course is amomit needed for maximum safety and completed. This training work among mine officials aad employees affords the Boreas of Mines as opportunity to dUsezdnte information, based on its experience gained through efficiency. Coal-mine inspectors have used long-es tablished methods of collecting samples of mine dust, and to years these samples have bees analysed by quantitative analysis many jmn of safety work la 8 Whet the Bureau oJ Mines Does for Mine Safety in the Bureau's laboratories at Pittsburgh. This procedure has been considered to be the most exact known but is time-consum ing and fairly expensive. In February 1944 engineers of the Coal - Mine Inspection Branch were assigned to make a study to determine some improved and simplified means of collecting samples and of de termining the incombustile content of each sample at the time the sample is collected. The mining-electrical engineers of the Coal Mine Inspection Brandi conduct spe cial electrical surveys of coal mine*. The purpose of such surveys is to call attention to unsafe electrical installations and prac tices and to recommend means of improving safety and efficiency. Mining-explosives engineers of the Branch conduct special investigations with respect' to the safe storage; transportation, and use of explosives and blasting devices. They also make regular explosives surveys of coal mines to point out unsafe installations and practices and to recommend means of improvement. The Coal Mine Inspection Branch is func tioning to bring about all feasible improve ments in safety in coal mines. Every practical means is being used within our power, and this includes fundamentally the greatest measure of cooperation it cats give to the management, the workers, and state mining departments. Safety Branch--The Safety Branch has long specialized in the instruction of work ers in the mineral industries in first-aid, mine rescue work, and accident-prevention. Investigative and educational work is con ducted in varied fields of the industry jointly with engineers and inspectors of the other branches. An important feature of the work of the Safety Brandi is the giving of instruction in methods of first aid and in the use of mine rescue -apparatus. During the fiscal year ended June JO, 1948, 28,413 persons employed in the mineral and allied industries were given a full course in first-aid to die injured and 435 in mine rescue methods or a total of 30448. Since the founding of the Bureau of Mines oe July I, 1910 until June 30, 1948, 1,615,064 persons have been trained ut firstaid and 90.425 have been trained in mine rescue or a total of 1,705,489 persons have received training in one or both. These per* sons have been employed ia the following industries; coal mining, metal mining, ce ment quarrying, metallurgical, rock tunnel ing; petroleum and natural gas, and bc<i metaHic mining such as mica, fluorspar, and others. First-aid and mine-rescue contests were conducted at 44 places ia 9 Stales during the fiscal year; 529 teams participated and approximately 41465 spectators attended. One hundred and twenty-five exhibits and demonstrations were held in 18 states. Sound motion pictures oo safety subjects produced by the Safety Branch were shown at 195 exhibitions {or persons ia the amend industries. The Metal-Mine Accident Pre vention course for metal misers was first offered m November 1941. From November 1941 to Jtme 30, 1948, 2J48 persons compteted the course and 1,004 partially com pleted it. Included in these totals were 787 persons who completed the metal-mine ac cident prevention in the fiscal year 1948 and 2Si who partially completed it. The pe troleum-gas accident prevention course de signed primarily for persons ta official capacity is the petroleum and natural gas industries was instituted in 1939 and to June 30. 1948, 1,508 persons completed the course find 278 others partially completed it Included in these totals are 112 persons who completed this course la the fiscal year 1948 and 429 who partially completed it. Engineers of the Safety Branch presented the lecture and dcssoostratioe oa flamma bility of gasoline vapors titled. "The Magic of Fire.1* During the fiscal year 1948 the lecture and demonstration was presented at 93 safety meetings ia 19 states at which 13,491 persons were m attendance. Special Investigations on safety condi tions and hazards included metal mine safety inspection, effects of use of diesel locomotives tmdergrotmd, dust aed ventila tion surveys, inspections of scaled fire areas in mines; Sre-aad explosion-hazard surveys in oil plants, mad tests of mfety and elec trical equipment for the Navy. Ninety-one publications and papers cover ing a wide range of technical and educa tional subjects were prepared for presenta tion at meetings. The electrical-mechanical section make? tests and Issues approvals on electrical equipment designed for use in coal mines. Permi*'ib!e equipment for almost Mining Section 9 every need is now available for use ia mines. Health Branch--The activities of tbe Health Branch are directed toward the control of harmful or hazardous exposures and to the improvement of hygienic condi tions Is tiie mineral industries. In the past year such investigations and recommenda tion* were made on conditions in coal mines, a sine szsdier. a carbon black plant, diesel locomotive* widerground, and vtntltitioo and an* conditioning equipment in metal mines. Laboratory investigations were made dealing with the concentration and composition of dust, pcrforaxaace of gas-indicating Sastrmoents, toxic gases pro ducedby buruiog sjBthtti' r- i'ms, explosions fai compressed-air line*, *.talyiis of add same waters, sod various other subjects.' In the gas and dost laboratories, 15.000 samples of gases mi dusts were analyzed Gas and air rwnplrs were those taken ta correction with inspections of mines, in vestigation and naney operations after mine fires and eeptonSqna. and investigation* of various hazards and conditions encoun tered hi the mineral industries and tbe mili tary services. Duse maples were those collected in Arid liiwwlgstiusis and in lab oratory studies relating to tbe evaluation and control of explosion and health hazards in the mining industry. Field havestigatiou* iadaded a wrvg of the possible hazard from excessive use of quart* mod in nprrafing mine locomotives. The hazard u found ta be negligible. Similar tests an dasts produced by use of tiiuttlc cars were made ia mother nunc: ' Blade or carbonaceous thin nacouatered m iron and ether mctol mines sometimes heat spontaneously, causiag repeated mine fires. Laboratory studies are bring carried on to determine die combustion character istics of tbe black slates and the nature of gases given off ia such fire areas while sealed. The purpose of the investigation is to obtain information that can be used in interpreting the results of the analysis of air samples collected from actual sealed areas. Tests of approved types of dispersoid filters and gas-mask canisters were run to check the quality of those bring sold to users under Bureau approved labels. The work of the joint investigation con ducted by tbe Bureau of Mines and the bituminous coal industry os arid mine water drainage is bring reported in four reports of Investigations soon to be issued. The growing importance of industrial hygiene la tbe mineral industries Is being given more attention in the work of the Health and Safety Division each year. As an example; a number of field engineers of the division were gives training by experts ia the Health Branch on methods of con trol and determination of unhygienic dusts. Thus, each district office wa* assigned a qualified dust "expert" to work on studies of atmospheric dust in mines. The foregoing brief and rapid summary of the varied activities of the health and safety work of the Bureau will show the multitude of problems and still growing importance of the task of accident preven tion so mining and allied industries. The Bureau cooperates with units of the indus tries and other agencies concerned in pre venting accident* in mines and plants. 10 Beadsheav Maintenance Saw Wear an Ropes Headsheavo Maintenance Saves Wear on Ropes By JOHN TRSWXSK Safety Engineer, Mechanical Departmmt, TTnmnlil* Wnfay Co^ Lead, 80.Uak. Mining Section 11 fays efhiS*iji.i>atati wtefct with tbe B>u<ha at Ac mime, Usually four mm are aw{ cm dw operetioe. two for finding and two for the doming job. Who* the rape m4 sheave sue la motion a man stands by the signal system so that the hoisting engine can be stopped la case of aa accident or trouble. The average time for trimming two 14 foot sheaves for IK inch rope is 8 to 10 hours. By maintaining the correct sue and con tour of hcadsheave rope grooves it it pos sible to increase the life and service of all steel hoisting ropes. This is more noticeable on the larger and deeper mine shaft opera tions where large diameter and great lengths of hoisting ropes are used, and where any unwarranted or preventable wear of the hoisting rope reduces the rope diameter below the safe operating toad more rapidly, making it necessary to remove and replace the rope prematurely. Five targe hoisting units are hi operation at the Homestake. They arc: Ellison ore hoist, rope diameter 1)4 inches, hcadsheave dia. 12 inches. Manganese steel rim; Ross cage hoist, rope dia. IK inches, hcadsheave dia. 12 inch, cast steel; Rosa ore hoist, Yates cage hoist and Yates ore hoist, rope dia. IK inches, hcadsheave dia. 14 feet, cast steel. The hcadsheave rope grooves are checked and studied every 30 days. A con tour gage is used to check the condition of the groove. All headsheaves are finished by the manu facturer with proper rise groove to fit the contour of a given size hoisting rope. As the original diameter of the 1K inch dia. rope is a plus A inch to h inch, a maxi mum of 2 Indies is the allowable groove seat After the rope is in use it will stretch and set itself to the approximate IK inch dia. The continued contact of the rope with the headsheave groove tends to.reduce the diameters of both the rope and the groove. This ra so way hinders the operation of this particular rope but the groove will be un suitable for the new rope until the groove is dressed down to its original diameter. In 1927 at the Ellison ore hoist it was necessary to replace the hoisting ropes, and the headsheaves required trimming to fit the new ropes. The sheaves could not be taken down very easily, so it was decided to build a portable rig or machine to be installed at the headframe, and to grind the grooves to standard size with the hodsheave and rope in place. This operatioa has bees since used at all the hoists when ever ropes have to be turned end for end or when oew ropes have to be put fa. The design of the grinding rig^ is as fob lows: A substantial base and tilde cos. parable to a lathe carriage with longitudinal and cross feed, capable of holding an elec tric motor that directly drives a 20x2tf fach Altsdtna grinding wheel at a speed of 1,150 rpoL with a nfftiftrauw of vibradtfi This base is bolted to a 1 inch steel plate which rests ou a structural extension of the mala sheave girders. The motor is 7$4 fLP., dustproof, bafl-bearing type with Ark* tite plug and cable, which is plugged into aa Arktite wall receptacle sear the sheaves. A start and stop push-button switch is motmted oa tbe motor for coGveuience and safety. The grinding wheel is dressed to tbe desired contour with a regular grinding wheel dresser. A contour template is made for duping the grinding wheel The bcodabcave is rotated by the hoisting engiae by means of the old hoisting rope in normal position, nmnleg in tbe sheave groove with an approximate speed of SO feet per sofa. This speed is but for a 14 foot diameter sheave; other rites will vary accordingly. For the heat results, the grinding wheel is applied fato the rope groove only when the hoisting rope (with the skip or cage attached) is descending the shaft, and is withdrawn from contact when tbe rope is cooing up. This permits grinding chips tc be throws down and dear from the rope and sheave wheel Before grinding operations caa begin, all the rope dressing that ft deposited 00 the sheave wired oust be removed. A bobflammable deanfag find is used. The rope groove tiac and contour are checked with a steel circular disk which Is 2 inches fa diameter, maximum for IK inch diameter rope. This conforms with the standard practice as receotseaded by Imdfag rope manufacturers. Tbe grinding operettas is carried on Sun- Hoisting Rope Records By U a MOORS Chief MurTihat Engineer, The CIcvcIaad-CSffs Iron Cow Isbpcaag, Mich. These nriiih mm hoisting ropes will be The mine Is 40 per cent deeper, tbe load confined needy tn the procedure as fol is about the same; tbe rope is the same lowed fey the Oevdsnd-Oiffs Iron Com diameter sod eoastruetion, bat where Cliffs pany fa selecting the right kfad, bow they Shaft ore is dean, tins ore is a disty, slimy, are mafatafaed whSc fa operation, aad rec soft material that sticks to anything ord* kept of wore out ropes as a guide touched. Rope dressing baa been applied for future selections. since 193ft aad tbe trend show* better per The first record covers hotsting ropes formance since that time. The high point consumed a* the Cliffs Shaft Mine, lab- oa number of days fa opetatiou is due to pemfag; UlcUgn, from July II, 1905, to lade of ore demand as the ropes lasted September 1ft IMS. The ropes shown av three years, bet when tbe ore was needed, erage 316JXO teas each with tbe two poor this mine produced annually over one mil est, whkh dewbful two tight strands lion tons. As ore only was hoisted on Listing only 3 fntht and hoisting kss than these ropes, Judgment was faulty as to 100.000 tea*. The ether poor records were when they shotrfd be discarded Sometimes, da* to a sftcaod rope bring transferred they were not changed soon enough, and from, j--mime aed to a broken bead a rope broke which meant the loss of a sheave on shaft fame. sidp. The record also shows that only For top fulwnuiKt, tbe first rope ropes manufactured by Bethlehem Steel mrhtag vw a half mfllioa toes was fa Company were used after 1946, unless such ISJft and the trend eras ep since that time. ropes could not be secured. This is ex From 190S %m 1828, the procedure was to plained by tbe fact that 50 pee cent of remove the ere slope aad install cages cad* tbe Ncgatmee Mine Company is* owned by lateral during the day when the men were Bethlehem Sted Corporation. heated fa wrfaei; or lowered late same. The avenge bout record for the Maas After 1923, a awwfcfanha* skip aad cage Mine is still lower, only 128,000 tons with of ahminna was used that weighed fat two highs of 450.0QP tons each. The rea dan the old steel ship and tbe dally trans sons for this are several the mine is 22$ fers were claimed, wring the hoisting feet deeper, tbe load fa skips Is Si teas ropes from so mod* fandfasg. compared with 5.3 at Negaunee and 5.1 at About 1928, applying of tope dressing Cliffs Shaft, the shaft Is sot fa as good started and has contiaaei fa various forms eooditfan, and the ore is dirty and slimy. since that time. As the ore is bard hema .For severe! yean from 1903 to 192ft only tite; the mme ropes ms be kept c/caa mod two ropes hoisted 150,000 tons, then fa lubricated withoaC too mod* effort. 1930 ooe exceeded 250,000 tons, and by Tbe record of skip ropes at tbe Na- 1938 almost 45ft000 tons were recorded. gxunce Mine, Negauuec. Mlrfriyan give* Since 1941, most of the ropes have ex the avenge temuge from 190$ to 1938 as ceeded 250,000 tons. This improvement is 24Q400 ton* and amber of days fa serv* laid to closer attention to cable condition, mx as 446. Where the record of the best a better method of applying rope dressing, rope here is 400,000 tons, the record as aad heavier hoisting schedules. The man OUFs Slnft is 600,000 toe*. With these ufacturers, through their research depart discrepancies, the gmatioa naturally arises,' ments, may fee giving us better cables. why? Some of the low records show that tbe 19. 1 zo. | iZ-f. 12 Hoisting Rope Records cage hoist rope at the Athens Mine was removed as soon as the first broken wires were observed, and the best part used for skip operation here giving an additional 50.000 tons. The hoist drum diameter of 10 feet compares to only 8 feet at the Negaunee and Cliffs Shaft Mines and >hould be in the rope's favor. The Athens Mine is the deepest mine in Marquette County, 2470 feet Its skips average 5.1 tons per trip, the rope site in creases from lyim to IH". and the hoisting drum diameter S feet Under these condi tion*. the hoisting ropes averaged close to 100.000 tons from 1920 to 192*. then they moved up into the 150,000 ton class for the next ten years, and for the last 10 years, the average is over 200,000 tons. Prom 1946 to 1948, one rope exceeded 400.000 tons and surprised everyone in* terested, Ob checking, this was found to be of the following description--IM", 6x19 MN" type, glavaniied, improved plow steel, regular lay with hemp center and 6 filler wires, made by the Roebling Wire Rope Company. It was bought galvanized be amed no other cable was available at the time, and it was needed immediately to keep the mine in operation. A duplicate mbs purchased and is sow working, but will not be wont out for at least another six months. Its present condition indicates it may give as good a performance as the first one. A galvanized rope costs 20 per cent more than a non-galvanized of the same descrip tion. But if 100 per cent more hoisting load can be secured, they are the most economical to use. One is also being tried at the Maas Mine to check for longer life there. The last slide on busting rope is rather hort cm record as it covers the Mather "A" Mine at Ishpemlng, Michigan, which started ta 1943. Only 3 ropes have been discarded. Two had a record of dose to 800.000 tons, while on the third, a flaw developed and it had to be removed at about 350.000 toes. As this mine belongs to the Kegauaee Mine Company, Bethle hem Steel Company supplies the ropes and have shown conch interest in sped lying not only the proper rope; but its method of apptiation. Specifications on the rope are as follows r 3300 feet, 1H" diameter, 6x27 Type H purple strand langlay, right lay, hemp center, Battened strand. It has a breaking strength of 330,000 pounds and weighs o4#/ffc Instructions received for installation from Bethlehem Steel Co. are as follows: "After the new rope has been attached to the skip, it is to be lowered slowly to the bottom (2350 ft) and raised again to sur face without load. The slap will then be lowered to the 6th level (2200 ft) where it will be loaded from pocket The slop wiil then be run slowly to the bottom, thea to the collar, and the load dumped, thm lowered back to the 3rd level (1750 It). The skip will thea be set on timbers and the rope brake Installed. The rope is thea to be allowed to uncoil slowly until aU et the twists have bees taken out of it st tbc 3rd level elevation. The rope will thea be attached to the skip and the skip lowered to the bottom to redistribute the balance of the twists after which it should be ready for ooraui operation.1* During the last five years operation, steel guides of 85# railroad rail have received wear' due to rope twist ia one direction. On the present order for hoisting rope, the specification has bees ehasged to left lay instead of right lay to keep equal war on these rails. We are also testing 12* rubber tired wheels on our skips to replace wear ing shoes aad hope to eliminate guide wear in this way. Experiments over tbc last few years have uncovered the most economical way to apply dressing to hoisting ropes. In the past, the use of heavy dressing that re quired heating and a trough to apply proved too costly for the additional life derived from the rope; but with the use of a new machine, ooe mas aa dress the rope in 15 minutes with about 1J4 gallons oil. and It Is found that such a dressing applied every 3 days is ample. This oil is called Liquid light Rope Dressing as made by Wadams Oil Company. Other otf com panies make dressings of a similar nature. To run comparative tests on all requires too muds time, but from the few tats run. it is felt this material keeps the rope lu bricated outside as wet! as internally. Most of the for applying the dressing is at the mine said depends ee com* ` pressed air to give the hoisting ropes their proper dressing without waste. Our company is pleased with the fact that improvement* are being made hi hoist Wrung Section 13 ing rope records, but it would be mote, jessed if twice the tonnage could be se cured. Our abeam are kept with the right rope curvature by using a sled insert that can easily be replaced, fastened by bolts in the cast trow rim. The idler sheaves have rubber inserts, etimhsating any chance for wear from them. The 1J4* ropes at the Mather Mine required steel bead sheaves, but oo wear os be observed on them after tour years operation. Some critics fed that the rope speed is important At the Cliffs Shaft, the rope speed Is 2009 ft/ntin, at Negaaoec 1500 ft/mia, at Maas 1500 fi/min, at the Athens 1500 ft. with 3400 ft. at the Mather "A** Mine. Where the guides are not u exact alignment due to shaft sets shifting, it has bees found necessary to stow the skip a few hundred feet per minute to eliminate excessive shaft maintenance, and this must hare some effect on the rope. It has been foaed that the drips run smoother by increasing the length of the drip cradle which naturally brings the waring shoes further apart. We fed that rubber tired wheels used aa eadi end of dap frame to eliminate guide shoe wear should improve conditions, but tests rwa so far bare not gives us con clusive proof. We are still experimenting and researching with the hopes of securing the complete answer sometime ia the acar future. The new development of equipping hoisting repos with a nylon covering for additional protection may hve some merit. It is smderstood that sacfc ropes are sow under lest, bet no definite information is available at present. The only objection I cmM offer Is danger Sn om of fire. If a nylon covering on be made fireproof or even fire routing. it weald be mere desirable. Otar centra! safety committer, consisting of afl^ mine superintendents, district mine mptaiim, and top representotives of me chanical, electrical, laining and safety de portments, meet once each month to discuss all mine accidents for the previous month te determine stint ones can be durinated ia the fatmre. Tins committee baa made up seta of safety rales for employees to observe on surface aad tmdcrgfound. As we are dtmudnf hoisting ropes, you may be uncreated in these rules which are as follows: 1. Ropes used for hoisting or lowering taea or materials shall be composed of tied wire; with a factor of safety deter mined by the chief mechanical engineer. 2. At mines where Cage aad skip ropes are the same size; a new rope shall be used oa the cage if the cage rope has been in service more than six months, 3. Every rope for hoisting or lowering men or materials shall be securely fastened to its dnaa and when m use shall never be fully unwound, but at least two full turns shall remain oe the drum. 4. Tbc further end of the hoisting rope shall cither be securely fastened within a tapered socket or else it shall be boimd around on oval thimble and then fastened to itself by not les* than six clamps or bolu. The "IT* belts of damps shall be on the short cad of the rope. 5. All ropes fastened by sockets shall be cut off and re-socketed whenever deemed necessary by the chief mechanical engineer. 6. Every hoisting rope shall be lubricated from cad to cad at Inst once each month with a lubricant approved by the chief mechanical engineer and shall be applied according to his instructions. 7. Mew rope, or cable shall supersede an old rope or able either when the number off breaks.in any naming foot of said rope exceeds ten per cent of the total number of wires composing the rope, or when the wire* on the crown of the strands are worn down to less than one-half their original diameter or when the specified Inspection provided for in these rules shows marked signs of corrosion. 8- The moehankaJ department together with the superintendent and designated rope Inspector shall deride when a hoisting rope shall be discarded. 9. Hoisting ropes betwees the hoisting dn*a and the wall of the engine bouse and rise outside of the engine house shall be guarded to a height of seven feet. 10. All ropes most be inspected once in every 24 hours by some competent person designated for that purpose by the super intendent. If upon such inspection the hoisting rope or cable is foond to be below the requirements it shall be discarded for such purposes forthwith. We follow these rules to the letter and so far have eliminated any serious accidents doe to hoisting ropes. 14 Sajtty m Opm-Cut Miami Safety in Open-Cut Mining By W. R. WXBB Benson Mine, Jones ft Laugfalla Ort Co, Stir Lakey N. Y. Open pit mining can be divided into the following divisions. I. The Stripping Operation i Drilling J. Blasting 4. 1 r^tfiny aad Hauling 5, Crushing m Conveying As wc consider adi division of our open pit mining and the processing of the ore, I would like to call your attention to the coosidcraboa of safety ia the planning and layout of the entire operation. You will note how total mechanization has bees used in practically every phase. This has elimi nated many material handling hazards. Stripping Operation--Stripping at Ben* son is a major part of the total mining operation. It tododea the removal of both rock and surface from the crude ore. The surface covering the Benson ore consists mainly of glacial drift--that is, mod, gravel and boulders. The depth of this surface varies from 0 to SO feet. This surface as best removed tn one of several methods, namely, 1. Deep layers by shovel and trucks. 2. Shallow overburden by dozer being cither pushed off the ore body or piled up for shovel loading. 3. Pockets are cleared by the use of a dragline. The surface is either thrown off the ore body or loaded into trucks. From the mam Benson-Newton Falls ore body, 1.186,073 cubic yards of surface have been stripped, chiefly by the Benson min ing department. Some 4,062,692 cubic yards remain to be moved. Approximately MOifi00 cubic yards of surface have bees stripped by, contractors from the Amoeba ore body. 260,000 cubic yards remain to be stripped. The Benson ore body is folded in such a manner that the contact between ore and barren waste rock on the hanging wall dopes at about 60 degrees, with the waste rode on top of the ora. This makes it necessary to remove a wedge-shaped section of waste rock ia order to uncover the ore beneath. The waste rock, a hard dense gneiss con taining little tree, must be drilled and blasted, handled by otn- five-yard shovdi and loaded into tracks to be battled from the pit Soma of this rode is pot through the crushing plant and used to dress the haulage and service roads whkJt are con stantly being moved. To date about 641.000 tons of waste rock have bees removed. Yet to be moved are 10,000.000 toss. Drilling--In order to remove the waste rock and the im ore ul, it most be broken into a sisc which cm be handled by the. shovels, trades and crasher. The first step is primary blast bole drilling This is done with 42T chons or well drills, drilling blast boles ruse todies ia diameter to depths ranging from 35 or 49 feet to as much as IS feet deep. Blue boles ara spared IS to 20 feet apart and an equal distance from the face. As many aa 12 or 14 blast holes arc-shot hi one blue On first cuts (Ms drill is often cribbed up on wry uneven ground adding to the -difficulties of moving and servicing Bit* and water must be delivered regularly te assure a minimum of tost time. Eight 42T chum drills are used on seven different faces. Secondary drilling by jackhammer and wagon drills is accessary to blast any Urge pieces after the big chura drill shoe Blasting--I-coding of the blast holes is performed by a blasting crew who handle and are rcspoostble for all explorev-es ani all safety precautions applying thereto. Nttramon and Nitramcx are used is 9*x24* cue, Nitramoa weighs 71 pound* sad Ls comparable to a gelatine of 6Q per cent, Nitramcx weighs 77 pounds and k equivalent to 90 par cent Nitramcx is usd where the burdens are excessive and diffi cult to break. Safety is the most Important advantage In using these two agents. Neither is aa Mining Section 15 explosive m the accepted sente of the word since they caanot be detonated by; 1. The strongest of commercial blasting caps. 2. Primaeord. 3. Flame. 4. The impact of ball ammunition or of heavy steal wogbfc Their full blasting strength ia developed by the use of suit able primer. Additional advantages are; I. They are packed m sealed metal con tainers so that their water resistance is unlimited. 2 They are aon-hcndaehe producing. J. They are ahsobtdy neo-freezing. Spedal primers, weighing 3&7S pounds detonated with Primacord, as is the practice at Bcosoa. represents the safest possible method of detonating Nitramoa and Nitramex. These cans are lowered into the blast holes by meant of a tripod positioned over ik hole; policy and rope Holes are loaded te widths fifteen or twenty feet of the top, fkpeadiag upon the depth of the bole, and the reminder Is filled wish sand and firmly Doped. In aa effort to vibration and improve breakage, a Blasoog Tuner, aa ekctric tanl'g device that controls the do ts? intervals between botes to within .001 of a second, has replaced the practice of using a tnaiV Unc of Prhacord to fire all holm or shots. This las ptocea very suc cessful. Camplants of blasting vibrations from scarby locafitks lave been greatly reduced. Gdex No. 1 iggmxaaifjy 60 per cat strength, ljd'xt* scar d; niitc fired with Primacord ia place of electric Muting caps as a safety manare because of the con ductivity of dir agaeric ore. is used on secondary Muring of large pieces. Leading and HmTmy--As soots as the crude ore has been reduced to handling sue and the winHag area cleaned up by a bulldozer, five yard Marion shovels are moved ia and start loading the rock to 25 ton aide damp tractor-trailer tr ks which teal the material to the enuhe- The mining schedule calls for stn ng on &yKght aura and ore hauling o>. the afternoon aad night tarns. This permits a balanced pit operation and allows time for trade maintenance. Crushing and Conveying--The Benson crude qre rru*?w about 3$ per cat re coverable concentrate and 65 per cent waste Material. The first step la the process Is to separate the concentrate from the waste ccoslsU of crushing to a size which is suitable for handling la the concentration plant. The ore is dumped from the ore trucks Into the crushing chamber of a 54* gyra tory crusher which will crash 23 gross tons ia about ooe minute. This 54* coarse crusher Is powered by a 300 HP, motor and driven by a tex-rope drive which routes the drive shaft. A ptnkn oa die shaft ro tates the gear on the bottom of aa eccen tric sleeve. The crushing-mantle shaft which is Inserted m the ecctatric sleeve drives Its oscillating action from the rota tion of the eccentric. The crashed ore from the coarse crusher is discharged over man ganese steel wear plates to a grizzly with about 2}40 openings. The aidersize goes directly to a conveyor belt aad the over size passes through a hopper to one of two IS' secondary gyratory crashers. The other 18* crusher is maintained as a standby unit. These 18* gyratory crushers are very similar to the S4* crasher Inst are powered by 200 H.P. motors. When newly relined these crushers discharge az about 2* and are permitted to wear to about 4* before rebuilding. The crushed rock is discharged to No. 1 conveyor belt to join the grizzly undersize which bypassed the .18* crusher. This ma terial is then conveyed to two flights of 36* belt conveyor, each containing 750 feet of belt to one or both of two 300 ton surge bins which act as temporary storage for the fine crasher. The fine crushing plant consists of two 7 foot Symons short haul crushers, each drives by a tex-rope drive and a 300 HP. motor, two rod-deck screens to permit the fine material to bypass the crushers and a dust collecting system. The ore from die two surge Inns is fed by pan feeder to 36* conveyors known as 3A and 3B and conveyed to the fine crusher building and discharged directly to the roddeck screens. These screens centals H' wide openings which aUow the fine ore f 16 Safety in Open-Cut Mmmg by-pus the fine crusher and the oversued material goes to the eooe crushers to be crushed to approximately H". Under our present setup the crushers discltargc out 40 per cent of the product in a sue above H*. It is planned to add a third fine crusher and put all of the crushed ore over a H* screen and recrush the oversize *o that all of the ore delivered to the con* centrator will he smaller than H". The discharge fall* on No. 4 belt which 5* 1450' long, thence to No. 5 conveyor, a 750" belt lor transportation to the top of the concoitrator storage siloa. No. 6 belt which nans over the concentrator siloa and over a movable tripper, permits the dis charging of the fine crushed ore into either of the three concentrator bins. Whoa the crude ore baa reached this point, it has passed from the supervision of the mining department into that of the plants. Concentrating--Ml the processing up to this point has beat preparatory work for as yet we don't have a single pound of Iron that ts asabtc in the blast furnaces or bessemer convertors. It can readily be seen that efficient aad economical operation U necessary to make iron ore from Benson competitive with Minnesota ore which, ia many cases, needs only to be extracted from the pit with power shovels and loaded far 4upment. The concentrating process it the means whereby the iron ore is separated from the waste material or tailings. It requires ap proximately three tong of crude material mined to produce one ton of ore which meant that two thirds of the rock mined, crushed and processed in eh* concentrating plant is wasted material. The crushed rock is conveyed from the surge bin* or storage silos to three large rod mills, each of which are 9 feet in diameter and 12 feet in length. These rod mills are charged with 4* steel, rods which grind the rode as the mill revolves rapidly. The rock if ground into fine particles very similar to sand and is elevated to the rougher magnetic separators of which there are nine. In etch separator as inclined endless belt, driven by pulleys at cither end, moves rapidly through a three compartment tank. The belt dtps slightly beneath the surface of the water ta the tank. Powerful sprays of water bathe the belt as it passes through each compartment. The lower section of the belt is held closely against a battery of powerful electric magnets. As the ore pulp is fed into the machine from the tank on the upper deck, it is forced up against the rubber belt by the water sprays. The magnets behind the belt take firm hold of the magnetic ore minerals which ding to the belt as it moves through the tank. Powerful sprays of water play against the film of magnetic minerals and wash it free from the nonmagnetic gingue min* erals which then settle te the bottom of the tank. The waste material pours from the bottom of the tank and the sludge-like waste U pumped out of the concentrator and across the highway to the tailings basis. The magnetic material is held to the belts ta the separators 4*ttil it has passed the battery of magaets then it falls away fron$ Use belt onto a short slide which conveys ft to a noisy vibrating screen. The oversize material from this screes is re turned to the mala floor of the concentrator, charged Into the ball mills and regrmind before bring returned to the dreot to re trace its coarse through the magnetic sepa rators. The material which passed through the screens s piped into one of the magnetic separators on the lower deck where, going through an identical process. It is further cleaned of waste material. The product from these "cleaner separators," as they are called. Is piped to great open rotating drums or filters which suck the water out of the cooceatrate pulp and deposits the partially dried product oe a conveyor. After bring weighed, a series of conveyors carry the concentrates to the sinter plant storage bins or damp it dirtetiy- into ralltood cars for shipment to the f & L steel plants. Sintrrmg--The fine grinding of the Bensou ore which is necessary to free the ore from the gangoe minerals mikes the con* centrate too fine to be suitable for the blast furnace, so further treatment of the Ben son product is needed. At the Benson Plaid and at the J fc L Steel Producing Units, Benson concentrates are sintered te weld the product into material of adequate stse for blast furnace use. The sinter plant is the largest of the Benson plant buikSaga. Adjoining it are Mining Section 17 Urge storage bias for both ore concentrates and fine anthracite cool. A long belt con veyor carries the material from these baa opto the amitr snadsac. Mediated ansoonts of fine cool and ore concentrates are dis charged onto the conveyor in the dark tim ed beneath the storage bins. Passing up into the sinter plant these fine materials form a protective layer on the conveyor fecti octo whkh hoc fine sinter returns are dropped. Fasdog imdcr the complex machinery of the plant the belt with it* triple load of essi. ore and stater returns dJmbf steadBy to the top floor of the safer ba&Sag where U dischargee Hs load hlo revolving barrels, in these "pog mills" the three constituents arc thoroughly mixed. Here fa s long high room stead Ac sinter machines. Below the "png mills" the mired coal, conmU.i ate and rioter returns are spread onto on endless belt of steel paBets which form m slowly moving tabic filing Vmnth the IgnfHoc fames*. The huge rectangular furnaces with yellow Avne blasting from their open bases ignite the cool bs the 1/10" bed of mixed ma terials. Behind the foresee n ms sits be fore a battery of reeerdhtg meters, push buttons and switches whkh govern the action of the put machine, la front of Ac furnace the table moves slowly forward towazd its cad 100 feet away. Powerful fxng suck air down through the charge and Insure complete combustion of the ooaL The gknriag rwlacc of the table (Amgen from cherry rod to dull grey as the charge is burped through and ap proaches the ad of the bdt where each segment of the table tips and with a mlghtj crash spiQs its load, atiS fire red mu it tiw pallets. The hot suiter tildes across a coarse bar grate, which separates oat the fine ttrain materials, directly Inca waiting railroad ears. The cars are constantly sprayed with water to cool the daker-Eke sintered prod uct before it is weighed on the trade scale sad steels its trip from the mountains of Norther* New York to the J 4 L blast furnaces. Statistics--The final product of this long and complicated series of 'operations is a high quality bessemer sister averaging about W pm cent Iren, S per rent sBicem, .025 per cent phosphorus, .032 per cent sul fur, aad J5 per cent manganese Some of the advantages of Benson ore are its higher iron and lower phosphorus content. fa 1947. over 650,000 G. T. of Benson sinter and coeeeiUates were shipped to J 0; L plants which means that upward of 1,900,000 G. T. of rode were mined, hauled, crushed and concentrated to achieve this production. It is proposed to expand the facilities at Benson to ultimately produce 2,000,000 G. T. of Iron ore per year, about 3 times as much as ia 1947. Benson Mines employs about S75 persons and paid oat nearly $1,500,000 m wages, over $2,004000 for supplies, approximately $1,804000 for freight aad $244000 for ricetrie power ia 1947. To maintain A* present operation rate, Batson uses 200 tons of anthracite coal aad 50Q gallons of fuel oil per day. Conclusions -- Before finally discussing safety three are a for conditions which hare had to be considered for efficient op eration'and certainly for a proper factiontng safety program. We do aot offer these conditions as excuses but rather as diffi culties which have had to be surmounted the same as any concrete production ob stacles had to be removed. The principal occupations of Star Lake aad area are fanning, togging, trapping, fishing, guiding, catering to summer trades, sugaring and a limited number working in the paper mills. Mining was definitely new to everyone. Every employee, including the supervisory force hod to be trained to do the Job. Skilled men are still non-existing within the area. Immediately following Ae strike in 1946, twelve new shovel operators without any expenext were put on operat ing cor shovels within one month, A neces sity as only three operators remained after Ae strike. Only two second class automotive metimiucs returned to work. We now have a crew of between 35 to 40 automotive mechanics. All have been trained co the job, as there is bo place ia Northern New York except National Lead Company where the same type of experience could be se cured. They are faced with the same short- age. Unforumatriy, Star Take, as --ntH as it is, does not offer the housing, recreational 18 Safety m Open-Cut Mining or shopping facilities accessary to attract families Into the area. The hospital U 37 miles distance. However, a new hospital and a new central school arc listed for early construction. Houses are beginning to spring up here and there. The future should hold better prospects In this respect. Most of our employees travel long dis tances to work. Some travel as far at 40 miles each way. Our absenteeism and turn over are relatively high. Cars break down. Employees lose their rides and are forced to quit Within the two years tunc since J fit L purchased the plant we have lad 750 sepa rations or almost 200 more than our total payroll today. A bus line from Gouvemcur, established within the past year, has helped materially in reducing our turnover. Benson operates the year round. Deep snows, sleet storrat sub-aero weather and short daylight hours add considerable haz ards. Special provisions and care of equip ment are necessary. For example, * special thaw shed building had to be built to thaw out the coal for the Sinter Plant in order to unload the cars. Even with these fa cilities sometimes several days are required to thaw them out. The extreme cold weather lessens the tensil strength of steel. Booms, dippers, sticks, etc^ break with ease adding to the lisxards. Continual expansion of the operation does not lend itself to standardizing crews, prac tices, etc. Future expansion, some of which 1 have mentioned, means an additional 150 to 200 more employees within the next few years. In considering these conditions, I believe you have the key to any success we can claim in our safety program--training and education. Perhaps a lot should be credited to tuck. Maybe it isn't so much what we have done, but in spite of what wc have done. Vet the constant nicking away by training the employees on the jobs, train ing the foremen on what to do and what to expect, improve^ methods, constant re minders by posters, or articles la oar cor poration monthly magazine; Mm and Stxel in which we have our own section, or at our safety meetings, reminding the em ployees that safety is an indmdtal job done collectively--all these things have paid divi dends. That we have made some gala is reflected in our increased production records and steadily unproved safety record*. The fall of 1946, Is spite of the practi cally new crew and the major repair pro gram, we won three first place awards for no lost time accidents is the 19+6 Asso ciated Industries of Hew York Stale Acci dent Prevention Campaign. la these eontests it is our policy to divide the catire operation into three units pit, plants *oi mechanical. This gives each group an op portunity to win an award and permits competition within our own "diggings." la the 1946 State Inmraoce Fixxt Accident Reduction Contest for New York State, a contest conducted for the first six months of ach year, Benson Mines; entered as one unit, won an honorable utmtioa. In tHe 1947 Associated ladostriex Contest, wc had two accidents hmdriug three em ployees which eliminated aay dance for a good showing However, the plant enh had only on* lost time case. This accident occurred the last week of the contest. Wc have just recently been notified by the State Insurance Fend that we have woe the first place award in die mines, quarries, wells group m the 1948 State Insurance Fund Accident Reduction Contest for New York State. Twenty-eight units were ntered In this group. The State Insurance Fund, which Is eur insurance carrier, also has notified as witiue the part two months of a 40 per cent reduc tion m our rate for the coming year. TVs it based on oar experience for the three years. However, we are stilt not completely sat isfied with our program. We are presently revising our program to guarantee a defi nite contact with each employee to permit a steady Sow of information through the proper channels to him. No discussion of safety relative to min ing in New York State could be complete without mentioning the constant cooperalion of the New York State Department of Labor. This department has aided materi ally through Its factory inspectors to pitia- tarn safe working condition* and practices. Codes are continually reviewed by the state to guarantee that they are kept trp to date Mining Section 19 and that they offer no hindrance to modern practices and methods. Code No. 17 (Rales Relating to Quarries sad Open-Fit) is presently Is its fifth and teal draft of revision. This code was out soded. Real! ring this, the state, set out to revise & Those companies engaged in open-pk mining were consulted and asked for suggestions oe the best safety prac tices. The final passage of this code will tarnish a practical, workable safety code aad will give epo-ph operators a modem guide poet to safety. The Burma o{ Mine* must be mentioned for their cooperation la promoting safety in the mining operations. Inspections of the mino, powder magazines and the operat ed practices are made regularly by their representative. The State Insurance Ftmd through their representative who visits Benson Hines at leas; once a month, provides materiel for safety meetings, conducts inspected trips and makes recommendations. Lastly the Jones fit Laugh!in Steel Cor poration, safety policy has been a guiding' influence in our program.. This policy based upon years of experience both in plants and mines, has given us the benefit of the les sons gained through others who have been through the mill. Adaunl MorcdJ, president of oar corpo ration, fans emphasized the corporation safety program by stating; "If we can't afford safety, we can't afford to be in business." Such emphasis and cooperation by the parent corporation cannot help but reflect throughout even the smallest taut of that corporation. Progress in a Practiced Method of Voice Communication by Radio Through Soil and Strata By - W. FELEOY Mining Engineer, 0. 8. Bareas of Mines, Health and Safety Dfriafon, Safety Bruch, Salt Lake City, Utah As early as 1920 the Bureau of Mutes conducted experimmts on underground cominmnli jlfrni through sol! and strata. Herminirnlia consideration of the plight of men entombed ondergtound daring times of fintter in mining operations, without means of communication to or from the surface; was responsible for the continuance of sods experiments over a period of more than six years thereafter, Ranks of the early Investigation* kxScited Sat the use of radio for nadergrocmd eoamnkatioes ha mines and tmswds was impracticable at that tune became of the site, weight, and power requirement of the salts. Uocb time sod effort therefore were tkvfttjjd So *acting fnmHKMlrtv| ra*ifwf* other than radio for use underground, bet an satisfactory method of unergtwry comsmalcatioa was devised. Other agenda* besides the Bmeaa of Winer, aad a amnber of independent in- vestigators, from time to time also have conducted experiments on oommumcation by radio and other means through soil and strata, and the Bums of Mines never abandoned completely its efforts to develop a practical means of emergency communi cation mderground. Because no suitable emergency under ground-communication equipment was de veloped, it has been impossible to determine where miners wer* Kantol after mine fires and explosions. This fact was em phasized la some major coel-miae disasters m recent years, when it appeared that com munication between the, surface and men trapped underground might have resulted In saving many fives. Improvements at surface cocnenmleationt m the last decade have given fresh Impetus to the search for a means of eararotmjcation adaptable tor use by persons uEKkrgnxswL The perfection of small per sonal radios, the development of wafltie- 20 Voice Communication by Radio Through Sod and Strata talkies, tht evolution of extremely seuhiv* miniature dectrootc tube*, and the oustand ing achievements in communication methods and equipment of World War 13 renewed interest in the possibility of using radio 'underground. Late m 1944 the Safety Bruch of the Bureau of Mines resumed the study of emergency underground communications. The work was carried on under the direc tion of D. Harrington, formerly chief. Health and Safety Division, and S. H. Ash, chief. Safety Brandt. Until March, 1946, the program was directed toward re-examin ing different method* of underground com munication that Indicated possibilities of suc cess; since April, 1946, the work ha* been concentrated primarily on the application of radio to cocnraunlcaticn in mine* and tun nels, because low-frequaicy radio scots to offer the most promise as a successful method of emergency underground communi cation. Conventional telephones, sotmd-powered telephones, the T.P.5. syrten, audio-fre quency catamite* tioo, and the walloc-talkae system that received so much publicity dar ing the war were tested for applicability to communication through soil and strata at mines and twroris. Each system showed weaknesses that appear to prohibit its use for communication through the ground, so that most effort has been concentrated on the use of low-frequency radio, the system that shows the greatest possibilities for use by the mining industry. The simplest way to visualize the me chanics of voice communication through strata by use of radio is to it merely as the flow of electric current be tween two points. In the transmitter, speech is converted into electric current and forced into the ground at the sending station. The electric current travels through the ground and is picked at the receiving station by the radio receiver, which then re-cooma the electric current to sound, lint; perhaps, is not an exact scientific explanation of what occurs but as a mining man spealdsv to mining men, it is the easiest that is understandable.. Bureau of Mines tests, as well as the tests of other investigators, show that If a nw* red rate of alternating electric current is put into the ground at the point of trens- miavion, generally apcildng, the lowest Irequeacy currents trawl the neatest distance through the earth before they become toe attenuated or too weak to be picked up by the receiving apparatus, and cecseqtKBtly the higher the frequency of the alternating cur rent the shorter the distance that current will travel through the ground. The audio range of frequencies as coosidered between IS or 20 cyck* per second and 15 or 20 thousand cycles, that is, 15 or 20 Idkxycks, per second, Sound wavs la this range of frequencies ns be detected by the btsnaa ear. In the middle audio frequency system of commankahoc, sound frequencies of toe yoke axe converted te electric currents of toe same frequency which travel through the grotmd and then are reconverted ta sound waves again. Ka high frequencies arc used intermediately as a carrier. Those electric current* at fre quencies of 10,000 cycles or less are low* frequency currents compared to toe fre quencies of 500 to 1,600 Idlocyeks need ta commercial radios and to toe 6&*odd million* of cycles used hi toe wi&Sfr-taBnes. Therefore; currents of audio frequencies travel through the ground mock better than uiilints of radio frequencies---that la, they travel farther for the same carent forced into toe ground at toe smdwg point, or. over toe nc distance they wifi be stronger, But, too maeh extra noise that caonoc be biotoed eat without stmeHaneecuJy blocking nut toe voice, accompanies toe mice carat* and interferes luioiitr or toeafiy ilk re ception of messages. Sound waves produced frt electric currents of mfie fre . frequencies above 2d loloeycira--c--sc be heard by the human car. The rads waves are used as carrier* only, and 4uM voice sounds are superimposed an tor sntoe wares offat the sending point and tahm at the receiving point. Once these waves lew left toe tranamitter they nans* W naMM further, and the tide fngmdn am W timed sharply to keep unwanted fsujumEse ant of the reeo'rer. Therefore, amet f tor amt frequencies that aoasqmy --tot fri qmwey rveipriow can be tfi----eed by tor cycle*, rwnt be mod for mine nm--inr- tkm btcaetc of pnatfllr I 1 rfn min wito Uimng Section 21 tagabr radio broadcast*. At frequence* above toe broadcast band attenuation Is too rapid --d the practical dbtaare of coca- itiirttinn iTuintgli the grand too short. Therefore, the mrmtfgrtloa was concen trated on toe radio frequencies jut above toe --too range and below toe broadcast lend. The ideal ratoo equipment for use m is toe wrist-watch type used by Dtcfc Tracy in toe centics. Some day that may be approached. Seme parts of toe initial ojuq--cBt used for experimental purposes do h< appear even to be portable because of toe raage of frequencies seeded for testing, toe grert unber of centrals needed for experimental purports, and toe fact tout toe egripmcnt was hand-made at toe Bureau and component parts were added or taken off a* toe investigation progressed. Hew equip ment now in use was made by a commercial --lecturer and is ranch lets cumbersome and more portable than the original. A final wut for toe serial me a mines, employing rely one frequency and a mhusnan menber of controls, would tie somewhere between the yciint equipment and the wrist-watch ideal. The Bur< - of Mines equipment is not settcthk h and startling but U almost entirely a COG.wUioBii radio, efiffiring ouly m the fact that It employs low radio fre quence* far below the broadcast bund. It qtntu from a 6-volt storage buttery or from an ordinary 110-volt outlet, depoxfing upon toe site at which it it bring toed. Automobile store**; batteries are used so tort a imnbcr of tests can be conducted without toe buttery, bat u mad* smaller bamry can be provided for actual mine use. App&eations of low-frequency radio to uomakafion h. mines between under ground points, between eedergrovnd and --face points, and In shafts and slopes were nrestifcated at the experimental mine of the Bore-- of Mima; at two fflmmcrJai bimwianm r:usT wltwi and at three anthracite mines in toe State of Fomsyivaaia, at a salt mine and -- iron mine In the State of N'tw York, and at two knd-rine sulfide ah-- to Utah. The tests of voice conmundcation in mines, prerriihd by npGtude raodabtion of a earrim nde frequency, were conducted at freq--:Iis lunging from 33 to 229 kilo cycles with the Initial equipment, and at frequencies ranging front 30 to 200 kilo cycles wito toe sew eqttipax&t. The power oatput of the transmitter is field tests rarely exceeded 3 watt*, and In most Instances it was less than 2 watts. At the experimental mine of the Bureau of Mines voice communication was achieved, probably through the soil and strata alone, through a straigbt-llae slant distance of about 500 feet. The best results were ob tained in the band of frequencies of 40 to 50 kilocycles. Borehole logs show the strata to consist of 30 to 50 feet of surface soil and day, and sbaln Ikaestooe; sand stone, asd some coal. Voire communication by radio, through sc3 sod strata, first was proved definitely feasible in this investigation in many tests at colliery, Philadelphia 9t Rearing Coal 3c Iron Company. Wholly satisfactory conversations were carried on bctwtoi under- greamd and surface <***im* where ao an thracite beds were present in the strata between the underground and surface sta tions, where I anthracite bob were present m the strata between the two sta tions; asd where a nubrr of mlaed-out anthracite beds" were present between the two stations. .In addition to the beds of anthracite, the strata between the test sta tions consists of different thicknesses of sandstone, coegkxncrate, slate, clay, and a thin layer of top sod. Voire communication was achieved satis factorily through to *ril sod strata through distances 19 to 1,050 feet; 950 fact vertically and 445 feet horizontally, and Intermittent ciymwnleation through distances up to 2,040 feet. The distance- through which such com munication is possible probably never am be increased by Improvements In radio equip ment. The lowest frequencies tested were atten uated the least--eh other words, were re ceived toe strongest through toe ground at Reliance eoIHery, but at the smne tone toe accompanying noise interference inertrawd at the lower frequences. The best results were obtained at frequencies of 60 to 80 kilocycles bucanse the ratio between signal and noise at tome frequencies was the most favorable. On toe surfacethc terminals of the trans mitters and receivers were connected to two metal rods driven into toe grand. Under- 22 Voice Communication by Radio Through SoU and Strata ground the transmitter and receiver terminals were connected to ground, roof, rib, rail, air or water pipes, and trolley wires, in all pos sible combinations, and communication was achieved in every instance. A piece of trolley wine as short as 100 feet is sufficiently long (when suspended) to permit me of that wire as a conooetioa to achieve radio communication through the ground. The 100-foot length of wire may be open at one or both cads, or any be part of a continuous circuit. A suspended 100-foot length trolley wire also Is sufficient to permit radio communication over the power distribution system, provided, how ever, that the continuity of the circuit Is not disrupted, although the trolley wire may he in contact with the rail at numerous points. At Lore* coliiery, Hudson Coal Company, voice communication was achieved through 400 feet of soil and strata. Including sev eral anthracite beds in unmined, first-mined, and robbed conditions, in addition to dif ferent thicknesses of slat*; sandsUte, sand stone. and surface material. The strongest signals again were received at the lowest frequencies tested, but as at Reliance col liery. because of the accompanying noise at the lower frequencies, the tot signalto-nolrc ratios were obtained between 60 and fiO kilocycles, making that band of Ingnuicie* best for conuntstlcation through the ground at Lore* colliery. Again die radio* were connected to two metal rods Alien into the ground on the surface and drives into the top, bottom, or rib mdergromxL Attempts to^ talk through the ground at the Retsof mine, International Salt Com pany. were altogether unsuccessful. The suc cess of talking through the grtfend by this radio system depends upon the intensity of current flow, and only a slight carrot could be forced into the dry salt and salt bearing formations at the Rctcof mine Un doubtedly it would have beta possible to talk through the ground for some tkatiaJ distance, but test stations could not be estab lished less than 1,100 fset apart, the depth of the shaft at Retsof mine where only oae level is mined. At the Harmony raiae. Republic Steel Corporation, commuolcstion was established through 1,200 feet of magnetite ore. Maxi mum signal strength was received at the lowest frequency tested--33 lalocyclcs-- which In this Instance was the best fre quency for communication because nets* asterfercnce at all frequencies was negligible At both sending and receiving stations the terminals of the radios were connected te metal rods driven into the ore body. The tests at the Harmony mine cited that the signal* Sad their way into and follow the magnetite ore body. Al though communication was achieved when the transmitter terminals were ceoaected to points In the strata considerably far ictnwtd from th< ore body, communication could not be achieved through the strata unless the receiver terminals were connected to point* in proximity to or actually in the ore body. The results of tests conducted within the past two months in two metzl mine* tn Utah, the Mayflower mine of the Hew Park Mining Company, and * the U. S. Mine, United 'States Smelting, Refining, and Min ing Company, follow the same general trend as the results of previous tests conducted in eastern coal and metal mines. Mineralization at the Hew Park Mating Company occurs in quartz veins in a highly pyritie fine-grained ffioritc country rock. The ore Is a lead-zinc sulfide containing same silver and a wn*ll amount of gold. Tbe fismre deposits average 4 feet in dddaws* on 80* dip. Excellent coBsnunkatkm was established through a straight-line distance of 300 feet between trwwiutting and recriviag watiow on two different levels when both transact* ter and receiver terminals were eeanaari as metal rods driven tnlo the m When one radio was moved to a higher level, so that the two units were separated by a SGO-foot straight tine distance, and the knssak at both scoffing and receiving points were con nected In the ore, communlcatioci was achieved only In tbe lower portion of 6e frequency range, and the test results Inv ested that commonleatiaa through greater distance* was not feasible at that time. As hi all previous tests of radio comaranicatioQ through kS ted strata* the strongest signals were received at the lowest frequencies and the signal streugth de creased as the frequencies iaoturd Kobe levels again were blghcrt at the lowest fre quencies. so that in mote tests the mss satisfactory results woe obtained in the liming Section 23 freqoncy band between 55 and 73 kilocycles. However, when attempting to talk through A* 506-foot Jliunri, the signal strength flarreairif mere rapidly than tbe noise as &c frequency increased, and tbe eoly ac ceptable cmanmnkatioB was achieved at the loir frequencies. Oafy a small carnet output could be UiiiwiI when the trannzutter and receiver fqinunlr were connected ts points sot is the ore, and satisfactory rommuplcatiou could not be achieved with eomectloos in the ffioritc foot or tanging wall*. The fis sure material had boea mined out to an appreciable extent between test stations, a eeoffition that probably had an advene effect apes radio oocranamcatioo bctwcni ' the points at which tests were made. Additional tests will be made at this raise and H Is believed that the distance through which w-.y amotion will be achieved cm be ex tended. Peculiarly, at the Hew Park Mining Com pany, communication wu sot successful wbm the receiver and trannzutter terminals were esenected to points on tbe rails In the drifts. This condition Is unique an tbe tests te data, and requires further investigation. At the U. S. Mine, United State* Smelt ing, Refining, and isinfaig Company, earnaviation was cstabtubed through a maxim straight-line distance of 900 feet htnua two levels la the mine. In all teste; don sfgsnl strength was rectared at de loam frequencies, and the signal Wuq.1 111 decreased as the frcqacndcj maunL Again the highest noise level* were dnmf ax Ac fewest frequence* and tbe nofee Imb daerrmd as the frequencies The Imd rinc sulfide ore at tbe U. S. aune contain* some sfhxr and trace* of gold, and the occurs a* a replacement deposit I* the thucstooe at tit* cogtad betwunq. tfevten and quartzite strata. Gomnicslirn at this mine was effected when the rwSo knnals went cccneeted to points in dm ecu, points in tbe limestone, points on dm rs*k in dt drifts, or to cocnbumtioct of paid* in the ere, limestone, and on tbe rail*. It wu* lfeoit npoeriblc to obtain any messaoMc anonne of current output when tbe ; were toouccted to points in the and no satisfactory test results 1 whet the terminal coowe- Teat results at the U. S. lead-zinc sulfide mizm did not conform to those at the Har mony magnetite mine where the signals fotssd their way into and followed the ore body, and where It consequently waa difficult to effect communication uofeas tbe terminals were connected to points is proximity to or aetoaUy is the ore body. Is fact, at the U. S. mine most satisfactory communica tion and tnaxzmom distances wee achieved whs the terminals were not connected to the ore body but were connected to the timestone strata or to tbe rails in the drifts. The ore had been stoped out in many places between the test stations, and at other places the ore was decidedly leas, both factors probably having 'a direct bearing on the re sults. Communication can be achieved when the terminals are connected (Erectly to the ore, and ia tbe bruited number of tests con ducted it is aot possible either to isolate the effect or to discount the presence of the ore when tests are conducted with terminal ceoMetioos in timestone or on rail points. la some of die tint tests at an eastern fcfaanaew* end communication could not be atiaeved over any appreciable dis tance when the transmitter was set up in a very wet section of tbe mme. A German brrcatigalor of radio ra also reported interference with radio camuuwariaa la very wet actions of the mine. However, 5e both western metal mines dm mwqbrri was hmaid and the mates were wcq and radfe ccwuuunlcatioa waa not darapted. In the anthracite telnrr, estrone wefime either h sections of tbe mine at which mat stations were qtabliifaed or the strata hteua the ubdergroaod and surface Itwiau, (5d set iuterfere in asy instance with raffio communication through the ground or with radio cmiuuadcatiou utiliz ing tbe aid of wire or other metallic ma terial*. The only adverse effect of the presence of water was on tbe equipment itself, which is aot moisture-proofed and therefore develop* mechanical and electrical trouble when It become* wet or very damp. A teat was made at an anthracite zzzitte to determine the effect of a pool of water ispotmded between a transmitting and re ceiving station. The results indicated that ecmnxBueatiou could be achieved through a body of water in a mine, but the result* were not eoaehutve. 24 Recent Procedure to Control Dust its Urn* Air Western metal mining companies evince a greet deal o interest in the Bureau of Mines' radio communication experiments from the viewpoint of thdr possible geo physical applications in addition to the use of radio in communication. In this investi gation our eSort* have, bees directed pri marily toward the aspect of communication, id the most definite statement that can be made at this time based on the test rcsohs obtained, is that some pottxfeility of geo physical application is indicated. Tbe tienk of distance imposed upon commrtnicatips by the method now under Investigation Is aot necessarily the same limit of *. fat might apply to geophysical work, became in many testi the carrier signal can be identi fied readily when the voice It carries Is not distinguishable. The possibility of geophysi cal applications affords a field for further extended investigations at some later fate if such coune should appear to be deniable. Radio communication in mines, other than communication through the soil and strata, now is la actual use in different mines throughout the country. A form of wired radio in which the troUey-vrire tyston acts as the principal part of a wire circuit few carrying the-radio.signals is now in use in a number of bituminous coal mines m the Eastern and Middie-western States and in a few coal mines in Utah. This system of communication. In which the dispatcher can converse with the operator of a radioequipped locomotive while the locomotive is in motion, is an outgrowth of early experi ments ta tbe Bureau of Mines investigation. Voice communication in shafts and slopes between the hoisting engineer and moving cages or cars was tested with the experi mental apparatus and was accomplished with little difficulty through distances ranging from 366 to 4,915 feet Other systems of voice communication m shafts arc bring used and have been used at ffifferest mines throughout the country, but the --* of installations is limited, and k Is believed that remits of the Bureau's investigation indicate a simpler and more widely afapfiblc system for each communication. A recast report of tests on mltirgtc--nl code, last not Yoke csnmuaatke by raffia, in gold mines on the Witwatcnnnd, South Africa (17), gives results that agree m general scope but are at variance In several important details with tbe resold obtained In the Bureau of Mines iirurrigulnu Tbe Bureau of Minas irmstigirioe dm Car shows that voice owumBukatiou faugl soft and strata is practical to some cdBK at treat mad that radio comrumTrjti'M may be applied in normal (nine operations to good advantage. J. J. Forbes, now Chief, Health and Safety Division, has been 'nlnuuil m this project since Sts ineeptioa, and under the active direction of 5. H. Ask, Chief. Safety Brandi, and the supervision of E. H. Deucy, Supervising Engineer, District H. the investigation Is bring continued In metri. non-metal, and coal mine* In tbe Westers Stales. It Is obvious frees fae foregoing discussion that many questions remain to be answered, some Irora the practical repot of tbe Bureau of Mines and Ac mining Infantry, and some that wiS inquire attention to details from the electronics uiem of tofaoHsaaafacturiag fitwrernu. It k toped that continuation of tbe Bnrvmi of Mbsm investigative peogmn wiB yield remiss of real value to the miring Infants y. (A bibliography of tbe moot pntim.m publications on the early weak of far Bureau of Mines and other agenda is on file In the Library of tbe National Safety Council.) Recent Procedure to Control Dust In Mine Air By LELAND IL JOHNSON Special Engineer, Ventflitioc and Dust Control, Or* Minas. Tennessee Coal, Xros ad Railroad Co, Bkariagfaais, Ala. (The material for this paper was derived from 12 years of ventilation and dust con trol procedures in metal and coal* white with the Health and Safety Service of fa U. S. Buna* of Minn and with private Industry In tbe West. Tbe fata In no way reflect tbe practices and proeefares of tbe Tennessee Coal, Iren and JUSroad AfhttHg Section 25 Qqptey with which I have recently become sist of multiple entries with double, triple afifiated.) Tbe fundamental factors of dust control in tbe tnia'mg Industry are not new; how ever, the application to individual mines or teffiridzttl district* need variations h detail for doing a thorough job. Dust fatestrs are and quadruple headings. Overcasts and un dercuts are bring constructed to eliminate ventilation doors oa hauhgeways as much as possible. Many auxiliary blower* of 1500 to 6000 cfan. capacity with 12 and 18 inch.tubing are used. bocommg mote and more a problem for Alt phases of wall, door, and overcast or the Industry, especially to because todercast construction are standardised. For ew wuncs are going doper and spreading instance, wall stoppings for major Intake away front the source of fresh air, because and return airways are constructed from many mines are taeefcznmng with its sub 8' x 12* x 16* concrete blocks and then sequent faster generation of dust, and be pamted with sodium silicate on the pressure came mine employees are becoming more side. Secondary walls are constructed of health coosdoua than In tbe past I* x S' s 16* concrete blocks and tempo Tbe MtcsK of dust control bas developed ia itunl years beyond the trial and mr wage and many mstallatioos and plans in and allied industries are well designed rary stopping* are made of ether a culled galvanized sheeting or wood. In some me chanical sections, brattice doth curtains are utilised. and doing a good Job. In driving drifts, hatfings, crosscut* and 1'fwri/aritfw--One { the most im portant factors of a control program Is ventilation. Metal miners have learned a grat dal from coal mining practices In preridaug sufficient air at tbe working faces for baslthfal working conditions. Many mine managements have Entailed large ex haust surface fans, provided adequate and raises, too much stress cannot be placed on the provision of ample area for the flow of targe volumes of air at tow velocities. Tbe average area of stabs airways is probably lea thus 50 square feet; whereas, they should measure at hast 89 square feet. When physical conditions permit, tbe head ing* allow for 180 lo 200 square feet areas. well anintained intake aril ictwa airways, and are coersmg tbe air by means of laautrim tytitr la metal maws where heavy Misting does sot allow for courrtng near the active face area, auxiliary Movers with thifah tobmg are used to force air within 29 feet of tbe face. Many ere wastes were dependent oa natu ral ventSalka for years. This was a gen era! practice m the yean previous to 1938 k meat acts! mloe districts. For mttaoee, a one district, air requirements were such that mvctiinlirsl methods were needed, and fans of 100^009 to 2SOJXO cfat. capacity have been installed as exhaust units on the surface. This necessitated Urge diameter Velocities in ream airways, from aa eco nomics! standpoint, do Dot exceed 800 feet per minute in rough rode sections, 1000 feet per minute in straight timbered sec tions and 1200 fed per minute in good smooth rode sections. In face regions the velocity of air must be greater than 50 feet per miuute to remove the dust fast enough so that employees can breathe air that is not charged too heavily with dost. When velocities greater than 400 feet per minute are sweeping a working face, settled dust is likely to be drawn into the atmosphere along with tbe dost that la produced. This prevents reduction of dust concentrations. Use of Wefer--Various water distribu- coocrete-ttacd air raises, hundreds of con . tioa systems are ia use. Thar design and crete-block walls, cleaning up many frits la installation arc based upon the source of airways and required an engineering plan the. water, the distance from the place of for aotidpation of air volume requirements application of tbe water, tbe add content sod mistraces with relation to mine lay of the water and the proposed time of outs and projection*. Underground booster service that Is expected of tbe system. fans of 50,009 to 90,000 cfa. capacity are used where one or more splits require mere pressure than that of tbe total mine pressure. In a few jasteacee, water for dust' con trol measure* is obtained from fresh-water soorccs oa tbe surface; the water is con ducted fa pipes dowa tbe shafts or slopes Present and future ventilation {fans con to the active mitring faces. This is tbe Ideal 26 Recent Procedure to Control Dust in Mine Air system and i* recommended wbea a new In water systems, the aims, have been to mine is opened or when a completely new dust control system is contemplated. In many instances, water from underground sake the system self-sufficient and to elimi nate human manipulation as much as pos sible. Many valve arrangements, automatic pools or from behind dams placed in drain ftent installations, etc, ate well worth the age ditches can be used. If a thorough additional "fine costTM expense; as wetting search for water is made above and below a dusty section with particular attention to the altitude; a source adequate for dust methods may soon be abandoned by miner* if water U not always available or if aay considerable amount of time or effort U control probably will be found. required to obtain or to use water. Several A body may be found that when piped direct to the face, has sufficient head te maintain enough pressure for efficient wet ting ; again, a body of water may be found companies have found its profitable to place automatic switches or line controls at the faoe to control pumps, air taps, or some phase of the water distribution system. that can be conducted by gravity to a per manent tank near the active workings and then, by using a compressed air tap, twough pressure for efficient spraying may be ob A satisfactory water spray nozzle is an important part of a dust control system. Many miners and officials have believed that merely wetting from the end of a bote tained. When a source of water is below or pipe and using large aaaotmts of water, the active workings; a ptanp already in use may be utilized to pump water direct to the face or to a permanent task installa constitute satisfactory control. By this method, a working place is made either dtzagrerably muddy or parts of h arc wet tion. If no pump is available, it wiS be noddy 'and other parts are left dry. A necessary to install one Urge enough to spny. nozzle should give a full case spray, conduct the water required for spraying be adaptable for various operations, break direct to the face, or to a tank from which the water into a number of minute partidc*. compressed air will force the water to the withstand add water conditions, stand op place where it is needed. Even small seep oatier normal underground abuse, and net ages and streams of water with volumes be excessively costly. of only one or two gallons a minute have been utilized successfully is small isolated sections where a larger quantity of water was sot required. When dams or reservoirs are contem Both plastic and brooxa ta several sizes have bees designed and have given satis factory results. The cost ranges from 19 cents oa the plastic to 4$ cents cm brooxc Water consumption varies from 1 te i plated, eonstroctioo and site should be such that several days* supply of water can be held in reserve to take care of m temporary disruption of the intake. Permanent tank installations should be laige enough to fur gallons per minute asd the nowla work well from pressures of 35 to 100 pounds per square useh. TW designs allow for effec tive wetting from angles of 10 to 69 dytes ' and distances-from 10 to 30 feet. nish all the water required for a full shift in the area it U to supply. This could range in sire from 100 to 1000 gallons or more. A portable tank car for distributing water is used only as a last resort, because it has small capacity and requires considerable handling to do a thorough job.' It has a place in extremely isolated sections, where The combination air water spray is used at some mines and ivfll gbe the mom effi cient atomization by pairing water through an bxkt nozzle and compressed air through an outer nozzle la genual, the gsBaser the air to water ratio the finer die sate, but there is a critical fignre beyond which very little advantage is gamed by farther Increasing the air consumption. A rale of no other source of water U available and where it would be difficult or unduly ex pensive to pipe or p--ap water. The port able tank car can be elevated to that suffi cient pressure caa be attained by gravity flow, or a compressed air tap can be con nected to the twe to force the water to the face. thumb is used to adjust the mfcsc an du the air feels damp, bat not wet, at a dis tance about five feet from the meat pro jector. The caaMnarion ssny has advan mges over water alone in that greater spraying distance eaa be attained, deeper penetration h mode piles is and is rvfnhlf of suppressing soalkr size Mining Section 27 partides of dust. The cost of a combina tion air water spray nozzle Is approxi mately $1.00 each. Mines that have efficient dust suppres sion from wetting, require wetting face, reof. walls, and floor before and after blasting, periodic wetting of muck piles, yrsys Metalled or cutting and loading quipvnent, and spray Installations at large Tiding or unloading points. The most ef determined by visual observation whether a working face or piece of equipment needs to be controlled, sampling provides the only positive record of condition*. After 12 years of experimentation and observation, the following conclusions have been readied regarding silicosis and the recent procedures to control dust in some air: 1. So far as known at present, silica fective method to allay dust is to wet at its dust apparently Is the most harmful of the wares. If dust once becomes dispersed bi dusts ordinarily encountered. Silicosis, the the ventilating current; It Is extremely dif- disease caused by breathing silica dust, is ficolt to suppress and may contaminate a widespread industrial hazard that is in assay working faces ea the mzse split of creasing and affects appreciably the death air. Dust Determination end Six* Chormcteri/rffj--The maximum allowable concentra tion of dust containing free silica as listed by the U. S. Public Health Service for 1917 Shows 5 million particles per cubic foot of air, standard tight held count, for dew contaming above 56 per cent free rate among mining and industrial workers exposed. 2. Silkoets U characterized by fibretic changes in the fang* which are said to he more dearly noticeable and easier to diag nose than changes doe to other dust diseases of the hsigs. The dost of free siltcs is considered more dangerous than other dusts silks; 20 tnilGon for dust containing 5 to ehkfly because the victims are thought to SO per cent; and % miltiou for dust con be more liable to contract tuberculosis than taining less tfann 5 per cent free silica. persons exposed to nonsificeous dusts. The most dangerous daw Is said to be that ranging he size from 5 to CXS microns or smaller; ta other words, the smaller the particle*, the greater the danger, and partides of these sizes arc too small to be seen jy the asked eye. For comparative pur poses. fog is in the size range from 5 to 50 microns, 10 times larger than the dasserens dust slac, and nun is in the size 3. Me cure is known at present for sili cosis; therefore; prevention appear* to be the best remedy. The CotacH on Industrial Health aad the Corneal oa Pharmacy and Chemistry of the American Medical Asso ciation made the following report on the use of aluminum in the prevention and treatment of silicosis la April, 1946; "The dissemination of reports on the ef range from 400 to 5000 microns or about fects of ahimunxm powder in the prevention 1008 tunes larger this the dangerous dust and treatment of siBcori* ha* aroused wide sue. The use of the midget uaplagtr appa ratus, the Htiauprojecior, and In reamt years, the midget microprojcctor, has been adopted as a standard method for sampling dusts, evahmtiog dust concentrations, ud measuring partioe size. The method* and priqydpks of this type of sampling and dust. spread interest aad a donand for an au thoritative statement regarding its value. At the present time the following statement would seem to be warranted; it is subject, however, to such modification as future knowledge and experience may indicate. "(*) In experimental the prophy lactic use of aluminum inhibits the ilrlrriisinitfiis have been h use by the toxic action of relatively pure quartz. Bnrcmi of Kan, the Public Health Serv "(b) In man, industrial dost exposure* of ice, the Asatrian Public Health Aieoda- ten involve* mixture* of various min Mg sod others for nnt than 20 years. erals In addition to quartz, and other Routine collection of dust sample* U nec essary so determine borderline casts wbea k Is debatable whether a control system Is ruemred. Cothctioa is also necessary in order to have an authentic record for fu ture reference. Even though it can be environmental variables to which ex perimental animal* are not subject. Therefore, human silicosis usually de velop* more slowly and U often modi fied in type. Only prolonged unbiased observation with adequate control 28 Recent Procedure to Control Dust m Mine Air will demonstrate whether the prophylactic results obtained with ani mals arc applicable to roan. "(c) "(d) Antmal'experimentshavedemonstrated that admfaistratioa of high cuucmtraHons of amorphous hydrated alumina unfavorably influences resistance to tuberculosis. While this result has not ytt ban reported for axtaitic sftzmnum. caution fa the application of all aluminum therapy to human beings is recommended. The use of aluminum might appear as aa easy short cut to healthful working conditions, tins, saving large expend!tares for ventilation and other control methods. Actually there is no substitute for the accepted methods of dust control. "(c) If the industry mdiscrimiiutely treats all employees with ahnniaam dust, there may be aggravation of tuber culosis or other pulmonary conditions, ~(f) The therapeutic use of ihaiiTnmi in mas appears to relieve symptoms h a very small number of run in which silicosis develops rapidly. Experience in some groopa is more favorable than in others. "(g) I** view of these conditions, it is rec ommended that the general application of aluminum therapy in industry be delayed until adequately and impar tially controlled clinical observation demonstrates its effectiveness fa pre venting or alleviating sificosis In man. In the meantime, there should be no slackening fa the control measures that have been found effective ta re ducing die incidence of dust disease in industry.'* 4. Controlled ventilation with apple sized airways, substantial wall stoppings, ose of overcasts and undercuts, auxiliary Mowers, etc, is a very important phase of a dust control pugiaa le Busy mines. Dust will remain wpsndtd aa still air for hours, and positive air movement U necessary So sweep it from the affected areas. Ample ventila tion is a smt at many mines to control high Msiptraftrt and humidity and remove task and harmful gases that contribute to respiratory dwsx, 5. AX drilling, catting and loading maarc usually of the wet type.. The most efficient driXBng machines are the aide- exhaust port type and equipped with the New York backhand. Cutting machines are equipped with a water sprey an dm imnh log bits, also a full cone spray m the rseui m side and loading machines are aqtipped wkt fan or fail cone sprays. The me of fingu carbide bits on diiXig and catling machine* aids in dust soppremScn, aa Ac longer a bit remains aharpt the larger are the LuTtleg and the smaller the aiaocmt of fine dost tint is generated. It was observed dug anting Is speeded by the hbrirvting and estihe action of water on the bits. tk. A vigorous effort la being made t* keep roadways and tnvehrays rmaonably free of pulverised mitral such a* coal ore, rode and traction amid. Good boosekeeping helps to reduce concentration of dost by haulage and p--of ret* piojeet, as wtO as the meuber of hjnkt from itivnbtlag and faffing Same mining onmpanire have water tank cars equipped with sprays to wet down taiin hanlaginay* at wqcfcly SetrmU. 7. A hose normally K inch in iSssnitrr and 25 to 50 feet in length Is svulfabte at each woriaug place with the valve convenient so tint tite men do not have to walk far to reach It. 8. Water distribution systems hare bees a positive means of controlling or extin guishing underground fires. Several Instillaikeu bare more than paid for tbuiinlrrr la this way. 7. Water systems hare rrdumdfilrcuur times eliminated entirety) the hazard from fumes generated by detonated explosives. Such gases as osddes of' Uiot*a and hy drogen sulfide are resting soluble be water. A water spray my cause additional ventila tion to move methane and carbon monoxide from a working face. 10. Viability teats have not been made, but it was definitely ulnarul that Qhanfaaturn la greatly improved, possibly as modi as 7S per cart where water U aaed corepared with Instances where no wetting is done. The ability to observe roof frevfWre* is important in raining, and water systems maku it poraftle for miner* to note had roof conditions store readily than where dust is in the air or cover* the roof surfaces, ` 11. Uany companies are conducting peri odic phytic*! examination^ Including X-nylag the chests of employees. Ta this way. Mining Section 29 a dose cheek is sustained on ndt lad* ndaal, and if anyone shows stgac of tieuleying silicous, his work esa be changed before he becomes Incapacitated. 12. Routine measurement of the effectiveseas of Asst control program by means of dose umyfog couotscg, omlyxt&c, air sueasauma and premure tests is befag done because of freqocst variations In mating practices; structure of ore or coal, and venti lation changes. These date are also neeesmry fa urdcr to here an authentic record for fntere reference. IX Respirators are worn only as a bat resort for protection in dusty atmosphere. Every effort Is first made to wpjaim or feature the toat at its source or to remote or Isolate or aQay the agency that creates the dost After a censdcstioos cagfaacriog effort has failed to reduce, remove or aSay the daet that is prefaced, then respirators are suggested for the protection of upond jatfividcnls. Bedt mnegtBMnt employes need education a the care and aasinteaance of respirators when tiny amt be atiStot 14. Zn general. WMpnttt in toe mating fadnatry is fairly well convinced as to the detirabtfity of dust costroL Some employees are somewhat hesitant as to <fast control procedures at first bat soon *iB take every advantage of available mcswirri to protect tfasnhn against rripiratiJiy trouble. Safety In Shuher and Scraper Operations By XDWDf J. EUXKACH StidySfactor, Ofatt MsljiiilHinn Cn, fTnir. Colo. The ux of slasher* and scrapers fa tire nauag Industry k becoming more common year by year. It la a safe, fast and ecoaotukal method whan the slasher drift lay oat and equipment are properly designed sad used. Climax has loaded approximately BjQQOjOOQ tons of ora with slasher hoists and scrapers since 1905 suffering only one fatality chargeable to the slasher and scraper system This occurred fa 1907 when an employee atteupted to operate a slasher before it was bolted down on the base. Oar present ratehods of operation ore Use result of a great anoaxt of experinfa and trial, and have largely replaced the chute and grizzly system. All arena dev veleped daring recun years are laid out for slusbre operations. The foDowfag advantages of the timber system, result fas greater safety as weB as in faatased production: a) The work ta done on one level without the necessity of com plicated signal system* that might break down and results in better supervision and coordination of the work, b) Approxi mately one-half the powder is required fa secondary Muling with leas dost and lea* expletive hazards, e) Began of the podtive control of the scrapers three are less loading splSs aad less need of men expos ing themselves mder druwpomt*. d) High pressure water can be used to bring la many bung-ops, thus avoiding the dangers Incident to blasting. This method also generates less dost than Masting, c) Safer blasting of hang-espe as there are so ob stacles to block a blaster's retreat The accident frequency aad severity dor. iag toe past 12 years show tint the pro duction of ooe-fto of our ore by the chute and grizzly system resulted la 10 per cent of or total accident experience red 12 per cent of the total time lost utdading time charges. On * the other hand the slasher system produced four-fifths of oar ore over the same period with only 7 per cent of our total accident experience and 4 par cant of our total time charges. The chute and grizzly Occidents averaged 644 days lost and the slasher accidents resulted in an average of 14S days {oat. Rm of ore caused the larger percentage of chute and grizzly accidents whale accidents oecsrriag on the slasher system,were largely me chanical end three were more easily cor rected La all plant, design* and lay-out at 05mtv, safety and efficiency of operation are two factor* tint are considered. Oar slasher drift system offers a good example .<2/. I 7.2.. 30 Safety m Slus/ur and Scraper Operations of the results of this requirement Al ended sltaher drifts, however, singk ended though oor country rode appears to be firm, drifts are being installed. Tbe drifts are it was soon discovered that the continued ooocreied tma feet wide by nine and one* flow of coarse ore through the fingers half feet high, the fingers are eight feet and heavy blasting caused them to rapidly wide and four and one-half fori high on a wear out at the brow (top of the finger 45" Incline. The slasher drift and fingers opening), causing flooding and hazardous are webed in tbe back for strength ao4 working conditions. preventing bang-ups respectively. Tbe bot Timbered sets and steel sets were both tried at the mouth of the fingers in an attempt to control this wear but the heavy blasting and run of coarse ore made it im possible to hold the sets. Concrete was then tried and proved successful. Tbe throat of the finger is reamed out and formed for a distance of about 12 fem. The concrete in the slasher drift is at tom of the mouth of the finger is 18 laches above the floor of the slasher drift m older to allow the scraper to keep the fines cleared away and prevent their caus ing hang-ups and choiring. The finger= bottom fs concreted a few feet beyond the upper end of the concrete sides and top to prevent rocks from shouldering aad canstag hang opt. least 12 inches thick. The concrete ia the The location of tbe slasher hoist ha* fingers may be greater than 12 indies and proved koporant from a safety point of the brow s approximately 4 feet thick to view, Ttue location* bare bees used: a) prevent breakage and aid repairs. No roa- Hoist over tbe dratrhok mositcd m foresng steel is used as it make* a line of heavy,. 54 inch side girders, b) Hoist cleavage and banders m repair work. Dis mounted os top of tbe girders aad a few carded haulage rails are embedded ai cow fact back of Uw draw hole, c) The hoist Crete on tbe door lengthwise of the drift, sets If inches off tbe bottom of tbe siusher to provide a bearing surface for the scraper drift, bade is rim dor of the girder* aad and prevent digging. The heavy concrete wears well but has to be replaced from time to time Some of our fingers have been reformed aad con creted two or three times. When a replace ment is necessary the old cooCrete is drilled and blasted sod tbe faocer formed for pour ing. Both steel and timber forms are used, A Pnmpcnrte mchinc U used to place the draw bote. Tbe heist is snooted on a coe eme base and mehorwt with eight one inch bets*. Tbe lam petition has proved the meat `tiifwtnry a* tbe operator is out dnstof the area, bn* a faQ view of loading operating* and is better protected from breaking cables and firing redes. Remote cancrcl device* have ant proved practical to date In oor operations n slather drifts. concrete. At the beginning of this year are There an two important guard* on aO had placed 96jOOO yards of concrete. hoist*. One is a window framed guard The slasher drifts used is the Climax mine have become standardised ia rise and design. Originally the slasher drifts were with diagonal bars through which tbe oper ator watches his operation* aad tbe other is a steel carved over the rabk dram*. built oa s IS per cent incline with double Scaled-beam spot lights are provided to fingers (fingers opposite each other). Tbe drifts were approximately eight feet wide and eight feet high. The finger raise* to the cave had no special design and were usually six feet wide and three to four feet tight rise slasher drift and help the oper ator ia following las scraper. They are mounted so they cm be easily takes down when blasting by dosing a V shaped stlf- totiring hangrr that is secured to the light high with an incline varying firm 40" to holder. 60*. Tbe varying rise* and inclines were Sgml fights are ased to and from tbe part of the experiments. With tbe incline operator to tbe helper spotting the can slasher drifts it was soon learned that beneath the drawbolc mad the operator docs opposite fingers were hazardous, and rim sot ace tbe ear be fs loading. All car spot- new slasher drifts were constructed with ten are required to wear eye protection fingers on one ride, only. The prescat design uses horizontal slasher drifts entirely and we are returning to whs* spotting ran because of the hazard of broken pieces of rode firing from fix ear when the ore faffs through the draw* double fingers. Instead of having double beds. Mining Section 31 The* hoists vary from 1$ horsepower to 150 horsepower. Tbe smaller hoists are used for development and the 100 and 150 horsepower slashers am used on the pro duction crew* and tbe larger of the two is for keg hauls. The cables accordingly rang* from HI lack on the small siushers to Inch on die large ones. To eliminate the bamrd of aste straining themselves from palling the heavy cable, air tagger hoists *re used. These arc mounted on the jlnsher base. Tbe 5,700 pocmd scrapers, med, have a folding action and close flat to be dragged bade over tbe made when the lagers trad to flood had stand erect when they are puffed ahead. Tbe folding action, ia maay cases, prevents the breaking of cables aad burying of scrapers. Six foot scrapers are ased in the seven foot slasher drifts. Blasting is a constant requirement and 90 per cent of this bUitkig is made necessary by haag-ups. This is oor roost dangerous operation and every effort is made to elim inate tbe cause of hsag-upc. The design of the slasher drift and (he finger raise* play an important port to this The ore rarie* la sUe from fine* to boulder* weigh ing kindreds of tons; la many parts of the nae the ore remains frozen the year aroaod, thus increasing the hazards of Wasting. ft is seldom considered safe to go ander these reties ia twig up* to drill them aad k biwtnt* Mcetury to place the pun tier on the tide* of the mb. This is done, either by tbe blaster going op to the rede t plating the bomb on a one Inch by two feck stick long enough to pash it Snlo tbe proper position. The fase is sever spit until the blaster is safety to the siusher drift and then priaiaeord or electric igniter chamber* are used, detonating the shot or lighting the fuse Electric blasting caps are never used in these drifts because of the possibility of stray -electric currents. Con cussion shots are also used in bringing in dangerous bang-tip* aad high pressure water is used where tbe fines have built up and caused hang-ups. A H inch nozzle with a 500 to 00 foot head of water is used for this purpose The control of dust and smoke has been a serious problem and after trying nearly every possible means of control we have found that adequate ventilation is the best control and the use of spray* at areas of dust generation u an effective help. Air is at the tail cad of tbe slnshet drifts by means of aaxillary fan* ot through vent drifts connected with the tail end of the drift aad one large fan. The second method is the better as con cussion front blasting damages the auxiliary fans. The platforms on each side of the draw Hoks are made of heavy screen with two inch mesh to permit fresh air to enter the slasher drift from 'the haulage drift. Water sprays, and air and water sprays are used to lay the dust at points of generation sad* as draw boles, aad slasher drifts are kept wet. The sprays are ased during all busting and loading operations. Efficiency of production and safety have improved during (be years at Climax as the am of tbe slasher system has decreased the camber of accidents ia production- The larger percentage of injuries charged to the slasher system were ceased by poor design o equipment and layout dating the earlier years. For efficient and safe slusber operations the operator and his helper must be protected, have good visibility, ade quate ventilation, and must be thoroughly trained for their jobs. Safety in the Non-Ferrous Smelting' and Refining Industry By IklCBB H. AUBURN Pirn--it Director. Americas Smelting A Refining Co, Perth Amboy, N. J. Tbe job of dnvlgpeng a acw country from the American vHdawat was a hasardoe* one. and a hack rate of accidental Injurfea and iluib am* accepted as a mat ter of coarse. The non-ferrous metals industry experi enced it* full share of these injuries umally with serious molts due to the heavy ma terials bandied and the hazards of this load of operation. 32 Safety in the Hon-Ferrous Smelting and Refining Industry Dunce these development years, the ac It baa become more aad more difficult to cident experience of this industry wxs such satisfy the work applicant with the kind ***, if it were repeated today, the industry of job be likes and want*. Rates of pay would be forced to fo out of bonnets. Fre play a pvt m attracting labor to one type quency and severity rates ran in the hun of tnikutr/ and away from another. Differ dreds and the time also must have. A ences la working conditions affect the direc management sponsored, planned accident tion in which labor moves to seek septa?, prevention program hadn't yet been visual meat. Tb non-ferrous metals industry still ised. requires and uses unskilled labor at the The day did finally arrive, however, when this had to stop. Disabled manpower wu muds too common, and the cost of mainlining doctors and hospitals became pro hibitive. Production losses caused by acci dents were considerable. The American Smelting Je Refining Com pany pioneered in the development of acci dent prevention work in this industry. It is gratifying to know that others followed our lead. Planning was die key note. Proc esses and equipment were studied is a March for hsrerd*. Safety education for workmen and supervisors was considered poeot of entry. As a rank, this industry w many cases is faced with the problem of employee selec tion from applicant* wbo have first dene their job shopping elsewhere. This is not a bmltby nor helpful condition and may not be true in all areas where dm industry is located, but I believe it is snbttantiifty true in nett non-ferrous todotby locations, The work applicant Is different from hk forebear in many respects. The tension of the times has aside him less stable; more excitable and nervous and as a remit an ever increasing and serious safety problna. imperative and indispensable. Then the When the attention of the public began necessary manpower, effort and money were to be focused upon the growing numbers made available to turn the course of our of workers disabled or lolled by industrial industrial history from darkness toward the aoddeets, the first reaction was In do some light and not without benefit to all con thing to assist the victims financially, rather cerned. than to stop tbc accidents which were the Frequency rates soon dropped and sever ity was reduced, ilea could work with a lessening fear of the possibilities of Injury in their daily tasks. The horse and buggy took fewer aad fewer trips to the doctor and the hospital. Coming into the last decade, we find our selves appalled and shocked at frequency came of their plight Under the commonlaw system, the primary bails for dmtages for personal Injury was the employer's ncgSgmKK. But even If the tuapTciyvr were negligent, be would stiff escape legal re* apqnrftality for the payment of damages if he could prove any one of his three "com mon-law" defenses? contributory negligence by tie employee; oegfigenee of a fcBow rates over 15 or severity rates over five. worker; aid tbc claim that the aeridmt Prior to the last war. we were much dis satisfied with overall industry frequency n iirUi iT from a hazard which the employee knew, or should have knows, when be took and severity rates which we all recall were considerably lower than those of today. the job. Employers* liability laws were tbc first We are aO familiar with the increase in produet of tbc attempt to cue tbc bnrdm these rates in the hat few years. Unpre on the iojarad worker who was seekzog dictable mm stiff works in the'industry. He financial recovery from his employer. These makes up the labor force and he is still our laws left mtooehed tbc ground for recovery hazard. --the negligence of the employer. Tbtir Today the sources of labor art very lim ited and competition between industries is keen. The proportion of skilled aad semi skilled labor is indeed much greater than. sole latent was to modify the common-taw defenses so as to penult greater cue of recovery when the employer has been proves negligent in the early days of our history, had these At the time Workmen's Compensation skilled people are not in great denand ta fjtws became popular, begmorng la 1911, h ibe non-ferrous industry. was felt by many people that the liability Mining Section 33 placed upon employer* would develop a deep sense of responsibility aad thus reduce industrial accidents by the employer ware eaatieus. To a great extent this is true, Uasy industries, however, wore al ready doing a fine job aad were tievdopwg extensive accident prevention programs. We must, however, be practical in our evaluation of the impact of legislation upon the accident prevention prugran la seme states the application and interpretation of the law has become so liberal that it questionable If this liberal attitude bdps prevent carelessness and injuries or pokes men indifferent to the safety program. Ibe American Smelting fir Refining Com* peay, with many phots throughout tbc country, a a atff-hauring, industry where tbe Mam laws so allow. We subscribe to the puScy and practice of accepting faff rnpoanWhy and Sabffity for any injured mflajat and strive to give him every fair and proper consideration. We give no n- eoasagnmne howrier to the rhitslor or compensation canarioca employee. Wind docs the future bold for tbc non- ferrous waiting and refining industry in a farther In a fling of frequency aad sever ity rates? Zs fioc hope for muck further hapeotunseat? Tbe answer* to these ques tions unmt be emphatically. "Yea." Actidoat prevention work is not a uni- definitely need help to achieve the goaL It is rosponribitlty and challenge to got that help, and it shall come cofy (rm tin iadtidsil whose safety is sn- voindL Thu cmabiacd efforts of manage ment and tabor are an absofatc requirement before industry, as such, as approach a satisfactory frequency sad severity experiraci apperwrldng perfection as cloaefy as baman effort can achieve. Unions smut support all eaoatraetzvc efforts to prevent sen dents, During tbe war year* in eartaks targe war Infitstrim and particularly certain ship yards with which fee speaker is familiar, the lacerate of the anions seemed to be manner develop s claim ior`disability) to certain legal ferns or mdfrfdtrita whose principal concern seemed to be tbe filing of fthbM and tbe oottcetica of fee*. Ir is en- comagiPg to realize that oaaoy onions ac* treriy sopport aad strive for a redaction is aeddeats and x safety cocjsrieumsss among their membership. ,, How oa the accident prevention goals of this lodestar be achieved? If we accept the premise tbe employer is our focal point in die prevention of accideals, we must then plan our accident prereetioe program arocaad him. This be gins in tbe maployment office where the worker has tit fine contact with us. In onr employment proctdnre, the applicant raosfiy signs various forms such as payroll defeuluns for tmfee docs, health and sickaos plnu, participating iaiurtac* ptaa. tbe easpioymeat record and other*. This is tbc time and place for him to sign a statement acknowledging the conditions of his em ployment with us. Tbe moat Important of these COnditiona should state that in ac cepting employment, be agrees to abide by and willingfy live ap to all safety rcqutrt- Eoests of bta job. He is then tody to go to work. From tins point oei, the safety training of this employee contain*, seven steps. Some of these steps are already established at most industries and will not necessarily take extra time of tbe foreman. Tbe three Pt, JUT. JRT. JIT m> hefrfoffy nsed fer ine tbe war years, {day a fuming part m our accident prevention program. We shall recognize there as we proceed with the fol lowing outffnc of oer program. Let us visualise a circle dtvkd bto six wedge shaped segments ad a bub in tbc center. We have used such an illustration m JRT. Segment #J--Job Methods and Tools (JUT). By thorough study of the Methods and Tools used in doing a job we can find out what kind of a person we seed for the job and what his {nttanetioas will be. StffmaU --Selection and Placement By careful selection of aa inffirifeal aad placing him on the job be is best soited for as shown by the methods and took to he used, we refeee the >-- of the worker gulag wrong because of Improper placeman. Segment #3--Job Safety Training (J5T). By knowing the cocteats, methods and tools of tbe job we should have a "Package" of lasemction points which arc 34 Blcstmg Basards in Mtlel Mints a must la trafefag the iadmduaL The emission of a caffe point *a the "Package" leaves the jot oaly partially done. Job Trainers must be trained is the use of this "Package." Supervisors must insist on the whole training job being done. All safety equipment are loots of the job in this train* inf '`Package,** Segment #4--Job Safety Habits. This represents the safe work habits of the in* dividend as demonstrated to the trainer and his supervisor. If the worker fails to make a habit of doing the job the safe way, he needs more training or re-training. Segment #5--Job Rales, Acceptance and Agreement This point is wuntiil. By eliminating the negative and accentuating the positive in our training; the worker teams to know what he should do and is not confused by the numberless things he should not do. HU acceptance of the rules must be had. His agreement to their neces sity must be had. Stgment #d--Reliability and Coopera tion. This point U the end mutt If the pre ceding five points are properly covered the results should be a reliable and cooperative employee. He must be relied upon to do the job the safe way at all times even in die absence of the supervisor. His cooperation will be demonstrated in his willingness to follow instruction* and to follow orders. A reliable and cooperative employee U the safe employee who does not cocssmt an unsafe act Segment #7--This I* the bah of the circle--Oteck aod Re-cheek. To few If the program is working it Is scenery to anke constant cheek* and r*-efe*cks on the six preceding points of this eetfioe. At any point where a check reveals a weakness, the supervisor must go back to that point m the circle where the failure Is found and re-train, then check and re-check again. As staled previously Acre is aodueg new in this program. In JRT we all agreed that a supervisor gets malts through peo ple. In the seven step* described brieffy m our safety program, we have taken some old tools, sharpened them quite a bet, gives then added promincnco and importance, pot them in some semblance of onto and then trained all of management and supervision in the proper use of than. We sincerely believe that this program will help us Im prove the record. An understandable program, applied in the interests of that tmpredktabfe man, the miploj-ee, plus the continuous ever driving effort referred to above, impelled by our will to win cannot fail to wfac the meres* that has so long escaped us. Blasting Hazards in Metal Mlnss r. v.Sr bicxil Technical Service g action, X. t, da Pent do Hemovs * Co* lac, 'WBmfegton, DeL Up-to-thc minute information Ik not avail able; but the Bureau of Mine* data cover ing 1931 to 1943 will do. During this period, the fatalities from explosives accidiet* de creased front 9.7 per cent of the total In metal mines to 4J per cent. This Is a drop of over 50 per cent Injuries from ex plosives decreased from 1.0 per cent to 0J per cent in the same period Frequency rates showed corresponding reductions, so it is apparent that the combined efforts of a lot of people had some effect. However, the actual number of deaths u still too grot. Furthermore, the severity rate of explosives injuries U excessively high, a* might be expected, and a study of the causes shows that these Injuries were and arc preventable la other wards, the accidents were, by and large; man-made and as writ are still a challenge to our efforts. I think we agree that feardi do exist la all stage* of the handling and use of ex plosives bat to a much greater extent in some thaa Others. Figures prove that where the procedures are more dosdy controlled, where methods are systematized and where only a small highly trained perseond arc involved, accident* are practically nL The accident rate in explosives plants Is ex Minini Sullen 35 tremely low and compare* favorably with industries that by their very nature are ilmott accident-free. You probably know also that for over 20 years the railroads have not experienced a single explosive acci dent resulting In personal injury of prop erty damage, which shows what can be done in handling around t.QOOfiQOflOO pounds of potentially dangtroos material. All this is accomplished by training and supervision and by following a strict rootioe. Host storage facilities throughout the country conform to accepted standards, at lost as to safety features. In most states they are prescribed by law, and accidents from this source are negligible. However. I want to mention the relation of good storage to safe blasting under ground. Explosives are designed to with stand a reasonable amoant of abnormal htxnidity and temperature conditions such aa could be expected at times between the time of manufacture and m in a blast. However, if these conditions are allowed to boccmc exontire, they cas and do cause tamed* later. For example, wet ammonia dynamite will bum or fall completely. The fxjca from burning explosive* are deadly in a confined space and such a condition might have been partly'responsible for the four fatalities from fume* between 1940 and 1944. Uisfirea from deteriorated ex plosives are another potential haaard easily avoided, and the tame condition caa result from fuse which bnm been kept in a damp magazine. Wet fuse from poor undcr(TOemd storage Is all too common. Harry management men and miners are extremely cooperative, but we sometimes encounter surprising resistance to sugges tions far safer blasting Such cases are difficult to fathom when we know these recommendations are practical, arc In wide spread use elsewhere and have been known te prevent accidents. I have famd some teiners who harbor a feeling of Injured bride they are famd to be foliowing feuafe practices, whereas actually they may be Hvfeg oa bor rowed time. Peculiarly enough, some of the rules for handling eeplorfvt* caa be violated for years and years with a clran btH of health until the critical condition I* met amd'we have a "blow." And nobody caa Hadentand it became apparently thfegs were no differ ent than usual t am reminded of one ex perience. Aa old-time miner was crimping cap* on fuse with his teeth, A green explosives salesman wu visiting the job that day and told him he'd better use a cap crimper. "Aw, I've bit millions of 'em, son. bit millions of 'em," but the very next day his jaw was Hows off ia the act. Recently J wa oo a large naiad job where they were using 440 volts for electric firing r suggested to the superintendent that he install a safety switch between the blasting switch and the face and also pot ia a 5-foot lightning gap on the power side of the switch. As most of you know, such a layout Is generally accepted as good prac tice over the country and' will definitely pay off hi the end, fen his answer to me was that he hsd shot that way for 35 years without any trouble and therefore saw no reason to change. But the conditions I have described can be materially improved by picking the men more carefully for handling explosives and then giving them proper training. Obviously, the careless man or one who is too stubborn or proud to adopt safer practices has no place on an explosives job. Some acridents are less frequently caused from aa actual tack of information. Uany companies have instituted regular courses of training for blasters and I believe the idea could well be adopted generally is some fora or other. I am sure the explosives manufacturers would cooperate to the full est extent As aa example of misinforma tion, I might cite the ease of the shaft striking accident where eight men were killed and four Injured Because the boss thought the fuse burned one foot per minute. Host fuse burn* 1H fset per minute but some companies use a posted rate of two feet per mutate for safety. Actually, a liberal education la the science of handling explosives could be obtained simply by read ing the case inserts in the packages. In my travel* I have found very few men who even see them, much less read aod practice what they have to say. Another on* of the caxty steps toward dlmtnatioo of blasting hazards is the selec tion of the proper explosives and acces sories for the' job. The function of aa explosive Is to detonate at the proper time and perform its job completely and sue- 36 Blastmg Bmds in Metal Mines csfully, ind every suggestion we u pow der men have to offer I* directed toward this cod For example, an explosive unstated for wet work mat f*H or burn So a wet hole. As a result, we may have dynamite hi the muck, a "hot* booties, or aa excessive amount of poisonous gas. In addition to eliminating these hazards, the correct explot'vc wiU provide the but possible break age in the primary shot and thus tend to minimize secondary work on the grizzly as well as chute blasting, both of which are fairly dangerous fobs. Did you ever stop to think that often the powder with the lowest initial cost may prove to be the most expensive in the end? Likewise, the proper type of fuse is es sential for successful blasting in wet work. Perhaps even the best fuse is not good enough, and electric firing is accessary. Here again, judgment aod care must be exercised, and the advice of the powder company may be needed for best results. It is a well-known bet that some types of delays are better suited than others to solve the problem of water hammer in wet shafts. The proper selection of a blasting machine or the correct voltage for power firing equipment are totally important if we are to avoid misfires with their attend ant hazards. A new type of short interval delay hat been developed during the past three year*. A whole series of them are available, all firing before the first period regular delay, which shoots in approximately 8/10 of a second. These new fast delays are fur nished by different manufacturers m inter vals ranging from 23/1000 of a second to 50/1000 of a fecund. Their chief advantage from aa underground safety standpoint is elimination of powder in the muck and also damnation of powder in bootleg*. They are replacing regular delays for both stope shooting and heading work and can be used for obtaining rotation firing of adjacent holes as well aa parallel rows of holes, Ccocaxtkn is also generally reduced over regular delays as well as damage to timber. The first operation underground i* drillicy the blast holes, and here we immediately eneoemter one of the moat prolific Source* of blasting accident* in rums. Although all knows company and state regulations speafeaSy require careful examination of the face for "hot* bootlegs before drilling, accidents still occur from this cans*. The most effective means of prorating, oi course, ties in the ellntinstiog of misfire* at the source with all the necessary pre cautionary measure* which this cstaBs. But assuming that some failures wiU occur, vigilance in scaling and. In most cases, washing down the face is the brat protec tion for the driller. Yet in spite of afl precautions taken to date, be wiU srifi oc casionally drill into unexploded powder. In some instances the bootleg* containing ex plosive* were thought to have bora squeezed shut by pressure from the ether holes and thus escaped detection when the face was bring examined, In our opinion, however, such aa occurrence is very rare. In one recast accident in Michigan, the previous shift knew that powder wan left in a bootleg but did nothing about it Ap parently everyone on the next shift also knew of the condition except the yotrag miner doing the drilling and aa a result he tost his sight when the powder was deto nated by the drill ML This accident was certainly man-made and was dee not only to one but to a succession of careless prac tices. In the last analysis, it is- up to the man directly involved to look after his own safety regardless of the neglect and care lessness of other*. Obviously, he should never drill in a bootleg or even date to it Blast holes should not only he properly drilled so they wiU break the b aides, but they should be blown out with air before loading. Failure to do so greedy increases the hazard of loading frets the standpoint of friction. You tray already realise that a dangerous condition exists when a mix ture of explosive and grit is temped too roughly even with a wooden pole. Another source of trouble is the forcing of a primer through lee ramB aa opening such aa a bole not property danri and if the insulation on the cap wire is abredid during loading, an added hazard is created from possible stray carrots. Furthermore, with gift la the hole, the fnse or rap wire is mads sore apt to be cat In lmrfirn thus causing a potential misfire. A srperttki 1, in the explosive* column ran euffy remit from sock a condition. The function of the idol primer it to provide the safest and ant fqndiHi AfMrrff Section SI means of firing the charge. Although nu merous eo-ralted short-cuts to good primer --have bees devised, to the brat of ear knowledge there is only one procedure which attains this objective. The cap should lie along the loog axis of the cartridge and be securely Held in place. Any deviation from this practice is apt to remit either directly or indirectly in an accident, pos sibly due either to separation of rap and explosive by foreign material or jwanting the rap between the cartridge and the side of the bore bole. The methods generally receetaseoded for meay yean when using fuse are well pub licized. As you know, tiny usually Involve punching a hole for the rap In the side or end of the stick and tj teg the fuse with string. The side method is ideal from a performance standpoint, hut in enr experi ence wt have found It generally impractical as it will not be followed except under etoseet supervision. The end punching is sometimes used but is likewise troublesome and In uur opinion Hu the added objection of ^-H-g the Cbm when the next cartridge' i* loaded Actually, taring the fuse in the proper manner constitutes a satisfactory primer for general fuse blasting. It ran be made up with a minimum of kinking and with less trouble than most other type*, although we are not implying tint faced primer* should replace other approved types which are wett established by many years of suc cessful performance. E would estimate that a large majority, of fuse primers of the cecmtry are now bring made in this meaner aad with entire satisfaction. With the modern types of fern properly stored and Handled aad then used w conjuration with modem explosives, (He dangers of ignition* from side spit or the chance of failore* front this type of easy 'bead shows by the temple arc prac tically nil. If at all feasible, ape thedd certainly be crimped on the fane at a cratral house, preferably with a waterproof type crimp. Such equipment should be kept la good order, aad the operation should be looted la * room aSorated exclusively to the pur pose. Stocks of raps hi tbu room aad exposure of penomd should be held to a minimum and the crimper should be maim- ally operated. Two serious acrideot* m recent mouths resulted from a violation of these rates. We have also bad a change of attitude with respect to electric cap primers. We must admit that sense of die methods recommended for years have proved to be cumbersome and impractical an well aa un necessary. Actual experience has shown that the helf-hitrii method of securing the cap to tits primer cartridge is both simplest and mote efficient. Primer cartridges should be punched to take the cep, nod this done only with a proper tool. The importance of this feature can not be ovrr imphiritnl as a means of insuring against accidents during loading and later from misfires. Too often even today caps are inserted simply by pushing them into the dynamite cither with or with out rolling the cartridge. Not many years ago, one company allowed its Masters to make up psimcei by laying the rap in a slit which was made in the' usual manner in preparation for tamping in the bore hole At least one accident I know of re sulted as the primer was bring poshed in when Use cap slipped out and wedged against the collar or side of the hole. Likewise, rolling the cartridge for inserting the cap ta the end gives little or no protection and is definitely hazardous. The device which I have Here u one of the mote efficient and safe means of punch ing primer cartridges that I know of. It has aa interchangeable bottom and can be cither held in the band with the round end or mounted on a bench or powder box with the fiat plate. The' length can be made to suit the length of the rap sheti. With this poach, we ore assured of obtaining a Hole of ample diameter and depth with a mini* mtsn of effort. Primers, should, of course, be made up *t the last possible moment before being inserted in the bole which means at the face. This punch recommended for each purpose is not manufactured but a working drawing is available. The length of the model will make a hole deep enough for a lOUa period delay. When shorter raps are used, the punch length may be decreased accordingly. la* some eases, such a* High speed tunneling' and shaft sinking, it may not he feasible to make primers at the face. 38 Blasting Hazards in Metal Hints Here a well constructed primer bouse sup plemented with suitable transportation may actually be less hazardous even though the caps and dynamite are In contact for a longer period of tune. Generally* however, use of this mounted center punch cither at the face or at a sectional primer house located nearby will be much safer. The operation of loading bore holes is always a potential hazard and the location of the primer has a very important bear* inf on performance of the blast. There arc two principal requirements which must be met by correct placement of the primer; first, it should not be pulkd out or cut off by adjacent holes firing previously and it must detonate the entire charge to tbc^botTom of the hole. These renditions arc generally met with both fuse cap and elec tric cap primers by placing them in the bottom of the hole. With cap and fuse It is necessary to bend the fuse around the cartridge so the cap points outward. This method offers some potential hazards where the primer makes a tight fit and where cold fuse is loaded in the presence of water. However, some mining com panies make this method mandatory, and. if conditions are satisfactory, it does meet the requirements. Under many conditions a safer recommendation generally is to load two or three sticks first and thm place the primer with the cap pointed toward the back. This method is satisfactory unless the holes arc short or the ground very seamy or rubbty. With instantaneous electric caps, it Is best to load the primer cartridge next to the last in the hole with the cap pointing in. If the column is excessively long and am monia dynamite is used, the primer should be loaded in the center of the charge. Tor delay shooting, the primer should be loaded first with the cap pointing out. A so-called cushion stick ahead of the primer is pot necessary for safety if the primer is prop erly made and may often be left uaexpJoded in the bootleg thus causing a definite hazard. Generally speaking, the explosive should be tamped although this is not necessary from a safety standpoint if the column is held in place by stemming. Otherwise, of course, the compression or jar from prior firing holes may force the cartridges out. Slitting of cartridges with a knife can be done safely but perforated or pro-slit sheik eliminate this operation. Tamping poles should certainly be of wood. Seme types of pressed fibre or plastic have bem suggested but many of these materials arc too hard and arc therefore as dangerous as metal from a friction standpoint. It ia true that copper-tipped iron bars have bees used for years but they arc definitely hazardous and Have caused accidents. The wooden pole may be tipped with rubber to decrease wear bat in any case should be kept square and should pot be allowed to broom or fray go the end and thus collect a mixture of explosives and grit. At least one explosion mas attributed to such a condition. Needless to say. care should always be observed in tamping explosives. A mixture of grit asd dynamite will not stand nearly aa atsdi rough treatment as dynamite abac. It is -very important for the primer to make a reasonable fit la the bate. If too much' clearance is allowed the primer car tridge may collapse completely unite pres sure with disastrous results. Where mutu ally severe conditions exist, some urines use paper tubes for rcwforung tbe primer cartridge, which ia our opboob, provides the ultimate In protection beside facilitating primer make-up at the face Whb a tube, half-hitching of the kg wires becomes tnmmtary. Although the addition of a paper tube docs increase the carbon monoxide contest of the gues from the shot, the actsal amount added Is very slight and of m con* sequence where ventilation is normal. The use of electric primers ia the pres ence of stray currents constitutes a definite hazard. However, this condition it greatly minimized with proper installation, includ ing grounding ami bonding; of power linn, tracks and pipe tinea. When loading the primer, it is very important first to keep the bare ends of the leg wires shtmted, to keep than from contacting the grand, rails or pipe Ikies and to be especially care ful not to abrade the insulation with the loading pole A shielded shunt which fully covers the board kg wire ads and In sulates them from contact with possible current sources is a very valuable safety feature obtainable from some manufac turers, One operator wroridbg a very con ductive ore body has introduced a 1 to 1 Mining Section 39 transformer ia the power firing circuit to further reduce danger from stray currents. The need for stemming is a very con troversial issue among miners. Although Bureau of Mines tests show that stemming tncrases the efficiency of the charge, actu ally this is very hard to prove oa most underground Masting jobs except where the holes and charges arc relatively short, say three to five feet. Nor docs the use of stemming reduce fumes from the blast if general performance otherwise U normal When firing Masts pruned with cap and fuse. H U very important, first, to see that all fuses are spit, and secand. to see tJut this is dooc Weil within a sale time Bast. The problem of lighting fuse sufefy sadtr adverse conditions presents a definite haz ard and as shown by statistic* ha* beat responsible for a lubrtiwfhl portion ef underground Masting accident*- Li this respect la particular, k is gmraSy con ceded that electric firing is safer. Haphaz ard methods should never be ased in fight ing and at least two men should be present during the operation. Hot wire fighters are preferred bat lead spetters are aim satisfactory. Both are more dsyoateH c tiaa carbide tights which any nee be prop crJy prepared and may go a lighting operation. In one ease on record, two fighting an IS hole road lamps. During the process they had ae recur several fuses to get than spit and at tite 17th hole both lamps which had been sec down, tipped over and went oat. They finally get No. 18 tit bet were eaaghc when they got about 100 feet away on fiteafiry. It seems unnecessary to wefun dat fuse should be trimmed to obtain but in actual practice this U by a waiting period betnsus the _ of botes, also a very dogcroa* practice. The bunds method of lighting with which you are alt probably familiar. Ia aed sac* cesstutty by some operation*, altbcsgb tixrr is always the possibility that one Isolated fuse may not ia spit Admittedly It dees lave some safety advantages but has never been adopted general!*, i jsslbty due to the extra cost of loog fuse* The practice of double fusing wet lifter holes la used in some mince and prohibited in others for safety reasons. Although with the types of explosives aad fuse now m use, the possibility of aa ignition appears exceedingly remote, it U our fedtng that where conditions are severe enough to re quire double fusing; electric firing should be iatroducaL Electric firing practices differ widely and since the use of power carte* for thi* purpose appears to he on the iacrax throughout the country, this type of firing (3a be partlculaily hazardous ia conductive ore bodies, aad I ccrtaiafy fed we should take a little time for a dbomioa of proper procedarcs aad equipment. As with any other type of Uatag the ma objective* are to fire the Most completely end de pendably. thas pressuring misfires and to do tide with the uiinfTi fcaaard to per* wd from stray carats or any other scarce whoever. We first need aa iatiffttinu embodying certain fudinvitil uqdnmuiti followed by a rigidfr contrriled routine. The power assembly should gocraSy contain three aits consisting fine of a power entrance switch, second, a sperial Masting switch separated from the power switch with a 5-fooe gsp aad flexible jmper. aad third, cue or more aaxitiaiy safety or scetioaaliriug luHthcs depending oa the layout. The gap la foe protection aguost lightning and from the power lines. The Mating switch should be equipped to short ezreat the firing tines is the "off" piwitlon and should be made so it returns aflomdalb to the shorted position when the hlesser lets go of the handle. You can see that if the lightning gap ts placed on the suae side of the switch it would not be feasible to provide automatic shorting of the firing tines winch we fed to be es* oM rsasifa requires that this be ac complished by gravity bat In this country x spring arrangement for the purpose U wnfiring very satisfactorily. You probably aB knew of case* of prematures where the Mister forgot to puB the firing switch from the previous shot before the next one was booked In. The firing switch shook! be mounted ki a caMat which can not be closed except when the twitch bundle is to the "off" posi tion and the jasper cable disconnected. A pilot tight la the cabinet should mdicatc when power U at the switch aad another ' 20. Y X%. r- U" 40 Blasting Hoards in Metal Mines light or sudiMc signal should show when think you will agree this is better than current is fWhg in the firing lines. It is touching the ends together or to your Important that aJt switches except the en toogoe as Z bar* mob soaec blasters do. trance switch not he grounded as aa added Here again, it is op to the Mhidnl to protection against prematures which anight efaede conditions before exposing Umsdf occur from a leaky switch m the same hook-up with some grounded cap teg wires. I know that many of you have your own layouts which embody these same principles and are probably doing the job safely. to possible hands. This disrmikn would not be complete without a few words of wnwSng regarding some of the other inalexpoenit beards. Flying material in partkslai is responsible The firing lines should be single copper for a substantial noker of accidents, aod conductors of ample capacity, well insulated is probably the most dMtcnfe so combs* oi and should be mounted wdl in the dear any in tradergrouud work. Tib is cuuwri of other power wires, pipe Unes, etc. As you cut see, these precautions arc all essen tial to prevent firing curat from escaping mainly by two bod practices, Wxymc tou Jong at the face aod rarrlrserase h ganNing the blast location and lie miy rrw i J. and stray currents from entering the cir we am suggest is greater rigflnnrc and cuit. The additional safety switches should better organisation. be provided with a shorting bar in the "off" position as an added precaution. Most of you are familiar with such an installation aad are fully conversant with its safety features, and yet it is surprising how many operators today try to get by with make shift arrangements of all sorts. I some times fed it's a wonder we don't have more Lightning, while not sndi a frequent offender, is atilt to be reckoned with. Al though the lightning gap ihwilol above wfl) keep the static charge from entering the blasting system. It on stiff foffow the pipe Mines and rails into the urate with disastrous results if proper precautions are not observed. The first safeguard should explosives mishaps than we do. ` be the proper grounding of aff surface Statistics show that a substantial percent power equipment as well as service tine* age of accidents are due to prematures of one sort or another and it is known that a fair number of these are caused by strmy currents. Fully equal in importance .to a and pipes entering the mioe. Certainly no loading of holes should be conducted near the shaft during a lightning storm aad while it may not be practical to follow this gbod blasting installation is bonding and procedure throughout a large operation, all cross bonding of rails and service lines, a factor too often neglected. In one instance on record, the drillers received as electric wiring, pipe lines and rails should be re moved within at least SO feet of the fact before loading. shock when touching the face with one As you may know, there have been a and the track mounted jumbo with the number of fatalities in recent years due other. Although an observed potential of 24 volts existed at this point before hood to premature underground blasts from lightning. Tn ooe cue on record, a 1; ;ht* ing. it disappeared entirely afterward. Sven niag charge followed the bcM Bee u^a a with good bonding alt power supply both shaft while a shot was being landed, Eight AC and DC should be cut off the section men ware killed aad four injured. In two before loading a drift heading. Another other mines that I loew ef personally, point that should not be overlooked is, of several men were lotted by prematures from course, the blocking up or insulating all lightning white loading shots several thou here joints between leg wires. Also before sand feet from the shaft bottom. All these hooking the temporary leads from the blast accidents could have been prevented by the to the permanent firing lines, the latter precautions t buve described. should be checked for stnys by suitable Another hazard always with us is mines means. A squib is sometimes used fof this ts fumes. The manufacturers have made purpose^ but a small rugged instrument tremendous strides la recent years in re- now bring developed should prove mock .during the poisonous cocapooeots In the more satisfactory. I have brought a sample gases from Masts. Claw l explosives are of such an instrument with me and would now available la all the various types of like to have your comments oa it later. I explosives needed is mines. But It is, of Mining Section 41 course, still necessary to take precautions underground. Adequate ventilation is a must and the miners should be strictly pro hibited from going back Into a place too foon after a Mast. Tn one ok on record a man returned after one hour following a shot of arotmd 200 pounds of gelatin wider poor ventilation. The normal pro cedure was to wait 14 hours until the shift rwnc on again. As out be imagined, the miner was asphyxiated, probably In a few minutes since his Mood was found to con tain 60 per cent carbon monoxide satura tion. Ooe more sourer of Scridtnls sltould be mentioned This Is a somewhat unusual type and may often be overlooked until it is too tat*, U involves firing a charge dote to another charge which in turn bums in stead of detonates. I retail one suwll maw where the miner was firing a number of holes singly In rotation with regular electric caps. The Holes had all been tended and were only about three feet apart. After shooting one hole, he wot bade up to con nect the next one. Hearing a loud hissing found, he ran out just tn time to miss get- ting caught when the next Hole shot. The charge fad been set on fire by the first hole flash through a crevice in the formation. .A similar situatiea exists when attempting to fire a failed charge by loading a fresh primer outside of to much stemming. It Is always a good rule never to go baric on a Mast too soon, particularly where un usual condition* are known to exist. Secondary shooting is usually either on lite grizzly or tip in (he finger raises and chutes. The chief heard m connection with the former is the use of short fuses and Uric of are in making up capped fuses. The minimum fuse length for any work of this type should be 24 inches for a single shot, yet we know of many instances where 19 to 12 inch lengths are usual. In ene instance a capped fuse 10 inches tong was found la a mules's pocket after he had been ought by a modes? shot. Better stfll, use electrical firing with a blasting machine for maxrraww safety. Similar reasoning applies to chute Masting where it is absolutely essential that ample tune be allowed for piacme the charge or bomb. This can be provided only Mr electrical firing. Accident Prevention Concerned with Blasting By FRANK BROGAN Safety gngmoar, Howe 8aend Co* Holden, Week. Paper presented by S. H. ASK CUef of the Safety Branch, V. S. Bureau of Mine* In this article an attempt is made to point out the safety factors contributing to accident prevention In the blasting meth ods used la the Holden raise, tn die order of movement of powder and detonators thru the raise, the accident prevention prognus *-- be outlined in terms ofj de livery of powder aad caps, powder storage, detonator storage, mining methods, tech nique of loading boles, methods of wiring shots, procedure to primary or focg-bole Masting; and, finelly, safety measures In secondary blasting techniques. In terms of man-exposure Involved in the functioning of the operation* pertaining to the trans portation of powder raid the technique of loading and blasting, the tnaxtum number of nea directly exposed is limited to two or three. 1, Deihrery of fWm -A requisition for a 24-hoor sopply of powder is filled from the mala raigirin* The magiriae is lo cated outside the mine at a safe distance from the portal'and other outside buildings, conforming with die specifications recom mended by the V. 5. Boreas of Mines raid 42 Accident Prevention Concerned with Blasting the State of Washington Metal Mining Safety Standards. The powder is nipped underground by motor. The train is made up of powder car or cars, with a "dead" car interposed between the powder car and the trolley locomotive. The powder car has a flat bed constructed of wood and held to the chassis by bolts countersunk tn the wood. The powder cases fit snugly inside a wooden rack that is ad* justabte to varying loads. This rack pre* vents the possibility of the cases Jarring loose should the train derail. The delivery crew is made up of motorman and a nipper. The delivery of the powder underground coincides with the time when there is no traffic to the main haulage level. (The ore and waste trains operate during the swing and graveyard shift.) The powder train with its 24-hour supply moves to the No. 2 Shaft at approximately noon. At No. 2 Shaft, the car is 'spotted* at the station. The underground working craws arc at land), and the cage is free of traffic. The powder is delivered to the various levels. In accortboc* with company rales, no one ii allowed ` to ride the cage loaded with powder except the eager. A nipping crew picks up the car or cars at the various levels. The haulage of ex plosives on the lower levels follows the same pattern as on the main haulage level. The train is made up of motor, 'dead* car, and powder ear. The powder moves to the underground magazine. The trolly wire in these haulage drifts is located no less than 6$4 feet above the rail. All rails are bonded and grounded. 2. Type of Underground Storage--The underground powder magazines 'are located at the extreme ends of the haulage drifts where no further development work is planned. The rooms are approximately 20 feet by 10 feet by 7 feet high and are offset from the haulage drift by about 20 feet The entrance to the magazine opens to x short cross-cut drift. The floor is lagged with two-inch lagging. The ventila tion is good and the rooms are dry. A heavy wooden door with substantial hinges seals the room from the drift The maga zine is kept locked with a special lode and the key is accessible to authorized personnel only. Good housekeeping in and around the magazines is strictly maintained. 3. Detonator Storage -- The detonators are stored In the 'cap' house loaded in an abandoned drift on the 1500 level. A series of wooden shelves built in the room keep the detonators dry and well-ventilated and in order. A constant temperature is main tained In this room. The powder man, who has access to this 'cap* house, fills his requisition for the num ber and type of 'delays' needed for the day. He then transports the 'delays' to the 1400 level make-up room. The 1400 level is an abandoned level, of which one section bouses a powder maga zine used exclusively for developmentheading powder. Another section of the 1400 level houses the make-up room where the powder man makes up the delay prim ers for the headings. Titus the requisitions for development powder converge on the 1400 level. Delivery of powder and primers is made hy the powder nan's helper, who, following safety regulations, transports the powder and primers In non-sparking con tainers. The time of delivery follows as closely as practicable to the time of loading out the round. Mining Methods at Holden Any discussion on accident prevention In the Holden muse, particularly pertaining to blasting procedures, can be much more easily understood if a brief obtltoe of the Holden method of mining is depleted. There are inherent in the mining method a num ber of factors that contribute a high de gree of safety to the men working under ground. First: Both the ore zone and country rode are characterised by hard, stable ground. There is tittle necessity for tim bering In the drifts except la a few lo calized sections. Second: There are no large open areas mined out la the development work. The unpredictable hazard of falling rock he roines subject to better control and the morale of the miner is Improved in the knowledge of the comparative safety in small drifts, cross-cuts, and raises. , In the development of a block of ore for production, the following data Is taken into consideration In laying (Hit the proposed development; the ore sene tncBne* between Mining Section 45 45 and 70 degrees; the width varies between to a common pocket. The ora Is drawn out 39 and SO feet: sad the general average of this pocket to the haulage train below. `tor- <* ;"> go "< M0 toefc Sued oa *oe ditt. , bub*, drift to drives ftttttol to the ore mm rod tooted MtnedtotMeeauo fe eoaal|r rod, tro the !oot.ll ,tde While Ihuw the foot-wril ride of the dnft 50 he; Men, ,,d dtoieood driHen. ttaMW the drift misers, pooch holes man the {set-watt on the horizontal and at a pins <5 degrees. The ecooocnkzl Emits of Ac having and loot-wall are delineated in dc ere jmspft analysis. In the meantime, a service drift about midway op the ore Mock is being driven under similar specadasaena, amoety, m the foot-wal! side and in Ae temsfrj1 rock. Diamond drB held are drilled here, loo, and a check of tie h and hanging- wall Is obtained. The on block to oo rat, for drillir*. Dlunooi driller, equip!*! With eiwMvea dtorod drill, move Sat, thee bbtt-hote dritu. n^, sW, ^pped with 9eciiktt.cn wkrr, ,, m 9 u, ,, chin.. ink, *hm ri^t-ek. to *. drilre * ke, the Me bodj. TW iekrvek terns, rtop very [rote 5 to S let ao* *e hrio ere baaed out in vertical (ban from JS so Md Case to tated for the i The tnueo. * Ir e* ike Uodt ere *dkd rerore|r eed the h-k* extend free below. In i ticaf boles are At the base of Ac pripaatd Mope a sendee raise Is biAhf hot * level sad U located midway lateral dimensions and projected upward approximately 44 fete elan a uni cat is perforated ptoses at ri#t hanging-wall omd foot naff. driven to the fete-waff. 3Com a rimher drift Is drives paralrf a dt wt body Tactician* of Loadtog sad la the foot-waff tide of Ac are sene The icgiate of Masting of Ae vsstom to the fell faffc of Ae mpe Draw holm lads begins at the ska and mows ring are punched thra Ac shAr drifts and x series of Iamb ae* anti om. Ia the atoantima, a scrim of drift* are bemg developed alang the itit-eil and hanging-waff of Ae or* body at approxi mately 75-foot vertical iaernli. These arc called blast-hole drifts ami arc *ev feet by seven feet In section. The hanging and foot-wall Mast-hole drifts are Jobwd by cross-oili at iftagnalcd intervals, depend* tag apon the metlug proatlae for the ilope. The fonetioa of the cross-cut is to act as a slot Fiiira, ran la the hanging* wall side of these riot doss-cats, act as a starting point in which to blast the slot. The picture of the stop* development at this time Is a block of ere sectioned Into 7S-foot slices by a series of Mast-hole drifts around the perimeter of the ora body. These sections in tan are sGcod vertically by a series of cross-cot riots. Bdow these sections ------a--e---r-i-e--s--,--of -fm- mris opus .to_ siusher drift. A pair of siushers set badeto-back midway to the drift slush the ora by ring toward Ac enter limfri of jti ore body. The teluntagi of this method to tint the Muting of Ae rings eaa be con trolled thru the various levcU so that a ccastant arch msInterned to Ae or* body. The stresses that develop in the gradually enlarging slope can be carefully controlled, rasuhtog to a minimum slabbing off of low* grade reek to the hasging-vnll and tending to offset a possible rode burst to the ad jacent service drifts along the foot-wall. At no time during the entire stuping ojeration ore men working in the open slope. The diamond drillers ore contimeally re* treating from the slot omd the hading of the long holts for Hosting is done in the protection of the drift. During the landing of these Most-boles a minimum somber af man me exposed tea prims mi a Mate. Wher* operation* art cat schedule, the dtimoed drillers have frnilirl iheto work and are oat of tlte a-r*e--a. T--he d--rift-s----a---s--*---r-i-r-a---n--s--d----o-,f ie-xet*roaneothus* pipe. Tbe rsSa me temantd before tie from the draw holes to griraties which open damnsid drillers moved tote the drifts. Amy 19.) / ZO. ) /. } t %%. r; j 44 Accident Prevention Concerned with Btestmg rasterisl that could act u & conductor of stray currents has been removed. The leader and his helper are assigned loading sheets which indicate locatioe and length of holes, the number of 'delays' and the type of powder to be used. Armed with these data, the leader and helper proceed to the ring; the powder Is nipped to the drift and loading begins. Tamping a 50 or 100-foot hole at right angle to a seven-foot by seven-foot drift at a flat angle would present a problem. However, using wooden tamping sticks con sisting of six-foot sections joined by an ingenious positive-action catch, tamping be comes a simple procedure. These sticks are six-foot lengths of round, straight-grained hr equipped with a locking deriee made of non-sparking material mounted at cadi end. This stick was developed by Mr. R. L. Soderberg, diamond drill foreman, and has proved an rifidem and safe tamping device. After the primer is placed in the hole and the hole is loaded out, the primer is tested with a galvanometer and the holes arc wired together is series. The series of holes are that shorted to gether and are ready for the wiring hook-up. Wiring Hook-Up Preparatory to blasting operations in the stop*; a permanent wiring system is in stalled. Along cads blast bole drift, 14gauge rubber-insulated twisted wire is mounted oo Forest Service Porcelain Tree Insulators that are pinned to wooden plugs In the "back" of the drift These wires lead to the base of the service raise, termmating there in a pair of wire dips covered with rubber fingers. From the base of the Serv ice raise to the top of the raise a similar set of twitted wires is installed. From the raise station to the service drift, thence to the panel board, is another duplication of the same set-up. .The panel board is mounted at the 283 Winze station, which is roughly shout midway along the entire ora body- Theie lead wires from the slope terminate here in a pair of rubbercovered dipt and are labeled for location. On the panel board it mounted a Trumbull Switch, double-pole. single-throw type. The switch U grounded to the rails in the haul age drift. The current is 440 AO- The switch is locked in grotmd position and the key Is la the hands of the shifter in charge of blasting. During a typical blasting xqamoc. the following precautions are takes to assure the safety of all mea involved in dm work After the loader has received his internetioat oa which ring to load, be completes his loading operation and tics bis primer lead wires to the insulated wire in the drift. This is dooe only wbeo he kawri te the ring will be fixed oa that day. As be re treats toward the haulage drift, he tics is the dips at the base and top of the service raise. Tbe shifter in charge of Marring will, as he moves throvgh the drift ta tbe pand, tie in the dips at the sen lee raise station to the haulage Hoc sad finally to the panel. The Masting is done on the swing shift. This swing shift Is broken up into two time intervals: 3:30 P.U. and 6Jfi FJL At 3 JO P.M. the siring shift antes the nunc, It is comprised of ilwihrrwi, hoist men, eaftfj Haulage crews, mad maintenance men. The shifter ia charge of Masting has a list of the headings and blast-hde rugs that are scheduled to be blasted that cra ning. He informs the entire crew oa wimt levels and where the Masting wifi take place. (The underground crews in the im mediate area of the blasting are shtmtbd to a safe location where they will wait until (lie "all dear" signal Is given.) The eager and maintenance mm will mala at Ha 2 Shaft which U a safe distance from any development or prodoctlon work. The shifter in charge of Hasting now checks with the outside lamp room by phone. A check oa all lamps "*ot" is made. A adder or repairman may be wuclciag overtime on the 1775 level. The lamp check indicates tint be U still mkruwnd. Be fore blasting- operations tsgia that man is fod and wanted to a safe position. After tbe blasting foreman U assured of the location of all men uodcrgromxJ, be proceeds thru the sequence of firing at all levels. He diodes the circuits with a gal vanometer at the service raises, tics in the dips to tbe pand board, fires the shot, and lodes tbe switch to ground position. This routing is followed at all levels. He then informs the met whet Hasting operation* arc over. This operation requires about coe hour and a half. At 6 JO F.M. a crew of miners move undefgrotmd to the various Mining Section 45 development ileadings and proceed with t. Tare men must week together in the tlidr work. slasher drifts. Loau I Holm ha Drifts aad Hasten There are (wo precautions taken ia load ing holes in drifts and raises that have resulted In fewer misfirr.i. These greetilurrs are standard practise at Walden. 1. la making up a piau with a "delay," the delay ia laced thru the stick of powder, about atidway ia the ridt sod U approxi mately a right angle. The delay is then inserted ia the end of dm stick far cnoogh la prodace a cmtana i pewder behind it The result is a smooth leg wire with ao dante of Imoeting and shorting not sgalnpf the side of the hale. 2, la loodhg the hole the primer h inserted first, with the delay ad agalaof the bottom of the hek, Tim powder is poshed ia firmly with the (saifiag stick-- not tamped with jabbing bln wi. The ressim for Use position of the grimer ia the hot- 2. The minimum length o{ fuse is three feet. (The burning rale is 40 seconds per foot) 3. No score than three bots nay be fired at one time. 4. ta cose of a missed shoe, the slushennan is not to return to tint area for a period of 2 bom. The preference of .capping a boulder rather than drifting a Hog ** based an the praesotioa that in long hole blasting there U a possibility for a slab to break loose with part of tbe long bote intact and filled wi* powder. Ia plugging, the drill may i------1 la contact with the powder. Perhaps a greater dBckncy in blasting may be utai ml in plugging a boulder as far as powder consumption is concerned, still the removal of the potential hazard is believed to mmpemitr. for this. tom of the hole h Mat when the gniaiil breaks daring the Ihnkg InStrval there is always a poc ability that same of the rack will shear off a dekjsd hale and drag the Another precaution is the me ot m air whistle to warn those to the haulage drift below that blasting is ta process. A warn ing of this type is sufficient to prevent any primer with It if the hale is landed wide one a the haulage drift from climbing the primer is any parieiaa/Wkar than ae the Me service raise leading to the slusber bottom of the hale. WI* M* primer in the bottom of the hale tie: pmaVtey of misfires has been ninead. drift where the concussion might knock Mam off Me ladderway. la addition to this, a safety chamber Tsmahry Maatiag The premiithmg observed la secredary blasting are of unlaws rahm So this article and deserve a psiagisph or two of space. Ia tbe operation of Me slasher drifts, the company has observed that plugged draw boles and overall* fcealderr on the grizzlies ran be broken by capping tbe rede with a small aaoaot of dyinmise and biasting with a lighted fuse. The hartijj Inrvlsvd here are less than drifting; Me rode and using aa electric detonator. Wink it assy be argued that electric detonators guarantee an unlimited time to get out of the shuber drift after plating the powder, the presence of 50-boraepower electric slasher etiis, electric light circuits, and welding outlets would more than offset the advantage of Is cue in this sendee raise about 10 feet below the slasher drift loor mad Just off Me ladderway where Me slusbermca may iteke mtil after the blasting. Tht ventilation of the slasher drifts is accomplished effectively by leading into Me haulage drift fresh air from a forced unlihliim system. The fresh air courses sp the service raise to the slushcr drifts. Here It divides sad passes by the slusber operators dowm the slushcr drift past the Maw hides, progressing to tbe far cads of the slasher drifts. A ventilation raise at cadh cad of Me slasher drift carries the smoke and gas up to a "wxkT drift and from there to a system of veatilstioo raises that cveataafty lead to a fan exhaust system. time by the increased opportmaty for stray It ta only a matter of a few minutes after currents to produce premature blasts, ft blasting time Me wui.ike aad gas has cleared has therefore been Me policy to ose lighted oak The slasher am are able to work ia fuse with the following precautions brisg dear fresh air regardless oi the depth of observed; the levuL 46 Causes of Vitiated Air in Uelal Mines Causes of Vitiated Air in Metal Mines By V. 7. NETZEBAND Consulting Bogina*r Vitiated air, or in mining vernacular, "bad air" has long been a serious problem and an unpredictable hazard A most mining districts of this country. `Vitiated'* as de fined in Webster'* dictionary means: "im paired or lacking in quality." The mining industry's particular concern with the qual ity of this air is its lade of oxygen. If sufficient amounts of vitiated air is able to pollute the underground workings, its effect is to reduce the oxygen content of the mineair to below that, which will support life. Official reports of the U. S. Bureau of Mines indicate that vitiated air may be de ficient la oxygen, hare excessive amounts of carbon dioxide or both. A very limited num ber of these tests ware made ia the Park Gty mining district of Utah by the writer and showed this type of air to contain very little oxygen aad that the kvwrew* m carbon dioxide was negligible, that is, ia comparison to the decrease in the oxygen content. Regardless of the ratio of these two gases to each other, the trend is to the hazardous side, that is, the oxygen decreased markedly while the carbon dioxide content increased Neither trend is desirable from a safety standpoint Expertaice has shown that men have been overcome or made seriously ill on exposure to this condition. Fall of person accidents may in some cases be attributable to this exposure. This type of hazard may be divided into two types: rock or strata gas and oxygen deficient sir due to man made 'operations. Strata gas although very limited la occur rence, docs pose a special and often serious problem in certain mining districts. Ap parently this problem is limited.to western states whereas "bad air** may be inmtintinifd wherever underground conditions are favor able for its development By this I mesa depletion of the oxygen content of the mine air due to mining operations such as dead end drifts, timbered slopes or oxygm-free water. Strata gas is a natural phenomena sod poses a distinct intermittent hazard when mine openings tap Its outlet. Experience baa shown that this hazard occurred more in the put than at present. Several factors {nffoenee this change In frequency such as young mines expanding with new drifts and slopes open up so-called "feeders" along faults, vugs and fissures which permits tie strata gas to enter the idergroond air, the tendency of this condition to mala la old abandoned stopes aad drifta aad the deple tion of some of these "feeders." Experi enced ram aad management eventually had some of these sources spotted mad on dung ing weather eooditioa* weald not allow workers In the imedlste area. Entrance of strata gas Soto mine openings is a natural sequence to a falling barometer, and Its degree of entrance is hugely de pendent upon the araonm of drop and its dnratioo. These gas cnimsfirm generally occur prior to aad daring a storm period. There is emsidenUt dak and ao sohstsntiatiag cridesoe that these tmuntinm continue Oa a vising WwMKf. It does appear logical, however, chat tide condition would continue from an `"'i1-1 lew ba rometer to some higher point where the atmospheric pretours aginfired or cxecctW that of the gas. Doily dock of the barometer Where these gases are pinut Is dm meet practical means of wtltlpatiag saeh condi tions, and management operating minea in these areas use this shnyU method of con trol. These gases are foeod In both active and inactive mine*, In producing aadergronnd areas sad in abandoned stopes and drifts. Control measures art n until htotfgated where the gas problem affects Ac operation! ia active mines. However, do such effort Is generally made once an area or a mine la abandoned. Xu tone cases the sonree or feeders of this strata gas rwnnA a potential hazard for long periods of thne ahum A other in stance* the dissemination of the gas Into . underground workings Is of United dura tion. Utmost caution ant be cneetlscd by workers on recnfraace into tholaml or areas where the gas has hens known tn be present. A potential hazard is always Mmme Section 47 promt under these conditions since once the ps is emitted into undogroond uoekings its effect of depleting the oxygen an Ae ter lrsista until normal air on be Acrodaad to supplement the otgrgoi content. of )md sulphide *d"g to the caxbonate andcr (mnklt comfitions. This oxkAtion prullem as use fimrtod to robbaag the mie el its Qjqpa. bnt Ae process also gives off cantidsmhA bmt as wefl. A seme tostanco The exact cause and sources of scram gas still remains a much debated question. Effort ha* been node A Ae case of Ac Park Gty and Tlatic Jntriet mines m tit the cause into the gmtogy, that is, Aratefih the contacts of the varioa* types o reck which might account for Its senree Arwegfc chemical action aad to the fncSuring of the rock doe to earth wbiuumU whack per mits the gas to otter the amc. Any attempt to assess Ac came* ei viti ated air would aateraSy seem m Ima te a chemical theory, whether at W Ac swam to* emanating from Ac rode or Ae *Wd ait" often found In died nd drifts or aU dm* dotted stopes. Asahthg Ae first type. gases, it appears tat Arne ociga--et A Ac igneous rocks or at Ae emmets of Ae Igneous with the iwfimsnltey nds, where through earth mommts or eeriThtiiaes, re sulting faults and fractures parents Ae gat to permeate luge areas ef pscans hwiiinri rode. A common theory k tint they are Ae gaseous products of mpiai or Ac mate- iteKphlsm of sefimcafcszy reds by Ac A- tnsrion of the igneans ones. Where Ae internal pressure of tins gas Is greater then Ac eotwial atmospheric presmre, the gas tends to eater mdergraced at all limes. Under mere owmw coewfitiaas, this strata gas cetera only a drop A baro metric pressure. Such a drop A prawns always proceeds and is intflixthr of an ap proaching storm period. The second type of vitiated air, "bad or exygot deficient** air, nay A cwmrf by: 1. Oxidation m hmvy selpUde ore soon, 2. Absorption of oxygen by Ae rode. X Depletion of exygm by timbered slopes or drifts. 4. Dqilulca of oxygen by sijiu Jifiricat grouod water. 1 Any acbAtks of Ae above eontEtioos, AH but the first one oanaQy develops only A dead-end drifts, abandoned stopes or where underground vtDtflatioe is *n*Awpwtn- The first conditio^ condition of sntpUdr mini! rels Is Uralled m those of copper or iron meetly, bet there A recorded evidence fertafaiy high terete. Grom* waters are also tima Thne s caoph more problem* are raised, eeemaire facet an) dermatitis due to Ae arid cmfitioa and the dissolved muni nto A Ac water. UaqumtionnMy some types of rock absorb enygen from the air whim exposed A mine wmkAgs. This eomfitioe is noticeable ouly atert Ae votiriee is odmxly poor ms A dmAend drifts or A abandoned or scaled- tt is definitely Imoww Aat timbered ground wtl abnorfa oxygen from the air and is evidm A Ac ultnaate decay of the timber with Ae remkuat deficiency of oxygen. Sorpritiog ae A may seem, water n tradergnamd tisAcn tend* to arrest decay rather Ana footer H, so tint air rather than water is Ae cssae of hay. The occurrence of oxygen-deficient ground Water A a drhetsMe question. Hosrevrr, < (Seatiem point toward its existence since the rapid oxidation of some sulphide ores is tkwitod SO atut {q artaS A the mine, tending to imply, that some waters are teriefag A oxygen. A slow drip of water A isolated drifts or stopes can deplete the oajgm content which tends to indicate Aat the falling water picks up the oxygee. Any combination of Ae above factors usually the development of vitiated air ia audergromtd workings. A eondmkn, it Is apparent from the abater dhcamoa Aat vitiated air presents a definite hmlA heard A mining operations. Though halted A scope by the conditions nicmwy1 for its development, its pre dominant occurrence A old woridngs or ia Atvloocil mines makes it an extremely dangerous iaxard to the careless or Ac- onAfonaed worker. Adequate ventilation and barricading or waling off dangerous areas help to control A Coordination of safety mra*um wtA workers cooperating will eflmlnaU accidents from this source. 48 Training Practices of the Montreal Mining Company Training Practices of the Montreal Mining Company By H. J. GEUUENDEN Training Director, Montreal Mining Co., Montreal, Wto. Oldtimers haw always been looked to for breaking >n and teaching new mm the vari ous Jobs peculiar to mining. The burdfn oi teaming, however, has been heavier upon the new man than was the responsibility for teaching upon the oldtimer. Young miners were expected to "catch on" from working and associating with experienced partners. Much reliance was placed upon their ability to observe and assimilate upon their own initiative. The progress of learners was checked aad watched critically, but the quality and con tent of the oldtimeF* instruction was merely assumed. Verbal instruction consisted largely of sueh statements as, "Bring the machine," "Turn on the air." "Get the oil can," and "Go for powder." Explanations were meager and unplanned, and gave little heed to the learners fears, interests, and learning abil ity; nor to the fine points of the job. Ques tions were answered if asked but for the most part a new man was expected to un derstand the reason for the act just from seeing the deed, and little attention was paid to what or how well he could see the job being performed. Learning was a challenge. New men just bad to prove they could "take it" and that they could "fit in." If they got hurt, or if they bungled a job it was their fault because they didn't have the knack (or lemming or doing the job. Today, in the Montreal Mine, die em phasis is being transferred from learning to teaching. It is assumed diet any men com pany examiners approve as physically and mentally fit for mining can do the work, safety and efficiently If they are taaght cor rectly. It is also assumed that directing the interests of experienced workers to their re sponsibilities for complete and correct in struction will improve their own attitude toward correct performance of job details. It is prerequisite to this training philos ophy that supervisors, captains, foremen, and experienced workers with whom the new man comes ia contact fully appreciate their responsibilities for training and thst they he equipped to carry on training oa a pfanned basis. They should laiow the prin ciples of effective instruction and he skilled in their execution. They should know ex actly what the new man is expected to know and do on each job, and they should have a plan or schedule for training him ia aeh requirement. They must have an attitude that makes the new man fed that he is not just being permitted or dailatgid to learn, but that he is being 'taaght, and that what is being taught is of utmost importance to him and to the company. Ac cordingly, the first step toward secariag better and more complete instruction ia te prepare supervisors and experienced workers to be better teachers. Foremen and their respective experienced workers are assembled In groups of I to 15 by job classifications for surface and tm* dergrotwd eeofcrcsccs on the subject. "How to break in a new nan." It is Important that a foreman or supervisor who it di rectly responsible for follow-op training be present at each meeting line* he represent* authority on all questions of procedure, policy, or practice; and his active interest sparks the discussion. Without his endorse mail and wholehearted acceptance the pro gram Is ineffective. Alt experienced wot hen in every job clisiL&cxfaoa -~c iadodod in these preparatory training .tsiions, though it is not expected that all of them wilt become effective instructors. It is frit that toe development of appreciation for and interest la correct practices justifies the In clusion of all experienced employee* a toe program. Men who show outstanding abili ties as instructors are give* extra foUow-up coaching; and new men are runted through than for training. Job classifications covered include stationmen, alusbermeo, rootortnen sad miners. Meetings are conducted by fob classzfieatioos since objectives are not only to de velop i*-*rhtnf techniques bed to organise instructional material. During the first ses sion attention ts given only to "How te teach," but during soccording scusoes, which are held in actual working places; attention centers largely upon "What to teach." Since all men in toe group are engaged Is the Mining Section 49 game type of work there is common in terest in job procedures. The first meeting for meb group is of two hours duration and U held ia x surface conference room in the last afternoon of a week to which toe participants are working on the night shift. The meeting time* is set to ad just prior to the beginning of the regular night work shift. Idea are paid overtime for attendance. Succeeding meetings; usually three ia manber, are conducted to actual working places wadergrouad during the next week when members of toe group art scheduled to work on the day shift. For emhigrcssul sessions the group to sobdlridcd into from two to four groups with ccamfcratioa for the relative location of thrir working pines, Underground meetings for afl ctowcutaa are held on company time Awing the regu lar work shift at such times that do net interfere with contract pruhr.uua. About an hour is required for each of these un derground meeting! ,fa the first session a tremens speetoii.it present* tiie well laowa 4 step method of correct job instruction, dcmooeCrstiag its adaptability to mating job*, ud Impressing toe group with its responsibility for min ing Inexperienced mea. In sacomdfeg meet ings individual members of toe group are given an opportunity to apply the 4-stcp ptoa of instruction to seme part of their job under actual woridag easxEtioag, while the others observe critically both toe method and the content of the prmniili'isi Frees toe wrung drimsricc. which to al ways spontaneous, a complete breakdown of toe job to established. The trainer to merely a referee in these job discussions; directing and limiting them to the job ia question Ostoisibty he to concerned only with correct job Instruction, but the foreman and the men are interested la proper procedure, so comment* are prone tfi center around what and how things should fa* done on a par ticular port of the job. FuB agreement on the steps aad keypotats mmliil to each job to secured and set up as a pattens for utructiog new men. Later, printed copies of all job breakdowns are distributed among the participants for sebttgacst me as a training guide. Besides focusing the atfstam of experi enced workmen upon their tniulng obtiga- lions, these training scubas clarify and organize for them essentia] job details, some of which heretofore lacked uniformity. For instance, motermen, in their instruction dem onstrations of "How to lubricate the locomo tive," instructed their respective practice toareers to use all the way from a pint 10 two gallons of oil daily. Discussion established ooe quart as the proper amount for complete and adequate daily lubrication. Ia every job hidden keypoints were un covered and set up as instruction points to be emphasised. This was true la even such simple jobs as breaking chunks with aa air-hammer. Invariably, oldtimers neg lected to point out the' use of thrir knee aad leg ia lifting the machine onto the ehunic. Consequently, bock strain was com mon among new caca on the station. Possibly the biggest value derived from this preparatory training for better job training to the haprovesseat in the atti tude of the oldtimers toward thrir own jobs. Critical observance of other old- , discussion of job details, and or ganization ol performance patterns tend* to put thrir job in the light of a craft which they bow realize to worthy of pride and respect. Written job-analyses are taken home for the whole family to peruse. The job to no huger a uric which they must perform to live--it becomes a combination of skills, know-how, information, judgment, and craft secrets which over the years they have learned and mastered. They recall that daring thrir own framing period in struct!ca was insufficient and they resolve to see that new mea they train get the whole >t^ry, with all the keypoints. Going on apace with the preparation of oldtimers to be good instructors is the con ditioning of, new men to feel responsible for learning and to be receptive to train ing, This is accomplished through an righthour,escorted tour of Use mine in which the new man to given a preview of the en tire mining job. He to at the change house by a trainer at the beginning of hi* first shift, and the whole day to devoted to orienting him and impressing him with the planned procedures, the mechanization, the consideration for his safety aad comfort, the spectoCxed craftsmanship, and the per sonal satisfaction which mike tip and sur round work in an undergroisd iron ore mine. }19, 17... fX:: 50 Trautmg Practices of the Montreal Aftttmt Company He is assured competent sod considerate views correct procedures and tmderiymg training in every job to which he may be reasons, and conditions tbe new man for assigned, but be is charged with responsi further training in Us next job clasrifica, bility for conscientious learning in his ex don. The new maa stays on tbe statioa pected advance frota breaking chunks oe until as opening occurs la a higher daislfi- the station to breaking ore in a stope. His tioo. curiosity and apprehensions about mining are satisfied and be is convinced that there is something to mining worthy of bis best efforts to lam He is shown that there are planned, correct methods for doing every job and Out even details are the result of study, so be reports for work the next day ready and wining to be taught and to leant just what and bow things should be done so they will be safe, right and to his credit. After be has been approved as trained for station work, but while be hi stifl a statiomsao, tbe sew maa Is farther trained, first as a motorman, then as a slnsbermaa. This is accomplished by taking hta off tbe station for two boors every day for a week and pfaoog him with an experienced oper* ator in each of these jobs .Training feeze proceed* a* described for station work. Experienced operators do the actual job training, follow* prepared job break, ; The new dm begin work on a station, so his job training there. The sta tion boss, wbo is a Icadman on the crew, assumes foil responsibility for in structing him in afi of the fifteen tasks and soot infonsatranaJ subjects into which the station job is brokets down. While instructing, tit* station boss works right with the new non, telling and showing him exactly what to do, patiently, completely, and repeatedly, until he knows the man knows. He uses the prescribed 4-step plan downs, while supervisors do tbe follow-up sad chucking. As an example: a regain motorman trains new men in tbe woanreaatt's job, two boors a day for a week, and th* electrician in charge of the terri tory checks Us progress and makes sure tint' all fundamentals are covered prop erly. Likewise, mechanics check tbe in struction of tlushermm. Under this plan, alter five weeks a a man is basically equipped to eater s wg place for furtive- training aa a pro- of- instruction la which he has been pre dectioct miner, Hts mining partner aril be viously trained, and he reviews prepared aa experienced mas who feu been train* f job-breakdowns to make sure trainin: for to train, aad shift bosses wifl spark an4 each new man is uniform and compute. check bis progress. Among the tasks and informational sub ,, Preparing supervisors aad oynhn jects covered in organized station training workers to be effective instructors, *d train are such items as running dirt through the ing new tarn in proper job procedural arc grizzly, polling chinks, breaking ebooks oely initial steps in complete job traanag with a sledge sad with a chunk breaker, The induction, orientation, and brcaking-M cleaning cars; damping cars with a trip procedures just described represent a o bar and 'with an air lift, taking samples, ventionsl approach to training, but we m tallying, layout of the station, purpose of not expect too mack from tMs type of the grizzly, the hoisting system, grades of training because it is oely an approach. It ore, and specific safety rules. Irhe new man starts a man right, but beeping him rigH is kept reminded that every thing ftfgbf aad mindful of tbe things be already knows him on the station is by way of preparation when be Is oa his own in a production ior his work as a miner. stope calls for training of a higher order. Three weeks is allotted for station train ing. At tbe end of this time, the shaft foreman, wbo is responsible for all station work, checks the iastmclian with a fprual check sheet. Of course he bas watched and Oar bag tnkneg job Is with tbe seasoned workers, sag k i kwt done a tfe Job by tine seperrisors in their every j*y contact* with the ml Segmisou generally recognise tfaor it- talked with tbe new saa oftoa ever teoce HiimtiMfrin for production; for snfrty, his first day on tbe job, so he knows Us ability *nd progress, but this formal check draws the training to a bead, makes the whole station crew training conscious, re- for rulntryn-r, for equipment, juppSes, and services. They readily acknowledge i* in dEsdzaxgtag their rcjponritffitics they most rriy upon and work through Miming Section other people, and that in doing so they employ three primary supervisory enac tions, namely: pfwcing, directing and checking. They seed to be reminded, how ever. that results will be improved when irainmg through leadership Is added to aad made an active part of their planning their directing and their cbecfcbg. Jobs should be planned with the men who are to do them with doe consideration to conditioning tbe men a* wdl as tbe job. Directions or orders should be given with a thought to inspiring Interest la correct procedures, and checking should be accompanied with an aim to developing aa attitude of aotial pride m good, safe workmanship. Ifcrely recognizing the need to do a job and tritiog a naa to do It may girt tbe job dooe, but incorporating some sdting, some teaching, and a display n_ genuine personal hluut in Ac details of tbe job by tbe supervisor Umself not only gets the job dooe but nairas a better workman, braids morale and dopes atfjfmfaa. TVS* type of training cannot be detached nor fngnlri from mansgfmmt and n pii ifeioni It swt be an integral and active part of eiezyday super law. so closely tnHrweif wiSb regular wpunmy functions gne (* onrw hlwrtky m a fiction U lost. Beemvr of its obscurity rt Is easily over- Inufeed to- --ghcttdfcy nayepmi tioca. Acrnrtingty it kcnntl a prime responsibility of up mnimot to develop aad promote its nan. ttoroC Bos authority, flows from dm toy-dona. This as demontary, bat it Wars /epstjfian. lotcrcse* manifested fey sop mmmgrmtnt become the interests of Ain Mam in line and work downward mbt ifecy i sack tic worker. There are araey ways of nMnr Banssmal itoerese fsk. One camracm method is the report Tap mamcrmrnf asks superrisan to abode formal reports oa pva <*****. The request signifies raansge- mcm*s {Merest and compels the supervisor to mate a persona] study of a situation, winds fee does ceasrieatiousty. Inanaudt ** toe upsrt awfinewest nvf dlrsctt the murcsti of supervisors aad workmen it Is a srataiag medium, hot a weak one, became k Is a toscl-ili.il device designed to take tfee piece of prrmnsl contact by upper mmmgement Tbe mtsrcJta of top managemam caamot be implemented, delegated or poasod am la package form. - They cac be rffsrtisrl/ mmdfestod ody through dynamic personal directing, coaching, counselling sad ooaaocntiou* example by management itsttf. We know tbe executive; or middle level of our managerial staff Is berdeaed with many responsibilities aad that there is Uttle time for training aa a sideline, bet we also know that la their daily contacts with front tbe supervisors and workers executives have ample opportunity to Inject an ele ment of training; oot as something extra but as a part of tbe job at band. This say involve as Stile as a aod of approval, or as much aa a complete analysis, but it must be a manifestation of personal recognition and interest. To 01nitrate tbe application of this prin ciple, ` suppose the safety engineer, whore we look upon as a staff man rxtber than a line executive, reports that on a recent trip through tbe mine he noticed wrvetal evi dences of poor housekeeping suck as dirty Udder road* improperly stored tools; rub bish and food scraps hi rest areas, etc. Top maspaot here can nod mid assume that executives and supervisors h> charge of tbe respective territories will take ease of tbe matter, or St caa make a mental note to tins effect, "Here Is a dance to do some tarn-ting/* Then ia personal confer- see aoo: tbe executives in charge, top management it* own convictions relative to housekeeping felt This need not be h tbe form of reprimand or reason- stno os but it mast be positive sincere, and direct msd so expressed that tbe executives, whom we call captains, are inspired with a new determination to secure clean and or derly work places. . Tbe convictions of top management are now tbe convictions of the sect level of management, and it becomes the duty and desire of this middle level to carry the same enthusiastic interest ia housekeeping down to tbe foremen and workers. Became of management's, interest, the matter of housekeeping will be pensed away in the captain's mind la a s--aitive spot and as he <m1-- the rotmds with, foremen be will be quick aad ready to avail himself of every oppochxaty to sell aad enforce good house keeping, Whenever be encounters situations similar to those mentioned by tbe safety engineer, be directs aa immediate cleanup, taking time to explain or show n some way that be regards orderliness aad cleanliness FTl !+. 52 Job Training for Softly a* important indication* of good work' tranship and safety. HU attitude toward housekeeping U catching, and after just a few displays of it his foremen catch on and become just as finicky and fussy about orderly housekeeping as he is. The matter of housekeeping is selected as a random illustration. Any of a host of operating and safety details could be singled out and subjected to training procedures in like manner. Once a captain has made his foremen housekeeping minded he can turn his attention to some other detail like dust control, timbering, mucking procedures, etc Tackling such things one at a time through a display of intense personal interest in their correctness is bound to condition the work habits and attitudes of the workmen. This principle is to elementary and so fundamental to good management mod su pervision that it is embarrassing to express it. Nevertheless, it seeds to be dragged out ad gone over periodically because it has been too common and too close to us to be fully appreciated. It U one of those things that is frequently takes far granted, but all of us arc prone to become so engrossed in the physical and mechanical aspects of our jobs that we need to be reminded, oc casionally that as supervisors we are ex* pected to function as leaders of men rather than as directors of things. lob Training for Safety By L. 7. BI8KOF Production Foreman, Anaconda Copper lftelng Co, Bette, lfoat. The two main safety factors of any job arc environment and conduct. If we can improve these factors together w* eae ob tain safer mining. Environment improvements are naturally though of first. Good layout, ventilation, lighting, timber, guard rails, and protective clothing are tangible evidence of accident prevention measures. These are necessary and important and they do have a good in fluence on conduct. But we cannot institute these measures and then sit bade and say "There, we arc doing all we can for safety.** Examination of accident reports all indicate too many accidents due, not to-neglect of environment, but to carelessness, or neglect of conduct. Therefore conduct improvement is just as important as environment im provement. Improvement in conduct < not as easy, not as tangible, and often not a* permanent ;.k improvement of environment. What a man does today may be done differently by him tomorrow under the same conditions and environment unless be acquires certain job habits which, despite something unusual on the job or on his mind, will cause him to continue to do things the safe way. The best means of cultivating the desirable safe habits is by continual job training. la order to obtain the best results with job training the same principles which apply to the individual must be applied to the group in general First, we must have a plan. Who is to be trained? How many? Wbo U to do it? How is the best way ta da it? The obvious answers to the first three questions arc: "All the workers, both aew and old,* must be trained by the ntpervisors. The answer to the fourth question win depend an condi tions. The Anaconda way is to organise student miner training groups for the new men and follow through with the same prin ciples to the older men in the regularly operating places. The next fundamental is to have the working places properly arranged as the workers will be required to keep them, equipped with the proper tools and supplier This refers bade to environment and mean* sundardnation as much as possible. In the presenlotion^ or the actual training, an essential requirement la "Get them inter ested.** Personal experiences, posters, pic ture*, financial gains; mid competitive tug' gmtioos are effective means of doing this. A lot depends on the approach. Which ap peals to you most between these two? Mining Section S3 "Fellows, bere's a stope where the ground U heavy and the grade is poor. It is doubtful if it will pay off, but we have to give it a chance. Now it's to you. Hop to it and work safely or you won't be here very long.** or "Fellows, bere's a place that takes a liftlc careful handling, The ground is heavy and tbe grade of ore is on the line bet* cm profit and loss; any slough waste will make waatc out of the whole wariet, This place can be mode to psy off good if we keep it in good shape and work It systematically. Now this is tbe plan--** etc In the ptrfermemee,. or having them do the work, carry out all operations in a safe workmanlike manner. Insist ott good house keeping aod discipline, and is return be interested in cs a-yihtng doue and generous with credit foe everything done well. Crit icise faults ka a Banner stated to the in dividual. Bring sa the safety angles as the work U outlined and make them a part of it. not afterthought*. Keep pushing to develop good work habit*. Next, cornea the feftewup. On repetitive routine job* ask the men what they figure on doing If it Is as desired credit them with having know-bow. If not; straights them out with reasonable explanations. Check up on wo*k done during supervisors* absence. Was it done safely? If not, why not? Check the personalities of the crews, especially the ones that do slipshod and indifferent work. It might be a poor com bination which could be improved by some tactful switching. Continue to build a win ning team out of the material available, a team that will get maximum production without accidents. In order to get all these things done well, much is expected of the supervisor. He must get this and that done; some tilings started and some things finished, all safely. He must be diplomatic to have good job re lations and yet bave discipline. He is the management to tbe worker and he is the key man in getting results. Any help or tools he can be given to help him accomplish all the objectives will be returned many fold. Therefore, training the supervisor is a key point Is training men. He should be sold on safety 100 per cent. He should be given insight into costs, plans, and ob jective*. He should know thoroughly tbe company's wage payment system and the principles of handling people and maintain ing good relation*. Thu*, knowing more of management will help him to be a better representative of them. When all these training activities arc car ried out the improvement in conduct, as well as environment, should result in a lower aeddent rate. 19. ZO. 'k'; Zl. '7.Z. l Z+. ,u OTHER VOLUMES in this Series Many urcr* of thi* volume wl! also find much value m its companion vntamn Here is the list: TITLE VOLUME No. Annual Meeting Banquet, Women's Activities, Index to all Voltxnes and Exhibitors,... 1 American Society of Safety Engineers and Subject Sessions., ................................... 2 Aircraft Manufacturing Section............................................................................ 3 Air Transport Section....................................................4 Automotive and Machine Shop Section........................................................................... 5 Cement and Quarry Section....,,,,......................................................................................... Chemical Section ........................................................................................................................................ 6 7 Coal Mining Section.................................................................. S Commercial Vehicle Section.................................................................. 9 Construction Section ________________...... --..................................................................................... 19 Electrical Equipment Section.11 Food Section ....................................................................................... 12 Glass and Ceramics Section.......................................................................................................... ...... 13 Industrial Hurting Section........................................................................... ........................................ 14 Marine Section IS Meat Packing. Tanning and Leather Industries Section........................................................ Id Metals Section . 17 Mining Section............................. . II Petroleum Section ........................................................................................................................................................19 Power Press Section.............................................................................................................................................20 Printing and Publishing Section..................................................... 21 Public Employees Safety Committee................ 22 Public UtilitiesSection, ........................... 23 Pulp and Papa- Section............................................................ 24 Railroad Section ................................................................ 25 Rubber Section 26 Textile Section............................................................... 27 Traffic Section.................................................................... 28 Transit Section ....................................................................................................................... 29 Wood Products Section? ............................................................................................ 30 Farm Safety ............................................................................................................................ 31 Home Safety .............................................. 32 School and College Sessions................................. 33 The Human Side of Safety (Early Morning Sessions)................................................ 34 PRICES OF EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME I to 9 copies SIZE Each Less than 24 pages--- $025 24 to 48 pages-- JO 49 to 96 peges-- .40 Over 96 pages-- .60 10 to 99 copies Bask ?O20 as 45 3S 100 to 999 copies Each 80.15 JO ,38 SO 1000 ormore Each 80.15 JO 40 40 Complete set of Transactions (34 volumes)--$&00 .VON-MEMBER prices are double member prices, except volumes 28, 31, 32 and 33. NATIONAL SAPCTY COUNCIL ' 28 N. WACKKR DtlVI CHICAGO 4, 1U. Miatct in ** 99--t4^--WHF Current Safety Topic* in rh PETROLEUM INDUSTRY As RttNriid is fbe Sevrioai of fW Mrolsis Sectitt INI MeWwl Safety Centres* Hwr Mwjuncnt'i Pail In trie Safety of Tomorrow..................... 3 Safety and Public Relatione............................... ...................... 5 Rie Protection In Bulk Plants and Service Stations (A Panel Discussion).............................................. 10 Maintaining Interest of Employees In Safety In Widely Scattered Operations {A Panel Discussion)............ ................... ............. 19 Training Employees for the Safe Operation of Natural Gasoline and Cycling Plants (A Panel Discussion).................... 27 Safe Repair of.Lceb on Pipe Una Containing Volatile Liquidk and the Reconditioning of Leaded Pipe Lines Over-trie-Ditch (A PanelDisauston)..................3S Vein* IV TrgiMcHeM IMS National Safety Coagras*. I XI. 'Wjt&fo'TteciA... In safety, as in all other human activities, the question is repeatedly asked, "What's new?' Many answers to that question are given every year V those who participate in the various sessions of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a vilmbtc tool la their accident prevention programs. Publication of the Transactions in snail volumf-cne for cads Sectioa or Division--permits wide distribution of pertinent portions of the Congress material to man* agement and supervisory personnel at snail cost. The 34 volumes of the 1944 Congress .Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a valuable aid in tiip safety program. In preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations whkh were used, arc available in National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety Council. THE reTMLEIM SECTION This volume is a record of the sessions held at the 1944 National Safety Congress by the Petroleum Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Petroleum Section carries on m behalf of its members, and for the benefit of accident prevention work in the Petroleum industry generally. The Section gives guidance in the preparation of a great variety of technical and educational material useful ia the day-to-day safety programs of petroleum plants. The activities of the Section are under the direction of its Executive Committee, the members of which are listed on pages 46 and 47 of this volume. Petroleum Section Management's Part in the Safety of Tomorrow By R. H. HARGROVE President, Texas Eastern Transmiacfoe Corporation, Shreveport, La, Presented by E. E, EDMONDSON, JR. Safety Director, Texas Eastern Transmission Corporation, Shreveport, La. The biggest step in gelling management to accept the burden of sponsoring safety is to make the people who are the manage ment realise what their responsibilities are tive and part under pressure, resulting in a serious accident, we could feel no blame or moral responsibility for that. Or take for example sin accident which might apply in this respect, X believe that we have m to any industry: a car shoots out from the past not had a full realization of those behind a truck to try to pass it--and runs responsibilities, which are of a two-fold nature, and 1 further bdteve that our in dustry will not have a satisfactory safety head on into a car full of company em ployees. Certainly no blame can be assessed to management for that record until both aspects of that respon But suppose, instead of being hit by an sibility have been accepted. other ear, the company or can't make a What are those "two aspects of respon sibility?" One aspect his long been reeOgetzed---that which is due our stockholders and owners to operate aur business as eco nomically as possible, and to that end to reduce ihc lost time accidents, total disa curve, turns over, and kills one or more of the group because this job called for a trip that required too much driving tn too short a time. There I think management should feel x moral responsibility for hav ing in effect a policy which called for that bility and death acddcnls. Probably it is much overtime driving; that responsibility which has brought most Managemmt, then, has the responsibility of us here today, at some cost of time and money. There is another area of responsibility, however, which management should feel m relation to Safety programs, and it is a responsibility which is to me more acute than tiie economic responsibility to stock holders. This seeond responsibility relates to our moral obligation to our employees to see that they have every opportunity to work in a safe environment. Under this responsibility we must assure ourselves that no company policy is one which might lead to violation of safety princples, and fur ther, that wt have inaugurated every feas ible policy to enforce the observance and respect of those principle*. To be sure, our industry--the oil and gas industry--is one which Is by its nature extra-hazardous and is therefore more sus ceptible to fatalities and serious accidents than are many others. There will Inevitably of providing for the salty of its employees --a responsibility which looks both to the owner and to the employee. And .the first step in discharging that responsibility is to accept it, to realize that you have it. The next step is to lay down the specific rules to follow to set up and carry out a worth while program. And that is liable to prove the hard part of the job. If I could ;*ust hand out a mimeographed lilt of things you should do and things you shouldn't do, you .would have an easy task. You could merely take the list back to your company, give it to your safety engi neer or your assistant, and tell him to fol low it. Then you would have no more responsibility in the matter. Unfortunately, I can't give you a list like that. Its a job you've got to do or have done in your own companies, by your safety departments, to fit your individual circumstances. The best can hope to do U to point out principles be acts of God and onforseeahlc accidents whkh no amount of precaution or safety emphasis could have prevented, tn such esses there eas be sympathy but no feeling of responsibility. So, for example, on a drilling rig, if a cable should prove defec to follow. The first principle is fa be interested m safety yourself. No safety movement is go ing to accomplish much of anything unless the top marajpmeat shows a real and con tinuing interest in it But if you show >^ ) %i. : 4 Management's Part in the Safety of Tomorrow a ouflctm for safety and keep your finger on the progress of afety principles, you'll send that interest right on down the line, and you'll accomplish the biggest part of live job right there, by* making everyone in the company "afety conscious.** Ttie greatest danger of all Is an indifference to safety. Instilling `'safety-con>dousncss'' can,go further than just to your employees, too. When you contract out a construction job, or a drilling job. you can pass that interest in afety on to your contractors. You may have a particular interest where the con tractor*' men are v*orldng side by side with your imn employees, became one of the most disturbing facts about accidents Is that they* ohm leave the safety violiter un harmed and maijn or kill a bystander who might lave bem observing every safety rule. I have in mind particularly a case in point in our own company. Construction workers were tying a 6 inch kicker line into our 24 inch line at our Station 5 at North Uttle Rock, Arkansas. Gi* wa firing passed through the 24 inch line, hut for this operation the section being tied in was bypassed and the 24 Inch valve wa< blind plated so there could be no leakage- The valve on the 6 inch line, however, wa* not blind platedL but was merely eloed, A* is always possible, there was a small Irak in the valve, and enough gas leaked through into the section of 24 inch line so that when the welder struck his spark it exploded the mixture in the empty 24 inch line. One htmdred feet sway one of our engineers wa* walking through a four foot gap which has been cet in the 24 inch line when the explosion occurred. The force of it coming out of the pipe blew him against the open end of the other section of 24 inch pipe as though he had been shoe from a gun. He considered himself lucky to come out of it with only a broken teg; but further oomplications developed, and the man is still walking on crutches today. The accident, as usual, could have been prevented, if the workers had blind plated the 6 inch valve. But it couldn't have bees prevented by the employee who was hurt; it could have been prevented by the. close supervision of the construction from a safely viewpoint. The setetid principle for management to adhere to it consistency. We, as policy makers and managers, must realize that we sometimes lay down a safety law that our employees may find it very difficult to fol low because of some other policy of the company. For instance we might lay down a safety taw that company cars ought sot to be driven over 60 miles an hour, and then station our maintenance crews at such locations that long trips and long hours become routine. Under those circumstances you am expect almost with certainty that jour speed limit will be exceeded. We must bear la mind as a principle, therefore, that our company policies and routine must be such as to conduce the observance of safety principles and aot to invite infraction. Wc most make available to our employees all the safety Information, educational materials, and accident preven tion equipment, that wc on effectively use, And wc'must not as a matter of routine m lb^`r jobs, ether because of a lade of time or an excessive amount of work or a lack of supervisory insistence, tempt our men lo overlook our safety rules. A third principle it enforcement. No safety program, no matter how well thought-out, how consistent, and how ambi tiously presented to the employees, is going to be of any real value unless its provisions are enforced--by the management, Disci pline Is necessary in safety to instill an almost automatic respect for safety prin ciples, so that compliance with those ndca will be as natural a* the acts themsdvea, so that In an emergency or any excitement those principles will be observed as com pletely as in normal times. Discipline In safety observance Is net an easily obtainable status. A driller*! tin hat on get awfully hot wader oar Southwestern sides, and the temptation to work without it is something that baa lo be overcame by constant stressing of safety discipline. The same Is tree, to an even grater dsgrsa. of course, of speed limits on company vehicles, probably one of the hardest of aS rules to enforce. How to enforce safety rules 2s a problem, again, which must be met and solved in each Industry and Indeed in each company individually. There 1$ no set standard of enforcement or asy universally true .rule in this regard, except that enforcement, to Petroleum Section $ be elective, must originate and be sanc tioned and approved by the top manage ment. It Is another phase of management's role in safety. The lesson to be learned by management at sattty advancement is one that has been taught, as I meitioned previously, over the coarse of many years, and in many places. But is it one which has been framed ade quately and well ? A look at the record of otir industry cm answer that question quickly. In 1938 the petroleum industry reported 116 deaths or total permanent disabilities. Last year. In 1947, it reported 139. This was the highest figure for soy year since 1938 with (he exception of 1946; when 150 were reported. Acridort frequency statistics of the same period show a similar record pre senting a curve Um begins at a factor of 127 In 1938, dips to a tow point of 117 in 1942^ rises precipitously to Z4.9 In 1945, and for 1947 stands at 132. These (wo statistical analyses of the past ten years* record would indicate to me that the industry has not teamed its lesson well enough. To be sure, we have been more active and have employed more people dur ing the past few years than ever before, but It nevertheless appears to roe that we could, by emphasizing and popularizing a program of education and safety-minded job training, have materially reduced the acci dent rates. Indeed, we had a particularly propitious opportunity offered us by the increase in employee* of the past few years. Wc could have attacked the problem with' determination and foresight, and we could have had a record which wc would have been proud to review today. Safety and Public Relations By R. F. BAITY OoktsI Jdao*gr, galas. Standard OB Company (Indus), Chicago Safety and public retslions sound like two tremendous fields, as remote from one another as Shanghai from Kalamazoo. They are tremendous fields, but they're closely related--sometime* one and the same thing. You may have a top-notch safety pro gram m your company, and a fine safety record to back it ttp. But without an ag gressive program to teach the people and sell them your program, you'll never get to first base with the public What is public relations? A friend of mine tells a story which illustrates it much better tfon *iy compUcated definition. Public relations; he says. Is well Illus trated by our pets. Poe instance; you have a horse; you feed him and take care of turn, but in mm he's ridden around. You feed a canary hut he stags for his supper. Each pet gives something In return for his care. Ail but the dog! You give him more attention than all the rest, even when he's just an old botasd dog without a pedigree. Yet he dyes nothing big lie around and steep all day. And when he dies, you almost die with him. Why? Because he's got a built-in relations department In his rear end. He wags his tail and wins your devo tion. That's hts way of showing affection. And it's mighty effective public relations. Wc haven't done our job if we have a fine safety program and a good record, but still have such misconceptions among the public. And sometimes that public includes our own employees. Safety Is both doing and knowing. That sounds quite a bit like the first rule of public relations. Live right, and tell about it. Get a safety record to be proud of, and then tell the world about it. Are wc living right--safety-wile? You know better than X the things we're doing. But X want to point out that there arc several kinds of safety. There is employee safety. That's one of oar main concerns, and naturally, the main coueem of our em ployees. There's safety designed to pro tect property and capital Investment. And there's safety aimed at the eonstaner and the general public. Let's rocia'drr this last. 6 Safely and Public Relations Do They Know? improvement in our safety records that we Does the consumer, for instance, know desire, and that one thing is people. that we arc concerned about hr* safety--or does He think we're interested only in hts cold cash? Maybe it be stopped to think, he'd realize that safely is just good business. We don't want to sell him just once. We want him to come bade and buy again. He never will if our products and methods aren't safe. But too often people don't stop to think of such things--at least we can't afford to bank on such things being appar ent to the consumer. Does he know? Have we told him? Due to the disturbing slate of affairs, internationally, nationally, economically, and politically, we find men and women m an abnormal and disturbed state of mind-- people do not act or react as they would in more normal environment where we could enjoy freedom from fear. The dif ference between carefulness and careless* nett is a state of mind--greatest efficiency is always obtained through the power oi concentration. When there is a disturbing force which distracts the thoughts of peo Does he know--to mention only a few-- ple from their routine of responsibilities, that we have developed safe solvents for cloning purposes; clean and safe domestic fuel oil*; industrial oils free of substances then we may expect results that are below par. whether we are measuring production records or safety records. that might be harmful to users, or might be the cause of accidents? As safety directors or promoters you do not find it difficult to develop good pro Does he know* that research is constantly developing safer petroleum products? Does he realize the many precautions taken in the transportation and storage of products? For instance, a truck hauling aviation gaso line is not permitted to carry another prod uct. Every fill-pipe and cap at the service station must be properly identified. Pump ing equipment on trucks may be used for only one class of product. Customers' stor age facilities are carefully identified. A system of contrasting colors and labels has been developed for flash recognition of packaged petroleum products. Does he know* of even these purely mechanical de tails that are designed for his safety? grams Your problems usually arise from your inability to get your programs adopted and effectively followed by the various de partments, and by the individuals that go to make up your organisation. 1 make this statement on tire premise that your experi ence parallels ours m trying to promote sates. S do not believe wc Have a man on our payroll in the sates department who docs not want to be a good salesman, and when wc find that a man's aecomlislimcnts arc not measuring up to our ex pectancy w usually find that the man does not how to do a better job. The solution to tlx problem is good training and sound encouragement. Have we told him? Obviously, people want to Jive, work and When you get right down to it. safety is just efficiency. If the product is com pounded properly; if it is used correctly play safely, but they, too, do not always possess tlx k/toto hate, and likewise must be properly trained and encouraged, for the right purpose: and if the worker We should never progress to a point or user is himself efficient in his jobsafety takes care of itself in 99 eases out where we fat] to possess a learner's atti tude, 1 have found that no two people arc of 100. The one-hundredth is the freak, exactly alike, but whether you are dealing the unforeseen and unforeseeable that edits with people individually or collectively they everywhere about us in life Promoting good safety practices and training mm to carry out our programs is the greatest challenge than men in your capacities have ever had to assume. Our safety records should be checked at regu lar interval* with the standards established under ottr training programs, always keep ing in mind that there is one thing, and react pretty much die same under similar circumstances. If you want a friend, you must be one: if you want a job done, you must be willing to do a good job; if you want to promote safety, you must practice safety; if you want to develop interest, >ou mutt take an interest; if you want to ' convert a backslider, don't be one but leant to talk his language. one tiling only, tint can bring about the To make vour program most effective Petroleum Section 7 you must use an oscillating approach--that ' is, you should lum to top management first and sell your program; then turn to your organiatioo and put it into effect. See that supervisors 'down the line do the same thing --because a nod from tlx top is always more effective than a prod from the bottom. But, even doing a good job on safety isn't enough- The public doesn't know what we're doing, and our job isn't done till they do. We need to make friends for and xei/A &or safety record. And the beauty of it Is that safety is a natural means of making friends. Of course, safety is good business. But at the same time, isn't it the best way we have of expressing our concern for human relations? Then let's make safety work for public relations, and public relations pro mote safety 1 Let's wag that tail that will shew our affection and concern1 There are many ways of attacking the job. When the oil industry set out to tell its story, the members of the information committee knew that there were many kinds of audiences, and that they would have to tetl the story m a particular way through a particular medium for each -- for the banker, the farmer, the professional man. or the Industry employee. Tiilaaariaa of Safety There are all sorts of media; publicity, pamphlets, speeches, ads, strip films, mo tion pictures, radio. But we must start at home Our own employees are the best emissaries of safety and for making friasds. My company realised this when It came to implementing the oil industry campaign. Employees met with trained leaden for a discussion about the company and the In dustry', and how to win friotds for both. Wc recruited thousands of public relations representatives right there! How much do your own employees know about your afety program and record? They are a public, too. Do they tmdentand the occupational dangers honestly and dearly; and do they understand why cer tain safety measures are la practice? We've got to start at home--"to live right" We east sell oar employee*, simply by straight talk and confidence la than, maid by not assuming lHat t!x safety story is obvious. We must sell them because not only are employees a public, but they're the best means of making friends we've got. In more than 90 per cent of the cases, an Opinion Research survey showed, pub lic attitude was determined from personal contact with someone in the company or industry! Otir employees and our dealers, as they* contact the public, give advice, demonstrate, and set the shining example for safe ap plication and storage of our products, Daily these men are driving home care fully studied safety recommendations. For a tong time we deserved blame for many of the public's distorted notions about us. We didn't talk, didn't attempt to clear up misunderstandings. Alt that's changed now. Now our people are appearing before, and arc bring well received by, all kinds of organizations; schools, civic and service clubs, farm dubs, and business and indus try associations. How much of this sort of thing are we doing with safety? Here is one ex ample. Ed Wiley, the Head of our Whiting fire committee; tells of the time he ad dressed a group and told them of our fire organization at the refinery. After the meeting, one woman came up to him and thanked him profusely for the information. "You know,** she said, "I've been Jiving in Whiting x long time and I've always waited for the day when the refinery would blow us all sky-high. How that I know wliat you're doing and how you're or ganized, I certainly fed differently about it." Promoting Public Safety I want to mention another safety activity. This is the part our industry is playing in the promotion of public and traffic safety. Independent and major oil company repre sentatives alike are taking part in local school and traffic safety campaigns and conferences. Many, are active members of local safety councils. Here in the Mid west, we have many'examples.of this: fn Milwaukee; for instance; where the largest safety school in the country is located. . . . in Duluth, LaCrosse, Kansas City, Grand Rapids, St. Joseph--and in other cities, largo and smalt In all of these you will find zz.. W'/ Safety end Public Relations local oil representatives taking an active part, if they are not the leaders of the safety program. Here again Is something for yon to seli. There's no direct cash return involved, just a sensible, good will activity from which the public benefits greatly. In all of these activities we not only gain good will, which means better business, and establish a safer and saner world, but we are assuring the safety of free enterprise in our country. Make no mistake about it: wind* of elyutge are blowing about the world. Gov ernment regulation, and even ownership of industries, large and small, is making its Miprcme bid today. The people arc being bombarded from every side with arguments for this very* land of control. Wliat the future holds will be determined by the thinking and the attitudes of the American people. .And that thinking is riiapcd by the influences to which it is sub* jeeted if there are gross misconceptions about American industry, or an "opinion vacuum" in which distorted beliefs readily find root, the future wilt be shaped by these, /tut. if the true facts arc known, the future of free enterprise is assured. Wliere t* the voice of business? Well, it's being heard, too. But business is still inclined to talk to people as buyers, ft must Irani to talk to them as well-informed, interested citizens. It must show them that business recognizes citizenship obligations (if its own. i* ready to fulfill them, and it fulfilling them. What better illustration of this than safety programs and safety con cern? I'm not talking about hooplall over the "Great American System." I mean we must give facts, honestly and frankly, to the people. We liave a record to talk about. We liave the facts to give. We knew that the American standard of living is still the highest in the world, and we know that only *mr present system of free enterprise will keep it there. Public relations isn't something someone invented just a few years ago. It has always cxi-ted. You have it whether you want it or not. It isn't just a department or a func tion: it'* a state of thingc, good or bad. that exists between any company and the public. It's just the business of making friends. We haven't always been conscious of it, it's true, or we haven't carocL How we are beginning to spend time and money for this state of things we call public rela tions. We're setting up departments whose sole concern is to make friends with our public. This business of making friends iaa*t an exact science like mathematics. The corner grocery store has one set of problems; Ford Motor Company has a much more complex set Most of us in the petroleum industry have similar problems. But there are no exact rules for making friends. Still, there are certain fundamental things we're learned in the last few years. I'd like to mention just two. Kale No. I To begin with, the number one rule, or the Golden Rule of public relations, is these trhe know you wett, think welt */ yon. There's an if hidden in that statement that may have already occurred to yets. And that's "if your record can stand being known well.** If you can't brag about your record, then those who know you best will think ttic tenet of you. Wc might rephrase that fine rule this way: First, live right--tix tell about it! You may have all the virtues in the world, but if your neighbors don't know about them, you're liable to be sspcctrd and ac cused of everything under the sun. How well we in petroleum know that! The other rule is: When people bate no definite opinion about a company or an In dustry, an "opinion vaeuwa* exists. This vacuum is usimlty filled by the first Ides that comes along, phumble or not, and sometimes pretty erroneous. For lack of an opinion, people arc ready to believe almost anything, and peculiarly enough, all too many people seem to prefer to bdkve prop aganda flavored with scandal. The public opinion survey mode for the oil Industry several years ago showed that the American public had some strange and startling and very disturbing misconcep tions about our Industry, even though only a minority held the** iku. Aa a result, we began, collectively and individually, to set Petroleum Section up an aggressive campaign to tell about ourselves. This effort is getting results, as shows by later surveys. We're proving every day that making friends is essential sad profitable. Finally, to those who may feel that safety promotion is old stuff, I should like to tell an old, old story which you have probably heard--but one which, for obvious reasons, will never groW old: Idea Ataodatioa How how doc* all this tie into safety? Two Million Americans Never Saw an FJefhont--That headline over a newspaper editorial tells the itory of why the circus One of the device* used by peycbaaaa* will come baric next year. "Same old stuff," tyits to discover aa individual's patter* of you say. Same old animals, same old stunts, thinking is *Tdea association." It goes some same rid ballyhoo. Maybe a few new thrills, thing like this: but mainly the same old circu* we saw If the Interviewer says black, chances arc when we were kids. you would say tofitfr. True, but every safety director or pro If he mid life, you might say `death. Good- 'Bad Work--PUy moter should be compelled by law to sec the arcus every year, because of the great lesion taught therein. Sure, the same old elephant iratks around, but between the time Battle-ore--Mather-in-lwo All of us have these associations and 1 many of them are peculiar to the iodlvidmi, caused by some experience or influ ence in the past. The American public, toe, ha* certain strange and sometimes unreasonable asso ciations in its collective mind. you saw the elephant this year and the time when you'll see him next year, more than two mUlioo new Americans win have arrived ia this old world. Every year over two million babies art bora. Every year one million boys reach the girl-crazy age and start shaving the dow* off their chins for the benefit of a million young women who suddenly become For instance, say the words, gasoline, eil, mfhiko--or almost any petroleum product --end, when it ootnes to nitty, into a large segment of the public mind jump* the asso ciation: danger, fire, reflation, acutely dothes-and-cosmetic coodous. And every year, in spite of everything, two mil lion young folks up and get married and start new homes and most of them drive car*. Uofortunatdy, petroleum fires and acci dents are often sensational. They make front-page news and consequently stick in the public mind. Beaus* of this, these *tdm associations'* persist is peoples' mlnds. I said at one point that there were the wrong associations in the mind of the pub lic. What wc are aiming at is replacing those false and malidous idea* with the correct oeea. When the word "petroleum" Is mentioned, wc want the association la the Bind of the American public to be, dearly and without hesitation--and with justifica tion--"the keenest safety-ntioded industry aa the world." How arc wc going to accomplish this? First, by living right; that is, by doing everything w* ean tn promote safety every where. Then--by talking; writing, telling ear story and selling oorsclvc* and our rec ord through every ceoeaivabta maim by making friends with the American public! Every day In every year new people be come interested in automobile* and the pe troleum products -- fuds and lubricants which keep their ears running. Yesterday they weren't interested--today they are-- tomorrow, other people will be. That'* why we must constantly promote safetysafe driving and suit use of our products, and must keep talking safety day after day. Our audience Is not stationary, but is changing all the time. We are sot talking or playing to a grandstand, but to a parade always on the move, continually bringing new eye* and cars lato our audience. To Mate, our safety story nay be "rid stuff," but to others what we have to say is as in teresting as is aa elephant to a lad who never saw ooc. So the elephant walks aroimd, serenely confident that among every bored group that says. "That's just an elephant." some eager voice will cry "So thofs an elephant!" XI. 'XX.: '2*. J 10 Fir* Protection in Bulk Plants and Service Stations Firm Protection in Bulk Plants and Service Stations (Pand DUoamfea) Presiding: W. O. WtLsoir, Uua|tr of Safety, Stasdard Oil Co. (lad.). Chicago, Discussion Leader: C. E. Wills, Executive' Secretary, Central Dtvitioa, AaKriao l?etn>- leura Industries Committee, Chicago. Participants: A. it Bowits, Safely Engineer, Tbe Texas Company, Chicago. J. Howau Uyw, Director of Safety Sc Fisa Prevention Division, The At* Untie Company, Philadelphia, Pa. J. L Risnroat, Safety Sufcrviior, So* cony-Vacnnm 03 Co, Ik, New York City, F. G. Wosow, Assistant Director, De partment of Safety, Americas Petro leum Institute, Washington, D. C CHAIRMAN WILSON: The objective of this discuuioa is to arouse your interest in the serious problem that we soar have is connection with legislation affecting our business. I refer to the rales and regula tions that are adopted in many of oar states by enforcement agencies--rules and regu lations pertaining to the handling, storage and so forth of liquids. I am also of the enabling acts that wake the enforce ment of the rules and tbe effects those rules have on our business, the interest of sumldpalities is that Jdwd of regulation and the frequent effort of municipalities to regulate on their own where state regulation is not m effect or in some cases where it fa la effect. We hare had a lot of trouble with regu lation m the marketing cod of the t --for example, the limiting of sixes of loads and so on. We lave had a great deal of difficulty with legislation or rules and regu lations on municipal ordinances tbe use of highways, parking of vt&kles, location of our bulk plant* and- construction of our bulk plants. Mr. C E. Weils, executive secretary of the Central Division of the American Petro leum Industries Committee, wiU be the moderator for this afternoon's dicuitioa, CHAIRMAN WELLS: My work with tie American Petroleum Industries Com mittee brings me Into yxitsct with municipal and state legislative agencies when they contemplate kfiihtioi designed to restria handling of and trarwpomtinn of flammable prefects. Naturally, my work requires qm> sultation with local deportments of legis lation where it Is being considered. It has beat nsy experience that before regulatory or rmtiktirc bars reach the legislative stage, there is fmqncnffy a com mon knowledge iwScartng somctfcsng U the wind, Rumor, therefore, can be an effec tive . s of information which should be promptj forwarded to the parties con cerned. The, consequent organisation of API Committees is a means provided, as far as the oil industry U concerned, for the prompt and efficient reporting of legislative actios on the pert of mwrirfpafitiw. APIC or- ganfation r~***---** a Local Affairs Com mittee and the chairman of the Local Affairs Committee, as pert of hU respon sibility, should report promptly to (be state APIC section any action of toe titty or comiy ie regard to toe nmor. The stair office thee notifies the national office of tbe APIC and the offirri in the am where 'legislative action is necessary. The --* offiee checks files for ma terial and data which may have been pre pared on tbe bdc subject for we in the cities or states in other pert* of toe nation. This material is promptly forwarded to the divisional office. The divisional office follows a procedure and fernnedUtdy prepares a prrihnwwry stwfy or testoucu sad forwards it to the state executive sec retary, who either places toe material In the hands of faas tool affairs dwirmia or if toe ordnances are of extreme severity be wQ take toe material personally to the rity involved. In the end, that information can tons be made available as generally as toe actuation may damnJ, and toe divisional eJKea fur ther advises toe safety men of the companies dome business in toe area. This notification has always resulted In the aequisitSoQ of still more data of raise to the state PIC Peiroievm Section 11 It is sat at all infrequent that two or more sf the managers of tbe safety departments of companies involved make themselves available for lppearmrev before tity coun cils for preparation of --odad Information rcganSag totir crapaaia? operation. With tola ondme of toe smtooil unplru nl ti witting legislation at toe local IrrtI, a recent example aught farther darify tbe explanation given and lead more directly to toe hast of toe subject of this peed. I am sure most of yen recall toe ffiaastroos Uieot, North Dakota, fire which Involved ate emir toe baSr plant but adjacent jwepnty as wcB and - ----* toe lees of several fires. Flaming hqmds ran Into a nearby river and to nearby properties with the ra nk tost there were several Bvcs lost. The ruction on tbe pert of the pofeSe was, as could be expected, hysterical and they acted immediately, eras before the state fire mar shal eondnded hi* investigation. The dty eomKai met for toe purpose of drafting legislation to compel the removal of aO balk phots to potets outside of tbe city uuts. This proposal was passed on the first la&g and was to come up for toe second aad third raffing* for final passage about tea days thereafter. Time, therefore, be ams,of toe wanner. Hint of toe oil comjuries, upon notice being given by tbe Chi cago office; hndiatdy made trained safety Me inlUtt who went la the state secre taries to investigate for their own cnUghteawat toe erases of the fire. Careful emanation sod investigation re vealed tbe came of the fire was due to extremely hamrdoes practices which fid not cost generally n the dty. Tbe practice* were of such a nature that they could be corrected by a mne and reasonable fire nnirmnrr To give yon some idea of bow a spec taexlar fire ecainieg la tbe dty can be came far reaching in its effects, simitar befit plant removal ordinances sprag op In South Dakota, Minnesota, part of Iowa, ad even as far away as Kansas. The dty attorney's cornuttcc, following toe pretanged meeting daring which toe mmtigator of the stwfy of the model ordi nance, adopted the F.PA. model as their standard for recommendation to tee atics in the teste. Thus, any dty contemplating aay action in the Minot. North Dakota, fire was supplied with a copy of toe model F-P-A. ordinance, and a similar procedure wax followed in the state of Minnesota through the state fire marshals. the dty of Minot finally adopted a sane and iateltigvnt ordinance which would cor rect the situation responsible for the fire and provide a better means of enforcement of cadsting ordnances. It would be highly inexact to fail to mention the value of the excellent cooperation of the National Safety Council la consulting with our people on many petals iovohed m the Minot, North Dakota, fire. Tbe sound end thoroughly objective counsel and advice of Mr. John Roche was invaluable. It should also be mentioned that following the safety engi neers* Investigation and toe investigation of toe safety fire aartoal la North Dakota, alt of toe factor* were presented to toe Na tional Fire Protection Association. The analysis made available for use in Minot. North Dakota, was extremely valuable. That, by using the Minot, Norte Dakota fire simply aa as example, certain coodusfoes can be reached relative to the prob lems which are apt to arise ha any locality. FIrrf, when the local campaign is properly coordinated so as not to impose too heavy additional burdens toe trained industrial safety mas is about the best qualified indhridinl to analyze a local hazard situation and make reeanmendatioos pertaining to it Second, except to larger cities, municipali ties do not have toe services of fire prevwttioe departsMBts with toe result that toe local fire department la very frequently compelled to take an arbitrary and un reasonable position simply a* a matter of self-protection. Third, the generally accepted susunderstanding that a stringent and unreasonable law wifi, of itself, correct and prevent fires is an ever present problem. Fourth, there is toe responsibility of toe legislative body, whether rity or state, which, aa representatives of toe people and responsible for tec'public aafety frequently is lncCa*4 to take action designed to stop and dose every poesble avtzxoc through which an accident might occur. Fifth, newspapers, fire departments, coun cil men and legislators are all in seed of accurate sad dispassionate information re garding `toe baedliafc storage, and ase of flammable products. 1Z Fire Protection in Bulk Plants and Service Stations Petroleum Section 13 If the proposals very frequently consid ered, at least at the local level of govern ment, are any indication, one must conclude that the general public has no real appro* elation of the importance of petroleum products in the everyday life of the indi vidual citizen and the modern farming or industrial community. Service terminals and transportation facilities are increasing because of the growing dependency of the public, industry, and farming upon petroleum products. These visible signs of growth carry with them a bad taste on the part of the municipality which rejclt in the passage of new ordinances and have resulted in alarming discrepant between municipali ties in such matters as truck sizes, truck specifications, industrial storage, and so on. This makes the transportation of flamma ble products dangerously inflexible. It prevents the shifting of automotive equip ment between municipalities which can and has resulted in the need to build equipment designed to meet local specifications. Dasigns are so different that movement is localized. This situation suggests at least one solution--namely, the advocation of laws at the state level placing jurisdiction and the authority to make rules and regu lations in the hands of the state fire marshal. It may be a question of whether or not it is advisable to voluntarily seek out regulation. A thorough discussion of all of these problems is necessary and there can be no better time or place for such a discussion than through the medium of this section of the National Safety Council. MR. FRANK G. WILSON: Ur. Wells poses two sides to a very important ques tion. On the one side, there is the advocacy of laws at the state level, placing jurisdic tion and authority to make and enforce rules and regulations in the hands of the sate fire marshal. Os the other side, he suggests that perhaps industry should op pose regulation in any form. My personal opinion is that state regulation is the logical approach to proper fire protection In bulk plants and service stations. The petroleum industry recognizes that the insurance eoderwriters usually regard ordinances and laws in the light of recom mended good practices and attempt to use the latter for legal regulation. It should therefore be clearly understood, at the out set, that what we would fee willing to u* written into state law is not neeeittrilj what we would write into our own corntrueHon standards as an industry. In discussing the question of reguJttu* tank trades with Ur. J. E. Moss, Director of the Division of Transportation of the American Petroleum Institute, he 'stated that there are actually two problems: **(!) practical engineering; and, (2) a require ment or regulation that it be followed, and if there is no regulation there will be peer compliance and local groups will make a variety of requirements.'* We are con fronted with essentially the same two problems, Mr. James E. HU1 of the Union Oi Company has said, "Experimee has show* that if ire will not da this job ourselves others wilL Then the burden will be on as to get hundreds of dtles to modify existing rales to meet our requirements. That is a rough job and much less satisfactory thaa our, having our baste knowledge of good fire protection incorporated m the patten used by all of the fire chiefs in the armtry st drafting their tool regulations.** There Is a growing tendency on the part of state fire marskill to recognize the ability of petroleum safety engineers. Re cently the Ohio state fire marshal, con fronted with the need for an up-to-date rode, called In a group of petroleum safety engineers and gave them the assignment oi . drafting the ocw regulation*. Using a draft of the proposed NFPA ordinance revirioe as a model, they evolved what can be con sidered aa outstanding state fire code for petroleum. Of primary importance to our fitnmlw is the fact that state regulation, such as was adopted by Ohio, will tend to curb a multiplicity of divergent view an the munic ipalities as to what constitutes proper installation and protection. In commenting on the effect of public opwkm following the Minot, North Dakota, fire, Mr. Wells has already told yon that the dty coondt, immediately, even before the state fire marshal had concluded his investigation, met in emergency session and drafted refinance designed to compel the removal of all bulk stations to points outside the city limits. In California a greet deal of time U span in combatting certain of the proposed state laws which are impracticable, wseeessary, and would interfere with efficient operations with little. If any, increase la safety. There lave boss numerous Instances ia California where petroleum operators have had a scant thirty-six hours to prepare briefs for preseatatioa at hearings before municipal au thorities apparently best on legislating against petroleum operabon*. In commentgig farther on the Minot, North Dakota, fire, Mr. Wells reported that careful ex amination and investigation revealed that the fire was the ultimate result of extremely poor and hazardous practices. That condi tion seems to tamtam more often thaa use. How Busy of you ever heard of ToOeson, Arizona, before the Associated Press ^ve nation-wide publicity to a piclore of a gasoline fire takes by a teacher of the teeal high school. The outstanding feature of that fire, ae reported in the Aafust Petroleum Safety News Letter, was the substandard construction of the plant which accosted for the magnitude of the fire and explosion. Briefly, the facts are that a truck and trailer was discharging gasoline into one of two 7200-gaUoo, vertical, 16-gauge, cor ngated iron, water type, storage tanka, whoa the ta^c was overflowed. The vapors from the spill ignited when the driver polled aae ef several nearby open knife switches to shut down the Sow, Mere, then, are two iactances which achieved national proem* mzkx. and in both cases the offending plants were guilty of substandard construction. Hat I* why we need uniform, statewide regulation. la the smaller cities the fire deportment may be inexperienced in the art of fighting ed fires and when a blaze does break out die firemen may be at a loss to know how ts cepe with it. But lack of experience and lacnriedge of petroleum characteristics Is aot to fire departments la the nailer dbes. Let me rite as an example what happened not long ago in Washing ton, D. C. The leading sentence of the newspaper story read: "Four firemen suffered second and third degree burns yesterday whoa caaght in a flash fire while cleaning a better at No. 18 Engine Company. Fire ifa-t-t R. C Roberts said the four atea were efcaniRg and rust-proofing a boiler m the basement of the fire house when the oil that they were using ignited in a Sash of fire. It could have ignited from a smaller furnace about eight feet away used for heating water." Subsequent investigations revealed that the oil they were using was actually a mix ture of gasoline and oiL That; is addition to other examples of flagrant violation of safe practice, resulted ia the suspension of the captain. Testifying is his own defense at a hearing, the captain stated that he be lieved the fire, which started in the engine house basement while the gis-oO mixture was being used, probably started in the chimney above the boiler. He farther stated that he believed that gasoline vapors would normally riphen off through the chimney rather than come out into the room. George Pressing; who most of you knew and respect for his interest and ability in correction with this vital problem, hi dis cussing the progress made by the Confer ence Committee revising the NFPA Sug gested Ordinance on Flammable Liquid*, had tins to say: "We as an Industry still have much to do to Wing our concepts of fire and accident safety within the realm of scientific knowledge. The vast disagree ment OR boric facts is appalling, especially in .the matter of fire protection among our safety engineers, even those In responsible piaeto. There are still too many things on which there men differ. These disagree ments get a the way of any concerted ef fort such as the writing of a national code for the regulation of the storage, trans portation and nse of flammable liquids. Most of oor thinking Is still based on fear rather thaa knowledge," Few persons, including city officials and even fire marshals and inspectors are aware of tise degree of safety with which gaso line <aa be handled, primarily because seme marketers In the Industry allow the devas tating effects of their negligence to estab lish a rule rather than an exception. Fires are costly. Fortunately, for the petroleum industry, only one fire originates and spreads from an oil plant to six that originate outride and endanger oil property. But wherever they start, they cost the oil Industry' money. There Is, of course, a tangible stock and equipment low every time a bulk plant Is attacked by fire; but there la also an Intangible but very definite tore of reputation for safety, bringing with 14 Fire Protection in Bulk Plants and Service Stations it the possibility of an increase in the bur densome regulatory measures already im posed on the industry. Obviously, the public and the municipal and state officials should be educated as to the true degree of danger, or lack of dan ger, which a bulk plant represents. This, then, supports Ur. Wells' conclusion that newspapers, fire departments, councilman and legislators arc alt in need of securing accurate and dispassionate information re garding the handling, storage, and use of flammable liquids. There is a refinery tn California, that ] know of, which has one of the most com plete fire training programs. Recently this refinery suffered a fire, which in the course of an hour, did damage to the extent of $148,000. The official report carried this statonou concerning press relations: "Press photographers were conducted to a safe place from which acceptable jii^ui * were taken. The local management g porters a clear story of the fire. As a f ult the press reports were surprisingly a curate and contained a minimum of dramatic embel lishments." The problem of educating the public is necessarily a gradual process, but the end it Will pay amazing dividends, t am sure you will agree that if there had been ade quate regulations our industry would not hast suffered the physical losses and cm* harrassment of unfavorable publicity occa sioned by the episodes at Minot, North Dakota, and Tolleson, Arizona, Where regulation is necessary, we warn (he best We want uniform, statewide, prac tical, but not burdensome, regulation with compliance by everyone. It is only logical that we should have it at a level from which the greatest mutual benefits will ac crue. My personal belief, and I emphasise the word "personal," is that that is the state level. As for an educational program, a successiul program wilt be the best of public re lations. In my opinion there is no question of following the advisability to assist in drafting regulation. Either we accept regu lations voluntarily with an opportunity to advise in the preparation, or w will have it crammed down our necks, regardless of its merits, MR. A. R. BOWLES: The question which Ur. Wells has so capably stated, and which Ur. Wilson has so ably defended on what may be termed "the side of law and order," Is certainly one which is of prime importance to the petroleum industry. Thil question is important because it Is Inevitable that action must soon be taken,, either by the petroleum Industry itself or outside forces, whereby the safety regulations oi the industry can and will keep up with the rapid growth of the industry. With all due respect to the opinions of the previous speaker, f would like to ad vance some arguments ^ in favor of the petroleum industry keeping its own house m order and maintaining as our own pre rogative the establishment of rules and reg ulations for the safe conduct of our busi ness. The first objection 1 have to either state or municipal legislation is the diversification of such legislation. The petroleum industry has in recent yean made such rap'd advxneds in marketing and distribution that no one city or state has been able to k**y pace with proper legislation, tet alone es tablish a coordinated program of ratal and regulations so that the petroleum industry may efficiently operate. The construction of water terminals, the advances made in truck transportation, die con*miction of "The Big Inch" pipe lines, and the addition of new handling equipment and methods arc much too vast and have occurred loo fast for equitable handling by state or municipal bodies. What possible efficiency or safety can accrue from irgi-lation which results in the limitation of storage capacities in one aty but not in another; which governs the size and location of pipe line* in one aras hot not in another? In some locations none of these things arc given any consideration, and In others all of these and several hundred more are legislated either for or against, whichever is the most restrictive. We have states which prohibit the use of a static chain or strap, while the_ state adjoining mains such a piece of equipment mandatory. Wc have munidpaUtics where gasoGae trucks are limited by legislation te t20d*gaUon leads. It is obvious to you petroleum men interested m safety that this particular type of legislation results ia haz ard rather than safety. The gasotfoe trucks Petroleum Section 13 in this dly must make three times as many trips as necessary,' and with partial loads, which is an additional hazard. Certainly, men a condition is both inefficient and dangerous. When we invite legislation, how ever, that U the load wp will get. Both Mr. Wells and Ur. Wilson touched on the fire at Minot, North Dakota, I was see of the men whs investigated this disas ter and eeaswhed with those concerned. I oa understand why there was hysteria with ontanamtion foOowing such a disaster, Whkh Is an merititiTe result of such as KOdcsL Bot..de>r:e this fact. I cannot condone the dnff.ag of an orcfinasce outlawing bulk plants because of it. I think it U quite evident to all of ua who were involved in this incident that the legislation which re sulted. white admittedly somewhat arbitrary and unreasonable, was takes simply a* a matter of self protection by the individuals who were responsible for local legislation That was my own personal deduction from the discussions I had with men is the Uk>ot iitwa, and we talked with those men and In R.xny cam they openly agraed with us that ou* stand was perfectly reasonable. We Invited Hem te come down to some of eur plants so we could show them how we kindled flammable products safely. Despite that fact, the answer of some of the local legislators at that point was, "I Imcw, bot to protect my own job I have got to do what the pubtic asks me to do." Dne to a Uck of a fire prevention depart ment except ia large cities, self protection by indhnduiU ia loo often used as justifica tion for restrictive legislation. Certainly, as industry a* productive and as estentiil u the petrotamt industry is due more con siderstiou than that, I don't recall ever bearing of a dty passing a law outlawing betels following a hotel fire. Ur. Wilson has already stated that a little knowledge is a dangerous thing. This is but another reason why 1 believe the petroleum industry is more capable of maintiering its owe standard of safety without legislation. Without any intent to belittle either fire marshals, state inspectors, or legislators, but rather ia sympathy with them because of the troncadoas task* they have to ac complish, I ay that it Is almost impossible for them to have an adequate understanding of static electricity, vapor-proof equipment, temperature, pressures, and flash points, electrolysis, characteristics of petroleum prod ucts, and the many other items necessary to properly regulate the safety of the petro leum industry. This is exactly why they have a growing tendency to recognize and depend on the ability of the petroleum safely engineer--* fact which Mr. Wilson has mentioned. I go into plants in this whole central area of the United States, and many times an agent or representative of a local plant very proudly steps up (he minute he sees me and savs that the fire marshal was in the previous week, or the city fire inspector was in a: he gave them a very fine comptimaiur; letter or he said that the plant was okay I know that you gentlemen run Into the me thing. I know most of you have plan s where the city fire manful makes a superficial study of your problems and says, "Gee. this is excellent. I wish l ceuM say the same about the one down the stmt." X could go in that plant and in (en minutes I could ear it apart, because that plant is my busviess. 1 don't have to go to the place down the street. 1 don't have to know any thin, about their troubles. Mr. Wells, in his opening remarks, stated that "his" work brings him into contact with state and municipal legislative agencies when those agencies contemplate legislation designed to further regulate and restrict the handling and transportation of flammable products. Note particularly -the word "restrict." Ycm may mall that 1 have used it a couple of times myself. Mr. Wilson, in his fire discussion, said, "few persons, including city officials, fire marshals, and inspectors are aware of the degree of safety with which gasoline can be handled." I, for one, agree that it is true. Why should we seek restrictive legislation when we can take care of oumWea? In cktring. I want to .say that it is my personal belief, that the petroleum industry is perfectly capable of setting its own safety standard*. If see don't keep our safety standards in step with our progress in our other fields of endeavor within the petroleum industry, the matter of safety will be taken out 16 Fir* Protection to Bulk Platts end Service Stations of our bands sod restrictive legislation will most certainly be crammed down our throats. UR. J. L. RISINGER: Before we to too far. 1 think we should say a word about present conditions. Today we have national agarics which provide model ordinances which can be taken up by local communities in formulating local ordinances. The committee is now working oa re vising these ordinance* which brings this question into importance. Although there is * model provided, there are varioos and sundry kinds of load ordinances in and throughout the country. No two of them are exactly alike. Some we might oil Im practical, and say they are going farther than necessary. Scene are not. Then there is the problem where we have no regulation that coven the subject. If we start out to remedy this, we may have to go back and change it all the way from the top to the hnttrmn In regard to the Idea of whether regu lations should be at state or municipal levels, there are several factors so be taken into consideration. If these regnlatiaas are at state level, they will be snore effective and provide a standard of uniform]:y. Tbqr win also cover areas not sow covered. The local ceanmtity as carry out the state regulation* by loaning thezr own or dinances m compliance with the principles of the sate role*. Having tUm at the state level would, no doubt, cause considera tion of practical ordinances in the level of the community. Of course, to state regula tions it will be neccasary to sake these regulation* more brief, more elastic and leave to the tool ordnances the fitting in of the particular terrain and Other condi tions. It is my opinion dm neither type of regu lations will care all of the problems in the petroleum industry. Although they may help along these Mae*, there are cemla other things that hare to be done, and the oil industry must be tike leader to them. If we want to get this thing on an even keel and keep it oa as even keel, we must do several things. The necessary step* must be taken to bring into line through educa tion and mentation* tfaoae who arc not fol lowing regulations mid to broaden it to take care of aU of the areas. I think the oil Industry itself would get the greatest amount of help out of practical elastic state regulations which they could get behind. They can ssafee the regulations fit into the local situation. UR. J.-HOWARD MYERS: Recent^ a fire marshal took the most restrictive code that bad ever been written and used that as his guide to steer his dty council. The residents had coavtoqsi him that the black smoke that onmated from a bunting tank might blow over their particular rexidauU sections and violently explode In the air, and therefore, we should not have any more tanka. Recently I appeared before another city council meeting la New England where a provision in the new ordinance called for a uniformed fireman to be present at all trans fer of petroleum products oa water-boax equipment. You can he assured that the taxpayers were sot going to be paying for the additional people. asked the chief it he thought he should assume the responsi bility for having ooe of his people super- vise the handling of what be is considering a dangerous commodity. He said, "No, I don't want that on my consetervee.** That night be petitioned the dty fathers to ex clude that particular part of tile proposed ordinance. Some time ago in a diicvssioa with the fire marshal of m large dty we talked about how unreasonable it was to limit the caps.dty of storage in underground tankage to ooe thousand galloas per tank for the maxi mum of throe tanks. X tried to convince hoa it was more haiardotis to transport flam mable material through the dty than to have it lying is storage and remaining docile in a tank underground and Us retort was that New York lets yon pot 550 gal lons in cadi tack. i Some time ago we were asked if we could get the New fire and building inspector to approve the con struction of a steel dyke around a storage tank. He had never seen ooe and be was convinced they were no good so dolled the permit. It cost us exactly $123,000 addi tional on that authorisation to put a concrete dyke around the storage tank. I dare say If you review the fire records of the API for n 10-ycnr period, yon could probably com* oa on* hand the somber of time* that tiie product of the tank got into the dyke. Petroleum Section 17 To further convince these two geatkznes preferred Is- talking about the first kind, that the steel dyke was a satisfactory to- where state regulations, in so far as possible, rtiflitioo, we Hew them down from New England to look at a new bulk plant in New Jersey. Then out of courtesy to the New jcmy fire marshal, we invited turn to be preempts not by legal authority, but by mere efficiency and practicality the Geld of eontrolling the Industry and where the ne cessity for local otdtaanees is eliminated. there when these visiting dignitaries arrived. X can rite a specific instance la the Ohio The whole data was fixed as far as New code that we have had the privilege of Jersey was concerned, and the plant was completely revising this year. The state to operatioa. While talking to these two fire marshals of the state of Ohio had no riritmg dignitaries, he aid, "You kaow, it woald be a good 1dm if we had them in stall fixed phone chambers on the steel dyke, proper authority behind him. To compen sate for that lack of authority to the funds of tiie state fire marshal, they had this foe." preface to tiie inside cover--that these Why shoedda't 7 tekv the opposition? Ap parently we cannot afford to pay for the type of talent we need in these mmfieipal fire marihvt positions. When you get do. standards are developed to the hope that tiie municipalities wiU adopt parallel regu lations in their municipal codes to enforce these standards. citioos like those I have mentioned handed I would like to hear something about tills down, you can appreciate not only restric type of regulation and where the authority tive bat very cosily provisions will be made rests with the state fire marshal oe as over la oar fadnatry. X firmly believe that we all basis, the right of the fire marshal to cm definitely police ourselves. Some 30-odd years ago, someone derided tint if you wanted to stop personal injuries ta industry, all you had to do was to install guards ou power traosmfosico points of operation, etc, and yet today we my at this thirty-sixth annual Congress that 80 per cart of our personal injuries axe due to bunas error, and most of our Gres are doe make these regulations, and the authorisa tion of the city fire chief and every mayor and every village official where there is so organised fire department to enforce those regulations. ? other words, la tiie same regulation* is an act giving authorisation for enforce ment and no municipal codes are necessary for the municipal authorities to step to tad to bmwvn error on the part of the very enforce them. If you do sot have local same people. CHAIRMAN WELLS: 1 want to thank aU of the members of the panel for the very floe and able presentation* of the vari es* side* of this qoettieo. Now we would like to have the audience ask the panel members any question they might have oa the subject. What about this guotioo of momdpel regulations and what about the question of state regulations? In ihc presentation of these papers, these gentlemen purposely took sides. ordinances, you reduce your problem from 20, 30, or 40, depending npce how many active rides you Hava to your state oe ooe problem. Ur. Bowks said that you could not keep up with the trend of progress of the petrolew industry through legislation, and I think it is absolutely true. If you get a law on the hooka, it is the hardest thing to the world to change. Therefore, any approach to this problem should be through legisla tion enabling the fire marshal to publish hearings and, if possible, have consultation US, FREDUcLEAN [Soecwy-Vacuum); I want to dear up the question of state regulations that we are debating because Xr. Riiiogcr, particularly, spoke of two kind*--ooe where the spue provides the standards and another where the state mb with the Industry to adopt tiie regulations, and have easily modified procedures set up so that all that is necessary la for the fire marshal to find tiie tows. If they have to be changed, he gets bis advice from industry as to what changes shook! be made. out general standards' with definite aocour It is a terrible job to take an amendment agemeet to Braxudpriities to modify to, salt through the state legislature. So I tay that local sttaatioos. state regulation should be dearly defined I think w* shneala kv* it 3**r to** -*j- so to* state doc* such a good job of R that ooc speaking for stats regulations as bring tiie municipalities don't lava to. Tfa* --J- J!z+. L_ IS Fire Protection in BuUt Plants and Sendee Stations ctpeltties arc satisfied then because they alto have the power of enforcement of those same standards. MR. RISINGER: 1 was expecting my opponents to jump on me and to say that that was not the ease, and you did not have local ordinances and that it was all up to the state and die state would necessarily increase the size of its fire marshal depart' ment. That would be additional expense aad it would require that sometimes yon go aS of the way to the state capital to yet a dedikn or small matters. UR. MYERS*. Probably a higher type of talent would be nymtstec A* state, bat I dare say is get that awri through the state trjiilitnri h would he a pretty lough job shot yon fare so-called abet of the first class. I would W dated if h were boQcd down to jut one jm'iiadsctina. Sot I date say wo will nw get iL 1 naS one inteauc* where the ertommoe was already yarned by the local group m a vflhgs. They h*d a very peitswi pridrl^. They had aS toraagb Ac area, hnafitai they required a oy sdumtal pit wder the SR pin tank. Thte take cure of tit my ashed whae .. m w --rrarr w*er dud UM p fir tok. and ynhrf the tank an (if fir graved. They wt' but st was ihw^r " J dmi't that is to be effective and administered fiy the state fire marshal sad his oo-woricen and helpers, ft is because, seme of the com* ponies which are involved in situations art making kgtsUtioa necessary asd arc going ta the future to let all of toriir safety . deavors depend epee the activities of zuefi local authorities or such state authorities. I think it would be cheaper for the petro leum industry and less expensive to sake the thine a matter of mtf-preKmtkA. The undesirable*, shall we my. who are m fixing np to dm codes of the standard i tiMitW by the prirohsaa Industry . represented here, sfwnld be made to improve E think it would be cheaper to efaut fata than it would be to tfiaih the wboV stole admuBStTatiocB. CHAIRMAN WELLS: I bnvc a goes tka tint hat hem banded to tot and I fiai it is far you. Ur. Bitwise The gnodaa is 'Did the oty of ABnat Uhift to pan an ocifimce Frosting An sis* at trick after the steae cede was afayiair MR. BOWLES: I fartkahr dty. But 1 I -e" and this tog mnutic yk hud ao he prvwded kiott the tardc could W inataBaA MIL BOWLES: It - . -- bract the prerogatives o any wicqiiity despise Ac fact stmt yon may finer ideas. That dees not liaet your naundpuSties from prwlptiag tone very, wry w rta*ooable Meat* W't should alas talar hta ntwwdrririjn (far administration of snefa lew* and the ex pease involved. If l know state guverameats at afi. and pertiatiariy In these pres et* rimes, they am limiting rasher than orgaama* or bmlding sp dm organization of fire marshal administration. The trouble is that these state organiza tions are endermaaoedl if we do have state legislation passed We haw to protect We can po r roam would go oak __id take a drink of kerosene, but roticat at put toe iuforwntiou on the label that goes c to* heroewc can, tint it la timid nt be wed is going to get hart md toe B industry L going to safer hacanae it Is n pctrolium product. Mr. Bowles auUe toe wftima to toe fact that there wneid ant be tovermScatiaa te l &!Ttoto take care of lead c recall Us react wnrdfi V ^ocU call your attention to to way toe NFPA is setting up this revision. The Petroleum Section 19 state will adopt it and by reference the raeidpeCtiea ua expand it and apply it te the local conditions. The NFPA is not attonpting to limit storage. There will be no limitation upon storage, bot there will be recommendation! for toe peeper pro tection and haodling of storage. The National Fire Protection Assotiatiou suggested that the ordinary* does not deal with transportation. Hut comes under the nuntate commerce commiirioa and is well wwed ha the Interstate ccoapcrce cceaeaiam ngds&wi They are caning up for revision to allow for the increased transyevwtious, or for the increased amount of iramportatioa allowable at that particular moment. I fast wanted to get those points acmes so that yon will understand k is sot going is be a resfaictive ordinance if aad when toe NFPA entesao is passed. It will also be snJceuid by the American Petroleum tmtkutc. the National Fire Proteetiou As* wr.'ueien. toe Fin Beard of Underwriters, National Safety Council, and toe fire mar* rirofc CHAIRMAN WELLS: One very prac tical BMcafay tout we have res into time md a^ia is tdng for example, that very fine pmee of workmanship, the NFPA mfal local ixiuui't aad tout the loot wdnocr was designed to be used A! any rtoe. an Frank suggests, it scans thee mm* agpBotion of a very fine doenmum ur see at raoanancadatioBS such as fig at NFPA. and snefa rseomesdsticM a* fine | afar National Safety Comal, nogfae feme eg toe point of whether or me wc wo< an laUrpritatiVn by safety mm in eourmecue with to* law enforce ment agency. Then 1 won't go to some town aad find a long section cluttering up its statute books covering products that that tows will sever see. MR. RISINGER: I believe that the oil Industry is going to have to get busy and get into the picture through organized effort to carry information to the public and join with local fir* chiefs and everybody else in this work. MR. McLEAN: I am for regulating for eoe my important reason. Most of our operators lotow bow to construct and oper ate our plants, but you will find a tot throughout the cotaitry that are not loo good asd until we do something to stop the construction and operation of that type of plant, you will be having trouble because that is where most of your fire and trouble* start Second})*, 1 am for state regulations be cause we have too many of the municipal regulations to follow as it ts, and I think that could be worked out by having toe regulation* drawn up by a joint meeting of the petroleum industry and fire marshals of the various cities to get your regulations adopted in that manner. Enforcement of the ordinance can be by local munidpalities because it is too big a job for toe fire marshal to sit back and try to be all over toe state and handle in stallations all through the different cotsttits. I would lik* to see a pane! appointed of aa equal number of state fire marshals and of petroleum industry representative*. This panel eoold interpret the rotes when special equipment or a special application arose which seemed to cpoflkt with the regula tions as they stand today. Bot it could^ be properly ironed out us a sectional meeting. .Maintaining Interact oi Employees in Safety in Widely Scattered Operations (A Pud Dfcmiitnn) Dixautim Loader: WOLAxa O. La**, Safety Director, Arkansas Natural Gas Corporation, Shreveport, La Particifirntz; J. a Games, Safety Engineer, The Cali fornia Co, New Orleans, La. To* Fasmax, Assistant Superintendent, Operating Department, Tennessee Gas ft Tranamlsrioa Co, Houston, Tex. 20 Afainicmmg Interest o) Employees in Sejely WnxAitfl G, Wood* Personnel Director, Looe Star Gas Co^ Dallas, Tex. C. R. Casox, Division Superintendent of Compressor Stations, Panhandle East* cm Pipeline Co, Jacksonville, Itt. CHAIRMAN LAFE: This question of maintaining intercat in isolated areas in scat tered operations U a problem to a lot of oa. I have talked to quite a few individual! concerning this subject and, although ooe or two of than stated it wam't mock of a problem to thou, a great majority mid it was a big problem and they had gives tots of thought to it First, X would like to call oa J. B. George to give his ideas briefly. MR. J. B. GEORGE: Being compara tively a newcomer to the safety profession, it has been my inclination to took around and observe for myself what some of our more experienced men are doing to "main tain the interest of employees in safety." In -*t"g this observation, lavish under takings that spared no expense were ob served is a few instances. Safety publica tions that cost several hundred dollars each month to pobtish sad distribute, and annual reports that take as much as three months to work up, are prepared for widespread distribution; some companies spend over $2,000 tor a single fika covering a small phase of their operation which U of no particular ose to them after one showing around their company; elaborate billboards and bulletin boards arc erected for the pur pose of displaying monthly posters; and page after page of statistics and figures carrying frequency, severity and injury in dex rates covering every isolated operation, which are usually 9944/100 per cant mean ingless to the average roustabout, pumper and roughneck, are mailed as often as monthly to the boys in the field.* All of these undertakings, plus many more too numerous to mention, are carried oob sparing no expense. Vet, sane of these companies who go to almost every extreme possible to create interest in safety among employees in widespread operations are nuu* uig the most important and conservative medium available, which if Ike monthly softly meeting. Politicians long ago learned that the best, way to get a point over and create interest in a campaign amcog the common man, such as our roustabout* pompen and roughnecks, was to go into his haunts with carefully prepared material that he could understand Yet many companies give little or no thought as to what is going to be doomed at next month's safety meeting where the roughnecks, roustabouts and propers are going to be ie attendance. The topic of discussion is family left to the discretion of the superintendent or foreman who U too busy with regular operating problem* to give the matter much concern. While working la the oil fields, before and daring my college days, I attended some of the sorriest so-called safety meetings that accomplished nothing other than_ the dread of having to attend the following mouth. These meetings were sorry because there had bom no preparation for discussion among the mm present. Our boss did sot have time nor the material available to adequately prepare a subject for discusrion as is the sstuition with many supervisors ta the fields today. Jim a tittle preparation on the part of die safety director or a member of bis staff ua the form of a few questions or a short lecture on the safety of a particular opera tion or, subject if amt to the foreman in advance of the monthly meeting will give then something to go on, and nasty of the excellent ideas they wiB advance have a lasting effect on the entire group. I notice that Charles Idler and bis staff with The Texas Company go so far as to advertise in their publication and on Use bulletin boards just what die topic of dis cussion will be well la advance of their meetings so the roustabout; the pumper and the roughneck will be able to "sharpen-up* for the occasion. Just recently, X overheard a good safety man make this statement: "Altar twenty years, we have just run out of anything to talk about at eur meetings." If the safety men themselves lave exhausted tbesr supply of subjects for afe*y mwrfjngr, yon eaa imagine hew difficult k must be for the supervisors in toe field who arc confronted with the problem of L f*- g a monthly meeting with their men. And it is the super visors who are to make or break ns fellows who arc doing safety work in the oil in dustry. - It is true that the National Safety ConorH with its safe practice and health practice pamphlets, safety instruction cards, etc* Petroleum Section 21 offer considerable material for discussion at practiced U only twenty-four miles north safety meetings, but on the other hand, much of Reynosa, Mexico, with other operations ef this material is not adaptable for use m at approximately eighty-mile intervals along the ofl fields, particularly in production. The the line for over ij00 miles to a point east U. S. Deportment of Labor, the AJP.L aad of Charleston, West Virginia. ether agencies offer still other sources of nesting material, but frea observation, these apparently are mot entirely sufficient for nealhly meetings year is and year out Since this problem seems to be one fairly univer sal, especially to the safety engineers who arc actually doing field weriq and certainly a factor in V"g interest in safety widely scattered operations; I would film to wke the liberty at this time ta make the following proposal: That the Deportment of | Accident Prevention of the American Petro leum Institute act as a coordinating agency for receiving and ddoniac prepared safety netting subjects which different companies Each of the many operations is located In an area where the habits and mode of living differ from any of the other locations. On the extreme south end of the line a great majority of the population is Latin-Ameri can, whereas at other locations the popula tion is made up of rancher*, farmers, lum bermen, aad on to the northern end, miners. In driving from ooe end of our operations to the other the distance entails approxi mately 2000 miles ooe way or* over 4000 auks round trip; and would constant the greater part of three weeks to complete such a journey. hav* used fia their sneering* in the past. This The safety program of T.G.T. is not a weald simply mean that when a company lot different from that being carried out by hi prepared nemial for a meeting to be any other company, whether scattered or wed a the field and h had served their collected operations arc nucwnari. perpoae, this malarial oould then be for warded to Mr. Streep's ifica Use la bring smd* of posters, outside speakers, films, teaming course* by the Bu I* a short tone; one of iW finest ex- nas of Mints, safety engineer visitation, danger el safety nuniil ha da world social functions, and the company "Law" could be acccnipfabed for ear industry. Du exchange ei murid would help to lap us iefiifi--1 on the trend of aeodents in every numpsay. ssnoe it is befieved (hat all safely meeting material Si prepared witi ff* thought of pew ions accident xperist is mind m an effort to accomplish a parties, hr objective^ la addition, the suggest!* should lead to Irak down the nou-exehar hfonaation barrier that iwarif*1*** to among the safety people in the oil us&utty. MR. TOD PAZDRAL: In maintaining which is our company wnga-rbw Tb great hope for a successful safety program U found la the fact that the safety program, along with our other operations, are placed wholly is the hands of the em ployee at each location. Our every effort is spent in a selling job. Each employee roust be sold on the fact that each and every operation is for die mutual benefit of the employe* aad the company. Until this is done you shall not hav* a good safety pro gram nor shall you have other operations at the interest of employees is afety in widely Mattered operations one U confronted with nny of the problems that ora to be a- camtercd is any safety program. The only expected difference in a widely scattered op eration over a mere centrally located oper beation Is te fomf hi the fact tint the niety engineer, with other members of the Serial family, arc not available at the sepa rate meeting*. In order tint yon may better understand one's Inability Is attend even a email number of the afety meetings along the Hoe ft their peak cfficfrricy. MR. WILLARD G. WIEGEL; Loot Star is a type of eompony that oot only produce* natural gas and oil, but it trans ports natural gas through Urge dtaoeter pipe, over 5,500 miles of pipe line, to 332 individual towns aad cities of Texas and southern Oklahoma. ta addition to that, it operates four cycling plants; seven gasoline plants, manu factures aad produces various associated products. would be writ to present * few conditions In comxetioo with that operation, there severing oar operations. is in addition to the individual The first operation on the Tennessee Gas safety problems of Ac individual workman, k Transmission system where safety is bring because we have several hundred customers it. SV:- 22 JimMtwuHg Interest of Employees ttt Safety wbo use pf service. So, oar safety thinking goes beyond the mml individual ud fa* dodes the customer who am aatnral ps service. Sower or fatter, to ^ -<--rr.1 operations of dat type, yets ere gotog to here to piece the rtipcyirihiffty for poor safety thaiktog end your mfety actions at the local leid Onr foremen, oar (fistrict inittn ud district eggatmluiti, oar superintendents of oMprwor mrieM, oar pipe line fore men ere the hey am of the organization that have to get that safety job done. They Uknriae have to mabtato this fattmt This b oar philosophy atett safety--that you pbee it ia the place where the respon sibility belongs. There are may thwigr dm you cea do to ooariaac that htowt One of the things you omft da Sa hove treaeoat nitty sneftmgT where e safety atner b preseat at aB tiou. However, Ur. Bmhal and fab staff of engineers idafale each year apprusaatdy 325 safety meetings where a safety mg*---is pcescnJ. Bat with SJM nspfayw it b knposghlc to concentrate them aB in one green spot where a safety can present to them safety tofonnation and practices at regular or fioqusnt mterrals. Sa; again, yon depend oa year foremen to carry oat year safety program. As to cresting interest and -**"**ki^ in terest in sods widely scattered operations, there are many working tools that you can use. Some of them have faasn reviewed here. Bat is aB of the instances, of eves the working tools, we build that around the individual foreman. For asapfa, last week we fad a welder who was cottiug a pipe in m faB hole and was banted. At a rifting of the foremen of that entire area daring the following week, a safety engineer prepared a chart showing the complete drawing apd layout of the pipe approaches to At befi hole and Ac action dm was talcing place around there in the catting process. That was tSscossod with aS of the foremen attending that meet ing- The meeting was planned primarily for duenssion of openring problems for the craning winter. Bat injected tote that meet ing, in line with Bus safety mnscionmnsi that you are codetvoring to obtain, was a dbcasski and analytes of how this aeridoc happened and tbe report on the oxapfat tormtigatiou that had hem made fat css. section with it Eva in cam of tefavnr noridenU aad minor iojarim tbe formm makes an iavmtigation of that minor fojory and malot tbe report to Jack Bractend about it B tbe approach be takes to k is wot one f pitting rcspouitlflity for the arridms W findtog oat what caused the aoodate to order to rifanhatta a recurrence. There is a certain philosophy ifaat dm that faeepa thb foreman and the m aaadated with Un safely ocmiloan. 1 wane ta terete the importance of faaviag every ni to ear nii--iii ill mi nfety chccmm Wiiw we have thb other olfigirinu of Ac lend we might create to other people who are ate involved or concerned with eu 1--ii So. yon mat get safety doom to tbe grass roots and have titoMf consckmi akoot it, We, too, esc aB of these aids that here 1 been referred to, ptaa those ipalilty pre pared ideas in dkcanfag fagrihsl aeridents. We have those various safety meet ings where a safety engtomr b present. Bat the approach to k b always with the idea that safety k as much a part of the respons2nBty of the loaf form and tbe local supervisor. The safety engineers, fas addition to held* log these aawtingT, make frequest lespccjioos of equipment and michtocry and plant rites. Sometime*, even before the actml equipment Is moved in. Hr. Boland aod fab iOf have consoHed with the sjwuaaeriin group-U to rite nic location of Ac pbnl site itself due to hazards of storage aod so forth. What are the various things that can be dene to and sustain iutemt over a rootSnail ig period sa that program? There are amity things like the eeeepmty naganoc Wherever possible the safety erpslntka of oar company has pictures turn of As safety uifirrlngi to give publicity. Thb has a good psychological effect oa rise esptoyccs. One of the beat ways of showing Joe Doalces that be b a part of tbe organization b to let hies see hb picture m that impfW cnee ia awhile. Perhaps that b the aety opportunity Joe had to get hb .picture taken, and, remember, Joe b always more intercited In soring las own picture 1st the company lavgirinc than be is Petrolsw* Section 2S , Ac score by which tbe Loos Star team rfthaB team defeated Podaak. Ttek Bracfand has tbe second top nsa of ployees la hb Itesnediite oeysnisatlou, were present oste afternoon to see falm get the national award and the watch wfairit was presented by Ac president of Lone Star we sspaiatHB tetrattd Sa sad a aculw f An Terns Safety Association. He b rst lies prerifrer. t believe, of that or- Gas Cento*/- That has its effect; baemsse It b ooe dung to say, "You should do thb bereaae Ptoficlv* tint Usd of information and let be men down her* that yew arc trying to cvctyfaody b for it.** hot fa b another thing to say, "Yon should do fa kmnir we are going to prove to yon that everybody fa for practice safety rsrizs Ast the man opairs b also Interested fas thb progtana. Then Acre b the matter of awards, reeogUrn tor an tetfrissuBug safety job or fctwhnt prevention job Ia nor company, for g-TMrT1*i we operate me LaSB or 2,503 pirns of anfenwbUc qupsmt Ant fa on As highway constantly, tel. that run from everything front a rim-president's manparcy car tn a butene task tiave&ig rite highway. We give fad* rids! orris Ant mya be b a safe driver. At the end of Ac year. If be b a safe driver, ft* laCR. CARTER: Wc an know that fa fa net dfitafa to focna As attention of an indmdaal or of a imp m, nay gmn sobjact for m sheet while, vepeuiTTy If riut subject b new or has a poeeifaffity of af fecting rive fives of Asm isdhbnfa or the com they lore. For ivasik we are afi Interested new atomic energy. We are fatooWd fauna kill tdomty new sdbjnct red fans s poo* sSillty of peatily mfiamcmg msr entire universe, we are aB Interiilid in bow it be gets rial card. fa going to affect oa aa iadhiifrmh, as a Tbm there m indbideal recognition*--- cooaonty, as a nation, and an part of a tttete arc in* vm ... -- jenloas world. ttv If yon are going to hmep das tfatog Safety, an the other band, b de&atriy iEn that yea cut gh*e a district or a not a new mbjoct; and wtrile wc all realty own phot group, sock as so lost time from admk its iraprefrere to uikind, wa find icuilats for a period of a ymr: That can that we ate cxnatenriy salve to astrodnee be a simple roeogaftion. At Ac red of five years, fat our one we step out mnl get than a fatew |1spw which says to aU of them that thb fa a safe- aew gwshods and pnohtn so that the bovkdit and tfuahmg of safety win re main wpansst ha the minria of those we contact ihmiAm pf what their job might eptnAtf ergteAialaou for a period of five am. ymrs;- and then os op the fine. lot rise Important thing aboet Ant b: Dtdt have jast your safety, director sign tintrrecognition: Scad It on up tiu-oegh toe lap irMiigmirQt dear to tbe presi&nL so that when they get that to hang on the waifl m theit local district they recognise riwt the preridest of the organisation knows they had rise record and be signed tbe award saying that he knew ft. It U onr goal to canse each faaffvidml to realise he plays a vital part in rite fives of fab neighbors mid fcOow wwiugs and that Ids practice and traching of safety fa fab greatest insurance of frccdosn from persooni mjory re weS as a healthy mental freedom fas the knowledge that he fa sot fay fas own . imBpua contributing to the injury of some fcOow fasing. It b set ^Sarit to create a treiporaiy mSerest ia safety. Sach an iataest onre In one cue, tn show yen how far we go with Att psTwanri reeogaitieo iia, kn a created ass be stimnlated from time to time fay spmml maetiacfc eonteste; ailrrrtiriag aad year or ago one of am- boy* gat a mtioaal award for saving a man's Efa, Tkc company beeght him a $140 walch. The soon. Bat even whan this fa tec; we fanve aaiy arresupffshed Ac InkU step or ftsnetiaa as the buBIfavg of Ac ssriety iatf riihuf, yrrriiVsd, rise viee-presideB^ the opcretSng whose "-Hr--t to safe woefong will rmmia matcert the safety department the general nifuiaaiuilLin of the trsrvwnlrsioa Ariricsi, Ac department bead of the r--iprsteor da- consteat thrau^bcm rim yean. To rnruflrta the job, we onset fnrobh psitesnst and aB of rise local swpvjvbees of onto, totrifigret and and*retiring super- An SnMfanl terotred. phu *B of the em ristosi. TUa b ssamtial I do not man to J zo. \ Zi. Z'Z. iT' Maintaining Interest of Employees in Sefety say that a safety-minded supervisor is neces sarily a good leader. Bat I will say that a good supervisor is always safety-minded. Our discuuioa today deals with main taining the interest of employees in safety in widely scattered operations. Assuming that roost of you are from pipeline creeps, I know that your problems arc rood the same as ottr own. The Compressor Division of the Pan handle System, and the one for which the management seems to think I should he re sponsible. extends from central Missouri, across Illinois, into Indiana, on to the Ohio State boundary line, an approximate distance of 500 miles. This division is comprised of seven compressor stations and it is maraml by about 300 employees. 'While we real!re the necessity for con stantly striving to better our safety work, we are not too disappointed in the interest shown by the various station group*. I would like to give yoa just a brief outline of a few of the more prominent points of our safety program as we conduct it is these seven compressor stations. Due to die widespread operations of our entire system, it Is necessary that super visors of each grotm act mere or less as safety director, personnel director and fore man for their own particular group. However, in order to encourage employee particzpetioo, roost of our safety meetings are conducted by mi all-employee group. Outride speakers arc sometimes obtained. But usually aa entire program consists of employees ooiy. The ** topics of discussion are, of course, accidents as they occur oaoorGne as well as interesting accidents taken from newspaper aecotmts; safe practices; pro cedure for the work at hand; safe uie of tools; first aid. and other interesting subjects pertaining to safety. Through the cooperation of the National Safety Council, timely safety posters xre prominently displayed on our bulletin boards. Resumes of all company accidents are sent to cads station each rooatfa. These are also displayed on our bulletin boards. The through our safety depart ment, spoolers safety coolest* with nu&vid- ual and group awards, and each compressor station and pipeline district has a special bulletin board on 'which is painted the word- me: "This' station or district has operated .... days without an accident.** The Wiak days or blank space is filled & each diy with ^ If the employee is lavulied in an accident while on duty, be h rapM te submit la writing his version of the accident, explain hr why sad how it happened and what be might have done to prevent it. Very oftm this explanation in writing does modi .to ward the onployee to realize hit own segBgcnce. It la my bcScf that m order to mrinljai a safety Interest among the employees la widely scattered operations a definite safety ptugraan is oaseotiaL But I am also tbor> ougbty convinced that It is emr plant supervirion which derides the amount of intuui or the tonne or nfety of arty such pro gram. With this h sad I repeat: We mart be sure that we furnish careful, iuScSgcat and mderstaodnig supervision. CHAIRMAN LAPS: Ur. George, m hit opening marks, todaft elabontc tee smdi on a wosnrww# about which I weald Sb to bear more. That was the question of foremen or supervisors being Son Wry to take an part In the safety progxns itself. MR. GEORGE: I tofek the forum is just the "big .cheeseF of the whole thong. He acts as load of a master of immaki. appoints die new members of the esaanritfees, and just miss eomplate charge of fie thing. I think that he riboald he fa into id something; some sort af tuple, for dmiriou, depending on what fit experience has hem, say, over the hot year. MR. WIEGEL: I dost asms to leave the hupresrion that this rupoenfhTrfy should be placed on the load npfrriiecy lard. These 325 meetings tint arc aafacicd when a safety engineer is present are planned meetings. When the foreman or superin tendent plans a mfety meeting; tint is done, if not personalty, by a long-distaace tele phone conversation wide the safety depart ment. So, It realty is a plaenpif progniu MR. CARTER: Do yoa drink it Is better to have bo safety meeting at all than to have one that is not prepared? MR. GEORGE: I da. CHAIRMAN LARS: If your foreman has the interest hi safety that you would Petroleum Section 25 tike fan to lave, wouldn't it be possible for him to have his safety subjects dealing with his own particular operations, the operations the saen are dealing with every day, their own present problems? MR. GEORGE: We do that A lot of problems are discussed at our mesthty, safety meetings. But we have al ways got something prepared for them to Irik about that takes op 15 or 29 urinates. We cover some specific problem that has been r lining acadeats--maybe not ` there, but idasiwburr eke- tad a lot of operating problems are gone over. MR, PAZDRAL: Mr. Tape, X think the tmwMnt Mr. George made that the super* risor Is the "big cheese" ia Quite all right. Bat I think it would be muds better If the whole safety ergaaUatks were set up on a more democratic basis where yoa duct your from the floor, your secre tary, your treasurer, just whatever you want to have, and set up some bylaws for,local e that conform to sad abide by the company potior as established by manage ment. Let the foreman be a ranrod. Let him be ia the backgrocrod and check with the chair man tint preside* for a month or three months* period to see that they do have a prop mi each time, and not get op and take as arrive part at each and every meeting. I Brisk If you give each individual an pportmiity to get up and express himself, regardless of whether or not be puts over a great dal of information to the msnmMed gi the luifh li.hnl himself has acquired a gnat deal of confidence and knowledge dot he would not otherwise get MR, GEORGE: I think Mr. Paxdral say have arinsnderrtood me. The foreman, cvm though I mid be is the "Mg dacesc." is always the dalrain. He picks the in dividuals to handle certain safety dUasssieee and1 names the committees aad so on. Bat probefcty at the safety meeting hr wouldn't Sty a 100 words altogether. Oar management wants the foreman to Set as chairman at all safety meetings he order to inuim responsibility. If yoa bays a floor that needs to be fixed on a weU. aad the Intprrtirmr committee or somebody says that ft need* to he fixed, year cfaaixsas can't do a thing shoot it, bet the foreman can, MR. MEADE CORLEY [Phillip* Prtro- leas Company, Odessa, Texas]: I would like to ask you: Is the safety meeting held u-tht-job or off-tbe-job? MR. GEORGE: It Is cither the first hour tn the rooming or the last hour m the after- noon--at the tower change in the rooming or die change ia the afternoon. MR. CORLEY: Then you are still con trolling meeting as a company organism instead of ' it being a meeting of the men for their benefit? MR. GEORGE: It is part of their eight hours a day once a mcsito to take an hoar and go to a safety meeting. MR. PETER FHRYDAS [Plantation Pipe Lise Company, Atlanta Georgia]: Doe*t you ha a way go a tittle further bade your meetings? I think possibly you have what you might call conscious and uncootrious meeting*. Wbat I tacts by that is this: Your eoesdoos meetings arc where they are plaimcrf. because every time a fore man give* job Instruction! that is itself is a safety mating. 1 Have you men ever listened to your fore man give job instructions oa a job and see if be gives bis men the safe method or does he say instead, "Hey, Joe; you go out there and do that"? MR. PAZDRAL: I **<S^ we should pay a lot more attendee to examining iw acci dent! arid not always wait until eomccnc gets hurt. A great many things happen in which bo one U hurt that arc certainty bad prac tice; and they should be discussed and talked about, CHAIRMAN LAPS: In these isolated areas, who is to do that investigation, both on tte accidents themselves aad m toese bor accidents? MR. PAZDRAL: The supervisors aad the committee tint is appointed at toe regular safety meeting*. Have as investigating com mittee where you have soore toaa one de partment and have an 'equal somber, one or two mm; on this committee from each department. That' committee as make a routine investigation. MR. CARTER: Is as isolated place, where there are very few employee* and yoa ask toe supervisor to inspect It end give toe reason for tile accident, isn't it quite often toe case tint this supervisor is partly responsible for this accident himself aad possibly wouldn't make the proper re port on it? 26 Mamtemmt Interest of Emfteyees m Sejety MR. PAZDRAL: That it definitely tnc. You will find in most aw a lot of taper' visor* will lean one way <* the other, de pending on their responsibility. It talers a very good foreman and a safety ceeKsous foreman to pot down the fads as he sec* them regardless of where the Manse may fall. UR, WIEGEL: Investigation* produce better result*. I think, if yon approach them on the bass of accident prevention rather than placing the responsibility or Marne for Down to Ac marsh*lands they are gh-cn a gt the begtonbg of dm work day, and if it takes all (toy they take all day. CHAIRMAN LAPB: How do we knew those meetings art gotog on and what load of report todc do yen get? WImt do yon require from these meetings to the mUtai arms where there to no member of tee safety department other than the formnaa to attendance? MR GEORGE: The district seperimenk ent gate a oopy, and I get a copy myself. the accident. Yon get an entirely different attitude and an entirely dlcnat reception of that investigation. CHAIRMAN LAPS: Sometimes St takes a pretty food diplomat tn do that. I wonder if you wouldn't talk to us about tying is all of your training programs to these foremen on their tcsponabilitie* in accident prtrea* tm MR WIEGEL: We don't call super visory conferences training programs becaose it semato a tittle bit mlly to get a group in a room tike this, same of than who have had 25 ymn as a snperrisor, and say to than, "Welt. boy*, we are going to train yon to be mperrisora." Set we oB them conferences. These conferences are bnilt amend two paragraphs called "priotipfc* of supervision." We stress the ides that t tonne the mna is at the lacctiug be has supervision. The reason be is a foreman Is that be does some thing better than somebody else. Those supervisor* innrMr at aome an tral point, stay there over sight to natty ca-es, and have their oproses paid, to at tend that 10-boor session. It covers aO of the prtadples of supervision, placing the re sponsibility of this thing called managonent at the level where It can be used, because he is the man who is doing the supervising. MR J. P. WEST [Sehfe Pipe Una Com pany. St. Lords, Missouri): I would tike somebody on the parse! or somebody to the audience who has had experience to safety committees to tell whether they are nsefui We have aunotes, and a tot of things came out in these minute*. The other day we had m atnbto to Colorado to which wc needed tee sewer system put to around a traitor camp. It bad been proposed teroogh regular Asauli by our mgfiwering department, and k was turned down by the dBvisian wftrinraiort. We cSdaT know anything shone it in New Orleans, sod the thing was taken up a tittle higher and the approval was gt anted The job was reopened, ____ UR C M. CREAMER (Creole Petro- kw Corporation, Caracas, Vcssnefts]: Peelers, as a reran* of maintaining interest, were mentioned before. I weald Mot to have some Ides as m bow often patera should be dunged. Secondly, I would 19m to know what the feeling to with regard to bringing in out siders. teat to, people from Affcratf Attrfets or Afferent arms, to investigate Krion ac- rldrati? UR. CARTES: I dart beSerr any pos ter afaonU be toft a* mere than two wads. UR PAZDRAL: I tefek a work to tong emwffc. There teadhfi be more tenn one nr poonhly two potters on tec bnDefan board at any one tone. MR GEORGE: Two wnehs. MR A. E. BREELAND (Lane Star Gu Co, DeBas, Tens): X tetek to be mote Jfaj*e they ought to be teangsl every day, and if they are on there term or fenr days tecy tenrt see them any toagor, Bnt tent isn't practical so mn dmge terns eve or not. MR GEORGE: We have two commit tees. We use a roustabout and a pumper and an engineer, acting as a committee of three MR HOLLEY P. BRADLEY (StonaSnd Pipe Line Cm ipinyw Tdn, OUtena' Who (toga ton pmSera? Bow do y to investigate the acrideata. If there to an accident, they just drop what they ace do ing and go make the investigation. I tbtnfc those two >.qnslttaes have helped us a lot. MR GEORGE: I "Pate on ff "Pate tbda on ten ISte tep off tea Petroleum Section 27 month." Then when I go around and I find cam that to not changed, of course, I place the responsibility. The clerk is re- spcndble for seeing the potters arc pot op there. MR BRADLEY: We use the mow proewt We tcB term to move the pouter on a fTT**^* date. CHAIRMAN LAPE: The second ques tion the genllcnus had was coecostog barrawing indmihate from another district of the seme o -"pany. UR. CAi 'KR: I don't think It wiB work very weB U.*aiue of the iU ftiling with regard to ene group to tee nmt calory canering another group in % tike petition. UR GEORGE: We lmd an eaperknee with that at two fields--one at Broobhavm adeotit Crmfield, UtostoefL The feL tew* at those two fields would compete to gelf, hatfotto.ll and softball, and they autfanl op quite a rivalry. We took cot committee over to impact tee etWi prop erty. It happened that one of tec CraaftrH boys was rcateeg a report reganfisg Brook- haven, where they bad not had an aerhfant for ever a year. This fellow was pretty critical, and one of the beys mined him what tee frnqacBQr rate was at CraafiefdL which he knew was very high. It lost dSte*t work oat at all. MR V. a HENDERSON (General Pc trolcmn Pipe Line. Lee Aiwriea, CaSfociab): Whoa Mr. Garter pesnided Us paper, he arid that when an repact to submitted they ask tee injured mn to write his story of what happened, how and wiat he might fam done to jii i mu k. Mghe I ask: De yon do that to al com* or to those cases fust tovohtog lote teae? MR CARTER: We do kto aB am, (jperiilfy tease with lost tens. I my "egpeosliy" bccaate occasionally to tee rttoWt it to overlooked and if it to of a very minor nature we omahai* to orahde ft MR HENDERSON: Do any of you tn your organizations make the wearing of safety shoes compulsory? What do you re turn to them of the purchase price? FLOOR: The wholesale price, less a dol lar. FLOOR: The wholesale price, tjoJb. fac tory. .CHAIRMAN LAPE: The wholesale price--l telak teat to the general practice. MR HENDERSON: That is all right if you slock then. But if yon go to a retail store and they order teem from the factory, what do you do tern? FLOOR: We gave a doQar. We did do that. But now we are buying then directly from tee factory. MR HENDERSON: My organisation Bp tmtil now has had to bay them retail, and wc refcua 25 per cent of the purchase price with a minimum of a dollar. How ever, we are going to stop that ourselves `prttty ur e: u, McCracken (shell pipe Ltoe Corporation, Houston. Texas): I will tefl yon what we do. Wc have on-the-job safely meeting* and off-tee-job safety meet ing*. The on-tbe-job safety programs are ran by tec foremen forme they arc held en tot, That to paid for by tee company. Our off-tee-job safety pcuyragu are on the employers' time, and wc let tec employees run those. The chairmen operate under a set of by laws. Those fcltows they elect might not know how to ran these meetings, so, we bring each year these tffhart of the 29 safely chapter* imo a central location, and tbay are tenght bow to ccoduet meetings, and we give than seme material with which to content tear meetings. Thai tecy send report* to ns, and tecy work with our safety rnqinccn an namtog the meetings. This works eat very well. Training Employees for the Safe Operation of Natural Gasoline and Cycling Plante ZXsmerisn Zmdtrr A. W. Buiusg Supervisor of Safety, lax Star Gas Go* Dallas, Tex. Bctehndr: hTwTBaoces*. Personnel ft: Safety Dfoear, Storlilr Prairie 03 Gx, R E. Bvcmx. Plant Superintendent, Gas Division, Kmnbfc 03 * Retetfag Cm Honilon, Ten. Vi* zo. K z/. Ntpr."' 23 Training Employees for Safety m Natural Gasoline end Cycling Plante Paul F. Unbcuamn, Safety Engineer, ru^tir^ Division, Phillips Petroleum Co, Bartlesville, Olds. tills proposed applicant is supposed to do. How can he conduct a good physical ex amination without having that knowledge? J, M. KixPtx, Assistant Superintendent, Gasoline Department, Lone Star Pro duction Co-, Dellas, Tex. CHAIRMAN BREELAND: l am going to call on Mr. Boggess, to give yon his theory m training employees for tbt rafe operation of gasoline and eyeliag plants. I think it U up to the penaaed depart ment to see that the company's physkasn* m cooperation with the aw&al deportment are well advised of the nature of the duties the applicant is to perform. Ualcas the physician has that background, be would have a difficult time in raykig what he should rule htra out for. UR. H. W. BOGGESS: AH of us have mo a great many oil operations^--be they gasoline plants or pump Coe operations, pro- Then certainly we know that a proemployment physical exanunatioe would not Insure a continued state of good health iocn>c fiekfc, or what not--that have had very good physical standards, excellent operstfag conditions, good tods and good eqiapmqit, and which were maintained that way but still have produced high accident ffwpmda. At the nmc time we have probably seen ever a whole tenure of un|ilujiiimt cover ing several years or many years. So, pe riodic physical camminatioat came kto the picture. There is another item. You arc not go ing to have a safely nu plane without good healthy men. In periodic physical examina installations where the maintenance was tions, the man you nuninr today may be 1m poor, the upkeep was bad, the tools, equip* good health and five years from today he Mrf and machinery were not up to stand-* ard, and in those eases oceaaiowtlly sec a pretty good accident record. What is the may ant have good eyeriebt. thus not bring able to rad correctly your gauges: or be may have high blood pceawBC which will difference between the two? The difference, drop him off your tanks when he is gaug I think, is the personnel that is nmniog ing, and certainly be may have an moment daily the risks of Injuries at those places. diabetes that will affect his whale efficiency You have got to have men hi any opera tion who, 6m of all, have good health. Certainly they must possess a positive know-how for the particular job, and, not and even show up in and affect the black figures in your balance sheet of that plant it you don't knew something shoot Ms physical conditio*. the feast of ail, they most have the proper Certainly the men have got to hare mental attitude to get a job dooe. certain mental as well as moral qualifica Perhaps the weakest link that we have is tions. I don't think you can hope to get this chain of mfrty is man htmselh. Par every roustabout or every mechanic ec ticular attention must be given to his selec repair man who has bees to Texas A ft M. tion and then, of course, to his proper Certainly he doesn't have to have a technical placement and his proper training education. But certainly he shook! be able Certainly most progressive organizations today do have a pre-induction physical examination. A great many mote progressive companies have 2 very standardized to read aad write and should have normal judgment. How we arc going to determine these things we can discuss a tittle later oo if you would tike to get Into dctalL physical examination. But most of all I think his moral stand In isolated properties aad la areas where a gasoline plant may have just m few employees--20, 20 or 40--it isn't possible to have your owa physician right there to do the enmininr So, you pobobiy hare to have somebody whom you hare on a fee buis. ards deserve scrutiny. We are finding in America today some pretty loose thinking, and it Is affecting the lives of all of us as a group. A nan who as the chronic "kicker" and the chrome grouch is the rotten potato in the sndc that spells the gang and muses the whole entfit trouble. But just having a man to sod a bus to, to get a physical examination, is not enough. Perhaps the physician laewa nothing about the type of duties the job You can do a great deal m s Acting your men. It will pay yen to weed eat the rotten potatoes as advance. A am who doesn't pay Ms debts r who Petroleum Section 29 Ucks*a sense of responsibility is a poor applicant--and you can pretty well deter mine dot before you hire him. I don't drink St nukes any difference wbeti -r yenr personnel department does die hiring or whether jmr foreman oa the job rises rim haring. It is still eontrotfabfe. I think, too, it k about time in this coun try aS of us ia industry started looking toward these people, we pot oa the payroll to sac we get only those who have a faith in our own country and our democratic jj MR. R. E. BUCKNER [Plant Superin tendent, Gas Division, Humble Oil and Re tiring Company, Houston, Texas]: After Mr. Booms has selected these race and geOcn the bcr he thinks would be qualified for tnuring. It k the superintendent's posi tion to uk over and try to sec they are property trained. He must have a lot of hdp, and riria fadp raust come from the nanmdkte supervisor*. However, it Is neemuy that be aim have support from top wnunmt, and this support must help to see that the supervisor is properly trained in enter riot he can efficiently train the personnel. These* men must be properly selected. They must be physkatiy fit aad possess an alert mind and Cher should have a natural ability to operate machinery and related MfripwnnL The sRpcjintoadmt -should strive to see that rim rmplnjiai have a thorough knowl edge ef the oqmpnmt, its location aad bow k should be operated. He has got to see that they iwluitiml the characteristics of Bpih and gum and bow they are proc essed through the pbnt, and, naturally, they should nail ml nut the offsets of thermal expansion, static electricity, and how to jircvwg or avoid the hazardous results of either. A knowledge of proper methods and Had of equrpmest to be used oa different typm of firm k also of lust importance. It k generally conceded that the iesariiale rapu sker or foreman is the male con tributor to tim job of safety training aad tint a good foreman can do more than all others combined to prevent accidents. There fore, the superintendent should be anxious that the foceraea have certain qaafificatious and be properly trained. Ax cffic?t foreman will have; among other assets, a sincere luteSat In people, an enduring patience; and have the ability to put himself in the place of a person of lesser knowledge and experience. He should be able to talk to rather down to people. Furthermore be must have a thor ough and practical' knowledge of the job. The superintendent realizes that, ta main taining a successful safety program, it is necessary to have the full cocpcratioe of management and the training department in supporting as well as in preparing the foreman lor doing his best work. The employee's training begins with his induction into the organization. At this time he is made acquainted with company policies, which include the various plans, benefits and so forth. He is also informed of what the company expects of him in the performance of hk work and in the observance of safety practices. As the employee's safety attitude may be Influenced by hk first impression of the job and the people with whom he will work, the superintendent should see to it that ti* employee is introduced and welcomed on the job m a fitting manner. However menial the task may sen, the onptoyee should be made to understand the importance of his job and Its relation to the operations as a whole. It has bees found that where a seme of ownership is developed it tends to encour age responsibility, promotes an enthusiastic attitude toward the job and pride in the organization. In normal industries an employee can be shown what, how, why and when to perform certain duties. Thor, if be follows instruc tions, be will work safely. But this is sot necessarily true in our Due to the poeribihties of various lands of accident*, including the unpredictable failures of equipment, we must train our employees to be able to think aad act safely and effectively trader adverse condition*. Admittedly, this U no mail task; But it affords a real opportunity for the foreman and training department to render an in valuable service to the safety program. On-the-job training by an efficient fore man usually gives good results and, where it k possible, this should be augmented by vocational training. During the war some companies were sorrowPal in getting the men to voluntarily fora groups 'of two to four sen in a 30 Training Employees for Safety m Natural Gosolhu and CycBmg Plants lean and. tram flow Ants prepared by cacti teas, they woold five flfustrated lec tures an die proper operatic* of die phaL This proved to kt Mt excellent method of tnmt for ted safety sad cAoeoer. Unit wc see the superinlredeat has a great mponjjtahy ts the training of em ployees for the safe operation of Baton! gato&oe aod cycling plants. By intcffigODt cooperation betvcea execu tive, superintendent, safety engineer aad personnel manager, a compreheastY* pro gram eaa be set op that win add impetus so die entire safety organization, which will, in tarn, males for better relations between management and tabor, lOL PAUL P. LtNDEMANN: Before commenting on the nbject of tnsaing onplnyeei for safe prefiwiwwr of operational dab in natnra! faiofiw aad cycling mdnKri*K, f ahonld ke to point out that sodk training ts ody half of the work and rnpnwalutTy of the safety engineer ha these industriei, Safe performance of everyday operational dak* U oanearead only with the wkifim of the operate r and the con trol of safety factor* which are within the perse--I ctmtiul of the operator. la other sprh the safe performance of opernrirg frrsunari mi--i that die eqmpnmt operated is ad--te from the safety r-- Jpoint in every --an. This being the case, the safety engmeer has an important fraction prior So the consideration of oper ator^ performance ta die safe design and arraagesent of the operating equipment. This fmd-- is m every way parallel to the work of the deep --I operating engi neer who contribute to the construction of a plant. la the design of a new plant, the safety engineer --u heneme familiar with the detailed layout of opmtiug --its and with die proposed ddb of each wtwfarjMi. He most then me ids imagination aad hie knowledge of the proposed operations to foresee end forestall any procedures which coald ooscttnbb tovoire hazard to per sonnel or property. He should promptly advise designers, or las mansgemmt, of any design or practices which by his analysis are unsafe. In old plants H is neensrary that cads unit of oqtopmcB* be Ha&d to determine its cSricncy for tee carrot operation. Any factors, such as common, erosion, metal fatigue, hydrogen brittleness, etc, which might be contributory te progressive deteri oration aad to eventual failure should be periodically rWlnrd aad records of each such Inspection lag* fas order dad equip ment may be rcaorul from smite before operation actually becomes hazardous. Alcbo--jb "experience" my intecato that an npenting unit la 'safe,*' as--e clungt to operating practice or deterioration of the ait itself may be the cense of scriew failure and the safety engnieirr nwt always be vigBant In anmvmng any adi ceodjtion. A prograa of iwiwti training which U not coupled with an active program pruridieg aafe operating equipment cu lardy be e spatted te yim favorable over all remits in tee form of good safety record. In our npmfan. she teaming of the tedi- vidal workman should begin front the very moment wh-- be enters company service Insofar** k to pwmiblt he should be tostracted in umy dIsted of the feh far which be to hired and hnank, If aay. bould be pointed et -- him with instroetion as te the preferraJ aafe method of operation. Then, tempering tee Bmhsl teility of the ieihiid--t faZty In absorb information relative te tee new yob or situation, the tnirrTriiwfinn teaching should be eappletncmed by a foOow.ep injunction at intervals until the new employee can perform his dntics both d&ktidy and safely. Although upiaifflis fcr on tec nAJect. we fed that for tee safety of afi concerned there are certain steatite* fat onemeetiew with tec prodoctioa and hwfTmg of --te line which can brat be haw died by strict working rules In tec. form of an iametur "don't" 1 refer In particular te and* pertkes as tee carrying of ensaches or spri lighters aad to the practice of wnsttog in restricted anas. We most always confcod with those advtdsals vrbo will claim that restrictions of this nature are an anrrair'hnind on persona11 rights and privileges. We fed dud Cerasum sense is an favor of etimimting any act of csreliunwss or thaghlkacH on the part of tee few indlridmlt who can be touted on to ahnae noth personel privilege , Where there it say peariliiffity of the preseaoe of free vapors, we ihoold certainly not permit the prerance of any scarce of j Petroleum Section 31 With ten exception of a few restrictions or working rules in tec "don't" category, tt h our opinion that cafe operation may best U taught by tee opposite approach of in structing hdrikal in tee preferred method for dsrag each ask operation. We arc cnTOKiy hmJtul in n training pro gram which has as its ultimate aim the preparation la wrilira form of job instruc tions which wiQ stand the test when con sidered from tee viewpoint of cue, effi ciency, and safety. Each unit Job la operation or mrinteranes is considered te detemme the various ways to which tee work coold be performed before choosing and writing out tint method which meets the requirements of trained operating supervisor*. engineers, and the safety representatives. Not only does tills program teach tec indrridnal who has bees ra tee yob fsr many yean and Is amrittiagfy mdulgieg in umfc practices, but (be ptogiraa also term in tee ftseHiig of new peruivwut odertag a job dunSathn for the teat time. We look forward to the day when we need no Jmgar rely on tnpfaunrd training of operators and mahatmaace men by snpenraora, who may ant fully appreciate the teaching reiponiSbigty iacateat upon them and when we can be ter test rach ed ited Is furnished specific Instruction with ruprxt ta an ray, efficient, aafe way te do Us job CHAIRMAN BREELAND: I titetk we should now bear from amtagaoenfs atti tude toward tide latlaui of training em ployees for safe operation. MR. J. U. KINDLE: The mteral gambee and qxling pisett inJmtty fcns nude ' to adnaemort ia tehnlal aad 1 farSKriea in tec past few years. The pafty of tee persound available for. tee rafe operation of these facilities has kept pace whh teas inpeorenent, This; in my nyiemm. ins been acoompGsbcd because the proper training of employees has been pm tee mrae ccmiiVriFira as tint ^vta The hintry, as a whole, has been quick to see tee benefits derived frees a costpnlsmiit writ phumad program of m* > ffeyn trabaing- Some of three bendre are as follows: L It lands toward tits ajimhuttion of teaan* suffering. If this were the only reason for a training program, it within itself would justify the espenre and trouble involved. As employee can be oocspeasated for the time lost dee to acridents and for the coat of medical attention, but nwoey cannot repqy hha for the pain and misery that accompanies tore bodies and broken bones. 2. It contnbatt* grtnily to improved em ployer relations. Good employee relations are founded upon tee group's confidrace in masagcmcDt. A wdl organized, all mdorive program for the training of employees prcperly and safely to do the work required of than is appreciated by tec adividnal. It is the sum of tins appreciation os an individual basis that determines the degree of good employee relations. I know of no other siagle factor that contribute* more to tee grongfc confidence to maiagwneot ten the general fmfing among the employees that wnegrairnt has a sincere interest m their ghyriod wcB bring along with the feeling dot masage* rorat is affording them the opportauty to do their present job well and. at the mrae timet to toraue their knowledge to the extent teet they can advance to a bettor tecjob as opportunity presents Itself. 3. It ir sound business from an ereaerate Point of view. A properly conducted exa- ptayee training program will over a period of years yield a great return. I faiow of tee experience of one ccmpjoy teat operates four cycHag plants . and seven gasoline plants whore compensation insur ance rate has bees reduced 7ZJ$ per cent during tire past 14 yean. Applying this percentage factor to tee 2947 cost of coopeeratioa insttraae^ zo annua] raring of $44,000 was made m actual cash text would have beta paid out la compensation insur ance premimns if the rate had remained tee m-- Ia ray opinion this redaction la rate aad resultant raving a cost can be attributed to this company's and other swmhr company** training programs which have been suc cessfully ceohrted darrag teas period It mbu only reasonable that improved results on be expected as there training programs are improved and expended. The annual raring of $44000 Is only a portion of the total raring. It represents ce!y tee raring a direct cost of injuries. Various estimates have been made of the 32 Training Employees for Safety in Natural Gasoline and Cycling Plants indirect cost o accidents as compared to the direct cost of accidents. Using the ratio of four to one as a basis for calculation, this oee company U experiendng a total annual saving of $20,000 ta the cost of industrial accidents. Multiply this figure by the great number of com panies wbo have had simitar experiences and you will readily tee that the problem of proper training of employees merits our continued best efforts. There arc other benefits to be derived from such a program on which it is difficult to place a definite value. If It were possible properly to evaluate the amount of the saving doe to increased efficiency, we prob ably would find that the program could be justified for this reason alone. When we analyze and appraise the results that have been achieved in the past from certain activities and methods, we can see that we have aa excellent basis for futuie planning. Oa the basis of our experience, our future plans should be patterned after our past usugiam with emphasis oa certain phases of the program. We bare found that it is not JcdSocnt for (aaoaganest to say that employee training is a good idea and that it should be done. On the other hand, we have found that it is necessary to have a well organized program with specific plans to accomplish definite desired results, la order for the program to be effective, this ides must be sold to the entire supervisory group from the top down. Special osphasis must be placed upon the importance of the part that the supervisory group that actually direct the work has in the program. The greatest burden and responsibility for the success of the program falls oa the mm that direct the work from day to day. Experience has proved that if a thorough selling job is done snd that if the super* visory group, at all levels, are actively en gaged h directing the program, it is bond to be a success. CHAIRMAN BREELAND: X want to start off by asking our personnel man one question. I was much concerned about the condition of moral fitness. Mr. Boggess, I would tike to uk you this: How much of this moral mrtstigatioa are,you able to do before the man is actually at work? If you ant not aide to do it all beforehand, which I assume ts not so in all cases, bow sooa after Ids tnductioa U this work done? MR. BOGGESS: Aa employee with us is oa temporary status for the first sex mouths. During that time be Is not entitled to any of the emoluments that go to the permanent type of employee, such as groop Insurance and so oa. He is really oa trial during that period of six moths. Of course, it is possible la every indi vidual case to know a lot about the man before you hire him. While we meet him pretty quickly, oar tics are rather replete in each instance with a man's background But you don't get that sort of informa tion frees reference letters. Usually there Is somebody aarigaed to the personad dcpertoMat--it may be eoe of our safety wginrui im the tld->whe U In the area where this ms worked a nmober of years. If he is there at the time lb* man is under confederation or on probation, he fiods out certain data: Has be been paying Ids grocery belli? Is be a family man? Has be been divorced a dona times? Is he a drinker? MR. BOGGESS: I thtok perhaps every company is striving to so train its n pfoycet that every employee feels be him self is a safety man. That is the ultimate end of a safety program, and you don't have a chance to do that Unless you hire sod have oa your payroll men who have tile proper attitude---a tease of good sportsmaaship among men and fair play. That sort of fellow is rirfit for a safety program. If be doesn't poetess it, be Is not a good moral risk. MR. KINDLE: We are ceatbamliy hir ing mot for construction jobs. Some of (hem arc `'boomers" and some of them are tookiag for penoaaert jobs- Bat we pkk a large minrhiT of out permanent employees from these construction group*. A man doesn't start aoetennlatisg seniority until h Ins tmm then stic months So, we hire them and pot them os aa operating job to start with, we watch that six months' deadline pretty closely. MR. BUCKNER: Instead of a six months? period, we have a 12 aoothitf pe riod. It gives us a little hit laager. Aad we .have a systaa of riving a ma a writ ten notice before be Is let out. WtB, to this first year, if they realize that they cm Petroleum Section 33 make a year with us, they are in pretty good shape, and we try not to give then a written notice daring'that particular tune because they will perk up and make a pretty good band until ibtir year is out--tod at that time they get tasorasce and other benefit* from the rampany they did not have the first year, ta {set, they *re temporary employe** for one.year. MR. MORGAN IEl Dorado, Adoaoi]: Mr. Boggess, what is the mmhzusa amount of information you find out about a man before you terminate at the cod of six months? UR. BOGGESS: That is more or less kit up to the local supervisor. Morals is <me of them. I aa strutring that because I think it is tremendously important. If a tan doarn't have the ability to acquire the proper techniques for his job, of course, we don't want him. He may ccrae with fairly good rocomnwndatioai as to bis work experience, leaving us to believe he has tine* toeheuquo, but oa trial be doesn't hare thee. So, we let him go. MR, M. H. MILAM [General Petroleum. Corporation]: t would tike to know this: When you hire a maa as an operator, do you, eerier year six months? period of time, gs axtumd and ask the men he is working with and MS theca whether they have any stoke la this man being there or not, whether he is fuSy qualified or sot, and they are going to have to bold up their end of the sckIc with a maa that is un tiestable? UR. BOGGESS: We don't hire a maa u aa operator la the first place. He comet up through the gang. MR. MILAM: I think Ur. Kmdlc mid ocoutamUy they hire operators. la the last three or four years we have had to do that. Where do you get them? Some times a maa is qualified. UR. KINDLE: If say memory serves ate rightly, we have never hired aa operator. 1 might say it would be pretty hard for us to do it, MR. MILAM: No doubt some of you have not had the choice is the bat several years of bring able to hire all the tabor up through the gang that you mention. You have bad to hire them ia setae of the lower daamfitom. I thtolt tot is ton*. Have yea made k a point under year six months' or year's, business to tell the fellow who had to work with him, the head operator, whatever you. caff hfrn, and the mat under his direct supervision they are going to have to get along with that particular fellow, that the job is going to have to be dooe? MR. BUCKNERS Zu our case; it isn't accessary. They will tell you that, anyway. HR. D. U. FARRELL {Shell Pipe Line Corp, Houston, Tex.]: Mr. Breriand, 1 might mention that we have practically the same pUa. Tbc new man is carried as extra help for a period of rix months. Duriag that time be is watched pretty closely became we kuow eventually He U going to get oa our seniority list. But he cant get oa anti! the aad of that rix months. Prior to the time the bob cornea onto the regular payroll, his supervisor, ammediate sopervisor, makes out art employee's appraisal report That appraisal report goes from the first supervisor to the district or dmrioo superintendent and be, too, makes aa appraisal report of that mplqyen aad that goes to the employment office aod we look over his reqtsrtxnrota and what they have said about hko. Then if it is approved ia oar head office; be is actually takes oa as a regular employe* aod comes onto our seniority list. US. BOGGESS: In those autaoces where you hire mca for fortigu service, you have to hire foe a specific, higher grade job classification. We hire the driller, the derrick man, the motor cun, the Diesel mechanic, the gssotme plant operator--the specific maa fa that instance our checkup is three times as thorough as when a maa goes a a gang here m the States because we put quite aa biutmeit in that mao in sending him to Ethiopia, Colombia or some other place. We muse know about him. We happened oa one little idea, so far as foreign asploynxot is umcctued, that has been of tremendous value ia lessening tabor turnover. Tbc men who have not bad foreign service go Into a foreign country where die whole environment is different-- it is different from everything they have been accustomed to---and a lot of than get pretty homesick. That cosa a* a& a lot of money when that happens. There is fast ooe thing that has me tuanrnilwitr neunfai with ue. We are not hiring any extrovert for forc/ga Z0-l: K*/. T.%. Z+. 34 Training Employees for Safety in Natural Gasoline and Cycling Plants soviet. We arc hiring only introverts. It works. UR. MILAM: After yon hire s nun. do you make any specific effort to tefl that man where be stands? Is there any check to tell that man his work Isn't satisfactory, et do you wait until the Ust minute and say. "Brother, we are "through with you"? UR. KINDLE: Very often one of our supervisor* will have a list of these men who have been with us less than six months. He will send in forms taking them off the payroll. One of his stock reasons Is that the men working with that man say be is no good. He watches the man and checks up on him. When he see* htouelf that the man will not he a desirable mnployeg, he will terminate the mm. MR. MILAM: Does be teU the man at any time about his deficiency? MR. KINDLE: No, he doesn't give him any notice. Yon can't do that. MR. MILAM: The reason I ashed that question is that the company I am working for has come up with that situation a tune or two where safety problems lave been involved. We have the same rule--six month*. They work op to six months and then they decide whether to ^"f*1 him out. If they cancel him out and the safety aid has been all right; if there tea been nothing wrong with his work so far as accident prevention is concerned, you have a lag hullabaloo as far as this employee relations yon have been talking shoot is concerned. I had my stock man say, *T asked my lead supervisor and be said be was satis* fied with my work. What I want to know U: When did I go badr That has caused us some little concent in our employee training program. Usually the supervisor has been right. We have one man who has been with us for about four years. He has turned out to be one of the best men we have; and we were going to terminate bun. He com* plained about it, sad the complaint wmt high up in the company and they gave him a bearing on it; oo Ms own. We have found out we would probably be better off to require the supervisors to caution these people. MR. KINDLE: I think yon ought to have as good a reason for letting a man go before Ma six months' period U up as yon have afterwards. Von are not being fair If yon den t MR. S. P. BEARDEN (Warren Petro leum Corporation, Tela, Oklahoma): As suming yon pick a good worfansn to begin with and he hats M one year, two years, three yean; nujW fear w leeger, and by your pettote chnrfc on ham yon find be is physicafiy todogate or fans become pbyskaffy todtgak for the job and yon hare to replace has or more him, what provisions dn yon make or what stops do you take? MR. BOGGESS: We do have that sha nnon. and fOTtimlstly to my m company, which is a rather ntd npnintfcn, where our average age right mow throughout Is 4t yean and a little ever eight months, which means a tot of the bms are in their early 50a or tala 60s on week jobs. Natur ally many of them an falling prey to various iltoesirs or various ooodltkm, which'ace dUabUng than and wiring them hawntonc for their particular jobs. Then yon came to the problem of placemeet. Because a sou 1ms always worked with a puZUng gang and has gooe up and worked the board - maybe he gets to a position where he eaa't do it may longer--' what are yon going to do? Are yon gotog to fire ham becansc he can't go oo> and coottooe to do what he has ben doing? Certainly sot I don't think any company would do that with an old man. It Is a question of replacing and redasstfytog the mu Into Mother job. We do tint cow tbmomly, and I think most other pro gressive companies an doing it. I think it is the only decent thing to do. MR. BUCKNER: Without ndottkw to pay. MR. BOGGESS: Yes. MR. UNDEUANN: I am wontkrtog how massy companies represented here to day use exit Interviews with their em ployees. Before you give the worker Us pay- dach don't yoa sit down and bare a talk with that individual sad find oat why he to taring if possible? If yen do that, yen may find out something shoot yoor owa organization yon didn't toon. This nan mSgto be wSttaff to speak quite freely, siaoe he is na longer x&liited with jour own organization. UR. KINDLE: Tint to one of one Petroleum Section 35 standard question*. We ask a ana why be b resigning, quitting, and we record that to that man's penned record if we possibly can. MR. MORGAN: When wa have a min Imre the orgamatioo, the first man he ftOta to is the safety engineer to Ms particular department--sad for several reasons. Some of them are that he has prescription goggles that he might want ta ten to or he aright want to take with tots, and some ether equipment he might want to tarn to. The safety mgtorr has a talk with Un and toys to find out why be to tearing; why be to quitting. Many time we find out woe things we dds't know. That the hoed of the departmeat talks with Mm and, if it to convenient, the personnel depuiteimt has z talk with Mm. Of crane, he has to come through the perseond department to handle various papers and get Ms last chock and be to talked to at least three times. We have found out seme things about ear owa organ!ration ooe to die field that maybe we wocJdo't hare food eat other wise. MR BOGGESS: Do yoa do a pkysical oa bus whet be is terminated? UR MORGAN: No. UR BOGGESS: Do yon, Mr. Liadw MR LINDEUANN: Na CHAIRMAN BREELAND: Our su pervisors are asked to make a job analysis --not as re ^enfinarily thiak of a job analysis, hot his indhruha! ohcervatuais of the Individual or todiridnsls oa specific jobs at intervals--and make a record of that. If the sun raises any questions about his fitness or it should not be a diffi cult job; if he has done these things be was supposed to do, to tdl him why be to being let out MR. WIEGEL: On our final payroll form we just don't say "quit" or "fired,'* There is an analysis oa that payroll form. On this business of exit interviews, we don't make a formal interview to alt cases, but la may cases we da Within the tost two years we rtdoeed a supervisor be am** of six people, who left the company. They had sot all beta talked to. Two of than had been talked ta The other four had not km, and we brought the other fonr hack to the company after they bad beat gooe for a period of time before we decided to trim the action on the super- MR MILAM: I am very interested to toon, from a safety supervisor's stand- point; ca upgrading of jobs, and training programs to natnrai gasoline and cycling pbats, whether yen make a special effort at aB when yon move a an op from see spot to another to pot fata ew with an old, qualified operator. UR BUCKNER: We pot tom on with aa old ana and toy to give Mm aO the assistance we tan to training. We grim hta training on the job ae well as an opportunity to train Un off the job, rooton} tratoieg, Saf Repair of Leaks on Pip* Lino Containing Vokrtil* Liquid* and the Reconditioning' of Loaded Pipe Lines Over-ths-Ditch (A PaaS IHimlnn) Prtndmg: D. U. Fabul, Assistant Personnel Manager, Safety and Training; Shell Pipe line Ccicp, Houston, Tex. DUausien Leader: W. F. Bows, A*latent Safety Director, Phillips Petroleum Co, BarttaviUe, Okto.. Participants: Jem B, Baixitt; Mifuitinnce Superin tended. Interstate Oil Pipe Line Co, Oxford, La Koclsv Bautrr, Safety Director, StaooUnd Pipe Line Ca, Tata, Okto. R L UatHOOX, Safety Engineer, Paw handle Eastern Pipe Lint Co, Kansas Oty.Ma Joxx Wear, Safety Engineer, Sohio Pipe Use Go, St. Louis, Mo. 36 Safe Repair of Leeks on Pipe Line Containing Volatile Liquids Max War, Division Superintendent, Gas Pipe Line Division, Magnolia Petroleum Co,, Houston, Texas. A. L. Yiatis, Assistant Maintenance Su perintendent, Phillips Petroleum Co, East St Louts, Ua CHAIRMAN BURRIS: la this discus sion w* intend to cover the three major phases of pipe line repairs, leak repairs of pipelines containing or carrying (1) erode oil, (2) finished products and gas sad, (3) the reconditioning of loaded pipe lints over-tbe-ditch. The first gentlemen who anil present Ms nonaries is Mr. Holley Bradley. His du< cession win be on leak repairs and o3 pipe lines. MR. HOLLEY BRADLEY: Since ev company does not recaaditiOQ pipe hoe over the ditch, or loaded pipe lines over' the ditch, I shall discuss ocdy the safe repair of leaks in lines containing volatile liquids. Wc have condensed this job considerably and we will move right on into the wrie repair of those leaks. Bor enepla we take every precaution that we can to prevent accidents to these leak repairs--beginning with the excavation of the line preparatory to locating the leak. If there is a lot of petroleum vapor present; or if the line contains hydrogen sulphate, we have the employees engaged la that re pair operation war approved gas masks and they will wear these mztsl aS flammable vapors and oil have bees cleared from the area. In the excavation wc hare the dirt throws hack at least two feet from the edge of the ditch or three feet fran the edge of the bell bole. Tbat provides adequate space for the employees to move around the excava tion. If the depth is more than about five feet or if it has tendency to cave-aa. we nee trench jacks to ptnau caving. If wc don't use trench jacks, wc w9 make the ditch as wide as it is deep, thereby providing a space for a man to escape in case the ditch does cave or by ----j ihorfog ncthuk we can slope the edges of the Imk to preran caving. As a praatmkn fire, we have all of the employees iunnt from their pock- ets aB matdiet, even ihoigli they mij be safety iin.bfi. cigars, tignedn. fighters. welding torch lighters, flint lighters, or any source for igniting the vspors which might be present1 We also keep internal combustion cogues a safe distance from the flimnuHe vapor* and if possible, oa the windward side of the Imk, tmtii all of these vapors and oils have been cleared from the area prepara tory to doing the repair job. Of coarse, wc would |mvc approved fire figuring equipment present on all repair jobs, some employee who is familiar with the operation of this fire fighting equipment would stand by to man that equipment in case of fire and he continues to stand by until the repair has been made in case H happens to be a permanent repair. Of coarse, for pit bole teals and collar leaks, we would make a temporary repair and then mskc the pn luanmt repair later on. Every `time a kak is reported oa one of our pipe tines, the station pumping through that line ceases to pmnp through it until temporary repair has bear made. If it is a pit bole kak or collar leak, a temporary repair is made and they resume pufnpkg operations after the temporary repair has bens completed. Before any welding would be dene at runnectSan with any repair job; the line pressure at the point of the repair job would be reduced to a mrrimm of 300 paaxis of pressure. We woold sot attempt to mtVt any pennswewt repair job oa a loaded pipe Gae witboot haring aS of tt movSog through the tine in order to keep k cool on the inside to prevent a probable boro through the tine, or to prevent it from backing, MR. JESS B. BARNETT: There are several types of leaks that require different methods to safely repair, even though the tie mid fiwlnrirnnl principles of repair are the mme. I want to call yomr totoatian to a few of them. The hrfuwmi of awking regain safely will be bcungbt eat in the disroniim tint follows. We hare pit bsler, with ran infrw stride and ontmde, and they are repaired prarticagy the same bat safety pmeolbi are dUmot m seme respoets. TW ot fane oaQar lodes and there are throe types e tfcoaft. The amQ ones don't take madi to repair and mo not very dntcnM. Petroleum Section 37 The most serious cellar kak is that which may he spraying gases ht the air caused by a jumped thread tod, abw and then a thread wtil putt completely cot of a code, This woeda be as a Hoe break. It is more serious sod more banxdoas k repairing. In the eld style type of vreB pipe of wfckh there k mock still ta the grotmd, you bare split joint*. Yon may bare a one-inch or a four-foot split. Tbe newer type of seamed tubing some times bare breaks and credo k tbe pipe or a read bole k tbe weld. All of these leak* cm be mfcfy repaired providing tbe proper tools, material and eqdpoeot are available ad the men dong the job know thrir boai- aesa. Tbe recewBrionfag of pipe Ikes over the ditch is one of tbe most baxardens jobs tbe pipe Ike mas is ever required to do. Tbe. different phases of raeeediBooing pipe Sacs over tbe sfitd* that you may be ifitnrstrrt k tbat we will dbcoss are strip ping, raising, caning; turning; lowering red the pressure os the tiae, while welding. We don't hesitate to weld on 450 pounds of pressure. CHAIRMAN BURRIS: We aB teceg- ntse in a great many mstanevn the safety problems are exactly the same re- gardipss of type of Ike that we are repair- tag, bat in mnay important respects it varies greatly, depending upon what you are pumping through that Ike. Mr. A. L Ycstc* wifi tafie to you very briefly en that subject, MR. A. U YEATE5: To begin my tsBc. I am goteg to assume there Is a Imk at a time when the pipe line is carrying tats* ral g--**n--^ I wifi say it is IB-pcmd vapor pressure natural gasoline and the leak is sear a rnak thoroughfare. Tbe leak baa already been reported and we are called ia to make the repair. Tbe first thing the fore man wifl da is approach tbe kak on foot and leave hit squipmuit far aoogk away sa tint k weald be eat of any dmgaroa* vapor area. The saeoad tint be weald probably do woold be to dcSwmka the flirrrtito si the wind to see whkfc waqr fit vapors would be blowing if there were any vapors praams. Than Ac dried tiaag be wwrid da--and I qmmn woeId be to ibnrrs the i area to sea bow far out this gasoline had spread so aa placing his men and equipment they would be aa safe as possible. Then wc would probably bring out a couple of fire extinguishers and set them about 25 feet from the bell bole where be was going to make hlj excavation. He would then move bis equipment and trucks asd so forth to a location where he was positive they couldn't be included h the vapor area. Then, be woold, no doubt, use spark proof shovels sad picks, if necessary, and would 'make the excavation. If the soil permitted, be would cut steps ia the side to allow the mas to get out. Being near a highway, be would station a couple of men along tfc* read to keep the, traffic moving through- If anybody attempted to stop be woold insist that they keep storing We would not want spectators on a job of that Idad. As be proceeded with the job, if it hap pened to be oa solid rock or something of that aaiure, be would strip back far enough so be ooold, if possible, lift the line and place the saddle ia position while the line was k operation. We do sot shut down tbe line antes* we have to. If tbe pressure is too great and we cannot saddle it with the line pressure en k, wc do reqocat a shutdown bet we try to do It witboot tbat We make a temporary repair, saddle tbe kak, and some time later make the perma nent repair. Bring near a highway, we fence tbe lomtioa. face tbe Sell hole, and place "Inflammable" signs around it, and on both sides slow the highway. Of course, we get rid of allliquid gasoline. Tbe fasc iae is puasficij out with a one-armed johnny or seme other method. We leave it like that anti! tbe bole is cleaned up by tbe son, rak, and so forth, mid then cocnc bade awl weld tbe saddle on at a later date. It ia impart*Lit when patting oa the sad dle to inspect tbe pipe very carefully for fits dme to tbe Ink pit. If yea got the edge over a thm spot k tbe pipe and tbe --Uw went to weld it on, be might burn MX. JOHN WEST: I woold like to ililfj aoSfiae tbe experience we have bad. Farm af aB. we bad a good many accidents where moa get very seriously burned be- eanre efl improper proextiares and equipment 38 S*ft Rcfdr o] l**ks am Pi}* Urn* Centuhung VoUHU liquids bang *s*d oa d So wi these coodi be done was so actly bow The manual these tnirn al mi te s 10 perform a raram te a chsdfcL a tote timuwmi only weeemmy S* mm te traitor know they bora dm a able al afl HMt. Wc held a irhs ! headqrartg* kri aff te te ' welders and track 4mm m as tar a week radahteftograrttetete*ra- adura ad aenalf dm arafc-np eg the wriow loads mi mA sad gramme operatint the kt hgfear oratoracac. After g> dwtog the beat of the dmy blew eat the pads and sprayed product* aX over the adfie. Be wtfl sever get eat of bed Wc totem rara fiewssffis Ufig cutor and we dw use safety wefl cap Kfa Im at to wriai topes fine toipdia'. Tfc* i m raft way of putttog the fiae toratoar aid wo we water ilghrmrto also etaiwr paraitli. Zc is wac too practical la aat cnees, he where it is poniMr we imam tec. Of covrsc, k tfimfratn al of and kfl the ne operadoa ee craw. We b get satxsrl pmmprag an iM in aw hoar bat internettonj pt and and they started puwipTng is 30 aisM^toieihr As a mdt, they bad arauod to every toes*ton that wc lai We bad every aaa a ear pytotiW go thmegb that sane school for a dqr rad a half, so there would he a cxoaKs for the nee net knowing what procedures were sngpoced to be used, Now when they cam to repair a leak, the first thing a foreman doe* is set up te area for working, la general, the working area is shoot 130 to 300 feet m diameter, depending upoa the conditions in that area. Only men who are doing work are allowed in ** area. No automotive equipment la allowed in the area until it has been decfairod free of vapors. The reason we did that was because we had seven am very seriously burned because of a flash fire that was started when a tank trade which was pulling out with the products from the hell hole faedefired and set off a Sash. Wc, of course, have the fire extinguishers dismounted and manned. We have set up a procedure for using what is called a muller, a plugging machine, to plug off any lines which have to be repaired. They have to plug the line with a plug ging machine and set to a vajJor pack and apply the proper vents. We also had a very serious accident where the nwid pads was placed in the line and no vent was placed back of the mud pack. The pressure built CHAIRMAN BURRIS: Would yew wont to mice a little tec ase to ducats yew owrtin Jifi:h raeandfctoteng? MR. JOHN WEST: Wc do very little of the ovcr-te-dkdi rseeafitSoobg We specify tet there wffl be ao welding oa prt bole* which arc m ctrtoio depth. That will depend open the slac of the pipe. If k U over a teeth of aw inch, for instance, in depth, they cannot wekS oa it la not cam where It Is very corrosive k the gen eral area we try So concrete the whole line rater das to try to patch k op. Anything that U over the uwxtouaa for wtldfag must he patched. MR. R. L. UATHESON: We keep fire f itirrniJuri available and cnurgtacy kits available tint eowtala al of the aeewsary equipment to repair a leak. Thoa wc take no dunce of getting put no the job without seme necessary part of ear safety equip ment. Moat repairs <m gas pipe lines are of the penasneat rather than temporary nature since we don't have the Squid products to contend with. Wc vest the get to the air, put a sleeve or patch oa the One, and at the sane tec, put a vent oa that patch aod ran the vent pip* up above the ditch. Be fore wc start the repair, especially the weld ing ow the tine, we of conns, light the gu af the top of the (fitch. frhsfnoi Jnrtfra 39 We use a vfcfydwwp asawroracU- complete break that would bare bees very kg operates a* pssahic. Thk i* a harry Iragcrate, We hoe welded that with 600- cite k rad Jte to wmted ra* fcdrao Itow MX. MAX W**T; t test a So* so Trara fit teg sad k to wte gam * See. istotteteow Ear tee swwoo. we bora to go 10 ratrwnrfy hgh ................... m Murat 0i te we dehydrate te gm As te prusme drops, we go tote a terser Bee te tohetare of tee voteae of gaa It to dry and tned eridh for tel. When we start oat, etpdwn initial premora of 1000 pomA, three lo owe, and have extra heavy pipe. As we go dow* the One, sre caa go to lighter weight pipe be came of pressure drop and not having any boorter stations. About the lowest sre get te te termtoek is around 200 pounds. We hold around 300 to 400 posed* and we fcave quite a restore of gas when they hit toa with Thto line was built to '41, so it to a fetofy aew tee and of good Med, to one ana sre <Sd base a hot spot or cerroaoa and within 600 fate sre pot on SS half soles or patches cm pits which bad not quite broken through the side. They srcrc about the sue of a half dollar or a dollar and tone shaped. Wc had toed out bade la te mriy Wi that It srag very safe to arc wM oa good pipe of thto fctote. NatanBy, sre took the precaution that the other speakers have explained for safety ta Tprnarbing the teaks. la one place sre bad one teg sre srcrc especially coueerucd about. Tin leak eras about four fact long, about as wide as yam* hand, and a qaadtr of the way through the wall of the pipe. It started oa cue mc and wished arosmd to the other side. That would have caused a On another oeaww we had a bulldozer ptohg on te tern It to a' wonder it Ktot hum born up before be ever got off Us toBtoatr. It so huppmtd that he jmnfed and cat off bto meter. It happened te be a Dteef and wo had ta drain a 13atee iirtfia We brae pie sates every 10 miles, and we era btotto to f every 20 miles. Therefora, we brae to rat down te refinery for fate rad tel gw sdt It eraser quite a bk mi hudto At another place where te gumraKxii ms ewandh* a anal a bwSdoser got on te fine and earned a E-loch split la the raid. We raed a repair sleeve with a vent and a 3 mrh vat to tabs care of it Ora of the mm was in the bell hole repairing te. We take cvmy pcerwQioa insofar as te man are amici awi. As hr a* I baosr, that to the only type of 14-end It inch Una without a booster station. We save te cost of beading and mstortlatog a booster station, making it a gas man's dream ten Yon just have one coitoaw--that is, the refinery, and you draft have any ssaafl pressure taps oa the outride to ffm pressure pomta. We have five pressure points rad the dispatchers check automatically every hour. The maturity of the tone the refinery is hltriag heavy every thirty auastea. Wc use meters at 50 points and have three sets of dhjutchru. Ora to for each end, and ooe for the sakbffe. They are to contact with radi ether eanttodoosly and these meters are to most daogcrota placer. Wc era go bade SO miles and tall the pressure at any point at any tine. If wc have a took or lots of pressure; we era discover it at once and go out and check into it Pbcusriow . MR. A. ROSS ROMMEL (Humble Oil Jc Refining Ca, .Houston, Texas]: I have a skusrion where there to a tong field aad wo handle from a weB, or a serifs of wells. I think the pressure probably would average around 4,509 poaodx, and, os some rareliras, you have to install flange spools to tie to a lateral from other distillate weOs. The type of pipe yott use is raymbac from ZO. %x. z*. 40 Safe Repair of teaks on Pipe tine Containing Volatile Liquids three-quarters of an loch to ooe 10dt thick (hydraulic), sad it is not possible to make a cold cut on the line. 1 would like to gtt the opinion of tins pood as to what might be the experience ia handling similar situa tions. We cot a section out of the Him and put in a sped and then tie ta a lateral to it, and, of course, that ia connected up to other wells ia the system under extremely MR. ROMMEL: Will it tap pipe as heavy as ours satisfactorily--up to about 12 inches, or up to about a 12-inch combi nation flange? MR. BRADLEY: I wouldn't use the flange if 1 were to do that. I would use a special damp for damping oa the cooaeedoa for tying ta the other tiact. I pre sume you will use a welded line. high pressure. CHAIRMAN BURRIS: It U a little bit out of the ordinary. Has anybody here got MR. ROMMEL: Yet. UR. BRADLEY: That Is what I would do, t suppose you mea are familiar with any ideas? the P. aad H. tapping machine. MR. BARNETT: I would like to ask MR. ROMMEL: Yea, I am faaulUr with what the test presume of the pipe is. the priA, bat we have not tried it oa MR- ROMMEL: The test pressure would be 10.000 ponnds. MR. BARNETT: Do you cootemplate putting in this uwauction without cutting the line? MR. ROMMEL: No, I will tdl you what we are dome, as I ewt to get the opinions of other people. Yon hare a line anywhere from two to three miles loog, coming off individual lines into the gas plant We have b~*t> M--Cng the line down to slightly above atmospheric pressure and cutting out the of the desired rise. When we do that we have little flame involved if the pressure is shove atmospheric. We make a hot tap and tic a vent into the Use where that <~*r be Ignited, to relieve pressure. You cannot cut it with a cutting toot MR. BARNETT: I have not had any experience la gasoline lines. MR. BRADLEY: I would suggest that you use a P. and H. tapping machine which is invented and patented by our company. that line. We have been more or less fol lowing the general practice that ts used on long gas Bm. UR. BRADLEY: It certainly is a tough problem. MR. ROMMEL: It has concerned us a little bit, bat so far we have been fortunate. MR: BRADLEY: 1 would like to know about mjthisc 3*** develop later os be* we bate the sense problen. The de vice I tnrinnnf before Is called a Raulsos and H03 tipping --wfcfaw and we also tap our tanks as tying m adjacat lines. MR. ROMMEL: Yew have given ate a good lead. CHAIRMAN BURRIS: Is there any thing else? MR. HARRY M. WILLIAMS (Texas Eastern Transportation Cor*, Norris Gty, IH.J; Has anyone here fend any experience ta ariag the asbestos suit either for equipping welders or reacts* am around either a natural gas or products break? If MR. ROMMEL: How big a hide would it tap? MR. BRADLEY: Just about any size of hole you would want We tap boles ia our lines---in our 16 inch tines--big enough to rua 40,000 barrels to 60,000 barrels a day through. You can tap the line .under any amount of pressure. You could tap it under full pressure If you wanted to and that would be my suggestion for tying In your lines as long at you do not have to nm a scraper from the wells which you are tying into this other line If you don't have to run any object through then like a scraper or bulldozer-- it would be my suggestion to use this tap ping machine. you haw, I woold like to know what ex perience you have had. One mea told about having an experience where the suit itself filled with vapors and when the fire broke out the was burned worse than the race who were not equipped with asbestos suits. The asbestos suit actually became a blanket. We are equipping the crew with asbestos suits, and l was just wondering if anybody could give me information oa asbestos suits. MR. BARNETT: We have used asbestos suits in bell bole repairs and gas vapors are not too strong. We do it hi case of a flash and we have never bad any experience with them accumulating gat. MR. WILLIAMS: Before this seddent occur:* .. the man bad been woritiog ia a Petroleum Section 41 streaifi of gas. It was sot a high pressure Uroam, but just a good steady Sow from a large diameter pipe aad apparently in mov ing around, there was an opening ia the tuit so that vapors got inside aad when they dashed he was severely burned. MR. R E. BUCKNER fHtanfele OB fc Kcftnmg Ca, Houston, Texasj I have a suggestion that has occurred to me on the fire blanket or asbestos suit, we should have Mine sort of inert gas that would go other in the blanket or in the suit tike nitrogen or carbon dioxide In that case there wouldn't be any flame mude because the aStregts or carbon dioxide would extinguish it Yen have a blanket you can roB op in, but what yea roll op in a blanket and begin to press that fire to the slda, it is pretty hot, and I imagine a suit woold bo the same. CHAIRMAN BURRIS: We bad the same experience with an asbestos suit. Hmt sounds like it aright be a solution to it. We dtscontinoed the use of the scats after we got a mna pretty Mr fawned. MR. BRADLEY: Had you considered how Wdy the man weall hove bean burned if be tod net had the seat on? CHAIRMAN BURRIS: This was a rather uuunol case. We were preparing to do seme welding and wefe finning a tank. The gad was to blow through an system for air dreutotieo, and we thought we coefc get by until it Bat there vru enough gasoline in the writ so Ignite wbca he struck an sue. MR. BUCKNER: In the product line. yen will fled a considerable ana where yeo cadd use the spark proof toot They are net ipuxk-proof--they may be esBtd sparkproof, but, nevertbdess, when they strike certain objects in the giumd you may have a spark. We haven't bad any Sash. It prob ably was not the right mixture. MR. J. FRANK SCOTT (Southern Ystaral Gas Go.): When we find an area frozen wc use water in additiou to our park-proof tools and as we go down we hsep the area saturated with water. Is cer- ` i sections of Alabama, two Aims will hit together so we Imep the area thor- seghly saturated with water. It win take anny barrels of water If yon `arc out in some isolated area and we have not had any trouble. We still use the spark*proof tools. CHAIRMAN BURRIS: Having used the water, do you think you will have appre ciable hazard using steel tools? MR. SCOTT: No, I don't think you would with the area saturated with water, I m act too concerned over using sled. I believe the water would keep the spark that might drop tram a steel tool to a mlnimwn intensity that would not flash the gas anyway, as you have to have a certain degree* of beat with the spark. MR. BRADLEY: Did you have trouble before you started,using this water? Had you had flashes. MR. SCOTT: Wc had one flash. MR, BRADLEY: You had one flash, too, didn't you? CHAIRMAN BURRIS: Yes. MR. BRADLEY: I was wondering if the extrane tow temperature didn't reduce the flammable product below the ignition point and that was the reason I asked the question. MR. SCOTT: In this particular instance, we had a flash when we were excavating aad the bell hole with the tine under preseere, MR. BRADLEY: Thar way you had the vapors that were sot below the ignition pome. MR. YEATES: Which one of the sparkproof tools were you using? MR SCOTT: Pick. MR YEATES: We had a fir* started the same way with the berillium pick. MR SCOTT: I am not thoroughly sold oo these tools, herrnse I was on a job where we were using a copper sledge oo the pick aad you could see sparks. 1 am beginning to doubt tf there is say stsch thing as a sparic-proof took MR JOHN WEST: There is a lot of literature on that now, both for aad against the spark-proof tools, aad some fed just about them tike they do about a drag chain on the back of a tank truck, MR SCOTT: I will go along with the spark-proof lode MR JOHN WEST: You were saying yoa used water to wet down the area, but let's asnxac the ground Is frozen. You must have some freezing weather. Isn't it extronely difficult to use water? In. other words, doesn't getting the water around just add to your troubles? 42 Safe Repair of Leaks on Ptp* Lint Containing Volatile Liquids MR. SCOTT: No, we have never had safety type nipple and then me yoer tap. any trouble with freezing' Heather. We have ping machine, tapping through a" gale valve. had frozen areal from escaping gas and When you take your machine over ye* the temperature up to 40 or SO degrees dose the valve and (hat way yew control above freezinr. it. We always put the vests lade far MR. JOHN WEST: I wa thinking about where you have freezing weather. MR. SCOTT: We haven't run into that during freezing weather. If you had tem peratures down to 10 or 22 above, naturally the water would freeze more quickly. MR. SCOTT: Mr. Bradley made a state ment I would like to ask about In your opening remarks, you made the statement that after you dear a given area around a leak of flammable vapors, you sent the welder in. How do you determine when the are* is clear? MR. BRADLEY: We have explosive mixture meters in each area. However, we don't use them extensively. We fust go on the theory that as long as none of the enough so tint if we had a kak there g would not be in the vapor arm. We never fust knock a Me In Aft prp& We always Up it, use a safety nipple aad a gate valve so that in case something does go wrong, we have control uver it. In that ; way we don't just have an open hale Aar j tliat nobody can plug up. i MR. YEATES: We put the mad plug n ! the very last thing and aa soon as that is | wc know it is dear ot vapors and the ' welder can go ahead and weld. MR. McCRACKEN: Do you keep a safety line on your welder? MR. YEATES: No. bet I think it k a good Idea. Wc have thought about arise one tohdp him out of the befl hole. vapors are discernible, when we start we MR. McCRACKEN Do you let his helper are safe. By the rime we get through stzv down m there? clearing the oil out, we would certainly have the vapors cleared away unless It would happen to tie in the bottom of the bell hole and tine usually is clear. MR. YEATES: Wc don't unless the helper has to hold something up in place. We don't let anybody stay (hem; but the i welder. In all of my experience I have never MR. BARNETT: I might add a littk sera a bell hole flash where we were testing bit to tliat venting. We sometimes cut a to see if vapors were there, that is if we hole in St especially where they want te were cleared. vent it where there la oil. We then weU MR. BARNETT: I would like to add a a cottar on a patch and tap throogh the little to that, tn some cues we have had * patch and gasket. Wc poc that on wrdt oif heats and the grounds crack down sev damps. Thee we take the damp off after eral feet and in those areas we have had we get through sad if there ta no pressure to dig a larger hole around the bell hole on the line we put on a solid patch, welding itself and let this oil seep into that hale. We if the oil Is all right. had to keep <t cleaned up and put fresh dirt MR. JOHN WEST: Why do you do k inside the hell hole before we could do anything with it because it just kept seep ing out of the ground. MR. BARNETT: In one case we had a leak in the same kind of grotxtd and six weeks later it was still burning ut the ground in those cracks. There was no oil on top of the ground. Mr. E. M. McCRACKEN ISbdl Pipe Line Corp,, Houston, Texas]: When you get that mud plug in the line, you were talking about building up pressure. How do that way? MR. BARNETT: tn esse there U any vapor around the area that we warn to tip through. MR. JOHN WEST: Why don't you ]tw use a nipple? Why pot the saddle on first? UR. BARNETT: Wc put the mddte o* and the nipple In the saddle to keep Crow having to use a welding torch In that arca- MR ROMMEL: Do you use that is ceoneetion with the mud plug; too ? you add tint line? MR. JOHN WEST: That is right Wr MR. JOHN WEST: We always tap if with a tapping machine, either with a Whitclv or Midler. First we wdd aa a always use the fond plug* If you ban a grade aa one nr both sides of the place you are going to cat yon cannot be zbte- Petroleum Section 4$ lutdy positive (hat the tine has completely drained. X doo't understand how you can ever be positive of It if there are any hills and valleys between the place you arc going ta one and your highest point: You wilt always get some of the product held up by air Every now and then the mr perW.ii will let go and allow a slog of pjoCnc or erode oil or whatever yon hare ia the tine to ran down. We have had that happen. Wc have no sooner placed our mod ping sad here comes a Mg gob and ywhe* the mud plug out. We make star by putting a robber plug in the line, which t* supposed to hold up to ISO pounds. Wie found'if yta* get over 10Q pounds tbg plug wifi start leaking little. So we never drpexf upon there for over 100 pounds, and they ait it down tn 50 or 0 pounds, MR. ROMMEL: Bet yon do vent-- MR. JOHN WEST; We also hare the uot between the rubber ping and the vapor plug A man is stationed to gtngr at aS times. He can tell iawmSudy if the thing kts loose and If there is any seepage that MR. JOHN U, BARKER (HwnHe OS Refiling G*u, Trier. Texas]: We art compantrrtiy new an the operation of Ac gasoline Sam, at we had one expo-low* that I weald Be to fid owe iboat. f nan ' r 7 k Is & The in. ------- -- throagfi <m fiats and got the i .._________ trap. at pwtkd k wm and W three itnin> of florae. I imagine the nance was mo rich ta ignite or we would have had a good fire. Same UeU time wc bare been mh rating or turning a itmw of water ea rim vapor ta the trap poor la pwBmg it ooL We bevc not bad the Sash we had (hat first time. Is that cannon? Have yoa had aar experiences Eke riot? MR. YEATES: Yes. You might try grounding R. Yoa Bright have had a static elertridty spark at the time: Is that what you thought? MR. PARKER: Yea. MR. YEATES: We Just readied la and pulled there out. It is grounded there. Do you have a rectifier or transformer attached to the tine any place? MR. PARKER: I don't think so. Mr. Rommel, do you know? sy an on me une. MR, YEATES: It might be grounded and they could also insulate the trapper off MR, BRADLEY: You thought definitely R was static Spsxk. MR. PARKER: No. wc didn't know. MR BRADLEY: How was it bring re* movedTM.by force. MR PARKER: Wc just came in and gtabbed on to the hale and jerked it out MR JOHN WEST: What kind are you MR PARKER: I don't know. MR BARNETT: Is the scraper trap larger? MR PARKER; Ye*. MR BRADLEY: Had the line contained inm mJpfcsde that was m your sulphur trap* thee bod been rtmo.ed from the walls of the tow? MR PARKER: We got a lot of matter oot of there, aod f don't know what it was. MR McCRACKEN: Oufat yoa say it was a ggsriher Sac? MR PARKER: Yes, H was a gasoline MR ROMMEL: E think there was an Jcr*mkdM of m3 sole For this we use a re-tdir type of scraper aod the purpose of dm imgtr U to remove this mill scale. The Bar Ss afceoc 209 auks long aod mill scale cwU hm acammlatcd oa the outer rifamftrcarv of the scraper itself. When --* --*. k jwst grated zpiut that steel * a flame resulted from the _____________ I eowkact. MR YEATES: Does your scraper fit time tight? MR ROMMEL: Yes. I think the aceunutation of m3 scale got cot and that hay* expands inside of the perforated openings te the *i"*"*' CHAIRMAN BURRIS: Doe* anybod rise have something to add? MR H. D. SOLSBERY (Shell Pipe Lis C5- Cashing. Okla.]: In speaking c these sprayg, yon mentioned putting clamp on. Wc have the MSA Blower type c mask sod some of the boys claim in work tag ha these befl boles the fumes get feuid of rite mask through the exhalation vilvt T was wondering if anyone else had ha aa. z+, 44 Safe Repair of Leaks on Pipe Line Conlebant Volatile Liquids simitar experience. The fare piece fits per* iectiy, but still the fumes in the spray get inside the face piece. MR. BARNETT: We use that type of mask but have had no cempUuots. MR. JOHN WEST: We have had com plaints when the man is moving around. MR. BRADLEY: They have the new type of valves now made of neoprene which tiie oil and petroleum vapors won't affect. On the cannister type of mask it was foend that the wails of the valves had become thick and the valve was not functioning as it should function. We changed to the neoprene type of valve sutd got away from it. On the blower type of mask the only trouble we had was that the guy operating the blower would get a little lazy and would MR. SKIPTON: Suppose you hid a butane ttne or something like that, would you operate normally? Where you operate normally about 809 pounds, MR. BARNETT: If you had high pres sure pipe, I think you would he reasorably safe m welding on a line 150 pounds lower than your working pressure. 1 would reduce the pressure if it was top safe working pressure for the tine. MR. DON ATTAWAY [Arkansas Fad Oil Co, Shreveport; La.): What preparing gas lines over-the-ditch with pressure them, have any of you had any experience with a Unc with m number of easterners m it, aad you don't want to cot off the supply of gas to them? MR. MATHESON: We lave a triple not pump enough air. They should build up enough pressure inside of the mask in order to have some coming out continuously. MR. SOLSBERY: I was wondering if it was blown in that opening. MR. ATTAWAY: If it U at all possible, isn't it the intelligent thaog to cut .the line completely pad split the flow the other way? Isn't t|at the right way to do it? The reason I say that is because wc got smart and MR. BRADLEY; If it did you coukkrt were Just going to'reduce the pressure and get vapors through. wc killed two men, and pot four ia the MR. SOLSBERY: Thcrfe might have Tinejifttl been a slap in pumping. MR. MATHESON: Ovcr-tbe-ditdt re- CHAIRMAN BURRIS: We nearly W a man m hydrogen sulphide. The nub lad certainly been checked very carefully before being used because we were very well aware of the extreme hazard. In mov ing around apparently he must have bulged the side of the face piece a bit yet they were pumping all of the time There were rnmffriwiinc ia something w* have sever dona. UR. ATTAWAY: We just UHcd two mat amt pot four ia the hospital, sod I sxr , that the thing to do is to get the pressure completely down and fire Ft Iron another fine. MR. BARNETT: That would be *8 two men and one inhaled enough, hydrogen right ia the gas business Jbut in the oil bun- sulphide to collapse. ness k to Irapfii m that between 1932 and There have not been any questions above 191ft wc raeeeditioned hundreds of miles of the ditch reconditioning. jape fines and have bad seven no lost* MR. JAMES SKIPTON IZurich Insur ance Co., Houston, Texas]: What is the standard practice in reconditioning a line above the ditch when you are uncovering, say. 30 or.*40 miles, and you are going to rime injuries m doing that work and only one from barns. MR. ATTAWAY: I*t h a fact that * your working pressure is considerably lower than what wc have m gas distribution? do that work under pressure. What reduc MR. BARNETT: Ow lines would stand tion in pressure do you operate S*c line at? 650 pemads and wc na 450. I don't know MR. BARNETT;. Thar would depend upon the pressure you are naming. Our what your fine pressure is. MR. JOHN WEST: We operate on JjOW system is 1909 up to 2200 pounds. We don't pounds and reduce them down to 250--fte hesitate to weld on 450 pounds or on the higher than that. It seems to me you hare lower end of the system without redoc- an entirely different problem with gas than lion in pressure. In certain cases we have worked on pressures up to 500. Up to a few years ago we welded on 650 pounds crude oil and gasoline because you cannot da anything to hurt anybody if yon break through a line to gasoline and crude oil ex which was top for that type of line. cept to get a strom of fire. I have seen Petroleum Section 45 that happen a couple of times while the man k doing it- Wc here a man stud by with a fire extinguisher aad put thf fire out aad pit a clamp os and weld around, but, of course, that m*t steadied practice as far as c are cooctnxiL Whit I am pointing cut is crude e3 and gasoline lines can't petsibly hart anybody unless you fail to use the Decenary safety practices. MR. ATTAWAY: We have had the fame experience on gasoline lines. We at tempt to do the same thing you arc talking about og gasoline line preawtre, and wc got some men burned doing that. Since then we have-absolutely gotten away from try ing .to attempt-gr repairs under pressure. We made a hard and fast rule not to make any repairs under pressure because we have had too many unfortunate experiences. CHAIRMAN BURRIS: I want to thank all of you gentlemen for your attendance and cooperation. E Zf. XX. Z+. Officers of the PETROLEUM SECTION NATIONAL SAFETY COUNCIL lf4g-4t Gtnerol Chairmen--X). A. KLEMME, Stanolind Ofl & Gas Company, Talaa, Oidi. Secretory--F. G. WILSON, American Petroleum Institute, Wubwttea D. C. Chairman Research Committee--\V. L KENT. Magnoha Petroleum Company, Dallas, Tex. CMIrwin AtSontie Division--WALTER BOON, Sun Oil Company, Marcus Hook, Pa. CftanMun Guff Coast Division--JAMES ELLENDER, The Toot Company, Port Arthur, Te*. Chairman Great Lakes Division--'F. J. SLUZE, Ashland Oil am! Refining Company, Ash land, Ky. Chairman Mid-Caniineni Dfeuto*--DON M. REDFOOT, Stanolind Pipe Line Company, Tnfan, OUa. Vice-Chairman For Production--C D, ATTAWAY, Arkansas Fad Oil Caopwir, Sbrcrtport. La. Chmruat Focifc Coast Division--FRED RUSSELL, Standard 03 Company (California), Iji Hahn, Cafif. I'iee-Chairman For Marketing--W. O. WILSON, Standard Oil Cff? (la&u), Chi cago, 111. Vice-Chairmen For Pipe Line*--D. M. FARRELL, Shell Pipe Lane Ceitpoa&ca. Haustae, Tex. I Fice-Ckainnan For Memtfaetxring--RAY A. RANDELS, Shell 03 Cwnpony, Inc, Wood River, IlL ' Vice-Chairmen For Exploration& Drilling--J. DOYLE SETTLE, American AnocutM I Fast General Chairmen--W. I. KENT. Magnolia Petroktan Company, Dallas, Tex.; J. HOWARD MYERS. The AHantic Refimag Co.; JOHN C ASKAM, The Ohio 03 Co.; R. W. BLACK, Standard 03 Company of New Jersey; H. W. BOGGESS, SmeSsir Prairie 03 Co.; ROY S. BONSIB, Standard Oil Co. (N. J.) ; A. W. BREE LAND. Lome Star Gas Co.; J. H. BROWN. Tide Water Associated Oil Co.; R. E. DONOVAN, Stsadud 03 Co. (California); C L. HIGHTOWER, United Gas Pipe Line Co.; H, T. MARKF.F, Phillips Petroleum Co.; F. R. McLEAN, White Star Dm, Socooy-Vaeotan Oil Co, lac.; CHAS. A. MILLER. The Texas Co.; J. L. RISIKGER, Socony-Vacuuro Oil Co, Inc; R. 8. ROAFER. Humble Oil and Refining of Oilwcll Drilling Contractors, Dallas, Tex. ' jVm'j Letter Editor--D. G. BURRILL, Socooy-Vacuum 03 Company, Inc, Kansu 1 City, Mo. * Assistant News Letter Editor--CHARLES L BARRETT, Golf 03 Corporation, Tala I Okie- * I Ckainnan Contest aid Statistical Committee--J. WILLARD LORD, The Atlantic Re-1 fining Company, Philadelphia, Pa. ' Staff Rtprtrt R, G. BENSON. Natiocoi Safety CeaadL Chicago, 11L [Oa October 20; 1948; the Petroleum Section met at a hsoebcoo meeting to honor Roy S. Bonrih Standard 03 Co. (New Jersey). Roy was the first General Chairman of the Petroleum Sectioa and since the inceptionof Hus group he has kae his ceaseless and mtiring efforts to th promotion of safety and the establishment of proper relations be tween the 03 Industry and the NationalSafety ComdL The gift presented at thi hochwet, indicates, in only a small way, the high esteem that his fellow petroleum safety engineers hold for Roy Bornib for his more than 25 years of active participation in the Petroleum Section Executive Committee.] JChairman Engineering Committee--J. B. GEORGE, The California Cempaaj-, New Orleans, La. Ckain*m Hte/lk Cem*,ittie--DR. E. B. REEVE, SumSud Ofl C*mr~xi (InSua).| Chicago. IU. Chairman Data Sheet Committee--C. B. SIVANNER UiiDofia Pttrolctn Cowpsnj, I Dallas, Tex. I Chairman Off-The-Job Safety Committee--"ROY S. BONSIB, Standard Oil Company I (New Jersey), New York, N. Y. I Chairman Visual Education Committee--R, E. DISKMAN, Hunt Oil Company, Shrevr-1 port. La- * 46 47 . zt. tlx. z+. OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volume*. Here is the list: TITLE VOLUME Np. Annual Meeting, Banquet; Women** Activities, lodes to all Volume* and Exhibitors.... 1 American Society of Safety Engineers sad Sdbjtet Seam.......................... 2 Aircraft Manufacturing Section............................................................................................. 3 Air Transport Section......................................................................................................................................... 4 Automotive and Machine Shop Section............................. J Cement and Quarry Section.................................................................... 4 Chanicil Section .................................................................................................................................. ? Coal Mining Section................................................................................................................... t Cesncrdai Vehicle ------ -----------------------------------------------------------------------------........ Construction Section ................................................................................................................................. 19 Electrical Equipment Section.................................................................................. 11 Food Section.............................................................................................................................................................* ^ Class and Gemmas Sacboa.................................................U Industrial Karting Section,..................................l< Marine Section ....................................................................................................................... 15 Meat Packing. Tanning and Leather Industries Section.....................................................................14 Metals Section .........................................................................................................................................................1? Mining Section................................................................................................................................................... 18 Petroleum Section ............ 1? Power Press Section.............,..................................................................................................................... 29 Printing and Ptilirfi'm Scetien.............................................................................. 21 Public Emptujees Safety Committee................................................................. 22 Public Utilities Secaian...................................................................................... 21 Pulp and Paper Sartka ..................... 24 Railroad Section ....................................................... A ....................................................... 25 Rubber Section ............................................................................................................................. ..................... 24 Textile Section ................................................................................................................................... 27 Traffic Section ................................................................................................................................................ 28 Transit Section .......................................................................................................................................................29 Wood Products Section,........................................................................................................................ 59 Farm Safety ...............................................................................................................................................................31 Home Safety ............................................................................................ 32 School and College Sessions.............................................................................................................................. 33 The Human Side of Safety (Earfy Morning Session#}.......,........................ 34 1PRICES OP EXTRA COPIES OP IMMV MUU VOUMT TO MEMBERS VOLUME J is 9 copies SIZE Bar* Loss than 24 pages-- JO25 24 to 4# page* JO 49 to 96 pager -40 Over 96 page*-- .60 10 H99copies Each JB2D 25 .55 JtCufH espies Book |td$ -38 J8 -58 1000*r more Each $025 .20 JO -50 Complete set of Transaction* (34 votmacs)--J&09 ffON-MEUBER price* arc double member priec* np inlmnn 2S, 31, 33 and 33. MATIOMAL SAFffTT COUNCIL 28 N. WACBB MVI CWCtilO L IU. 45 it**- tts -vw Currant Safety Topics in POWER PRESS OPERATIONS As is Mm I Setsfeu nf Hw Ptwir Prats Seeffnn d>HN*HfMlSMyCerMt Human Factor as a Causa nf Injury................................. .. 3 Guarding Problem* as Injury Causa., ................................. 4 Faulty Maintenance and Impaction a* injury Causa........ 7 Specific Training of Set-op Mart........ .............. ................... 8 Specific Training of Punch Pies* Operator ....................... 10 Ycfmc 20 zo. \. . ZJ. 1. i 7.x/' Vr.-'- z+. i ! t 'Tfecv... In safety, as in all other human activities, the question is repeated!? asked. "What's new?" Many answers to that question arc given every year by those who participate in the various sessions of the Nariomf Safety Congrrjr, Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. ' Because of this fact, safety directors throughout the nation lave always found the Transaction* of the Congress a valuable tool in tltdr accident prevattian programs. Publication of the Transaction* in small vokunet--one for cadi Section or Driision--penuats wide distribution of pertioart portion* of tbc Congress material to nonagement and supervisory personnel at small cost. The 34 icilun of the 194# Congress "franoctioru arc listed on die last page. Distribution of these volumes to key personnel is raggvttmf a* a valuable aid in the safety program. In preparing these Transactions the proceeding* of the Congress lave been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available in National Safety Coondt files. Views expensed it tbc Congress or in thir record are those of the Congress participants, and not necessarily those of the National Safety Comsat THE POWER PRESS SECTIOH This volume is a record of the sniism held at tbc .194# National Safety Congress by the Power Press Section. The eoodoct of these Congress session* each year U only* one of Ac many cooperative activities which the Power Pres* Section carries on m behalf of Its members, and for the benefit of acedad prevention work In power press operations generally. The Section gives gtodwtee fit tit* preparation of a great variety of technical and edootioaal material useful in Ac day-to-day' safety program of plate openting power presses. Tbc activities of the Section arc under the dawrticn of Its Executive Committee, the members of which are Kaed on pages 14 and 15 of this volume Peneer Press Section Human Factor as a Cause of Injury By BASIL BURNS Cbkf, Accident Investigation and Statistical Section, Western Electric Cn^ Inc, Chicago. QL Tbc htenaa factor Is one of the outstand ing cause* of In]uric*. The Notional Anal ysis of Punch Press .Accident Experience shews that 7* per ont of cut! .reported resulted from unsafe* practices. Nearly all safety awn agree that unsafe practices are iadfcxs of the fimsaa factor at work Sense hold that mnafe practices reveal faults for wfck* Um (responsibility) should he fixed. Odmra held that nmafe practices arc mite of niSiWi made by the person who darn the accident and that help to peercat cautioned repetition should be of fered. It Ss jaipmiMt that, whatever our ap proach may be. we think about unsafe acts or tbc bam factor. L If we adopt Ac "fault theory," our foOow-tiuoegh or corrective action must be baaed upon enforcement and puaiahmmt. IL. If we adopt the fiustafcc* theory, our follow-through will be based upon: A. Defining tad tender standing the nature of the i * * for the (The practice factor---AJiA. Pnteict for Ccragilmg Iiiihiwxiil Actidcse Gases--Z 12--1941 --Part L) C, MoWtiiing the attire moaren of onr plants to assert penccsd in avoiding these mitodees (engineering, enforce ment, education). 1. Srltct'mn and pis cmeat 2. Integrated penoned policy (casedUng, hsisbfa, esc) X Cooperative mpu tlsiuu 4. Education and training. What du* the Analysts show regarding the hmaaa factor as a came of pmdk press injuries? L It shew* Ant in tear eat ot five am same unsafe practices were btiatei This mans tint the famma -factor ia vitally im portant in any consideration of control of pirndt press injuries. It. It shows that too tittle significance is attached to the unsafe pmfral factor. In HO per eent of the unsafe acts ao unsafe factor Is indicated. Page <1, Paragraph 2A AS.A. Z162--&41, Pm /, states: The unsafe p******* factor is the mental or bodily characteristic which permitted or occuiooed the selected tmeafe art, ng, improper attitude (Duregard of fstnictioos, failure to oodentand instruc tions, aervetut, excitable etc.); lack of knowledge or skill (unaware of safe practices, unskilled, etc.) : bodily defects (defective eyesight or bearing, fatigue, iatoxkaticrt, existing hernia, weak hart, etc.) Unsafe personal factor is important be cause it determines (1) whether training Is needed (problem nay be one of placematt or enforcement), and (2) the nature of the training needed. III. Most um(e practices are related to the feeding of the pres* wfueh is not surprising since that is the most obvious exposure. Forty-six per cent of unsafe acts relate to feeding. 1. Thirty*four per cent of these feeding mistakes involved "failure to use the haad toot" (It would be interesting to know In how many eases sudi tools were provided.) 2. Seventeen per cent of feeding mis takes involved "placing hand under punch (power on)." These feeding mistake* are related to the lade of guarding and emphasise a funda mental principle--.the control of the work .caiiromnent is always a more positive preventive measure than teIranee open control of the 3. Eleven per eent of feeding mistakee involved "stepping on treadle in ad vance of < 2.X. Z+. | J jVar- - 4 Guarding Problems as Injury Cause IV. Nearly 20 per cent of these mistakes involved set-up, adjusting and cleaning. One-third of these were "failure to shut off power when making adjustments." V'. Other areas where cost/? mistakes were made were; 1. Fifteen per cent involved misuses of guards. More than onc-hatf of these involved "reaching around guards." 2, Handling scrap aad materials, team work and personal protective equip ment account lor the remaining 19 per cent of the unsafe acta. Guarding Problems as Injury Cause By I*. A. PAtJIXNKJt Liberty Mutual Insurance Company, Boston, Vast. I was asked to discuss the guarding prob lems that appear to be the predominant causes of the cases as shown in the Na tional Analysis of Punch Press Experience that you have received. Out of a total of 273 cases, ISt occurred where the was no guard b use or the guard was ineffective. I believe that some cases listed under press deficiencies belong in this same grouping. There are three under the sub-hading of broken barrier guard--1 worn cage guard, 1 sharp edge gate guard, and 1 cue resulting from a loose collar oh a swing guard. This gives us a total of iS7 accidents out of 273 or 57 per cent occurring on either oaguarded or ineffectively guarded operations. To me this indicates (1) a lade of under standing of what constitutes adequate guard ing, (2) the lade of the "know-how" of punch press guarding, and (3) an improper evaluation of the extent of the punch press problem and the development of a wellbalanced program. On this basis, let's dis cuss these items ooe at a time. 1. What constitutes adequate punch press guarding? An adherence to the new American Standard Safety Code for Power Presses and Foot and Hand Presses B-il.l or some state or federal codes should con stitute adequate guarding. However, I'll go one step further and cite a few sim-. pie standards that have been the secret to the success of the punch press pro gram in some plants, a. Ail primary operations shall he pro vided with individual die guards or adjustable press harriers. b. All secondary operations mast he Provided with automatic or semi automatic feeds to eliminate "asder the ptmch" raauuii feeding. Sack dies must he provided with individual die guards or press barriers need. , Tinder conditions whereby feeds and die guards or press barriers cannot he used, hand toots aod some specific type press guard must be provided. By press guard, I refer to some type of pullback, sweep, two-hand control, 2. The second item that this analysis shows is an apparent lack of "know-how" as to punch press guarding. What Is this thing called "know-how" of ptmch press gniling? To my way of thinking, the "know-how" of pooch press guarding consists of aa attitude of mind plus the application of a few simple mechanical engineering principles. If management honestly wants to op erate a pressroom moms accidents and production interruptions, it must take a definite stand on the subject, be wilhog to spend the money; and the "know how" is BSvaHy available within its own organisation if properly guided. This Tosow-bow" is available In the reference material and consulting serv ice of the Power Press Section of the N5.C, U. S. Department of labor, American Standards Association and to. surance company safety engineers. 3. The third item that this analysis reveals to me U a lade of a proper evaluation of the problem ha individual plants. Power Press Scctum 5 Jtfote the huge number of accident causes under the heading of guarding and the large ember of accidents listed under press deficiencies. wonder bow many people actually evaluate their punch press problem with the idea la mind of tWly getting to the base of the problem? 1 know from experience that all too many plants never properly analyse thrir press room safety problems. Many plants guard secondary dies bet do nothing ha regard to primary operation dies, others provide a few universal type press guard* that have beat bought as a result of some ooe serious aoddet but cannot be used os many operation* because of the type of te dcrija, still others do a fair job at punch press guarding but actually kt the presses deteriorate for want of a maintenance program, ta order to establtih a well-balanced program, eertam basic principles must be considered. One mast consider the safeguarding prob lem is a small press room with a foreman die setter aod a few operators involved Is such that a simple program on be devel oped. This program will consist of the guarding of a few dies aod provision of press guarding facilities supplemented by the personal supervision of the foreman die setter over safe practices. Where twenty or more presses are re volved, the press room may be divided into separate departments caider various supervisors. The die setting operation may be subdivided among various individuals with the result that split responsibility exists. Therefore, a workable program would consist of the development of com pany standards that must be adhered to by ajl who enter Into the problem. This would include the supervisors and employees of the plant planning, die design, maintenance and electrical departments. These standards should consist of a statement of company pallor aa to the use of existing guards, prerroiow of protection for unguarded op erations, the consideration of the safety factor saw operations, enforcement of <afc rpersting specifications, etc. The type aad maVx of presses must be rnu.'klrrerf. Stoll positive dutch machines present a prsbloa to gtordtog the die or providing a press guard. The larger draw presses or friction drive machines are much different la design aod the more com mon type guards are the constant pressure two-hand trips, pull-back guards, etc. The number of dies involved is a major factor is determining the extent of the point of operation guarding program. The cumber of active dies and the number of dim In dead storage should be Inventoried. If this Inventory shows a large ounber of active dies and a dead storage supply of many more dies, consideration should be given the provision of die guards and feeds on those dies used for high production operations, as the first step toward safe guarding the dies non often to use. Ad justable press harriers should be used for* the dies used for short run operations or where it Is impracticable to guard these dies. Press gtaxd* should be installed for use on operations ia winch feeds are not provided, and barriers cannot be used. Should this inventory reveal the fact that a job-shop condition exists to which the runs are short aod many die changes art made, or the dies are the property of other manufacturers, it is advisable to consider the installation of press guards on each machine for use on a secondary operation. An adjustable press barrier should also be Installed on each press for use on blanking, shearing; comer-cutting, etc, An analysis of the operations is necessary to determine the extent of the variance to type of point of operation hazards. This analysis should enable you to groop opera tions according to' primary, secondary or miscellaneous operations. The primary operations todude blanking; piercing, parting; corner-cutting, progressive dies, simple compound dim; etc. Such op erations are usually manually fed to the press; but at times, a roll or hitch feed may be used. The operator Is sot required to place his holds to the danger sene, so a die guard w ` press barrier will not interfere with his movements. The provision of an individual die guard on tacit die to this category would be ideal. However, it is generally a long-range prop osition and pending the completion of such : tb. \ *7. 7.1. }' %Xa'\ 6 Guarding Problem es Injury Cense * program, it would be advisable to provide the dies used for heavy production opera* tions with dk guards and provide adjust* able press barriers for those dies used in frequently or for short rau> The secondary operations include bend* big, forming, csdxMsmg. coining and press* ing or other operations whereby a blanked unit is further processed. All dies where it is necessary for the operator to place bis hands in the danger zone to nest a piece m the die mantally should be included in this category. When many parts are processed on one die, it is usually economically practicable to provide a feeding device which elimi nates the necessity for the operator to place *his hands in between the dies. After a feeding device has been provided, a barrier guard should he installed to prevent the operator from reaching around the feeding device. A feeding device does not consti tute full protection.. It eliminates the ne cessity for the operator to place his buds between the dies and allows the installation of a barrier guard. You will find miscellaneous operations which include riveting, assembling, burnish ing or sizing dies, straightening or flatten ing dies, marking and ntanbering dies. crimping dies, etc. Dm to the tack of other equipment, these operation* are per formed on a punch press. These are specialized operations and normally found bring operated oa small run production for special jobs. Operations of this type are usually in the secondary operations class and can be best guarded by the use of one of the various types of two-hand controls, gate guards, pull-back' guards, etc There are ocotieni, however, where some changes in die design provide a safe op eration by the use of simple feeding appli cations. An example of this is the use of a slide for a riveting operation. The parts ta be rirctcd are placed on the slide and the slide is then pushed to a position under the punch. One must consider the production rates. Special consideration should be given to all dies used foe tong nm production. Dies of this type are usually such that various tj-pe-e of feeding applications will prove practical. la such instances, the jobs cut carry the expense of guarding and tailormade guards can be provided. The guard should consist of a barrier permanently attached to the die or die shoe and remain a pari of the 6c at all tines. At times it is necessary to provide a feeding applica tion hi order to be able to use a die guard should the die be to the secondary opera tion category. These fi tiling applications often speed up the operations to the extent that they are well worth the time and money spent Dies that are used for short run prodoc* tvon or dies tiat ray be the property of other manufacturers often canr. , be pro vided with die guards. Feeding applica tions are often economically impractical and dueges ia the design of the die arc not possible. Punch press operations. of this type are the most difficult to gmrd effectively. The safeguarding of the upjiun mkr d* conditions should be considered as an over head expense and guards provided a* per manent press fixture* that can be wri on the majority of jobs fpoad ta be ia opera tion. In this respect, an adjustable press bar rier should be provided cm each prem for primary operations. A gate gusrd. two* land trip, poll-back, sweep gsard. CSC, should be available on each press for sec ondary operation*. f want to leave one thought with you that las a bearing on the large mmber of acci dents tliat show up tn this aoalysis as a result of maintenance problems. By beep ing in mind the basic principle of pooch press guarding which is to eHmloate as much as possible "undcr-lhe-punch" feed ing through the use ok automatic or semi automatic feeding devices and the aortaltsttoo of the most effective type of punch press guard which is a barrier enclosure, accidents resulting from an accidental trip ping of the press rat be minimised. In other words, if your guarding program con siders the fact that accidental tripping of the press is a possibility and yon guard against it by providing the facilities for the operator to feed the press without his hand bring in the danger zone, actual accidents caascd by mechanical failure wtS he elimi nated. Power Press Section 7 Faulty Maintenance and Inspection as Injury Cause By P. D. UUUFORD Service Manager, B. W. Btiau C, Totedo, Ohio We all have a great deal of statistical riformatioe showing the reported records i several Iwaatrid differestiy classified accidents. Upon stody they break than* selves down roughly kilo two general efutet, the first of which u bad personal pcaetkes, for which we know the human dement ts the cause and the secood riodm improper guarding, lack of guarding. Improper maintenance, brie of mamtonance. etc, winch, when triced back to it* cause also inrofre* the human clement for permitting these known conditions to exist. Next, we tried to arrive at some general raoooDcndatian* to pass on to this group, ft was agreed tiat there are no suitable receenmcadatioRS governing the mcehankal or physical side of tack of maintenance and wpertjoci Which would be equally ap plicable to the varied Industries m which paw pres* equipment Is ased. However, there is enc point of unani mous agreement: that management plan ning for proper maintenance and Inspection win wot m itself obtain the desired result. It most be through the energies of all individuals connected with the problem that the proper effort be directed to the solution of the problem. L^*s go bock a bit and examine some toe common and yet very significant rec ords of faulty maintenance aad inspection, which result in tack of safety. We will Sod roughly 2t per eat of the accumulated claims involve defective machinery; another ID to IS per cost concern unguarded ma chinery; another 10 to 15 per cent Involve improperly or inadequately guarded ma chinery, etc AB these are the result of the human clrawit which permitted these conditions to exist. Why Is it that we do not instinctively recognize such dangers as greasy floors, electrical shocks, asphyxiation etc, much a* a child knows the hazards of ice a hot stove or auy unpleasant odor? If we as citisras were more intelligent on detectloo. inspection. nakitomia, and safety, there would be more contributions to safety, and this should be a major con sideration for educational and safety per sonnel and for maintenance and inspection personae!. Where we find the emphasis to depend upon maintenance. Inspection and physical safety devices, there we find the greatest errors, and conversely, where we find the emphasis based upon the hianan element, we find our greatest safety. "rhe majority of the most accurate ways ot Inspection and maintenance, resulting m good safety, have come from those directly at the level of the problem, whether it be operating a power press, or any other normal endeavor, even though they were perhaps the least articulate. However, the best of us if not allowed to share; ta give voice, or to be recognised for our endeavors in matters, wilt, when frustrated, display as abusive disposition or make excessive demands. A machine cannot always be asnxncd to be ia proper condition unless Its latest rec ords of inspection and maintenance, which should include the opinion of the operator, show that no further improvement is called for. Too frequently, this speaker ha* passed through plants where operators were work ing' machines with guards which they had deliberately made inoperative, permitting them to tue bad'personal practices. When stick - things are done, it follows that the men do not always report con ditions needing maintenance or safeguard ing. and by the same token, this speaker has seen many cases where operators have noticed and reported conditions requiring unmoflatc maintenance and were told that production could not be interrupted at that time. This point ts brought out to illustrate that wlttrc men are denied this recognition and protection, they resort to practices not conducive of safety. It Is the problem of those in 'inspection, maintenance and safety work not only to become more and more qualified, but to 8 Specific Training of Set-up Men be able to teach those who operate the machines to be contributors and protectors of themselves and others and the machines upon which they depend. For it is clear that if we do not develop the individual constructive energies, W* wilt have outside regulation to attempt the reduction of our national injury figures. Specific Training of Set-up Men By EDWARD G. HOLTZUAN Hoed of Safety and Medical Dept*., Industrial Relations Division, Wegner Electric Corp, St, Louis, Uo, The definition of a ''power press set-up man" or "die setter" according to the rie lionary of Oeatpalional Titles published l.y the United States Department of Labor is one who "sets op dies in power presses and adjusts them to normal operation: removes used dies from machine by unscrewing bolts and cleans scale or dirt from bed with a brush; selects proper dies and lifts them to machine by hand or hoist; bolts (male) die to movable block tad lowers (female) die in approximate center of bed or anvil of machine using wrenches; towers male die to a point just above the female die and adjusts the latter until the raised im pression on the male fits exactly in the corresponding depression in the female; clamps female die in place by tightening nuts and adjusts length of stroke of male die; operates machine to try a few pieces, inspects them, makes adjustments, and turns over machine to operator." The duties of set-up mm still vary de pending upon the particular locality. In some small shops the operator does all his own set-up work. For the purpose of this discussion w will limit the set-up man to a more concise and less controversial gen eral job description. Let. us sty he is ooc who removes and inserts dies into various sixes of punch presses, sets ram. levels up die, runs first pieces and has places checked by inspect}on department, arranges work place and as signs operator to the job, instructs operator in proper method of operation. Our job rating gives the following requirements: Education: Read, write, count, some blueprint roding. Experience: Nine months to one year to kant almost all the large dies. Imtialroe dr Ingenuity; Must locate dies, set up machines, make some dcdlkms and use good judgment on tome work requiring standard methods aed procedure. Little planning required. Physical Demand: Considerable physical effort required in handling heavy dies. Mental or Visual Demand: Continuous medial or visual attention required through most of operation. /tejpoHnbility for Equipment or Presses: Could crack or damage large expensive dies. Responsibility for Little responsibility; pieces arc checked by inspection before ran MateriaJar Product: is trade. Responsibility for 11`ork of Others: Responsibility for Safety of Others: H'orking Conditions: Hazards: Usually ids as a leader in assigning operator to work. Improper instructions or set-ups could cause serious iejury le operator. Continuous noixe and greasy work. Loss of hands, fingers, possible hernias, etc. This description can be varied^ of course, according to the type of punch presses you have in operation. However with this back ground of the requirements of a set-up man we can now begin consideration of his training. There are only two ways I see that a set-up man can be obtained. He Is either Power Press Section 9 reeruhVd frost oottide your plant or from operators within yoer plant. We, like meet organization* We always attempted to up- giadc our waiters fiwea with'* the ranks. It becomes rSy jppemt then that your training of a set-a* man wier this system begins with the openlor. Although this bephase of the subject win covertd by the next speaker. I would Eke to elaborate briefly because the two can not be sepa rated. Indoctrination of safety pooeptes in the operators is a mast for his early training is the foundstfoo for the later sldllftil op eration of setting op. Assuming that the operator has been properly trained and is chosen for a set-up job betaine be tea the necessary qualifiesUeas already auiwuitnf, be tbca is ready for specific acting, What methods can be used? Visttal Edsodoa 2. Woetdag with or along side another set-up man We will first bite edocatioa by n'seal nons Visual tninirg is recognised throughout industry as the aaou effective means of Marking any subject. During the war the Amy, the Navy, the Air Corps, a fact aU Wwdw of the armed services experimented with vM education. They found oat that mimes learaad as much as 55 per cent faster sad remembered up to 70 per cent more aod laager when visual education is used to help teach. The Na tional Safety Council U a great exponent of visual education. It would therefore seem that if any training of set-op mat is to be instituted in your plant you should seriously consider visual scuts. What are the various methods of visas! education? Motion picture flm*--Foe the larger firms H U not unasual to develop a motion picture film or a specialbed subject. There is no question bat what this U tint most desirable, but sissy of this group repre sent smaller firms whose safety or training department bodgtt will sot allow fancy sums to dev.-lop motion pictures. Sound stic -Sound slide films are very much i .-a reasonable to t ake and many of you use sound slide films exclu sively in your safety program. You can lake the desired pictures and then have the sound synchronized to the film on a record. Slide1--Slides that can he used in a pro jector are a splendid method of developing a reasonable and effective training program. This is far less expensive. Slides can be produced for as little as 90 cents each. They are valuable ta that a group or con ference leader can dwell at length on a particular phase of the slide. Charts--The last type is the dart or en larged drawing method similar to the safetygraphs produced by the National Safety Council* which is currently so popu lar in industry. This is by far the most economical method and any size plant can adopt this with minimum expense. We consider Safety-graph No. 3, "Operating Power Presses'* a very important pan of our mining program- We not only pre sent this safetygraph to our new punch press operators but repeat it in our train ing of set-up mea. Booklet or manual-- Another type of visual education ia the booklet or training manual. Georg* Greenwood, Safety Di rector of the Western Electric Corpora tion, gave me a <xpy of their punch press training text. It is the most complete that I have ever seen. It contains 117 pages of punch presq data concerning every phase of Kt-ep as wdl aa operation. I am told that it is the outstanding text of Its type. The thoroughness with which this manual Is written is an Inspiration to safety engi neers. This n part accotmts for Western Deane's splendid safety record. Ga-the-job training is probably used far more extensively in small and medium size plants because it is bona of necessity but if this on-the-job training could be supplemented with visual means it would be another step towards rounding out a suc cessful training program. On-the-job train ing coexists of single short work periods or which the operator works directly with and under* the supervision of the set-up man. It is at this point that the set-op man wbo has learned his lessons well esa inculcate them Into the operator who is bring groomed for the set-up man. All too often we have witnessed a set-up man instructing aa operator on set-up pro cedure and concluding a particular phase of the work with this remark. "Now this is dsageroos, dow't get hurt." It is this generalized teaching that we in the aca'dent prevention field desire to break away from. Safety in setting-up is aa integral part of the operation and should never be left hanging like the tail on a dog for the set- 2/. * XX. Wr' z*. 10 Specific Training of Punch Press Operator Timer Tress Section II up man to say, "Now be careful, don't get hurt.*' Even though the experienced set-up man has been property trained it is too ranch to expect of him to be abte to teach another for that U a separate and distinct subject. The operator who U the contemplated set-up man should receive in tensive visual education along with on-thejob training. This is an ideal situation. vefeped simulated hands made of wood and all of our jobs are set up with these wooden hands connected to the cables be fore any .operator is permitted on the ma chine. With the exception of that one ac cident our experience has been extremely favorable because we have trained our set19 men extensively in adjusting and setting up of this devtoe. In fact, -Wagner Electric Corporation won 1st place tn Heavy Ma through fife marked with Uw unmistakable trademark of his occupation. This, do doubt, tut occurred at itnmrtjjue or other wherever press operation* arc performed. It is obvious then that patch press aoridents can be and are severe. It has bam yomri out that Injuries to personnel uniting on or aromtd presses are caused. bariealbr by amfr ads, unsafe pre sentable crxxEiio--. or a combination of Since it is generally recognised through chinery Section of the IW7-194Q Metals talk. Statistics, sack as the analysis found out safety circles that punch press depart ments are more hazardous than sort other operations, a sound training program for jour set-up men is not only essential but an absolute must. There arc many safety device* and guards to prevent punch press accidents. We at the Wagner Electric Cor poration use in our punch press department what is known as the Fossen Positive Safety Device with which many of you are familiar; the principle being that the device ts connected to the ram so that when the ram descends the operator's hands which are connected to cables will be pulled out of the point of operation. Sometime ago one of our set-up men Contest Frequency IJfi. Once again let me emphasise that there is no perfect guard against injury while the human factor is involved whether it be em the operator or sei-up man's part. There fore the training of the human factor is ag important for without this training year punch press department is subjected to the many types of gruesome amputations that alt of you arc already too familiar will*. Let us remember this: It cost less t6 do the job 'the safe-way. Today when insur ance -preaums, workmen's compensation, surgical fees, hospitalization and all the other many items connected with an injury are on the up-grade, it is necessary now ta Accident fiartr, not only provide detailed information about the hazard* encountered U punch press work ktf aba serve as a srrrtng op preventive measures to jotMtrol these aacideta by gradually ritml| Atiog tbcr ewes. For cade of dee made acts there is ki | nuntrepan--a carnet, safe way of doing the job. Adherence to these safe correct [ncthod* pretents aeridreta, But the trick getting die operators. seta* men and su pervisors to accept and willingly adhere to there method*---dank than and make than part of there "way of fife.** fn our company we hare found that bm.lgruwn.1 training designed to give a bettor fmtdamoital un was attempting to gauge the amount of slack in the cable that would permit safe operation by one of our women operators. In measuring the sate margin of pull back the set-up man miscalculated and the girl** hand was not moved from the point of operation in time. The result--amputation of four fingers of the right hand. I make this statement not because I think the Po*sen* Device is not good; on the contrary, if operated properly it Is one of the finest types of device that can be used. We all know that two handed trips whether actuated by air or electricity have all at sometime or another failed and have more than ever to cat aoridents m your derstanding among other factors contributes punch press department beesurs your com havnfy to Lius end. The qeotion naturally petitor is doing it and if you don't, top arises, how can training W set up to malar management will be asking yoa, the safety [this contribution? director, "Why?* There is no short cut to safety. Like any other desirable thing you've got 10 work for it. Your management can be soM on speeific training of punch press set-up men if you show them they will grt some thing in return. The records of those firm* using training programs should be sH the ammunition you need. General Motors, Ford Motor Col, Chrysler, Western Elcf' trk. General Electric Wcsdagbousc and tn discussing tljis qutJticn I am concerned st so much with the actual on-the-job irunxag of an operator by Ms supervisor, setup man or key operator as with the eonirihitloe the Training Tkpiniiuni on make a increasing the huoohjge of the "Why* sped In other words, of making logical mad rea'-mahVe oar f--imntr on the specific rHow' to do the job correctly and to gam pitting acceptance of the prescribed methods. caused serious injury. The point I make many firms too numerous to mention hare First and foreoto cosy training course is this: As long as man has some part in cut the severity of punch press aeddeats r program should be bolt around the setting these devices there wil) be a margin because they instituted kteingent training bitty ofejictivt - iitimely, to ksg about art of error. programs. There is no mystery, no socret to riujtamllng of safety fundamentals and After that gruesome injury we dc- their success. It is yours for the asking. fit the sptciac tofc operating practices for pe machine Miolrod. Specific Training of Punch Frees Operator B, JOSEPH P BaKTOSIK Chief. Float Trades, Shop OpenBona ft Cooperative College Training Saetioa, Western Electric Ca, Inc, Chicago I'd like you to Imagine yourself in any above the constant rythmic toond_ of the one of the many shop* throughout the coun bumping of the puneh presses a ery is beard, try engaged in punch press work. Suddenly and another operalor is destined to go Second, mocha- objective should be to ring shoot, a bettor undzretauififig of the nrhines, tool* and preoutots involved, tosaber whk fit operating characteristics rttary to defirer a good pnxhct Mother wds. hatung cfiaeecy on the job. Third, the training sfaonld aho be set tip bettor understanding of how to maintain the equipment at optimum efficiency. This entails an understanding of expected machine and tool life between over hauls, the effect of improper setups and the hazards and false economies of stretching run* out beyond normal tool fife. Fourth, w never overlook the hwnan re lationship angle. Operators, setup men, su pervisors, engineers and incentive rate set ters all attend our classes and often together. This means that m the end each ondentands the terminology or language involved, the other fellows' problems and point of view, particularly so far as safety is concerned and they all appreciate why certain pro cedures must be followed in certain situa tion*. Now let us take a look at how wc go about achieving these objectives in setting up a course. In the first place, we would assign the problem to an instructor chosen because of his experience with punch press work either as aw ogineer. a builder of these machines and toots, or a setup man In this field of work. He would mtanlly first set down from his own job knowledge the information he feels should be imparted, roughly grouping it tn a logical sequence of the mam and sub topics involved. Under each one of these headings be would outline what he thought should be included using available information such a* the hazards analysis information, manufacturing stand ards, manufacturers* catalogs, drawings and reference texts. As an example of the ground cowered let us refer to those mam headings and mention briefly the points to be covered under each. 1. Types of punch presses md auxiliary press.equipment used. A general description and explanation should be given regarding die renations fat press construction, lands of action and apodrics of each. Reference to rone, function and, if necessary, die ad justment of each pert of the punch press should also be included. The purpose of the various kinds of auxiliary equipment re quired in connection with the operation of a press should be explained and discussed. 2. Different operations performed The various operations performed on each type of press should be explained and discussed with the aid of sample ports and shop ob servation. 3. Types of toots, their setup end opero- 2/. 77.| U Jj2*. 12 specific Training of Punch Press Operator (ion. The rods used should be described and their functioning explained. Proper ear* and maintenance should be brought out with emphasis placed on the value of tools. The correct procedure for setting up different types of tools stressing effect on tool life, product quality and safety, should be s cussed together with their operating tech niques. Guarding and use of proper han dling implements should not be overlooked. I. Materials used in punch press work* The characteristic* of the different materials worked on and their effect on efficient and safe operation should be taken tip. Thl* includes a general description of the mate rials, their properties and how they may be identified. The influence different kinds of material have on the type and construction of tool used should be pointed out to em phasize the reasons for die cleatranee, die thickness, etc. 5, General manufacturing information. The operator should be acquainted with the methods used for getting information and directions to the shop. On the basis of the particular shop's practices. He should be able . Interpret the information found on job tickets, manufacturing layouts and blue prints. He should know how to refer to available standards and In general be alerted to point oat errors if they exist. 6. Good housekeeping end safety. The need for presiding a place for everything and keeping everything m Its place for effi cient and safe shop conditions should be diKuued Safe press operating practices and the use of proper protective equipment should be stressed, ft must be reutembered. however, that safety should be integrated into proper job instruction to achieve its purpose and not left hanging by itself in mid-air as a separate entity. Different points would be emphasized somewhat more heavily than others, depend ing upon their relative importance to the operator in the particular shop for which the training is done. Next, the Instructor would take his listing of these Ideas; In outCne form, and discuss them with other qualified operating and setup people^ supervisors, n-. pincers and staff people, soda as safety and rate setting people. Based oa the fund of information thereby obtained, he wpuld ooce again revise his outline and then submit it formally for a test run of a few classes us which representative people from the various organizations requiring training were present. Naturally the program entails an orderly presentation of first things first and an objective in terms of time m whtdi to cover the ground outlined. With the resultant final changes, and such further modifications as may seen advisable free* time to the course U then given to the various operating and staff personnel who need to acquire the information. Our punch press course entails 32 hours of classroom discussion. To date ft has been given to approximately SJO employees about one-third of whom were setup men. supervisory or staff employees. With an outline and rough notes, mtalog pages, etc, as a starter, we have polished up the material into a reference text. This text Is used in the claws and for reference on the job. It it also used at other Western Electric plants a* well as at Hawthorne, for we have a system of exchanging training course material* between works to avoid duplication of effort. Right here I out hear some of yon saying, "That's all very wtH but how about re sults." As yon all know, evaluating reschi of training, of personnel work of any kmd. U a ticklish problem. The truth is that everybody has a hand in plant Itnpcgremtau so why waste time arguing about how m split up the pie 1 However, from our experiewe we oa conclude that the training has resulted in: 1. Better and more frequent checking of the runs by the operators prorating tol breakage, defective outpvt. amd hazard t employees and machines. 2. Better analysis by setup men and w perrisors of operation*! difficulties aad de termination of proper remedial action. 3. The grater nor of improved intcifigem, operating practice to increase outpet and the consequent reduction of fooUA chanee-taldrig to bog the nee. 4. Better planning for mathme and tod overhaul with leas pcodbetioa low Iran unexpected shutdown. 3. Engineers, supervisors and employees understand each other aad tbtir respective problems better. They all speak the svoe language as to standard*, operating tenet Power Press Section 13 etc. Bate setters are better informed ia the natter of Including all operations in their rates that are aecessary to safety, machine aad tool life. 6, Employees are better oriented to their job, derive more satisfaction and interest fnxn their job and understand its Importance m die overall objectives of the Company. Officers of the POWER PRESS SECTION NATIONAL SAFETY COUNCIL 1*4S. 4 General Chairman--HERSCHEL L. SMITH, Siftty Engineer. General Electric Company, Fort Wayoe, Ind First Vice-Chairman-- W. J. McCHESNEY, Safety Engineer, Scovill Manufacturing Cora* piny, Wucrbury, Conn. Second Vice-Chairman--LEONARD COLE, Safety Engineer, Crane Ca* Chicago. IIU Serrria/y-PAUL WINDSOR, Safety and Medical Muster. R. a UTooreatt. Inc, Peoria, HI. New* Letter Committee-- W. L. HANAU iQaiman). Auisant Superintendent. Engi itccrmg Department, The Fidelity & Casualty Company of New York. Chicago, Ill; ROBERT J. EGE, Safety Director, Industrial Safety and Claim* Service, Inc, Chi. cago, III; RAY WINTER, General Electric X-Ray Corporation, Milwaukee, Wi, Engineering Committee--L. A. FAULKNER (Chairman). Supervisor of Machine Guard* mg, Low Prevention Department, Liberty Mutual Insurance Company, Boston, Matt,; G. H. DUGGER, Superintendent of Safety, Reynold* Metals Company, Lodlivitlc, Kj.; W. L. HANAU, Assistant Superintendent, Engineering Department, The Fidelity Casualty Company of New York, Chicago. I1L; RUSSELL JOHNSON, Safety Director, Croname Inc, Chicago. Ill; R. E. WISSMAN, Minster Machine Company, Minster. Ohio. Health Committee--DR. T. & O'MALLEY (Chairman), A- O, Smith Corporation, Mil* waukce. WI*.; DR. LOREN D. WHITTAKER. R. a LcToumeau. Inc, Peoria, IR; DR. L. E. HAMLIN, Medical Director, American Brake Shoe Company, Chicago, 111 Membership Committee*--HARRY L. COIN (Chairman), Safety Director, Fisher Body Division, General Motors Corporation, Pontiac, Mich.; FRANK W. FISKE, Safety Director, The Bmrcr.Titchencr Corporation, Cortland, N. Y.; BERNARD EL CLARK, Safety Director, The Cleveland Hardware ft Forging Company, Ocvetaad. Ohm. Program ond Result* Committee--'klACK. R. KRANTZ (Chairman), Safety Director, Stewart.Warner Corporation. Chicago, 111; OSCAR . ABRAMS. Moore Drop Forging Company, Springfield, Mass.; ARTHUR R> GRAHAM, Bituminous Cushy Corporation. Chicago 1)1 Statistics Cnwtorr-ARTHUR R. GRAHAM (Chairman), Supervising Safety Engi neer, Bituminous Casualty Corporation Chicago, 11].; H. B. DUFFUS, Supervisor, Accident Fratsuoa Service. Westlnghouse Electric Corporation, East Pittsburgh Pa.; CARL C BEASOR. Statistician. Dirision of Safety and Hygiene; Ohio Industrial Cfi--lisnnn. Cohwitan, Ohio. Qf-Tke-Job CmwiWrr-ROBERT E. CARY (Chairman), Assistant Manager. Industrial Relation*. Solar Aircraft Company, Dee Moines, la.; IRVING L. DENTON, Manager. Safety Council of the Chamber of Commerce of Fort Wayne; Fort Wayne. Ind htembefs-At-Lnrfe--G. W. GREENWOOEl Western Electric Company, Oticago, III; W. C BAKER. Witfivns OQ-O-Matic Heating Corporation, Bkwmrngron. ItL; G. H. BERRY. Western Ekcxrk Company. Inc, Chicago; 111; CHARLES CLARK, Dodge Division, Quyskr Corporation, Detroit, Mich.; C, A. DcMONGE, Kelsey-Hayes Wheel Company. Detroit, Mich.; H. C. HOWSAM. Howsam Spool Company, Aurora, 111; p. J. HUNTER. Moeor Wheel Corporation. Timing. Mkh.; a A. KUECHENMEI5TER, DaeWe* Forge ft Stamping Company, Ltd. Windsor, One.; T. O. MEZSNER. AnerifM Can Company, Chicago; UL; V. G. PENDLETON, Saugus, Mass.; B. E. ROOCHOFF, Detroit Steel Products Company, Detroit, Mich.; E C SCHULTES, JR-, C. Hager ft Sons Hinge Manufacturing Company, St. Louis, Mo.; S. H. SLAYMAKER. Fairbanks Morse ft Compeay, Beloit, Wts.; E. J. WALLMAN, Americas Brake Shoe Crinpany. Chicago. Ill; EL C WOODWARD, A. O. Smith Corporation, Milwaukee; Wia. Staff Representative--ARTHUR S. KELLY, National Safety Council Chicago, III. education and Training Committee-- BASIL BURNS (Chairman), Chief of Aeridmtl investigating and Statistical Section, Safety Department, Hawthorne Works, Western! Electric Company. Chicago, 111 VLenaI Aid in Training Subcommittee--F, M. WRIGHT (Chairman), Director ot Training, International Harvester Company, Melrose Park, 111.; JOHN JENSEN, Safety Supervisor, Health and Safety Department. Allis-Chalmers Manufacturing Company, Milwaukee, Wts. Sectional Publication Subcommittee*-*STEWART T. COOPER (Chairman), Safety Engineer, Nineteen Hundred Corporation, St. Joseph, Mkh.; JOSEPH M. EHRLER Works Safety Supervisor, Fort Wayne Works, International Harvester Company, Fort Wayne, Ind; T. C. WIEBERS, Health and Safety Supervisor, American Can Company, Central Division, Chicago, ID. 14 15 */. :'S . " OTHER VOLUMES in this Scries Many users of this volume will also find much value in its companion volume*. Here U the list: TITLE VOLUME Me. Annual Meeting', Banquet, Women's Activities, Index to all Vohanes and Exhibitors.,.. I American Society of Safety Engineer* and Subject Sessions........................................... 2 Aircraft Manufacturing Section.............................................................................................. 3 Air Transport Section.................................................................................................... 4 Automotive and Machine Shop Section............5 Cement and Quarry Section,..................................................................... 6 Chemical Section ................................................... 7 Coal Mining Section.............................................................................................................. S Commercial Vehicle Section.,............................................................................................................9 Construction Section ....................................................................................... 10 Electrical Equipment Section.................. tl Pood Section............................................................................................................................................13 Glass and Ceramics Section........................................t............................. U Industrial Nursing Section........................................................................................................... 14 Marine Section.....................................................................................................................................IJ Meat Packing, Tanning and Leather Industries Section................................................... 1# Metal* Section ................................................................................................................................ 17 Mining Section.................... 18 Petroleum Section .......................................................................................................................... 19 Power Pres* Section....................................................................................................................... 20 Printing and Publishing Section. v....................................................................................................21 Public Employee* Safety Committee........................................................................... 22 Public Utilities Section................................................................................................ 25 Pulp and Paper Section................................................................................................ 24 Railroad Section .................................................................................21 Rubber Section ........................................................................................................... 26 Textile Section................................................................................. 27 Traffic Section ............................................................................................................................ 28 Transit Section............................................................................................................ 29 Wood Products Section.............................................................................................. Farm Safety.............................................................. Home Safety................ School and College Sessions........................................................................... The Human Side of Safety (Early Morning Sessions) ............................................ 39 31 32 33 31 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME lfOcatftt SIZE Each Less than 24 pages-- $0-25 24 to 46 pages-- ,30 49 to 96 pages-- .40 Over 96 pages-- .60 10 to 99 cofits Each $020 .23 45 355 1001a 999copies Each $0.15 J20 JO SO 1000 ormore Etch $0.15 JO JO ,50 Complete set of Transactions (34 volumes)--$&DQ NON-MEMBER prices are double Inember prices, except volumes 28, 31, 32 and 33. NATIONAL SAPCTT COUNCIL 2t R. WACKER BftiYI CHfCAOO L ILL Currant Safety Topics in the PRINTING AND PUBLISHING INDUSTRY As penaeoied Ik Hn Printing mmd PaMlsfclog SossIms of ffco m HtlkMl Snfnty Safety in (He Government Printing Office......... .. 5 Htank Peculiar be bite Printing end Publishing Industry... $ Creating a Point of View Toward Safely (A Panel Discussion) f. 1W1 * efaftl safety nt*s >4 rsyf-rtAW.......................... 12 2. Art irndhe -- setie? is e Mccwfel **fety ^royrerw?.......... 14 1. tPAee h ea safety etwee?................................. If 4. SWd safety records h* lie piootf............ If Velrais 21 %'5< t fi In safety, ns in all other human activities, the Question is repeatedly asked, "What's new?" . Many answers to that question arc given every year by those who participate in the various sessions of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation have always fotsid the Tnumetiocs of the Congress a valuable tool in thrir accident prevention programs. Publication of the Transactions In snail votixnes--one for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man' agonal and supervisory personnel at snail cost. The 34 volumes of the 1948 Congress Transactions are listed on the list page. Distribution of these velumta to bey personnel is suggested as a valuable aid in the safety program. re preparing these Transactions the proceedings of the Congress have been coodmscd and edited for reference purposes. Complete original manuscripts, with any charts or ilhwtrations which were used, are available in National Safety Coaadl files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety Council. TIE PIIRTIM & NBLISHIR6 SECT10I This volume is a record of the sessions held at the 1948 National Safety Congress by the Printing and Publishing Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Printing and Publishing. Section carries on is behalf of Its members, and for the benefit of accident prevention work in the priming and publishing industry generally. The Section gives guidance ta the preparation of a great variety of technical and educational material useful w the day-to-day safety programs of printing and publishing plants. The activities of the Section are under the direction of its Executive Committee, the members of which are listed os page 23 o' Jus volume. I Z+ Printing and Publishing Section Safety in the Government Printing Office By W. A. ANDERSON Chairman, Executive Safety Committee, Government Printing Office, WasUagtoa, D. C. tn presenting the safety program of the Government Printing Office, It is well to first take a look at the safety organisation. Basically, the supervisors are responsible for tlie safety of the employees la their section. The supervisor is assisted by the following safety organisation: executive safety com* mittec, housekeeping and accident invests* gation sub-committee, safety officer, and cm* ploycc safety representative. A doctor and a staff of nurses render first aid and emer gency treatment to employees injured in the Hoe of duty. There Is a well equipped first aid room, x-ray facilities, and equipment for giving therapeutic treatments. The executive safety committee reporting to the public printer through channels is rcapoosfbJe for the promotion, organization, and administration of the Government Printing Office safety program. This policy making committee represents a cross section of the office and Is made up of the me* ebanical superintendent as chairman represeating the maintenance division; the pro duction manager, the production division; ffic comptroller, the administrative divisions; the field service manager, the field plants; and the medical director, the persecute! divi sion. When formulating policy, there is as* serance of office wide cooperation as all dhisions are represented and la agreement on the program adopted for the office. The afety officer acting in a staff position is secretary !o the executive safety committee and Ac wib rmanittee. asd serves In an ad* vkocjr capacity ia the fulfillment of our safety program. Office functions of the executive safety arc is project future plans for the a of safety and housekeeping ta pobfidae the program, and I maintain worker interest in foahnk for guarding ma* t eft operating practices wd/ and analyze accident and prescrffic action to be taka to ha mater of accidents. The exceuwr etfiecy raanioce meats regularly each Md a aaalyae the previous month's wfety record ami to formulate policy. The sub-committee known as the safety and housekeeping sub-committee, functioning under the direction of the executive safety committee; is responsible for good house* keeping, the mvesbgatiod of accidents, and the enforcement of sfety rules and regula tions. This rub-committee is also responsible for the assignment and supervision of momtors to maintain order la their respective sections during the lunch periods, closing Hour, and in cue of emergency. Monitors are authorized to enforce all safety regula tions in thcr assigned areas regardless of whether or not the enployce concerned is under the supervision of that section. Crowd ing, running, and oyerloading elevators are typical unsafe practices the moaitors try to correct. In cases of repeated unsafe acts, the monitors recommend corrective action to the supervisors. The safety officer, together with an em ployee representative elected by the em ployees in each section. comprise our shop safety committees. The shop safety com mittees make physical inspection of their re spective sections to spot nd list unsafe con ditions and unsafe work practices; and sug gest corrective action to the foreman. Where the foronan docs not have authority to act on recommended corrective action, such ac tion is recommended to the next higher level of management To contribute the viewpoint and practical knowledge of the workers to the safety pro gram, the safety representative accepts safety suggestions from employees In the section and submits these to the foreman for con sideration and action. The safety representa tive Is responsible for the proper maintenance and posting of safety bulletins, safety posters; and such safety auteri*! as may be promulgated from time to time for the information of the employees by the execu tive safety committee. The safety representative mamtaios a bul letin ta his section showing the number of days worked without a lost time accident. Separate records are kept on each shift in each section. This is a form of safety con test, and in some divisions considerable w. 2+. J 6 Safety in the Government Printing Ofct rivalry exists between the day shift and the under which they work. The worker in a night shift sod the various sections within well lighted, well ventilated, ad reasonably the divisions. Each month the figures are quiet workroom presents a more cheerful verified by the safety officer for accuracy. and alert frame of mind which Is conducive Safety bulletins are issued tram time to to increased safety sod productivity. tune to employee safety representative* and Where operation* which tend to contam all supervisors to keep them informed of the inate the air with lead, paper dost, and toxic actioa and policy of die executive fe/ety furacs are performed, special exhaust sys committee and of new safety rules and rets* tems have been provided. In the stereotype latioos. The safety bulletin Is used as a section it was found that air coctaraimtwn means of communication between manage was possible from the plate cutting n ment and the anployees. The safety officer, in addition to acting as secretary of the executive mfety committee and the sub-committee oo housekeeping and accident investigation, maintares, compile*, and analyses safety records and stsffstis. acod shaving machines, so a special dust col lecting system was installed. The Jmd chart and fine chips arc salvaged for rouse which helps repay the erpwivr of the equipment. Plan* call for providing air conditioning in all workrooms ta the osar future where ffie bent lend is mot too greet to prove air Safety posters are displayed torongSxmt conchHoeing impractical. the plant on special safety buBetfn boards using commercial posters and poatm of oar own make to call attention to hazards pe culiar to our plant. These posters also am to publidre the safety program. Accidents are the result of either unsafe conditions or unsafe acts. Very often acci dent investigation reports indicate that a per sonal factor was a contributing cause. Xa fighting has ben improved in quantity and quiliij Formerhr, the gnoal mamastkn provided front eevn to ton foot-omdkl of tight from an incinrfreran* tight ssnrce which created considerable glare and high brightness tills betwem the tights and the dark sumraatongs, msrljiwjj and again meat. How from 40 to 6S foot-cnrwtUs of tight are provided at the waiting plane as many cases it Is possible that what was re ported as as unsafe act was the result of fatigue, either physical, mental, or visual. The employee may be doing work manually that can just as well be done mechanically. He may be subject So fatigue and districting noises, or be may be wenking under poor lighting conditions so that he suffers fraaa eye fatigue. Fatigue results in a rafariaa of physical mid mental alertness fat leaves the employee a potential accident victim. To reduce eye fatigue, fatigue from noise, and provide healthy working condhaom, a program was launched shoot a year ago of improving working csmimacst. This pro the various workrooms, depuaffing on the visual task and the degree of hazard In volved in the operation. dare baa been rciktred by ritickfing'tfce fluorescent tight looms with louvers. The hKghtwjs ratio la* been rndeend within Umita for comfortable seeing nwittant by painting eatings whitg ait waBs and trin in colors with a reflection factor of fleet 70 per cent, and painting aithlnr/ and equipment a tight gray. Good fighting is also important so that employees operating fargfa speod ini-likf can see at a flash who? something goo wtoeg. gram is now wril under way and today We arc nsing colors funrllnmTTy to toe aboat SO per ant of the employee* rojoy best of oar fliltjr. A tight Hndi green i the advantage of working in quieter, better used whore a soodinc *n*y ca tfac eye color lighted, and better ventilated workrooms. Another result of improved working con ditions is better housekeeping jvfclcb fas itadf is wanted. A deeper flair of flr same color Is used for brim. Where there te a large heat load in the area, rise eaelast 'colors, is one of the baric requirements of a good namely Mat is used. Te provide a tittle safety program. WmnUrtaa g to* WOCttOOtM CSt Off ftWCS The employee's attitude is an important factor to be considered when striving to improve the safety record. The employees working in a dreary, drab, and duty work room seem to reflect the sordid cowKriw ontsidc tight, a ysQow with a deep Mae trim I* used. It Is dahned tint colors have a psychology ical and physiological effect on baeam,hrlngt We inrtn't twnigiuiil n ktoniM Trhof it Printing and Publishing Section 1 is, kg believe it is good logic to tala ad vantage o the efltet ftnloc when TeprinttBQ. Since we have been using colon frac tionally, employees bare noticed that the warbroom appears is be larger wfth more space armed narhlnct, and they don't fed the former effect ton* overhead ducts and piping use OKroadrisg an their work space. All ceiling* are painted white. Side walls are fainted white down te a tine jot below the.lewwt duets, pipit, or fif****"g ft*term, la that way As overhead surfaces are loet in flic ceiltoe, and the fighting gators* do not stead out he contrast with the ride wsll color. farther by mtairhtf periodic surveys of all toaridsery to determine If additional safe guards cm be effectively tael without in terfering with the operatkn of each machine. Apprentices are indoctrinated ia the ad vantage* of safe, dean, healthy work coodrtkns sad mfe worfchig habits through a series of ktmti Them lactitna arc <teErtrod by the safety officer and stress the importance of aS phase* of our safety pro gram and employee partkipariaa. Supervisors me trained and kzpt afonacd an nicy mmtaers ibwdi toe safely bnfietins and eminence*. AX aipeniiuei have csmpfcflad a series of tea iKIc film coolerencss tiffing with toe iaiportam fbm of of tuetorri tale h the bbiilmy dm old ffaneri edisp were rwuorad end re- ptacni wkh aeonsticsl tik. The emttar* mm2 bnsnrd of fcZfing pbner was db- iaated and a griftm working condition pro vided. A perforated type tile which on be feinted without kupakteg Its aeoastlqfl enaStks wus instilled. We kfl.it we eO have fewer aetiksis by smking these improvements became the noslcroows are kept cleaner, qt fatigue wd fatigue from uobe bate been reduced. and healthier air eeoffitioe* prevail. We also beBern it is neenomiesfiy sound to provide good working cootStkra. net only bmiisis f fewer toui-apt.iom to production from inhiring physiol fatigue by the use of xxm dmiol heffig equipment. One of fl meat nunt inefcsHztiaa* is the* of tore emthneicsl elevating devices for raising Id lends of work to the proper bright for tram fruing work to the imcfilnrr This cTa ms sloeping to pick up hwvflci of pape biib bocemns a bnekfcrnafaeg /oh. Atpro ate dwiton are electrically operated an^totals the top of the paper at a give bright by aeon* of an electric eye. A am hjihanfic elevator * sritich wifl aocomptiti toe same racks Is soca to be installed. GmrdEag of machinery is an inparteot Sheet of toe safety program. Uuy guards are plnred oe mdma is a remit of ncrifaas iwmfiiUiwii We ton gene a stop Each new employee Is grim a farm ex- flibtog tto benefits by toe Cm* pimitiim Coaimiirirai which iateiucts toe nptojwc to report every aa/wy, m otter hew trivia^ to toe employee's supervisor. The new empkyre is also given a ropy of a pwophkt writied "Digest of Rule* rod Regulations'* which aatructiocs cn safety and fire prerentica. Operations bebdt about 90 industrial eleeiric trades which are a potential hazard. Driven are trained m the mfe operation of these tracks, and are- only assigned after sneceatfafiy completoig this driver's train ing course- Only authorized drivers who arc Issood driver permits are permitted to op erate rieetrie trucks. Driven are not per mitted to carry passengers on electric trades. These employee* are under the supervision of toe foreman hi toe metkn where they are working as they operate tracks away from the "jorisdfetiou of their regular assigned supervisorv All app&ante for driver positions for tbs flea* of 37 strati tracks arc given a driving teat sod ana* qualify as safe drivers before they an appointed. To insure efficient and safe placement of eqmpoest and auehmezy, H inch scale mod els are used la making layouts. By toe use of saodcis. amnsgoaent eaa visualize, with out depending on the tmagfnation, exactly bow toe workrooms will look, and whether adequate aisles and waking space have been provided for mfe operation. Cato awards are offered for worthwhile safety saggastioe* submitted by toe cmpleyne* and adopted for nan. Ia * way 2*. ' J. - 3 Hazards Peculiar to the Printing mid P Wishing Industry employee interest is stimulated In the safety program, and give the employees a votes ia management Since the benefits to be derived from safety suggestions are intangible but present potential savings, awards are based on the number of employees affected by the suggestion, with a minimum of $10. Lost time accidents are costly, involving medical treatment and compensation costa, but the greatest loss to an industrial plant is lost production time. The object of the safety program ift to protect personnel and property. All acci dents do not involve personal injury, some may only involve property damage. To gain the greatest benefits from a safety pro gram, all accidents must be reported and investigated wherever personal injury or property damage is involved. The main objective, of coarse, is to safe guard employees against exposure to hazards as tar as practical. The reporting and recording of accidents is important so that analyses and cornpari<u>ns can be made to measure the progress of the safety program. AH sajwry reports are reviewed by the safety officer, AB Im time injuries are invest!gated and cecuciin action recommended to the operetta* personnet by the safety officer or the boose* keeping and accident investigating sob-com mittee. At the monthly meetings, aB lost time accident reports and corrective atria recommendations are icvkwoti by tbc ex ecutive safety committee. In conclusion, we eao point to a Antaward trend In our frequency of kwt time acci dents and minor injuries. Oar average fre quency this year through September is leas than last year** record. Oar mwy rase U about the same which t* largely attributed to increased wage rates which iecreut cor compensation costs. We fane iha iug the year Wen a record fa 4c ofiee by work ing 559,400 man-hours witbonc a km time accident An active safety prepare readers a real service to tbc Americas woiberi by promoting better and refer wotkiag con ditions thus reducing thdr exposure to hoards. Hazards Peculiar to the Printing and* Publishing Industry By RALPH U. KRAMER Supervising Engineer, Employers bCutaal Liability Insurance Company of Wizcotrefn, Chicago Many years ago the printing and pub lishing industry was considered hazardous from the standpoint of unguarded equipment as well as being dangerous to health. Today much has been accomplished itr guarding machinery and many of the health hazards have been eliminated through plant layout and construction. But there is still much to be desired in both the large and small plants. The greatest coocentratidu is prob ably necessary in the small plant. The United States Department of Labor figured that in 1947 the total accident cost to both management and labor, in all in dustries, was three and three quarter billion dollars. Wage losses alone amounted to one and one half billion dollars, enough to feed, clothe, and shelter a city almost as large as Detroit for one year. One Americas is injured every 16 seooods of a 24 boor work ing day. One worker is lofted or perma nently crippled every four uareiftr Small firms not reached by organized safety move ments accounted for 70 per emt of afi ac cidents. This bean out the fact that smafi plants ia ail Industries, as writ as the print ing aod publishing industry, are at need of aa organised safety program. The time allotted me wifi permit oely a brief dlrussiott of some of die more com mon hazards to the printing and pdbGshlog industry. Let us first consider the loading platform at railroad ride trades. If a stsei plate is used between the loading platform tad the railroad car the plats should fie anchored or have steel angles welded oc the underside so ysccd that the plate cannot slip from the . car or platform. Printing mid Publishing Section Either h',nA or power trucks are used ia the kwftgg or unloading process. Broken or sltrerad band truck handles cause many acoAsta of a type which can result ia Infec tions, The open operator end of power trucks have caused serious injuries such at broken asides and broken legs. I can recall three such injuries this post summer, la all cases die recommendation was made and carried out to enclose one side and the bade of the truck with heavy steel plate. This witl eliminate the chance for the operator to put his fset over the back edge of the truck and crush them against a stock pile, budding pillar, or the wait Also by guard ing the tack of the truck, w* make the op erator ester frees the side. This is a good raconaneodatioa for power trucks regardless of where they are used. This brings up the problem of roll stack ing. Whether you stack two or four tiers high makes tittle difference, ss tong as all warehouse employee* are properly instructed on wedge blocking We know that when the front roll slides out the rest will follow, to it would seem important to block each rot). Somewhere in the process of stacking die employee comes in contact with the roll being stacked and one that has been stacked, it U m this operatiou that we have many crushing injuries. Certainly the (ratal amount of care mart be exercised in the handling and stack ing of rolls. Some concerns hare begun to. stack rolls oa cad. This seems a much refer method, since the top rolls can be talcm out anywhere along the line without dis turbing the other rolls. A p***4*1 type of trudq of course, is accessary to handle roll* stacked trt this fashion. Machine hazards contribute their share to the industry accident record. Whether it be a snail press or a larger newspaper press, the hazards are many. Yean ago a press man had to work in dou proximity to gears, shafting, cams and other dangerous moving parts. Today the manufacturers have dooe a ctever job of guarding these moving parts. We must, however, still cheek to see that the necessary platforms are provided with rail guards and that a Jtatiooary ladder or stairway has been provided to the platforms It is not tavreumoo to have berma cases reported as a result of jumping up or don. All drive belts and pultqre should be com pletely enclosed. Balance wheels should be blanked out to eliminate the spoke hazard. Due to the large number of rollers Involved in the larger presses the operator is con tinually confronted with tup hazards. Each should be studied to see if H can be guarded. Care most be exercised In threading or cleaning up the press. Inching buttons should be used for the purpose for which they were intended and not have an assistant ride the inching button to speed the work While accidents oa hand feed platen presses are not numerous they are most generally of a serious nature. Guards can be installed which will remove the hands ss (he jaws of the press close. Many of these guards arc in use and are effective. I believe our old friend, the guillotine paper cutter, it a problem and a severe haz ard m every plane- It is comparatively simple to provide a two handed trip of some soyt on this machine. You are given many excuses by operators as to why this device is unnecessary. One of the mala reasons they give is that they must bold the paper, yet 1 hare seen wood blocks and wood T square arrangements used very effectively. Eye injuries contribute their bit to the accident record. The greatest eye hazard is the metal saw and the router. Guards aod shields will eliminate flying particles frare the saw. If more than one router is used, a screen partition should be placed between routers, and If possible the routing area should be physically separated from the other operations. This is advisable so that you do not expose other deportments to the itying particles. The operator should be provided with goggles while performing this job. Gathering machines produce but few ac cidents, possibly because of the automatic nature of the work, yet there have been some accidents of a serious nature. One gather ing machine f know of, had a good sized wheel partially exposed. The link belt trav eled over this wheel at a moderate speed, bat as & result of die exposure a young man lost a part of an arm in 1946. Broaring is probably not generally recog nized as an explosion hazard. A few years ago a plant here in Chicago had aa explo sion as a result of using aluminum bronze dost, it caused the death of the operator. Vaatilatiott and good housekeeping are es sential to control the dust, thus cutting down 32 7. j 7.Z.! -*n.' z+. 10 Hazards Peculiar to tfu Printing md PubUshmz Industry the exposure and resulting ia safe qperatioas. It U, of coarse, also necessary to eliminate any source of Ignition. In various departments throughout the industry it is necessary to use adds of dif ferent sorts. Add burns can cause con* siderabte trouble and especially so is eye cases. The proper protective clothing is es sential. such as rubber cup goggles when handling the acid and rubber gloves and aprons to avoid contact with the skis when handling material m add solution. Handling materials has proven a source of many injuries to hands sod toes. Ia a few isolated spots conveyor* can be used For the greater port h is accessary to stack material* on skids and platform* to move them about tbe plant. Uuy toe injuries are the result of tracks running over the toes or in the handling of platforms. Safety shoes may be partially the answer. of dried odes from the floor and froea the press. X remember a few ymra ago w&ca a oancera lost a large Rotogravure pm* through a fire. The dried ink oo ibe Boer and qq the press definitely contributed to the lorn Proper iUumiaatic* plays a part te good housekeeping. Too little tight leads to eyt.serais and fatigue; while glare or too much fight will do the same. Many chronic beadaches for which workers consult aa eye specialist are partly doe to working under poor lighting condition!. Aside from the effect oq health, proper lighting is see eccdlent preventive mmiure for accidents. The lighting of passageways, stairways; sad exits should be adequate to permit wotfcets to progress with reasonable speed aad safe footing. Many facts and figures are avail able as to proper asdic power for certain jobs, but probably the beet sotatias Is to consult your local power aed tight company. 1 Much can be done hi the training of workmen in the proper method of removing or stacking platforms. One of our good friends h putting considerable eSort into educating employees in the safe handling of platforms. Instead of just dropping the platform* on end they are instructing their* employees to bring the platform down so it contacts the floor on the corner of the platform, la tills way you have only the exposure of the corner instead of the whole width of the platform. Another method mployed is to drop the platform into a chat* at the side of the platform stack. Housekeeping is a major problem md also of major importance, because of the vast amount of material that Is kept moving through the plant. Since wide sltids are moved about the plant, it is accessary to maintain wide aisles. The best solution is to marie all aisteways and to issue definite in structions that all materials must be kept outside of the aisle markings, This ia also important in case of fire. Blocked aisles may act as a trap to em ployees trying to gala exit at inch a time. Scrap paper aod damaged materials should be removed. Scrap paper constitutes a slip ping hazard of the tint order. Rollers aod shafts should be placed m racks aod not permitted to lean against the walls* posts, or permitted to be scattered on the floor. Good housekeeping means a faithful job of cleaning up around the presses, removal Considerable quantities of lead are han dled on different operations throughout the printing aad pebtishing industry. I shonte tike to pass along same information, which was the result of a study made by tbe Wisconsin State Board of Health aod sev eral other cooperating agenda. This study revested that the amount of atmospheric lead proait over tbe metal pots of "f "ret Linotype Monotype, aed Ludlow type castlog machines is not fuflkimt to aeeeeri*** the instaPatioB of vtetifstaig wytfeaS for itt riasunatiocL Your own state require* meets should be checked so iWnm.t.n whether ventilation k necessary and &oC jmt assume from this study tint it is anaftees* my. In rattTj however, visa tbe metal pot* are gas heated or where eld type is added to tbe metal pot, an erhsint system dmagoed to take case of tbe products of coeahnstiqB and tbe (macs remittee from tbe bnrnrnc iede should be provided. Whale the time required for imming the dram from tit nrfisoc of tit metal pots is comparative]) timet, die operation timid be performed vritit care in order So perron the libererinn of causative meat of lead dost. Dram removed from tit ndsl pete of casting martinet should be kept fs metal containers rather dan thrown on tbe floor beneath the If wire brashes are used to dean pteagoa, the operation should be performed at a I Prinlhii md PubUskmg Section 11 location 'where tbe dost liberated will not eater workrooms. Tbe use of tbe mechan ised plunger closers materially reduces the amount of lmd dust dispersed during the operation. The rleining of plungers by ha- reertion in eold water is the most satisfac tory method from tbe standpoint of reducing th* health hoard involved ta this operation. Where this method U u*d art should be accrued to see that tire phmger ** free {com water before piecing R la the metal pot. It Is also important to sot that the floor arowd type machine* be kept ire* of bad daot. Tbe cloning aad drostiag of raselt pots probably has tbe greatest lead expceere. Dost is liberated during stirring and alee during tbe time the powdered dross is car ried from tbe pot to tbe dran barrel. Where meriting U done at tnqaot intervals, a imriimii: iPy ventilated hood should be pro vided over tbe madt kettle and dross bar ret Tbe dree* barrel is located at the rear or side of the kettle and as concerted to it by a tint. Wide this amngtinmt it is pos sible m transfer dross to tbe barrel directly through die competing doet, la this way all the opttationa common to drostiag are earned ca entire the ventilated hood. Tbe National Safety Conodl Hews Letter of tbe Friatmg and Ptiliiblag Committee of March 1M shews a ricvtiih of this method of fronting. were fa con nection with the stndSe* amde by the Wis consin State Board of Tbe medical wwdTa canfinnid the Mr etadfea tint in general no appreciable lead hazard exists in dm composing portion of tbe printing trade spurt from tbe aprotedri pluwgrr firming and rewrit work. White due lmd ttndy revealed no action* lead harerd in the printing avkatry, it does not follow that ordinary preeaationa are unnecessary. I aught mention that tbe ZOteeb State De partment ooodocted ateflar testa with about dm mene remits. In same phots wo hare open carers on reservoirs of Ink feeding the presses. These uirers should be kept closed at all times to minimize the solvmrt exposure used tetbe ink. It most be kept ta ausd where yon have a fire and explosion hazard, aod I am thinking pvticsSsriy of Ink that it >s cmeatiaita use explosion proof type Biotas, fight*, nod saritehee whkh conform, with the national alirMcil code. Inks prodocs a health hazard primarily because of the solvest* used. Tbe greatest offmdere are the iota used in coooectioa with roto gravure worlq which require the fast drying quality. Benzol, of course, is very toxic aod can lead to chronic poisoning If inhaled in sufficient quantities over a pro longed period of time. Sotac years ago there was a death reported in Philadelphia as a result of using inks containing benzol. The most effective way to avoid the pos sibility of receiving materials containing benzol, which are sold under trade names, is to specify on tbe purchase orders that such materials are to be free of benzol Satisfactory substitute* are available, and I believe the printing industries are taking steps to tue more of the acetoxfc material* Almost is this same category come* type dmaera. Some of the favorite cleaner*, agate because of the fast drying quality, are benzol, carbon' tetrachloride, methyl alcohol, and tricidorcthylcac. The best eolation for the haixo! problem ia to use a substitute which ia knows to be kss toxic This can frequently be done by using high boiling petroleum distillates which are considered relatively safe as far as toe health hazard ia CQDcsRKd. Flash point on many is aboot the equivalent to kerosene. Again let me repeat--It is well to inquire into toe hazards of same of these prodocts that yow are not familiar with, which are purchased under a trade name. While jus may bay a prodoct knowing it is not a fire hazard you nay introduce a health hazard. Just three weds ago we had a death case as toe result of a fire when an operator was doing type cloning with an opes can of gaaoUnc. Certainly there should he no excuse for uazng open containers aad exporing toe employees aad the entire plant to th> fire hazard. The amount of solvent dispersed w toe air toning the cleaning operations can be greatly reduced through tbe use of approved safety cants and plunger cans. In using a plunger can, a downward pressure oa the plonger forces liquid up from .the can to moisten toe sponge or swab. As sooa as the pttsznre ia released from toe plunger, it rises, permitting tbe surplus liquid to flow bade into the can. Suck a can practically eliminate* spillage and evaporation and ef fects a distinct saving. Dermatitis enters into the picture when we talk of inks and solvent*. Practically Z-f. J 12 Crcalini c Point of View Toward Safety (A Pend Discussion) all solvents wtQ cause dermatitis if pro longed contact with the side ts permitted. The first principle for preventing skis trouble is cleanliness. Protective creams can be of much help. We find, however, worlcmm are careless about the faithful use of the creams which frequently results in reoccurring dermatitis cases. Solvents, chemical preparations, abra sive materials which scratch the skin shoold not be used for fear of creating chronic stdn conditions. Pure noo-irritating soaps, soap powders, or sulphurated liquid soaps, as well as plenty of warm water are essen tial for adequate washing. Invidual towels should always be used. Cases of ! trouble should be given prompt attention to determine' the cause and to give prompt treatment to effect recovery. The practice of spraying printed sheets with no-offset solutions has become quite general and has on many occasions btvaght up the question of whether or oat this op eration constitutes s health hazard. Checks have been mad* on the ingredients of the spray solution* Of several masofactaxers and in no case have they found any fcgrwficuts which were harmful to health. Os one or two occasions there have been reported cases of allergy to the solatkm. Vmtilatioo is desirable to prevent die spray iron ac cumulating on the press and nearby objects and also to "ia>i" a clean ateKephere, While we do not want to go into pro grams is this diseusstGB 1 would neverthe less like to point out that if your phot docs aot have a good, sound, organised safety program, that you look into it knmccfiatdy. You and the employees m your plant are the only ones why cob profit by it In this dUcnsu11 1 have tried to pout out some of the rtore common hazards in the printing and publishing industry, and if t have reminded you of only one fcaaard that has bees overlooked in year plant then this time has been wcQ spent Creating a Point of Vtar Toward Safotjr (Pwd Ptocesrinn) Oisaujiom Le+dtr; Honv P. Coxxxv. President, W. EL Conkcy Co^ Hammond, Ind. Psrticipamfr; E. Bason, Vke-prcridcnt, Pacific Press lac, Loe Aapka, Calif, Auums Hocnow, Chicago District Engoite, American Mutual Liberty Co, Chicago. L. a. Sjicktx, 2L R. Donnelley Jk Sees Co, Gticsge. 1. Shan We Abolish Safety Roka and lUgalitiOBt? UR. CONKEY: Our pond discussion to day wiQ be bald with the idea that we exs create a point of view towards safety. We bare three able participants who wS dbcass four definite questions. The first of those is: Shall we abolish safety rules and regula tions? You know, when f first saw dds topic, I wondered bow asyeoe could aaiwer in any way except is the negative. Yet I hare been surprised to Sad that there actually are many points of view concerning safety rules and regulations. I thought you might like to share some of these views with me. We find that every safety rule b based on hi*lory--tragic history. Violate that nil* uid another rimHer accident is almost cer tain to follow. Safety rein are aot --i--* to be used as a curtaHmeoe of personal liberty. They were wntrf to b* and still arc used, as a mans of protection against a loos of life or limb something which cannot be retrieved. We know that regulations, aad safety rales are no eaeoaption. grow up with the development of every craft, and cadb person who is retponstble foe the training of as apprentice hands down these roles. Some times they become tradition asd are thus adhered to faithfully. This procedure is fine la mnill plant? Bat, as an Industrial organ!* ration glens, accurate prmentation of safety rules to the fsr-ffang personae! bccomoi a different problem, and the rules must be re duced to written form. Most of us wiU agree that ruka arc needed in the ordinary conduct of Efe. As Printing and Pubiistottg Section 2J rhBdrou, we play games according to the rules, and when someone breaks a rule, our games arc disrupted. So it Is with industry. We hire discovered that bayards go with certain jobs auad have adopted rules to avoid MR. CONKEY: Wbat good is a rule without a penalty? All the gwnca wc have, wc play according to rules. When aa taapir* says, "Five yards' penalty for rough bsndhug," that neus something. If thoa injury from these hixards. If these rules arc broken, oar production Is disrupted. There is no objection to rules ta childhood games nor should there be in the real game of prodoring a livelihood. 1 find, however, that psychologists are prone to tell ns that employes, on the whole; do not like to be ruled. They like to be told that this is the best way an do things, and then they will tend to obey as instnirted. Yet one psychologist said that thirty pm osit of osployee* want the ``rule of the thumb." They want an exact rule on this, d aa exact rule on that. Tbey Wad to abide by the rule faithfully, asd if then Is so ruin they are completely lost. How, the thing to fed ont is which of the two groups arc having the accidents--the thirty per cent who want the "rule of the thwob" rale or the seventy per cent who Object to this procedure? The question them--(hall we abolish safety rales sad regulation*?--becomes very im portant in creating a point of view towards safety, asd if we do lave safety rales, what good are they mlcst everyone la the ptast and office abides by them? What is row opinion of having safety rules? is no peolty, who cart* about die rules? MR. HOUSTON: t would like to read from a few notes 1 have. Safety rales sod regulations are for the guidance of the majority and must be en forced because of the actions of a minority. Take away safety rules and regulations in any plant and their enforcement by disciplin ary action sod* as warnings; layoffs wi disr1*--W. and you will have aa increased fre quency of accidents. Unfortunately, there is always a small minority who, more or less, have to be forced, tmder tbe threat of penalties, to do things correctly or safely. MR. CONKEY: I have heard a lot of argument about that. Do you fire a man you spent fifteen years training? Maybe you are not so severe. We have rales against spitting, but somebody spit If they catch him, tbey say, "Was he a good man or a poor ms?* If be U a tracker, you can throw him out But let me find a mas who is a good night worker on a trmxner, and it's founy how the thing doesn't work. UR. HOUSTON:.You spoke of throw ing out a man with fifteen years' training. Of course, if a mas is properly trained in the first pbee; be wouldn't do that. MR. BARON; Ur. Conkcy, you have al ` MR CONKEY: I have been driving an ready ghta the obvious inintr. Of oonrsa atoemobite for about forty-two years. I find they are absolutely mrmtii! They are fum I break rule*--not intentionally but I break tial especially in the ease of a sew employee. them. Wbat will.I do have my bead cut After aa tiwjilu/ri. has a certain amount of off? Whet are you going to do--fire me? experience, be picks up the proper practices from the guiding persoenrf who train hha.< But the aor employee is overlooked many t-r***- UR HOUSTON: No. It is a question of judgment. Most plants have a system of disciplinary action. First, there Is a wanting. The second maybe is a warning A new euptoyee Is brought hi to a lowgrade job of, perhaps, hsnlmg skids around oa a hsed-llft track. If be hasn't been told aot to, you may see ban riding the track aromtd the plant as a scooter. You css imagine what happens. With very Uttlc control oa be front wheels; be caa Sy into a machine or other ptnund asd do real damage before be knows safe practice and safety rules. Tbe rule shoot if it U a minor offense. The third is pos sibly a short, layoff. Possibly the fourth is a longer layoff. Bat eventually you reach a point where you can't control the man, and he will kill himself or somebody else, so you fire tun. You finally throw up tbe sponge, and it is tbe best tiling to do for tbe man's own good. MR CONKEY: Do you agree with that, Mr, Shorts? "no scooter riding" should be given to hue MR SHORTZ: When you have a rule, the minute be coma la the plant. you have to have some kind of a penalty 14 Creating a Point of View Toward Safety (A Panel Discussion) for some people in order to make the rule effective. You should go along with an in dividual and give him adequate warning. If He still doesn't adhere to the rule, take him off that job. MR. CONKEY: Are we to conclude from this discussion that you think we should have afetjr rules and penalties at tached which vary according to the mag nitude of the offense and the number of times the offense has been perpetrated? MR. SHORTZ: Ye*. MR, CONKEY: Have you anything worked out along the fine of`plans for each individual plant? MR. HOUSTON: First, it is a warning. Second, it is a layoff. Third, it is dismissal You feel that the man has had two chances. You have worked on him and tried to edocate and train him. If it can't work, the best thing is disnissat, FROM THE FLOOR: Why aren't these rules followed? Mast rules arc so simple that they insult the intelligence of the work ers. Just horse sense would tell him he shouldn't ride a truck. Why should yon tel) him that? MR. BARON: There Is a surprising lade of hone sense ce the part of scene new employees. I was pointing up the necessity of rules particularly fat the case of a acw employee who is not experienced in that type of operation, ft takes rules to point out die things that shouldn't be done. MR. BROWN (Raad McNally * Com pany. Qucaga): Where do accidents come from--new employees or old ones? MR. BARON; They come from a com bination. You have to work on both groups and keep working on then. But-new em ployees have accidents because of inexpe rience and old employees have accidents because they get so used to the operation the>* get a little careless. FROM THE FLOOR: X as agifaut safety rules and regulations that arc as simple as most safety rules are. I think you have to make the people a pert of the rules and regulations so that you aren't driving there and forcing rules down their throats. MR. BARON: It takes a good selling job. You just don't put up the rule and say. "That is it." MR HOUSTON: Have you ever thought of what the average I.Q, k of & group of employees? FROM THE FLOOR: 1 would say in the printing and pobfisUng Industry it is a way above average. MR. HOUSTON: That probeNy a true A great deal of the labor is skilled help. SECOND VOICE FROM THE FLOOR: Don't you think that while ene rule might be obvious to a particular parses, another might be very enlightening to him. A rule is not designed for specific individuals, A role is designed for an over-ell accomplish ment Where you arc dealing with a large monber of people, all with varying degrees of dulls and JateBlgHMC. yon are going to accomplish your ultimate gout more suc cess folly that way than you will by some specific hdhidal appeal FIRST VOICE FROM THE FLOOR: Has aayfebdy aeeamp&ihed that by posting rules?. THIRD VOICE FROM THE FLOOR: Don't post penalties. Don't post anythin* saymg tint the man is going to get fired. Post them coestmctivdy. If you have pen alties, don't pest them, because people hate to read penalties. t Bat I would post the rules. You must bare rufes and you amt have penalties. MR. HENRY BERMAN (Rand Me NaUy k Company. Chicago. Btinoh): I think the dcfieolty is that we establish a rule, and then we think the job Is done.,It is more aaportant to build a mfety attitude. For instance, we have the obvious rule that we should look both ways before we cross the street A person follows that rule and thinks be U c renting the street is perfect safety aad gets hit by a car. It is modi more important to have them alert at all times to the danger of cars, I believe that beilding i safety attitude U probably more important than just rules. The rules aren't worth anything unless you ase them intelligestiy, MR. CONKEY: Writ, I thkdc some rules are definitely essential and they Mat be Other rules, I think, are trivial, t have seen some rules promulgated in oar plant that--l agree with one of the spmkcrs here --I thought were nonsense. MR. ROSENDAAL (Conner Journal Louisville Ky.) : I would like ts safe Mr. Printing and Publishing Section 15 Houston when he states that a naan is given two warnings and fired on the third poe, wouldn't that be the exception that proves the rale that you finally get to the point where you nut fire the man? If you have, as we have; fifteen hundred em ployees, X venture to say the percentage of people yon would have to fire on the third violation would be very, very small MR. HOUSTON: Ninety-nine times out of a hundred yen can take an wiployee aside and explain things to him and get rcsuHs. I think some of us have resentment against "Don't do this," aad "Don't do that" Suppose we make positive safety rules. "Do do this," and "Do do that" and leave out the "don't" stuff. Bat then we forget that safety rales are for the guid ance of the great majority of employees. la ether words, you have certain opera tions in year plant which mutt be carried oat In a particular manner, otherwise, the employees will get hurt. A certain guide most be used or the paper Cited in a cer tain way. Those rules are there for guid ance and not from a negative standpoint MR. BROWN: We have a right to com promise here and say that rales should cover important bases, We sboold not have little r^es sock as those prohibiting riding a trade. HR. HOUSTON: Don't poet a sign. "Don't ran." Peat a sign, "Please walk." MR. BROWN: "Yon wiS tire longer if you walk" There me a lot of slogans of that mature. MR. SHORTZ: Under that policy, if yoa fotzad a am rin insisted on running, and yon didn't hare a rale in effect' that he couldn't nee, yen cocdduY discipline him. HR. BROWN: X don't think you want to discipline him HR. SHORTZ: I tbok there are some rircmnstances where yon might want to. if he persisted. MS. SMITH (R R Denariiy k Soot Company, Chicago BEnob); I knew of a plant where a young lady was seriously injured. She was walking down an aisJcv minding her own bnsiaess, aad some joker came ransbg down the aide and knocked her down. He ain't hurt, but she received a fractured iltall One of zny big problems is to try to keep people from mooing. We have tried a number of different approaches to it. One of the effective methods that we have found that sometimes works is tins: When you catch someone naming on the way out of the plant at night, stop him aad talk to him for five or tea minutes and after you are all through talking to hire--not about run ning but about anything else--my. Do you know why l stopped you?" If he says, "'No," you say, "Well, you were naming, and we have a rule is the plant against naming. It ts dangerous. We have had people injured because of naming in the plant." MR BROWN: Why did you mention the word "rule?" You could have gotten along without "rule," couldn't you? MR SMITH: No, I don't think so be cause we have found over a period of time that rwQDDOg has bom ooe of our big prob lems, and we hare finally resorted to establishing a rule to prevent it. We have signs fat oar stairways asking people to walk. It doesn't my, "Doa't nm" It says, "Walk." MR BROWN: Doesn't the sign lose its effectiveness after the first few days? Yon may just aa well take it down. MR SMITH: That is true. We don't leave it op continuously. We keep putting it hade every once in a while to bring it to the employees' attention, MR CONKEY: There is one thought I don't tfctnfe we have covered here, That is the point establishing penalties and publtdring them. Do yon approve or disap prove of publicizing these printed recom mendations for safety? If there Is an ob jection to the word "rule," let's call them recommendations, do you approve of hav ing the penalties set opposite them? MR BARON: It is very difficult to have a set scale of penalties. They have to be administered with a good deal of judgment. You are not going to fire your graveyardshift gathering machine operator because he spits an the floor. On the other end of the scale, the cutter who deliberately plugs his two-lever safety mechanism, you are going to get rid of in a harry. Yon are going to give him a warning the first time, a layoff the second time, and if he doesn't straighten out after that, you are going to *z. r Ity'://' 2+: { _ J' 16 Creating a Point of View Toward Safety (A Pond Discussion) get rid of him. No matter how goodbe is, he is too much of a liability to himself and to the company. MR. CDXKEY: I take it that yon do not feel the penalty should he publicized. MR. BARON: 1 think it would be very difficult because there might be some con sideration in a particular case where you should"nt go along with the penalty exactly at you publicised it You might want to adfust it one way or the other. I think you should use good Judgment give proper warning and firm action. MR. HOUSTON: Every employee should be made to realize that if he does certain things, certain disciplinary action ts the penalty. Why do 1 drive forty-five mile* an hour on the Outer Drive? Because I know* if 1 drive fifty-five miles an boor, I will pay a fine. If I didn't know that fact. I would be driving sixty some night when I am in a hurry to get borne. Penalties should be publicized to the extoit that ail employee* know about them and know they are going to hare to pay the penalties. Going back to that same angle, suppose that is the third time I have been caught speeding. Therefore, I deserve a higher fine than the man who was caught the first time and given a $10 fine against my $25. In other words, as Mr. Baron pointed out, you use Judgment. MR. COXREY: You do want the pen alties stated but not publicized, but man agement will have them. MR. HOUSTON: Ye*. MR. SHORTZ: I don't believe the pen alty should be publicized, but it should be known by the people ia some way or other, a* too would post the rule. Thea yoa will have to treat all people alike. If you have your penalty system where it is a warning the first time, a layoff the second time and dismissal the third time, you have to abide by those regulations regardless of wbo the individual is. MR. MASTERS (AlomimsB Company of America. LsFayctte Work*): Would this panel advise the posting of job rules is order make your safety program more personal ? Would you recommend the post ing of job rules where a plant has operated for five to ten yean with bo such rules posted? We have a situation a which the men are not stabilized on a Job. They may come up to a Job on a particular day and the rules, sack as we have, have beet eocunu* oirated verbally fey the supervisor and (he foreman. Now the question his been pro posed by management that we post Job rule*. MR. COXKEY: I don't quite follow you. What do yen non by "job rules?" MR. MASTERS: They arc Job rules pertaining to safe operations--safe prac tices. MR. SHORTZ: The posting of a rule should net take the place of training on the Job, which would include safety iastructioe. MR. MASTERS: The real purpose for the posting of the rule*, as one gentleman here suggested, is to facilitate labor rela tion activities. If the rule Is violated and the tmion asks the question, "Has this mas been told?**--the company can say, "Yes, be has bees told." We have nothing ia writing to that effect. UR. HOUSTON: If yen arc doing a good Job with your preseat method, T don't see wiry yen bouidn't cootmoe it, outside of a formal notice. With that, you can say to the mien steward, "There is the rule right over Ms bead." I think that is tbe main purpose--not any effect that you arc going to get out of St ia having the employees work toy more safely. MR. BARON: Perhaps I should add something so my previous rernrkt when l said t was not ia favor of publicizing penalties. We have an employees* manual which lists, among other things, the causes for dismissal. One of them is the disregard of safety rules which is a general state ment. What I am against is the listing of the loads of violations and then listing the kinds of pen!tie*. 2. Art Incentive* Beaentfel In a Swemfd Shfcty Program? MR. OONKEY: I trust you all have a pretty definite Idea of wfaat the feeling of the panel Is pa the matter. The second question is: Are icootives essential in a successful safety program? It seems that incentives, on the whole, act as interest-getters, and it Is amiring to learn of the various incentive plans ui existence. Let me motion jnst a few and Printing end Publishing Section 17 then I'll ask for a show of bands among you." That, to me, is one of the main in cur panel as to who wants to tell us centives for keeping a man working safety. whether or sot incentive* are essential ia a s Another one is the threat of loss of in successful safety program. come and earning power, "Who is going Employees of one company, I am told, to take care of the wife and kids if 1 get lave a direct financial interest in the com hurt so I can't work?" pany's safety record because the accident experience is rejected in the bonus paymenu to employees. They understand the phrase, "It pays to be safe." There are numerous other personal in centives that keep people working safely, but I do not know of any others that are more important than these two--protect Another company, as an Incentive to at your own neck and protect your folks. om a good safety record, gives fully paid life insurance policies to workers, who com plete a year's work without a disabling mjary or inexcusable absence from duty. Incentives, such as competition between plants or departments tor the best safety records with rewards such as a dinner or a party for the winners, may be important, Another company gives each employee practical and pay dividends, btzt 1 wouldn't who goes three months without a lost-time classify them as essential. acadent a coupon which is worth $3 in If we mom aa incentive such as a mone trade at its coounissary. tary reward for oo accidents, f do not Still another company gives valuable believe that such aa incentive is essential. prizes such as an automobile every six However, 1 will say that in certain activ months, engraved watches, table silver, ities where we have to rely oa individuals framed prints and pictures, and eoe-hundred- with very little supervision, such monetary volume *ets of fiction. Their thought was Incentive is quite important and actually that ooe likes to take a chance mad, in pays such dividends that we might classify stead ot <ioBg the chance-taking at the job, it as essential. In particular. I am referring it was better to transfer this impulse to a to truck Sect operations where we are de comfortable room where the prizes could be pending upon individual driver* not to have won through the castocnriy method of pull accidents, and you cannot have much dose ing out a From a aptulc In m glass supervision. bowL To make it workable, the monetary in Still another company is always giving centive has to be high enough to be attrac away money im prizes and Is looking for tive, such as Use winners receiving any onusual contests, believing in the idea of where from $50 to $500 at one pay-off. I riving the American public something for do not believe that such an incentive would oothbig to stimulate Interest. be economical or practical in a large indus MR. HOUSTON: There is only one answer to the question, "Are incentives essential m a successful safety program?" "Yes." A successful safety program a any trial plant due to so many employees work ing without accidents thus necessitating a very low payoff which would defeat its purpose by losing attraction. plant or any type of activity Is one that In other words, from a monetary stand keeps individuals from getting hurt. That point, if you are going to give a man some is the mam gist of any safety program. thing, you have to make it large enough so Even with the best of all possible safe as to sake it sufficiently attractive to work working conditions such as proper selec for. la a large plant with seven to ten tion of employees, good training, proper thousand employees, a dollar every month supervision, good equiptscut. good physical or a dollar every six months won't mean conditions, good guarding; and a safety- too much. minded management. Individuals without incentives can, and will, still get hurt while working. Where you make the monetary incentive large enough so everybody Is working for H; such as in quite a few trucking com The raaia Incentive is that age-old ooe-- panies where a driver knows he can win "It you don't trie care of your owa neck, $500 at one crack. It means a lot to him nobody else Is going to take care of it for and he it In there pitching. zz.' :: ^ i,'- . - S5+. j. )' IS Creeling a Point of View Toward Sejely (A Panel Disataian) MR. SHORTZ: It depends on how yon define the word "essential.** I don't look upon an. incentive as essential because an incentive isn't the basis of a safety program. The key to a successful safety program is supervision. An incentive would be helpful but not essential. The basis of a good safety program is the way you train your people and the discipline that you have among the working force. In that case, it would be helpful but not essential. MR. CONKEY: If you were operating a trucking firm, you would disagree with Mr. Houston? You wouldn't give $500 if he had a perfect record? MR. SHORTZ: No. I think it would be very well done "by having proper, super vision and proper training. I would try to put that money in the form of healthy wages rather than an incentive for good behavior. MR. HOUSTON: If you have a truck ing company, you are dealing with indi vidual drivers. Some of than are a pretty nice boneb of men to get along with. Others are quite difficult. It is impossible to doscly supervise thdr activities. In other words, you can't have a supervisor out tailing every man or riding with every man you have on the highway. Therefore, the major part of the safety program is in proper selection first, and proper training. Bat we have found that these drivers figure they are working for a living. When you talk to him through his pocketbook it means something to him, and he actually win take a great deal more care in his ova personal driving and more care of his own equipment. MR. CONKEY: I don't imagine the printing and publishing industry, Xs a whole, employs a good many truckers. That appli cation is all right as far as truckers are concerned. I it, Mr. Shorn, like Mr, Houston, you don't approve or consider it essential to pay press mat, book binders and photo machine operators a premium or incentive if they have a perfect year's record? MR. SHORTZ: No, I do not MR. BARON: I think this truck driver situation is a little bit different than the situation we find in the printing business. There you are dealing with individuals where you aren't able to get full control over them. I have bo doebc bat what that program would be sound in a case like that where you are operating with uadi* vidua!t. Where we are operating with groups rather than individuals, I think other incentives are better. We don't use aay monetary incentives but we create an incentive ia departmental rivalry, for uutancr, by posting the depart* mental records. This creates a gamine rivalry between the departments to better their records and bring their records up to the top of the list. That, X know, is touched on in a later question. Then we also have the bane incentive which, I think. Is the individual's own per sonal safety. MR, CONKEY: Well. X didn't interpret this question to mesa anything other than other moeetary or prims something th&t the individual could take home other thaa his good, health. If my ietcrprctmtiow is correct, thea is it the coodoskm that we do aoe believe, as the p rlnffug and publish ing business, that the awarding of aa in centive In the nature of cash or its equiva lent to an individual or to a group is a wise policy to follow? Is tint Use consensus? MR. HOUSTON: T agree with that MB, SMITH: What about'safety con tests, slogan itrs*s end poster coolest*-- contests which do wot hit just owe group but all groups or all employees throughout the whole plant? MR. HOUSTON: That is a major fac tor in trying to get yum employees work ing safely. But I do sot believe you could classify it aa essential. It isn't owe of those things, suds aa good mpunisioa and good training, which X classify aa aboslutdy essential. 3. Whan Is an Employee Safety* Cemackrae? MR. CONKEY: So far, we have bees creating a point of view towards safety, first, through the diseosslos-- Shall we abolish safety rules and regulation*?--and, second--Are incentives essential in a suc cessful safety program? Now the third is a question that, la my opinion is a difficult one to answer--When is aa employee safety conscious? Is my dictionary at the office, one of the definitions of `konsdous'* is "present la the Priming end Publishing Section 19 inrrf ** Thus we might amplify this ques tion and ask when ia safety present aa employee's mind? Wonld yon s*y an em ployee had safety on Ms mind wbec be did things m a safe way by Mbit? Would rou say he hnd safety aa Jam mind when be notices a guard and mils It to the attention of his foreman maacdhUdy? Would yon say that he had safety on his jabd when be looks out for Ms own wel fare bat not the ether fellow's? Would yon my be bad safety on his and wbea he is mdergoisg a grot mental strain because of family difficulties? Wonld yon say sms was safety minkJ if be exerted h efforts te icgfilstc against bumaa circle* DOS? MR. BARON; Part of that defiait was bring "presnst m the and." An em ployee is safety tandem when he thinks shod--not only of bis owa mfety but also of the safety of others wotkmg with him aad the safety of new people coming tauter his direction or new people coming in to work alongside of Mm. I think that is best presented by aa ex ample. Ia the printing hathot, we have several departments using saws, rollers sad that type of equipment where u operator m order to use them is looking directly at the Made and las fait bade turned generally to anyone who might be coating up from behind, A number one mfety rate, m that respect; when someone cotscs up behind you and talks to you, is never to turn to him until yon are through with yonr work ea that,machine. When yon arc through, push it away and go back and tben talk to him, A sum is safety conscious wbea be is thinking of things like that and will get that over to a aew employee. Many of thea don't think of these things, and more expertOKed employees are the oaes best fitted to transmit that to aew employees. He thinks safety when be is tUnfchig of helping new employees, aad be is of fils own mfety aad the others right doogside of him. MR. BERMAN: That maa who walked up behind the bob operating the saw eertnJsdy wasn't thinking id anybody's safety. He was very much m a hliwlr on mfety thoughts. MR. HOUSTON: To me, an employee is mfety conscious when he Is working ia such a way that be does sot set hurt or injure other employees. That is funda mental. He is safety eoasoous when be wiQ attempt to correct unsafe working practices of others; when he corrects un safe coeditions m equipment or attempts to bavc them corrected; who) he will main tain good housekeeping, good working hab its and wear proper clothing and safety equipment; when he won't tackle a job without knowing bow; when he has the right equipment to tackle a job. If you have a man of that caliber, work ing with those practices, I would say off hand. you bavc a safety conscious employee. The only way to get that man, first of all, is the correct selection of the right employee for the right job. In other words, you train Him right. Part of the training is good follow.up and part of it U super vision. From your definition, be is about perfect He sot only has to look out for his own welfare but that of everyone else, 4. Should Safety Records Be Publicized in the Plant? MR. CONKEY: fa creating a point of view towards safety, we have discussed three subjects. Now we come to the last which seems to be as almost ethereal ques tion--at last it is to me--because when I HiiwMtwi it with several safety- directors, they said, "You know, it's fmny, but every time we publish a good safety record, sev eral lost-time accident* are sure to follow.** Then numerous cases were brought tip to substantiate their statements. They admitted that they weren't superstitious ia any other respect, but this happened too often for than not to be superstitious. Mr. Houston, wit! you teU the aodfence what you think about this question: Should safety records be publicized ia the plant? MR. HOUSTON: When yon are a proud father for the first time, you shout the news of your achievement from the house tops. You are very proud of it. I think the fimi* tiling pertains to a good safety record. When it is good, all the employees who helped la its achievement want recog nition so they can say to others, "Nice going; Joe. Let's see if we can stretch it up for another year." ax.1,--. T 20 Creating a Point of View Toward Safely (A Patel Discussion) When it is bad, it will help to publicize it in your own plant. But you don't want anybody else to know about it Otherwise, it will be difficult m hiring new employees. It makes employees stop and think: "Cm this happen to me? Maybe 1 had better watch my step a little more in the futureXo more chances lor this guy. Joe Doekes next to me got hurt Everybody in the plant knows about it. I know about it." Then, too, when you publicize a poor accident record by departments or under the names of the supervisors responsible, which is one thing that I like to see in plants, the low man on the totem pole is going to take steps to get out of that hole position either through shame or kidding or the fact that management might start asking a few embarrassing questions. We had a safety contest in a targe navy yard that I was once connected with. We had about 57,000 employee*. We publicized the record of the acodax standing each month. It was surprising how many* shop masters came in at the end of each month, when they* found they were at the bottom of the list, and asked what we could do to help them out. They were very much more cooperative, we found out, in the whole project because the admiral had a habit of calling in two or three shop mas ter? and asking: "Why should your depart ment have a poor accident record month after month?" MIL COSKEY: You are sot supersti tious then? You haven't had that experi ence? MR. HOUSTON*: Yes. I have had, but I am not superstitious. MR. BARON: We have also had that experience and we are still not superstitious. In one of our general safety meetings, we had the good news given to us of how w had reduced the lota ratio from a very high figure of about fifty or sixty per eent down to eight per coil over the recent two or three months. Immediately after the announcement wc beard that we had a couple of serious aeddents. But wc are still not superstitious. We go along with the idea that you should publicize safety records, and We do that, giving the departmental standings. We don't publish them down to the very last detail of how much this thing cost or who got hurt and how badly but we show a departmental relationship, which we believe is enough to create a little rivalry between the department*. Mr. Houston here mentioned the low man on the totem pole. That brings to mind a program that we are just under taking now. One of our good neighbor}, your own Illinois Glass Company created a totem pole cm which were arranged spaces from top to bottom, according to the number of departments. They made op caricatures of the department beads which would fit in these spaces. .Then organized a survey committee which made a plant tour at regular inter vals and fated all the department* cm the standing of their good housekeeping. la accordance with those ratings, the best de partment went to the top of the totem pole and the wont went to the bottom. In a short time their situation has just dunged from oae extreme to the other. It has dunged their situation from extremely bad to extremely good. UR. SHORTZ: Well, when I read tint question. I wondered what land of afety record they referred to. Whether it would be a afety record that stated the number of lost days and the frequency and severity rates or an individual safety record that would name the people? t believe that, of course, it would be very well to publish the number of lost days and you could state your severity record or your frequency record. But if you published a detailed record of the individuals involved and the somber of days that those people lost, it would be placing a finger oa that tadlvidnl and pointing him out for criticism to the rest of the people which would not be wise. From that standpoint, it wouldn't be right, so 1 would publish a general safety record of the depot Illicit or the plant as a whole. MR. CONKEY: And if you adopted the plan of the departmental record, would you post that in each department? MR. SHORTZ: It would be wa to post It In each department. I could sec bo ob ject!oa to that so long as it did aoc refer to individuals, but rather to departresits or units. MR. CONKEY: Doesn't that cans* the same reaction as it would on individuals? Printing and Publishing Section 21 Couldn't you say: "The foundry is a bunch of nitwits. They are not at all safety coo*oous. Look at their record. Why they are awful?" MR. SHORTZ: Yon don't single out sty particular individual in the department for criticism. You arc using them as a unit, and you arc criticizing the department as a wut. It wouldn't be as objectionable as taking the individuals who made up the department and saying. "Those arc the ones who made the department's record bad." MR. CONKEY: Usually isn't that wider the supervision of the foreman of the de partment and doesn't that again reflect on the foreman? MR. SHORTZ: The foreman should take; the reflection In that cue, because be is the one responsible for it. MR. CONKEY: Then you are perfectly willing to point out that the foreman is a nitwit but the rest of them are all right? MR. SHORTZ: Yes. Putting It that way, I think (hat is so because it is his responsibility. MR. HOUSTON: f agree with Mr. Shnrtz now one hundred per cent You single out the foreman, and you give it to him. He win get it anyway from the matter of shame. You want to shame the depart ment as a whole but not the individual who bad the zeddent. The foreman is not classified a* an individual when he is fore man. He is taking the rap for the whole department. MR. BARON: It is time he was, if the foundry Is that bad. Perhaps by publiciz ing a record like that, there win be a Mg improvement, If there Isn't you need a new foreman, I think very definitely that die foreman has to take the rap. But we keep away from individuals. In our own particular case, wc take some sting out of it by using thermometers with mercury in the thermometers, showing the levels of the departments. It doesn't get down to th specific so much that you cta'potnt a finger at any one individual. It gives the relative standings and is a good incentive for the low departments. MR. BROWN: Don't you have to show the man-hours? MR. BARON: I would like to ask our personnel manager to tel] you that. MR. RICHARD HOWARD (Personnel Manager, Pacific Press, Inc, Los Angeles, California): We do use the man-hours. Before we initiated this, we saw that it was obviously necessary because you have a wide variation of man-power and man hours so, to make it equitable throughout the plant, it was figured on that basis. It has produced a very excellent result. MR. BROWN: Do you use the number of machines? MR. HOWARD: No. MR. BROWN: They should be used. MR. HOWARD: If you were going to carry it out to the mathematical comple tion, it should be. Our purpose is not to create a chart of mathematical statistics. We want to give the relative standings so that the thing will serve as an incentive. Incidentally, in connection with the fore man. particularly in a large department where you have three shifts operating and you have a superintendent for the shifts, many times the superintendent is not aware of the accidents that are happening to a" particular Individual. We nailed down the accidents to the individual, however--not in a public way-- but we make sure that the foreman of the department head knows exactly whom the accidents are happening to and how many each person has lad and so oa. We feel it is his responsibility to carry that to the in dividual and not to make it a matter of public property. ht-A ; 2+ I. J> ' Officers of the PRINTING AND PUBLISHING SECTION NATIONAL SAFETY COUNCIL 1941-49 M CAririw**--WALTER JL SMITH. Safety Director. It K Dondc; ft See* Co. Chicago, UL l'iee-Cheirmen for Hemberthif--^ B. PITTMAN. Safttjr DCrector, Standard Rtguter C, Dayton, Ohio. Secretory & Newt Utter Editor--LILLIAN STEMP. Personnel ft Safety Director. W. EL Caolccy Co, HtanonL tai Auoeiote Newt Utter Editor--HENRY BAERMAK, Rand McNally ft Co, Chicago. IIL Choirmm of Publicity CtnwtHrr-D. RAEBURN ROSENDAAL, Safety Director. Cottricr-Joorrjat and LeaforiSe Hm Co, Looirifi*. Ky. Statistical Committee--RALPH U. KRAMER. Saptmimi Engineer, Employers Mutual Liability Insurance Co. of Wisconsin. Q>o|q. IQ. Choirmom Technical Committee--RIGiARD SQUIRES, Engineer, National Publishing Co, PUlottlyUa, Pa. Choirmom of Proprwm Commmttee--G. STUART MANSF2ELD. Safety Director. Western Printing ft Lithographing Co, PaagHneyrir. S. Y. i/nnitri'/t/'Ierfff--W. A. ANDERSON, Mcdiwwd Superintendent, U. S. Government Printing OSce. Washington. D. C; BERNARD J. TAYMANS. Assistant General Manager, Friatiac Industry of America. lac, N. IV, Waahtngtoa, D. C; ORAN BROWN, Director. Iodortrial Rda&n. Rmtd McNally ft Co, duaco, tU.; MASON Q, BAGENT, Safety Director. W. F. HsS Froth* Co, Chicago, III.; OTTO WOLF, Assistant Prodacdoo Supt, Chicago Tribane. Chicago. 10. Stef Refrticntotioe--KENT FRANCIS, National Safety Council, Chicago, IQ. zr. ): OTHER VOLUMES in this Series Many users at this volume will slsa find much value m its companion Ychxncs. Here i* the list: TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Index to all Volume* sad Exb&too... American Society of Safety Engineers and Subject Sessions..................... ........................ Aircraft Manufacturing Section....................... Air Transport Section. ............................................... Automotive and Machine Shop Section.......................................... Cement and Quarry Section................................................................................................. Chemical Section ................................................ Coal Mining Section,.........a............................................ ............... Commercial Vehicle Section.................................................................. 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Petroleum Section................................................................................. Power Press Section................................. Printing and Publishing Section............................................................................... Public Employees Safety Committee............. 22 Public Utilities Section................................................... 23 Pulp and Paper Section........................................................... 24 Railroad Section ................................................................................................... 25 Rubber Section ........................................................................................................................................... 26 Textile Section .................................. 22 Traffic Section .....................................................*................................. ..............................................28 Transit Section ....................................................................................................................2$ Wood Products Section................................................................... 20 Farm Safety .................................................................................. ............................. 31 Home Safety ........................................ 22 School and College Session*................................a.................................... 23 The Human Side of Safety (Early Morning Sessions)........................ 24 PRICES OF EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMIERS VOLUME ito9 ropier SIZE Each Less than 24 pages-- $0.25 24 io 48 page*-- JO 49 to 96 pages-- .40 Over 96 page*-- .60 10 ru 99 copier Bach $0.20 2S J5 55 100 / 999 evtfez Each $ais J20 JO 0 1000 or more Each $0.15 JO Complete set of Transactions (34 volumes)--$6.00 NON-MEMBER prices arc double member prices, except volumes 2S,(31,, 32 and 33. NATIONAL SAKTT COUNCIL 2t M. WACXU DUVI . CHtC**0 i. ILL ** jja--us-- Current Safety Topics in PUBLIC EMPLOYMENT As prcstiM la Hit IPcMc Iifltyn Siniin f ffct 1949 Safety Cwytti Standardizing Accident Statistics.......................................... 3 Safety Appliance* in Municipal Conduit Construction.... S The Baltimore Division of Disability Compensation...... 9 Safety in Highway Construction................. ................................. 10 Safety in Water Main Construction........................................... 12 Safety in Sewer Construction...................................................... . . 15 VoImm 22 Trtinoefions 1949 National Safety Coagrass t r ** t , ./ 'WJuifa Ifecv... In safety, as in all other human activities, the question is repeatedly asked. "What's new?1* Uany answers to that question are give* every year by those who participate in the various sessions of the National Safety Contras. Uany new methods, devices, and Ideas which later became generally accepted first were presented at a Congress aoaioo. Because of this fact; safety directors throughout the nation have always found the Transactions of the Congress a Valuable toot la their accident prevention programs. Publication of the Transactions in volumes--one for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man* agement and supervisory personnel at small cost. The 34 volumes of the 194$ Congress Transactions arc listed on the last page. Distribution of these voicesca to key personnel U suggested as a valuable aid in the safety program. fa preparing these Transactions the proceedings of the Congress love been condensed and edited for reference purposes. Complete original manuscripts;, with any charts or Ukutrations which were used, are available la National Safety Council files. Views expressed at the Coagress or in this record are those of the Congress participants; and not necessarily those of the National Safety Council. PVBLIC EMPLOYEE SAFETY COMMITTEE This volume is a record of the sessions held at the 'IWl National Safety Congress by the Public Employee Safety Committee. The conduct of these Congress sessions each year is only one of the many cooperative activities which the PubSc Employee Safety Com mittee carries on in behalf of its members,'and for the benefit of accident prevention work in the field of public employment generally. The committee gives guidance the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of public employees. The activities of the committee arc under the direction of Its Executive Committee, the wmtem of which are listed oo page 19 of this volume. PubSc Employee Safety Committee 3 Standardizing Accident Statistics Among State, County, and Municipal GovsmBucii By GEORGE B. HAT Safety and Cliims bndur, City of Akron. Ohm One of the great Win coses of week is an accident, skater r nee serjuur is hart The total coat oi injury accident* alone to stele, comay. ami mamas*! gov* onsttls on be wwnninl/ estimated at $200,000006 pr yw. a m srfv oort to meet the payrorir f al dries In the United States for one anomfc, ta spite of this trmamdaan lean, pmunuel safety movements in these same nHiiiiew of fovermacne are in their infancy. Gov* enancEitel units tasve Jme te rtaKae this tremendous taaritekmy. By teiwigt cotnddcnoe to a let *f ernes, the owinv five taxpayer is omapltiamg time an h ptoyee accident ptuniwi program is jnt an added friB of pvasemt, rimt fin wovuwftt is just another amneepc m create more public jobs. This problem of penamel safety is ast aew, yet its worth it jnet Wgtomng to be realised by brat governments. In the sted iaduatry, injuries have been raternf to al* most an absolute nieteeuL Tbe injury toes, on a pm employee basis, is now tens than 20 per cart of the same coet to the pubb'c employer. Public officials, in periodicals devoted to foremment, jmblfirire rim eilot! of their highway construction programs, the rfickoey of their water departments, the size of their sewerage systems, the garbage tonnage they handle, their fire record, their frumotf record, or other Vice accomplish mentx of goveitgncat They axspare the effect of these aecomptishmcsts on a com mon grand with ritber what existed preriously or what other cities might have ac complished. In the field of traffic safety a rational problem has been rcoogntaed. Jc public official, even when menlog for office, will make a campaign issoc cat of the way traffic is Wang MfldM. He will speak at great length on bow be hopes to accomplish bet ter control of vehicles^ Mauy (titles aod some states prepare long and'attractive an nual repotIs that are used to trying to at tract new indneuiu *wr tecafiries. fn thpse reports grog mhMmb in pmd to drtails of operation. fa aO of these prcvspnrip mmemmi ven tures of ge nrwimt fine in a ceram pawl of comparisen. Ttew rr--i u gramds make good nmnsgii copy. BetaiK of tbe fact that so few pufific on* ploym realise bow lo mcamre injury tosse*. fiflh or m prfiBiiu is pro so the tre mendous injury imbw loss. I have yet to t n anal report of any city that mentions its persoood safety record. Few. if any, advertise their effora **--g this fn fact. 2 beScve ft is safe to my that few pub&e employer* eras Jhwtv their accident cose or injury rata. Tbe expense of this part of the immsot never goes hue the pnWkited cost of wry public project Should these be mefoded m (he coat of these projects as a duett item of expense. I be lieve tint tbe frugal taxpayer would really become alarmed. Tbe public never knows the coat in Inman tries, or the cost to pain aod suffering or the cost in lost time due to aa accident, that goes into the mainte nance of goreraacotal services. Host pobtic officials know their work men's compenvatioo costa. They realize this is a nccoury item of overhead. Universally they fed Ibis is top high. In most states where innnnvi companies cover this loss these public c (Remit test that they are bring dUcriminated igiinst m the sire of the ptmtium they have to pay, and yet these Same public offiosls do my little, if any thing to discover the real reason for their high tonurance vale. These same public officials; when tbe word ''safety'* is mentioned, naturally think first of traffic safety. Why |i this traffic safety problem so ouvemlly accepted? Do you think tint H would have the same publicity value know has if there bad not been some way ^developed to provide comparative Some time during tbe history of the de velopment of the national traffic safety 4 Staxdardixiftt Accident Statistics movement a method was devised whereby uniform traffic statistics could be compiled. Now monthly the National Safety Council, as you know, publishes comparative records of a (rest number of cities and states in the United States. They run a national contest with awards to winning cities. These winmag cities receive national publicity. Most states also run traffic safety cootests, pitting one locality against, the other. In Ohio, winning dties proudly display signs of their prowess at all their entrances. Due to the competitive spirit that has been developed by these comparative statis tics, our national traffic toll is becoming smaller in sptt of increased vehicular travel. The public recognition given this problem lias resulted in improved polking methods, greatly improved engineering methods, and improved handling of publicity by news papers and periodicals. Why wouldn't it be possible for ua to develop at least same semblance of this sunc recognition in personnel safety? We have the facilities at our disposal. We have a standard method,of comparison. The Amer ican Standards Association has developed a uniform method of compiling accident statistics. It is not complicated, ta fact routine work under their formula, can he learned with but very short training. It provides, as you know, for dealing with comparative frequency and comparative se venty of accidents oa a common base of man-hours worked. A few cities already use this method. We have fotmd that, in our search for compara tive statistics daring the past year, returns from our request for statistics were so few and scattered that no true picture could be gained of our national or even oar state losses. The use of these standard comparative statistics has many values. For instance, in Akron we are entered is a tity-wtde indus trial safety contest. Our frequency and se verity- figures are public property, bring given to the newspapers monthly. In addi tion to this, we have aided oar safety rec ord by maintaining an interdepartnwotal booby prize eootest which has materially reduced the number of injuries our dty employees suffer. Every department in tbe city of Akron is given the standing of all other departments monthly. Eves our worst department does aot film to see Its aarae at dm bottom of the list Alt we use in this contest are stand* ard frequency rates. It will be much better for the pabBe em ployee safety movematt gwurxQy when we can compare our records with these of other cities or with a national average. History of the safety movement las shown that when national averages are developed, thrir trend is always downward. If a frequency rate of say, roughly 20, and a severity rate of A is maintained, every year you maintain this rate one out of twenty of your employees receive injuries that dis ables him and keeps him away from em ployment Every one of these so iejared win lose about two weeks each from work. If yow have a thousand employees .this would mean that you would have fifty ,1m time injuries and that these fifty lost time injuries would cause a lose of at least ?0Q work days. Would you as an employer hire throe pbopte and pay them for staying home for a year? Should you do this, you would immediately be accused of padding the pay roll. You need to find oat the extent of this loss. Somaoue must be pat hi charge of this work; either oa a fall or pert tia^c hens, de pending Bpon ti>e si** of year mat. Your insurance Carrier, your state accident pro ventics board,* the United States Deparfineot of Labor, or the Nation! Safety Cot-Jl cad provide you with standard methods to be used oa discovering what you have to combat. While this may be a new problem to you it Is not new industrially. I realise that, strictly speaking, preventing employee in juries is an Item of expense. It U some thing whose value is hard to measure ia the terms of dollars, and cents. Yet savings dw up in strange ways. Years ago industry discovered this value. They west through the same period of or ganization and drvriopmovt of comparative statistics that we are mw starting. Origi nally they too had a veritable hodge-podge of methods to determine their injury ooew. With the awiitaacc of the American Stand ards Association the present method of com piling of accidents statistics was developed Along with this they developed industrial safety programs. Year accident prevention venture need not P*b5c Employee Safety Committee be cosOy, bet whatever ram do. sriattlsh veur yiugiam ea a mend basis. Either hire trained perwaod or tram your owu-per.smocI ia accident prrratka work. Above alt de not chat oa year statistics. Present a true picture. The cofy person you foot with false statistics at yourself. You have no need to be afraid of a bod rawed, became a bad record Is much case? to hnpreie than an earecBcnt rccaril and anyone work ing with industrial safety is always rimmed in improving records. I ub optimistic enough te bditvt that white the public employer may never he able to eqoal some of the Icef no-accident records that have been developed in some industries. a satisfactory level of accident cates will he recorded. Public employment is too varied an occupation to compare with manu facturing procedures, bat we cm? compare ourselves with each other If we have the mean* at oar disposal. In this comparison all of us will benefit. The effiridcy of our work for tbe public will be improved. Our relations with our employees will be enhanced to the extent tint oar anptoyecs wilt be proud to work for us. Uh of Sedate Appliances in Municipal Onriuit Construction Br jams* p. belcher Ida/ Dirwcaor, Klarlric Paew Beard, Naaimlle, Trim. Utility continues bare feand trig safety methods and practices arc meet effective m preventing acckknn. Thuae mrifcoih win he described. Nliaug them ie order uf their application In the tunah iajiau aod ageratioa of an undU'gTOtd 1&A1 iWVe iyStw(l) during duct aad smtih u--zieulun,. (2) during the rirtiltiritm of eilleu. traesformtn and switchgear, awd (3) doing the op eration of this equipment, Daet and Manhole Cwetmtida la starting a eoustrwctioa job, it U just as essential that promotions be made for mfety measures as it is to obtain mm and mate rials. If the surface of tbe street is to be opened, U must be barricaded off before any work it undertaken. There arc two prioripal hazards to be guarded agafrut, that of the public hang injured by tbe tools and ma terials handled, aad that of the public falling into the openings. Several method* of barricading off a work ing space oa the street arc used. One method is to drive iron reds into the pavement for supporting wooden burs is the nature of a temporary fence. Another method, and al most universally used. Is to employ barriers made Idee saw bones. A tong 2 in. x 6 in. wooden raff is placed on edge ui slots in tiie (op of two standards. It should be painted cither amber or black and white. This is very effective on large objects. Barriers should be placed in the street in suck a a,wwi as to inconvenience traffic as little as possible. At night warning lights should be placed os constructions. Tool boxes, air compressors and other equipment should be located with great care. They should be properly guarded and lights b* placed by than. As excavation work proceeds, paving ma terials and earth aeoanolate at the side of the opening. These should be handled ac cording to regulations. First, a clear walk ing space of two feet must be maintained next to the opouag. This wiQ also assist in preventing earth told stones rolling back into tbe track. At the same time, it is also necessary to see that materials do not roll out beyond the barriers into the lanes of traffic Baffle board* may be jued to holdback the excavated earth, or it may be possible to pile up paving blocks. Sometimes careless han dling of conduit by stacking it or throwing it on piles of earth causes serious injuries. This practice should not be allowed. It is thus very important that a proper place be reserved for all construction materials and 6 Safely Appliances tn Conduit Construction that they be handled with extreme care. Neatness saves confusion and confusion is a frequent cause of accidents. Where excavations are carried to a specified depth, or where the supporting strength of the soil is low, it becomes necessary to shore the trench walls. This may be done In sev eral ways. One of the oldest is by using sheet piling which U driven down as the work progresses. A more common method is to place plash* against other wall and hold then in place with trtxjch jades. This method allows more flexibility ui installing and removing the bracing material. Excavations in streets are subject to flooding with surface rains unless property dyked. Keeping the water out of a trench or man hole excavation sot only saves the expense of ptsnping out the water, but prevents the danger of caving when the walls become wet, or in some cases, electrical shock. Nearly every job of manhole and duct construction calls for the cutting of street paving. If hand tools are used, two essential precautions are taken. (1) A man holding the drill most use tongs. (2) He should wear goggles to protect his eyes from flying materials. On larger jobs compressed air drills are used. Here the risk of injury from hand toots is not present but the hazard from fly ing particles is greater because the exhaust air blows the cuttings out of the drill bole. Goggles must therefore be worn by all work men operating air drills. Air compressors must be kept in perfect condition at all times, and under no circum stances should a home-made exhaust pipe be used on air compressors, due to carbon monoxide fumes entering air intakecreating a dangerous hazard. Some cities stand on rock or rocky ledges and it is ncceseary to blast for tmdergrouad construction. Only experienced and. cautious men should handle this work. The blasting should be carried out with as light shots as possible and each time 'the work should be' thoroughly covered with mats made of brush or old steel cable. Guards must be placed in all directions to warn all persons while the charge is bring placed and exploded. The handling of explosives is a spedilized and hazardous work and must be placed in the hands of experts. Cable Installation Manholes present quite different working conditions from those encountered ta the open on the street. They are often only dark pockets where mud, watts and gas collect to the inconvenience and hazard of the underground workman. Gas is the most dangerous because it is invisible, and some times odorless as ctfbeo monoxide or Batu mi gas---the former poisonous, the latter flammable. Before entering atanhoks the workman should assure htmsrif that so gas is present. Artificial gas, gasoline vapor aod the like can be detected by the sense of mvJT, Seme other games are odorless and can be detected only by the use of some special testing de vice. The combustible gas Indicator U wed to measure flammable gas and vapor mixture* in air. It is satisfactory for an* in artificial gas as well as natural gas, gasoline and oil vapors.. These instruments should be han dled only by an experienced nan. If gas is detected, it Is wtfl to know where it comes from, and necessary steps toould be talon to correct this mie condition. Where gas has been fond, the manhole should be ventilated before entering, and ventilation should be continued1while mee are below to prevent any possibility of asphyxiation or an explosion. Simple vea* tilsting devices or Mowers may be used. One of the most freqncst mtooc accidents m underground work Is the mashing of toes, or injuring of feet, while handling manhole eovera. Some companies use iron hooks, others use iron bars. Seme companies require two men to lift off a cover by using an eye bok which hooka through a brie In the mating. A bar is passed through the eye bolt, allowing the men to stand dear of the cover while lifting it- The cover should be removed out of the working area where there is no possibility of it being tripped over or hit by vehicles. Workmen must be required to always use ladders when entering a manhole. Ladders should b carefully inspected periodically ai}d should never be flntfd, A protective railing placed around am open hole prevents the workmen and pab&c from accidentally stepping into the opening It also PubGc Employee Safety Committee 7 to warn the street traffic. TW moot, haring a loop in the bail so flat they cannot cccnmon type of gmrd raffing la made ot togea toe band tine. pipe or tubing; and jointed for friffing ap The type of hooks used on hand lines whs uot is use. Seme cwg--de we pasrit mc be carefully selected. One end carries nude of angle iron, and other esmpamm a lag hook, from which it is almost an* use folding, wood guards auric of Sghe ma pueriMe for things to slip off. On the other terial, and with a wider ruL These are mere ri is a jtrtx^ snap to those nsed conspicuous warning device. on a bunmn'T safety bek, Sometimes sister Guard railing* are sanfiy paused re< hooks arc anpioyed. amber, or black sad rim. Tbs* is iuaa&7 Blow torches arc about the only open mere effective where there to a wide *wr- boots nsed is manholes. fsoc and the two colors cut be shews ha Where energized coocfactore or equipment diagonal stripes. p--w be the wwtiuea should be Flags are coanoonly added to the gw*d tailings. Lights are also effective u this work. A careful foreman or SRpcrintcade* piss the location of all equipment before starting to poll cables into ducts. Pedestrians should be barred from passing between the winch truck and the manhole or khmn the cable red and the other manhole. Trucks should not be placed where the exfaast gases SS the manhole and asphyxiate toe worianen. Cable reels are heavy sad cfamsy. Bring round, they may get out of control. Workmot should cxcmsc txirqae cxre ta bandSng than. Poor sod assy allow a reel to tip off the /ads mi iofttro wortom Such hazards can be minimised by we of cable red trailers, where pmwMe. These should be protected by barriers at all times. Sometimes considerable force is necessary m pulling cables into <het& If toe polling line should break, a serious accident might result. For this nasep, a dymraemeter should be used for toe heavy pells, la order to know what strain is being pet on the line and to keep below toe duger point. Care must also be ased k attaching toe cable grips, for should they five way, the result will be similar to the brealdag of the pulling required to wear rubber gloves. This rule the wearing of gloves when a supposedly dc energized cable is being cot; so as to reduce the possibility of as accident from catting into the wrong cable or ta case the WTuug cable were de-energized. A greater hazard attaches to five week on the uudeggrouod system titan on the overhead doe to the dampness of toe surnzaadtogs aad the better grounding conditions. Greater promotions muse accordingly be taken. Rubber gloves are reliable only when given careful attention. They should he pur chased under rigid specifications and care fully tested before using. They should be handled with great care by the men to whom they are issued Any glove which u damaged should be immediately returned to the laboratory for Inspection. As rubber gloves deteriorate rapidly, the glove* should be tested at frequent interval* Cat least once a month) eves though there may be so apparent need for so doing. Rubber base, blankets, boods must be kept in perfect condition, laboratory tested before using and should be tested at regular inter vals. Too much stress cannot be laid on the necessity for care and testing m the use of rubber goods. line. A worionan might be struck and in Good lighting is important is obtaining jured, or the line might whip into ax ener good workmanship, and preventing accidents. gised cable or piece of equipment. Keep Adequate lighting should be furnished all men and public away frew the Sue while it wortanen. is under putting tcation. Tbe nto hazard encountered is the han Splicing tikes tone and requires many tools and materials. While toe men below arc engaged lx tbtir work, helpers should not lower anything without the attention of at least one man below. Hot solder must be towered very cautiously. The same is true of hot compaced; therefore use only good strong solder pots and compound kettles dling, placing and eeuacctatg up of trans formers and switchgear is the hazard comtaoeiy associated with handling heavy ma chinery, accentuated by toe Emitatfoc* Is working space. Some of the frequent causes of zeddents are (1) defective or slipping tackle at the time of towering into man holes; (2) toes caught tmder rollers; (3) H z+. [ S Safety Appliances in Conduit Construction caught between machine and wall; (4) struck by hand tools oi fellow workmen; (5) strained while lifting; (6) toots dropped on man below in manhole. Such accidents can be eliminated by having experienced foremen with an experienced, crew on all such work. The crew should be trained together until they know what each can do in performing his work, and all safety precautions should be taken, such as the examining of all materials, the wearing of safety shoes, bard hats, lasliuctisg men how to lift properly and the proper training of all men in the ose of safety appliances. Maintenance and rccoostructioa work have more electrical hazards than any of the work so far discussed. The identification of cir cuits and the detection of voltage are ham pered by the lead sheath of cables, while limited working space prevents escape from bums and flashes when drants arc shorted or accidently grounded The usual practice is to more cables from service before working oo them. This calls for a clearance front the dispatcher, or person responsible for the operation of the system. If there is an error in the description or designation of the circuit de sired, there will be trouble when the work men find the able still energized. To obtain a clearance, definite information must be given to make sure that the system operator and the foreman making the request for a clearance fully understand what is wanted. The essential data are--- (a) Full name of the person requesting the clearance. (b) Date and hour of snaking the request. (c) Description of circuit desired, circuit number, station from which It is fed and district fed. (d) Time circuit is desired and duration of work. (e) If hold-off protection is desired. (() Name of person a charge of the re pair work. (g) Name of the person who will terminate the clearance and bold-off. This information should be written oet in a "clearance book" by the foreman mak ing the request. Before it is effective it must be cheeked, as the system operator re peats the message received. If correct, tit* system operator gives the clearance its aerial number and tag; "*kig it effective. After the circuit has been turned bade for service the foreman forwards to the system operator the clearance tag and copy of the written rleiranrr, This is for the purpose of check ing the correctness of the information and tfie care used'in filling out the form and clearance tags. Before starting work on the tiresit it should be grounded at the station to prevent the possibility of its becoming acodentalh energized. This requirement ts rapidly he* coming tsuvasal practice as it is the best Insurance against possible trouble. Whatever systaa of damn ai heldoffs Is used, it should be temple and cxpBrit. backed up by rigid stioraraeat AS cables should be properly marked for identification. Test tamps are temple and easy to uae for testing' secondary voltages. One ihonMI be used when necessity. Sometimes it is necessary to de work as energised or hot cables. Undogrcemd work men do not have the advantage of open work and wide clearances as in overhead construction. For this reason ipsrihil pre cautions must be taken when doing any work on energised cables or switchgear. Energised cables should not be bat or moved. The higher the voltage the greater the risk. The workman is so dose to the cabl^ he has no to escape in case a fault should occur. If it is necessary to move a cable it should be de-encxgiced be fore the work is started. Every step in the thing of a hot joint must be made cautiously and as much of the work as possible kept covered or in sulated. A rubber mat insulates the work man from the lead sheaths of the other cables on the suae rack. The lead of the cables bring spliced is insulated by wrapping with rubber sheets. A rubber mat should be placed under the worlanaa to insulate him from the'floor. Workmen should wear both gloves and yaffles while soldering oocnectore and when filling the joint with compound. Helpers should be trained to keep furnaces and hot solder well away from manbote openings. He should be allowed to lower hot soldo' to the splicer only on the latter's request and then only when the splicer stands clear and keeps his eyes oa the pot. Sometimes it is necessary to work around energized equipment. Every precaution for Public Employee Solely Committee covering up should be made in this instance. Rubber gloves sad protector* oust be worn (or tits protection of the men. Uanbotes should be kept dan and carbon tetrachloride fire extinguishers tkanM be kept handy to rash to Bodergronod fire. Manholes should be properly after a fire before wortanna are allowed to enter. Tbe gas from carbon tetrachloride win cause asphyxiation. All rubber goods should be properfy checked and cared for according to tain and regulations of American Society for Tcatzag Materials, The prone pressure meshed should be used for reflusdtatios. Each caployut working near energized lines should bn properly trained la first aid aad should be an expert in giving artificial respiration, prone pres sure method type. Things that are important to remember in artificial respiration: (1) Keep die victim lying down, head rest ing on hud, other hand over bead. {2) Keep tbe victim wrapped ujv. (3) Keep breathing passage open. (4) Keep proper ibytina, when changing op erators never lose rhythm. Each employee should be trained in first aid. Safety meetings should be conducted regularly. Each supervisor and foreman should be responsible for safety on his job, and the safety director should aid and assist the supervisor and foreman tn their work. There ts eae thing to remember always ra safety, tbe more we study, the more wc learn, and the asore wc tears, the more we should apply it to our everyday ltfa Re member, tite life yon save may be ooc of year own immediate family. A Brief History of the Baltimore Division of Disability Compensation By BLUER F. BERNHARDT Director, Divtoie* of Pteahfffty CoapasaKtkn, Baltimore, Mi The Division of Disability Compensation, through which all anddarts lavotvinc aiu- ized pursuant to the pebvmou* of Ordinance 55 and placed wader the jurisdiction of the Comptroller (Department of Finance), ef fective February 1, 1940. Prior thereto, this important subject with ita massy ramifica tions was handled direct by awaalripal de partments in a wooer which 4 not ade quately protect the City's intert ift Centralization was finally adopted after repealed rccomoxtvhfkms relating thereto were nude to the reports of tbe Central Payroll Bureau since 1926. Sena fall time "cn calT pfcyteriaae replaced about fifty-six who were previously ootwpmated os a fee basis, under which new arrangement the medteal aspect of the subject wm* better co-ordiantod astwidwtaodhig a material sevs?g which obviously resulted. These full time "on caff* physicians were departmentady asrigued on the but* of previous acci dent statistics (approximately 2Q0 acci dents per waom) aad aU Ac plan, which remained in effect until December 31, 1944, was manifestly better than the former "fee basis" arrangement. It did not provide for prompt medical service because m many instance* the physicians were available only during their respective office hours. May case* were accordingly sent to hos pitals for first aid treatment and then re ferred to the departmental physicians lor subsequent treatment until medically dis charged. This plan of operation proved to be not only an inconvenience to the injured but caused considerable loss of man boors, as well u ccofnrioa in the preparation of the case* records. Each of the sevm phystrians were re quired to execute certain forms relating to the State Industrial Accident Commission a* wtH as- to supply information concerning tbe status of tbe employe** when able to resume doty or when finally discharged from medkal care. la addition, an individual "history of medical treatment" was required maintained by the physicians for each case. These requirement were found to be bur densome antes* the physician employed sec retarial a--tefsiww, and as a result, reports were delayed. 10 Safety m Its Application to Sigkwty Construction On the other hand, centralisation brought about more efficient procedures. Accident causes were carefully analysed and a "cure" was effected m 1941 by the introduction of a comprehensive aeddent prevention pro* gram to which department and bureau beads magnificently responded Safety committee* were departmental^ organized and a lecture room was provided where monthly meetings are regularly scheduled and presided ever by a supervisor of safety. Proceedings are recorded for distribution to the respective department or bureau head and to principal city officials. Periodic meet* ings are held within the department machine shops, garages, yards, and wher ever employees are assembled. Since 1941 the city's aeddent load has consistently de creased from 2J54 accidents to 1,486 Sa 1944. Decrease 866. Interesting statistics are in the process of preparation to determine the City's "severity" and "frequency" rates (Xttional Safety Council formula) as ap plied to injured employees engaged in extra- hazardous work. An aggressive campaign has alio been instituted in reference to public liability and property damage claims on which insurance is carried. As a result thereof, a marked improvement has been effected beginning as of September 1944. On the other hand, the city is self-insured ha respect to claims involving injured employees for which aa annual appropriation is established in the Ordinance of Estimate* (budget)--$35,- 000.00. Reduction of the aeddat load corre spondingly reduced the need for the seven full-time "on call" physicians and because the system followed, as heretofore ex plained, was found expensive as well as cumbersome, an Aeddent Clinic was estab lished at 202 Guilford Avenue on Jaxnary 2, 1945. The attire first floor of this build ing now houses the Division of Disability Compensation. Medical treatment is rendered 51 hours per week from Monday to Saturday, tadesave (8 JO ajn. toSdO pan.) by two "Obic Physicians'* who are assigned four aod onefourth boors each per day, and a registered nurse is regularly in attendance, the ad ministrative routines arc handled by a su pervisor, an assistant; and two receptionists (A~M_ and PJdL) whereas the acridoxt pre vention program is carried on by a nfwvisor of safety, a stenographer, and a staristieiaa in an office which immediately adjoins the safety lecture room. In addition, a chauffeur-porter is employed for the ynrpaae of transporting convalescent patimer to and from the clinic and to maintain it in a dean and tidy manner. The dink equipment, which is of notes design, includes a Picker Mobile X-Ray Unit with'fluoroscopic attachment, exmnanieg tables and chairs, water and Snstrmnem sterilizers, orthopedic tables, a refrigerator for biological*, instrument obfoets, infra red ray waits, and a supply of clinic in*1 sites embracing a variety of maScatians, adhesives, bandage, cotton, sutures, etc. A splendid developing roam Is provided for X-ray film processing and four "rceavery rooms'* hare been established for patients who are la shock or who require beat or fjs the latter part of April, 1945. anaform refutations were promulgated, and revised forms were baaed to approximately 559 (hpulwat and bnreaaa heads, school prin cipals, foremen, and other supervisory forces, in which manner uniformity of pro cedure was usurer!, The Central Bureau of Investigation, a dvtsoa of the Law De partment, twthwca the investigational phase of the Disability Compensation procedure." Safety in Its Application to Highway Construction By J. B. P. DARKZU. . Traffic Engineer, Minnesota DqurtnaM ot Highways For a number of years some highway de partments and many industrial organizations have had established safety programs for the prevention of accidents among their employees. Very few of these programs bve effectively covered construction projects for highway ja^iiumnrnte In aaoet cases it U assumed that a few signs or flags are all that are needed. Various types of warn ings and barricades usually are erected at Public Employee Safety Committee 11 the ends of a project, but all too frequently they are hastily thrown together of such materials as are available and often are ineffective and confusing. Having "stuck ogT the warnings nr a few flags, the engi neer or the contractor that be bs met his full responsibility for safety. Tbe application of safety measures a highway construction falls into one or owe oi tiwee principal categories. First is tbe safety of Ike employe* as affected by his mete or eqafommt and his attitudes. Then there i* the retpoosUnlity / the public to Me ton* adequate warnings are maintained. Aa* ***. barricades and other devices are to hated and as to guide traffic hrengk or aromd dm work ana with a mmioomm of hazard and confusion. The died phut or category is the protection of ate nmplryre from tke carelessness or reck- Setmett of tke public, A hrje proportion of present day fuad oanecructioa consists of the rebuilding d raurfntieg of existing major highways. Ihteinndy 4 a* ast always possible to rtor tnc caCzrdy away from the job, but nter k net W carried over the job or mnaffimety adjacent to it on temporary roadway*. With rapid facreascs in traffic vafcaae* the handling of traffic around or wu the job poses greater problems. FrapmeiVTity for the job itself and for the safety preeastions takes on the job cuJt he teiki It is one responsibility, N'ckhr the rontractor nor tbe engineer n avoid titia reifccjibility. It certainly is the of the engineer to see that the job is done properly mm though the plans or spe cial pruviciens might require the contractor to tnalte the necessary installations. It aright he weS to he a little more spe cific with regard to safety in highway conMxnuiue and to nation some of the factors m te mn* kml under the three categories referred to previously. 1. Employe* safety program--Any suewW safety program must start with the pcrsMcI employed oa the job. There are pad problems, however, a setting op progfums for safety educational work among muteruailjuu employees. Unlike many other tyyea of work where employees can be trained over a considerable period of dud anally coatimg Indefinitely on the same jefc. highway construction projects are most fmpwntty of comparatively short duration. Thus by the time a crew is trained the project is completed and the contractor moves ob to t new job, perhaps in an en tirely different area where he must start his training program over again with a substan tially new group of employees. The only way that this problem can be solved is through the constant alertness of the permanent supervisory employees to in sure that operations are carried on with due regard to safety rules and that all employees are properly instructed In the correct and approved methods of doing their work. While the burden for employee instruction must rest with the supervisory personnel from superintendent on down, we must rec ognize the fact that such a program must have the full support and encouragement of 2. Safety of the traveling public--In many types of construction operations the pubIk can be entirely excluded from the construction area. This is rarely true on highway construction work. Even where de tours arc provided and through traffic can be rooted around tbe work ft is usually necessary to provide means for local traffic to be carried over or adjacent to the opera tion* to reach their homes or other destina tions along tbo job. The way the traveling public is treated has a considerable bearing on public reaction or. public opinion with regard to road con struction as well as the good will towards highway contractors and highway depart ments. If it is necessary to carry traffic over a job during construction operations the safety and protection of the public should be the mxnber one consideration. The person who must travel over the work Is entitled to be adequately warned and guided so that his passage will be accomplished safely and with as little inconvenience as possible. False warnings should be avoided. Warning signs most be removed whenever the situation they are intended to warn against does not exist. Flagmen should be alert and courteous. Flagmen should be tsed more frequently than they have been ta the put barricades and tigoa should be kept is good condition. Messages must be easily read and understood. The adequate lighting or reflectorization of warnings Is Important A driver is much more likely to become 12 Safety m Water Mean Construction confused at right when visibility reduced than he is during daylight hours when he can see what is beyond or behind the sign. 1 Protection from reckless driver*--lf there is an effective safety program in the organization, if the contractor's employees are properly trained to do their work safely, if because of this trairiaf they bare a heeler safety attitude, and also If proper se is made of flagmen, signs, warnings, barricades and full coorideration is given to the motor* ist who must use the road donog die progk of the work, the protection of the worker from the rcckkss or careless motor ists will be less of a problem. Observations and checks have shown that the public rsnets rather favorably to the efforts of those re sponsible for the proper coodoct o teestratioa work to practice safety and to giro the motorist true and dear wanting* of what they sty expect. la ccochition let me emphajir* the need for safety programs in the highway con struction field. X do feat that wa have largely sidestepped this important field of accident preventive and tint if are apply toe same load of effort to the diminVtWei of acci dents hi highway conetraetioe that are have mod m other safety activities we eaa achieve equally successful resits. Safety in Water Main Construction By WEHDELL R. LaDU* Superintendent ff Chief Snrmoif, Bnun of Water 9c Steam Ahna, Okie Safety--or shall we say accident pfcre* lion--in water main coostructioa la so dif ferent in application from safety in other industrial or construction fields. Hence for our present purpose this talk might w*U be in the nature of a discussion of safety methods kt the over-all utility field rather tbaa a too detailed summarization of "good practices'* with most of which all of a arc familiar. However, for the moment, in approaching the stated scope of this paper let os ask ourselves a leading question---what items constitute the safety or acodeut prevention problems in water mam construction? For the sake of clarity we will ootlise first only the physical hazards and* processes leaving to oar further efforts the tasks of fitting our safety program to them as we see it in our gives utility, la so dok^g the following will, of necessity, be a* sched uling process: in removal from match. Rmoung material with possible cave-in. 4. Trench sheeting--inadequate or loose bracing and shoring, & Trade loading--faulty spotting and spilling of material during loading. B. Pipe Handling and Laying: * 1. Loading, storing and unloading pipe. Unsafe slangs sad books, inadequate blocking permitting rolling on truck, ia storage or along the street. 2L lowering pipe--unsafe stings sad frame. Inadequate grip whoa using machine for lowering pipe Improper signalling. X Laying pipe--carelessness in > pipe and pliring bloddog quarters. Improper catting _____ 4. Jointing--careless bunging of _ material, top trench ride awd to Jrint Insufficient care in pouring "wet" joint*. A. Excavation: 1. Pavement breaking -- flying chips, thrashing broken air hose, 2. Machine excavation--boom clearance, dropping of boom or bucket by me chanical weakness or tampering with controls. 3. Hand excavation -loosening boulders from side of trench, dropping them C. BackfU'mg: 1. Unloading tracks fully spotting tad faulty dia&pag. Lack ef Inspnctma of material. Z Tamping--danger m amblag arena! pip*. X Removal and rutting ot Aecting ' dinger from faring ned and bet* cned boulders. DnS ana Public Employee Safety Committee U Q. Barricades and Lights: , 1. Inadequate tights and barricades of open trenches. Faulty temporary seating. Z Inadequate lighting on tracks, espe cially daring emergency operatieoa. over with a n screen provide an ever* present safety hazard where adjacent to a baseball field. c. High-tension wires and transformers on poles are always potential challenges for climbing. In all the above one thing asms to stand The public, especially the children, must eat--familiarity with a repetitive Job, its be educated to and become aware of there tools, its matcnala, sad its processes, leads hazards as port of the utility's safety prob- to contempt for known semes of danger gram. and thus to consequent accidents. Flense pardon reference to last a few Akron, Ohio, observations: 1, Emergency tracks shoold be equipped with warning tight# on both front and rear. These are to be Winker tights at normal heights so installed to hlink cootisuousty while on the job. Z For baa(flag pipe use cable drop forged hooka. A frayed cable may be sect white a weakened link an a chain sting will pass osnotioed. Periodic tests should be made. 3. Accidents, regrettable as they may be, mo be peat teacher* to the worlanea. 4. Cooperation with men se the fob em ployed by the other utilities pay. dividends in oar own organization. Ttey arc very wilting to protect their poles, pipes aad con duits If given only the opportunity, tints So much for the tangible, plainly evident features of the water utility safety program. How X should like -to think with you concerning the real wderiysg problem. Safety may be defined as freedom from danger or hazard; an accident is a hap pening without design; carelessness implies a want of pains or thought of action* and lack of enurera about the consequences thereof; heedlessness assmnes the dismissal of the consequences of an act wholly from consideration. PtmdanMBtally cazelesanes* and beedlcunesa--whether of management or worker --result in accidents harmful to both work er and management. Therefore a safety program should be so designed as to pro mote freedom from danger or fasardt by securing reduction in those accidents caused by both management's or worker's care relieving oar safety program to that extent lessness or bcedkssQcM. In this tire team-work principle Is evident : Accidents doe to poor lighting, bad hu We cannot consider safety with full re gard to tbe utility workers eo]y. What of the pubtie? Yes, we my casually that they arc protected by barricades and lights and by side operation of equipment on the pub- man relations or inadequate enforcement of safety rates are now generally attributable to carelessness oo the port of the worker, but might well be rlaised ha due to heedksmess of manages:eat. tic streets. But what of provision for their protection from potential dingers wrroundSag various water works structures? Hearty all water utilities hive elevated Safety rests with management--and I include top management--and management'* retponsibQty for safety cannot be sloughed off ooto the insurance company. Manage storage tasks, reservoirs a&d electric pump ment--to ail level*--must show a wholeing stations located within the city, these some and since* interest m the safety pro see often on the same grounds with rterta- gram. It must by precept, action aad tieaaJ or playground sites; Whit of a safety example cooperate actively with the work program tailored to apply to those using das arra--espeoagy to ehildrca? SpeaaJ reference Is made to suds Items as: ers'm the safety program. To mood-off with "Be Cartful'* aad thro classify each accident as "CardcsaocssM will not do. a. Tank tower*---In spite of all normal Masagtment mat Imre a continuing policy protection, teen-agers wiO climb the tow ers to paint high school symbols aad football scores on the rink,- for all to see--especially the opposition. b. Fenced-in transformers, taxless roofed of showing the worker kata to be careful. The active backing of the safety consultant --or director, or expert or wbat have you --by top maoageoriit is essential. Without it any safety program is lost and meaningless. Public Employee Safety Committee 15 Safely ** Water Ham Construction 14 give and take basts coocensjcg what should vision of the head of the department in an established fact that the supervisor has Safety may result either from improv ing working conditions and processes or by improving human behavior. The means to these ends are correctives to remove haz be done and what the wotfccr* consider necessary--or ax the case .may wcH be-- unnecessary. Members of that saijjty com, mittes should he, la general. draws from whkh the accident occurred. Obviously in a small organization this calls for an extremely diplomatic investigation. 2. The Investigator should have a working failed la his safety duties if the men under his direction have not been sufficiently im pressed by instructions to willingly observe the prcciutioas taken for their own safety. ards, controls to minimize exposure to the workers group asd sot from the fore knowledge of the equipment and proc We make no effort to discount the indi hazards, and influences to eocoerage worker* men or minor supervisors who are usually esses Involved in the accident. Conse vidual responsibility f the worker for his to avoid practices that arc unsafe. classified as workers rather tins manage, quently, the same investigators cannot own safety and that of his fellow workers. Management, and especially the personnel ment. The personnel of these cemtaiRm assigned to carry on the safety program, should change frequently--with a nmu*. must recognize the various factors entering , mum term of one year. into human behavior--the person! char Betide the personal contacts with the rover adequately the entire field of the water utility. The safety director should be free to call on any worker, or super visor. to act as an investigator. If an adequate set of rules of safe prac tices have been set up in the plant or on a job. tite worker is primarily responsible for the results of their infraction. There acteristics, the wants, the Inals, the inter ests, the passions, and the {Unions of each worker. No two'arc alike. Failure to recognize these ekmcats place* an nanceecssary harden upon any nfdy program While a safety program is essentially a job function, the off-the-job phase of the program sum not be neglected. This is a workers, a program of speakers, movies, posters and spirited bt friendly inter section contests with safety as a background arc essential in keeping the idea of safety uppermost in the minds of both BUBi|tatBt and worker. In spile of the beet safety program, kq. iltnfi -``happening* withont taiga**---w2i 1, The >uvstifitos should have good com mon sense and be capable of clear thinking to oaUe them to carry the investigation to a fair, unbiased concfosmb with a deficits recommendation. A Since as accident usually involves both a physical baaard and aa tmsafe act of hmnrm ldurbr, both should be weighed is, however, no tenable alibi possible lor the lax discipline which permits these in fractions. We are here more as management, than aa workers. What can and should we do ia regard to a safety program is the water utility or other operating field? 1. We should organize our personnel for legitimate extension of managemeat's right occur, It.hsu been stid: safety and discipline ourselves into and obligation to keep the workers on the job. The extent of the wiuVci manigmn W relationship prevailing in the iodmdml or "History repeals itself. TSe imexpected always hipgmi Therefore, how ineagn&le la man of 5, Fr--gtntir m essential Time dolls 'not only the physiol aspects of the acci dent. tm she the memory of those safety consciousness. 2. We should tighten up on our super vision for safety. ganization wiB determine the extent to which ofT-tbe->ob activities may affect the safety of tint ncgmizwlon, Af pcriuanel administrator* recognize the heneJfccial ef profiting by bis past experience.** Is tins aa hdktwat or a laihsct? Ncrer- thcSess, we ha safety work do not bare to he reminded as to hew tin this can be. mmlind. Nnee the practice of rmwrdimr uporti of the air force on tbeir nm frees a bombing expedition tea the J. We should provide protective equipment for the workers and school them in its use. fects of off-the-Job safety, aspeuaHy is the Accident* of a similar nature wiff he re fidd of human behavior. peated agua and again, xUe employees t oempkte record of in- 4, We should correct known and obvious i W every accident will build up physical hazards in the system. A successful safety program require* active cooperation between rmmgimmt (at all levels) and the workers. This implies that an active, srtdGgoat. cooperative winagenwnt-workcr relationship exists in the utility. Without this a safety program sponsored by management is lost. In a general sense, asd to a marked de gree the man assigned to carry-out a safety strive to "live and kern.** The firt thoeght in any safety program i* aedden: prevention. This involves four fund.v ' activitiest 1. Removal of physical aoridatt bank (a fmctioa of nawgenat}, 2. Study of processes and practise* (a function of both management data, if you The fermaan * a job way readily argue tine hi* rcPpansdWKry ends vrhaj rules of afc practice bare been made dear to op erative*. and An* be rt--of. eoaiijteitiy be fadd sceswoUr for surreptitious infractien* ei ntie*. Yet it is. nevertheless. 5, We should develop practices that arc safe. If this be done, enforcement of safe practices will be easier. 6, We should educate the worker and in still in him a desire for safety. The water utility safety program should be coordinated with Out of the gas, electric and telephone utilities hi our city. program it a moderator betweeu managemem and workers, fa a small organization he may well be selected from other an* agement or from the workers, depending upon his persona) traits and duty require worker). J. Education to minimise hazard* (a function of the worker). 4, Imrcatigaiioa nf every noeldant whether wjtzrie* result or sot (a (unction of Safety in Its Application to Sower Construction ments in the organization. In largo* organi zations a personnel man nay V* engaged for the specific purpose. The carrying ont of the safety program is thus made a con both the worker and maganeit). Summing up it is evident that accident prevention is practically s 59-50 proporttioa --te. cooperative effort--betwco* amange- 1 Bj EUGENE A. SCHMIDT Amimaae C-atmi-tlnn gngkimr. Department of Public Wocfcs, Milwaukee, Wk trolling part of his duties. The director of the safety program mast he free to meet with management--includ ing the top executive--to discuss p^!:-Jes meat ssd worker. An important phase of a safety program is accident investigations, A thorough pro gram of such activities involve* the Col* | Sewer cawtraake in its various phases is gw i illj recognized as me extremely haz ardous poopsriew. Whan it is considered that rates for workman*! compensation in surance for this iadmtiy are second Ociy much as fifteen cents must be added to cover the cost of such insurance it will readily be seen that this Industry is a fertile field for accident prevention measures. Sewer construction is divided roughly-into openly, render decisions on policy aad ap prove expenditures for safety construction. On the side of the workers, he should l1o.wIinnvge:stigation by at least two persons I m those dnrgd for anting operations, five major phases. These in the order of neither of whom la under the super- j and that for every dtihr of labor used as increasing hazard are (1) earth open-cut. consult with the safety committees on a lb Safety in Its Application to Sever Construction (2) rock open-cot, (3) aoB-fotxssabc culh lunneUing, (4) poeofcatie earth ttroelltng and (S) rode ttmttelliQg. prescribed The constructor chooses the type of timbering set to suit the gnxxsd condi tions and the dlmeusioas of the finished sewer. I want to discuss the advantages that a The types, of timbering and their [muta decreasing accident rate caa and will have to (]) the sponsor, (2) the contractor. (3) the foreman and (4) the worker, and to discuss ai the same time the responsi bility that can and should be assumed by tions described are the box type, modified box, hexagemi, arched 6-piece see, cap and kg type and the arched 5-piece set and sock modifications thereof. 7a pswmitic teasel ing the Orders prescribe hours of work, each to achieve the common purpose. How periods of compression ted de-compression ever, <a order to properly evaluate any bene together with special safety and medical fits and fix responsibilities, I ace sow going to diacua the regulations under which sewer contractors operate in the State of Wiscon requirements. The Gty of hfilwaakse, as past of its sin and the Gty of UHwiticte The regu lations of Wtsconria may not be the best that can be devised, but they famish a good specification. requires fat its contractors adhere strictly to the provisions of the Gen eral Orders. 1 fare often heard the General criterion upon which to evaluate conditions Orders criticised by contractors who con in your community. The Industrial Commission of Wisconsin is charged with, among other duties, I quote: "to administer and enforce all other laws protecting life, health, safety and welfare oi employees hs employment and places of employment, etc," also, "to adept reasonable and proper rules and regulations relative to the exercise of its powers.'* Accordingly, rise Industrial Commission fas promulgated the tend that they do mot allow the competent engineer or contractor enough oppoitmuty to show his initiatire. ify answer la that fa general orders were designed to protect workmen and the public against iacotuprim* contractors sad that the statement in the General Orders. I quote, "any other method of supporting the walls of an exavation viO fa approved tf de signed and constructed to afford eqrivaknt "General Orders on Tunnel, Caiiwt sad protection/* give him fa oppoifiiwfry to trench construction." present his method for approval. These Genera! Orders are the results of the work of a committee composed of repre sentatives of the Industrial Cocnnnstion, ta bor, cootractors, mcdidoc; engineers, and insurance companies. The scope of these orders is, J quote again, 'These orders shall apply to U tunnels, caissons, accessory shafts and trenches while under construction with the exception of tunnel construction m con nection with mines.** The Industral Cemn'aaoB u also charged with the operation and enforcement of the Workmen's Compensation Act of Wlscocute The act require* that all employers (except farmers) who usually employ three or more persons must coma endec tire act. Tbc amounts of compensation for permanent in juries and for lent time due to industrial accidents are fixed by tbc Tbc cooeitiiriou also fixes the rates of instuaneo each industry having a fade rate per doftsr These Orders, in brief, prescribe m an extremely comprehensive manner the mini mum safety measures required to protect workmen and the public against hazards from cave-in, lire, blasting, storage of ex plosives, use of equipment, improper sanita tion and ventilation along with minimum medical requirements. of payroll. This rate changes each year and is based on tfa average amount of mmprniitim paid out ia the first three years of the four years immediately preceding the year In question phis sot more than twenty-right per cent divided by the total payroll of that industry ia the entire State Z sxtphasise the words In open cut work the minimum trench "entire State" because I will refer to it timbering requirements are prescribed under jg >fc?| teSn varying conditions such as, depth, width, type of ground and proximity of previous trenches. In tunnels the minimum dimensions of timbers used and the various types of limber sets and their limiting dimensions are As I said before; the insurance rates for the sewer construction industry are refstivriy high. Rate* for 194ft for four of the five genera! classification* of sewer work per Pv&tic Employee Safety Committee 17 $100 of payroll are. earth open-cut $5.75, bodies sad lives of Us workers will soon rock open-cot, about $875, ca'pneumatic tunneling $11.25, pneumatic turodwg $14X0. There is no inlililiihrif rate for roefc-txmnd'mg; each project is given a rate accordtog to the conditions of the job. . be so tmpopular with his men that it will be difficult for bim to bold bis crew. At the present time men are independent be cause they know skilled help is at a premium and consequently they will not work under These are base rates. The contractor has more adverse circumstances than prevail or k--* mdhrideal control over these rates. other jobs. After a contractor fas fan is btuiarts for five years or fas paid a premhza of $80 in any one year or $400 for two years be t* qeetifiof and is green' a credit or debit rating depending on his safety record. If bis record is above the average be rscrim a credit rating of a percentage of tbc base rate Cemndy if his reared is betow average. I do sot bcBert that any program of safety la tire sewer construct!ou industry cu be successful without a comprehensive sri of regulation*, It cumot be self-regu lated became of tire uncertain nature oi the industry. Host sewer contractors are gam blers to a curtails extent. They must be, became It is difficult to foretell with any degree of certainty the nature of the sell Theoretically a contractor with a perfect conditions that may be cocoontered. record can get a credit rating of approxi mately iiniirj' per cant of base rates while tire carries* contractor's debit can fa infinite. Imddentfy Z fare heard of one cue (not h the tere resistrnrtim field) of a con tractor faring a tixty-naoe per cent credit and of another with a ainety nine per cent debit. Of tire giusq of approxanatdy fifteen Variable and changing sods are the rule rather than tire exception ia the gtadated parts of our country. I have seen a tunnel being drives through tire finest kind of day. suddenly encounter quick sand so. fluid that operations had to be shut down sod airlocks installed before progress could be restxned. netnaocs biddSsg on wck u the Gty of Because sorer contractors are gamblers Uitwaricte tire spread is from a credit of when they bid a job they are all too prone 1ft per cent to a debit of 4 per cat, with to gamble on adequate timbering, which may the majority I ting on tbc credit ride, be adeqmie for the visible gromd conditions Tbc sponsor of sewer projects fas a defi nite staler la safety, fa tire fire! analysis be or wc are paying for aO of tire costs of tbc enutrsetoc pfcn ttis profit. At the present time the Gty of IChrankce is doing about two BhTSon doSare worth'd sewer coestruetion per ytar. A reduction of car dotiar in the isujni*'i trie would Bet us but do not allow for fate that may be * few feet or tochct on either side. There fore a set of regulations similar to Wis consin's General Orders is iedispcasahle ia any safety program, and if yeer state or community does not have inch a gride the first order of famines* is to have one estab lished preferable cm a state-wide basis. about tea dwsaand dcQax*, miming labor Yen will unquestionably ran Into opposi as fifty per cent of the cost of a project tion from contractor* sad contractor group* The contractor very definitely wiS profit from Increased safety, fa our Stefa from my explawsBon of fa operation of tire Workman's Compensation Act. it is evident that the contractor with the highest far- ante creffit fas a wry definite bidding adrentage over trie competitor on the debit iik. HU crews are mere efficient because they are not eeetsxuHy bring riddled by lajurics. Tbc safe contractor, other things who are loathe to cdhqrixk any of their Indepeodcace. Enlist the brip of more repu table contractors, showing then the advan tages I have tried to --nnmtr Enlist the brip of the labor groups at the higher levels; they can and will be of tremendous assist ance. Because many labor group* use their welfare food to supplement tire compere*tion that aa injured worker receives, they are most auutioos to further such legislation. bring squill, usually fas his pick of men. I think that 1 can truthfully say that It fas been my txperiaxc that the most successful contractor is tire ooe who is more interested Ja tire safety of bis met. Like- vac the foreman who is carries with the organised labor was mori responsible for the passage of the Industrial Cammtrim Law and the Workmen's Compensation Laws in Wisconsin, Such a regulatory act, statute or ordinance most establish minonitM re- Safety in Its Application to Sewer Construction. 18 quiremenU And must have sufficient "teeth" mot working in a plumber's (fitch, ten or twelve feet doep without a stick of timber. m it to provide for Adequate enforcement "Rat holing," which Is tunnelling without the It cannot be expected that the regulatory use of timbering, is also prevalent although body wi11 be able to provide sufficient en forcement; therefore all of us who are in responsible charge of sewer construction projects must see to it that the safety pro visions are carried out within our jurisdic strictly forbidden by the Orders. Education must play an important part in any safety program and particularly in one pertaining to sewer construction. On tbc average, tbc sewer worker, 1 believe, U of tion. Its Wisconsin the Industrial Commission furnishes one nun to supervise the Orders. tower caliber than those in most industries, insurance companies have instituted safety schools for industry at Urge, but I believe He also te charged with the enforcement that instruction should be more specific and of all mining regulations, so yon can readily see that, without help from us, be could not begin to cover the necessary ground. The Bureau of Sewers of the City of Milwaukee, the worker should b instructed also in the hazards peculiar to hit occupation. I am sure that most public officials recognise that safety pays and that, they as sponsors of and the Metropolitan Sewerage Commission, a Semi-autonomous body, which operates the treatment plant and builds or supervise* the construction of sewers within the remainder of tbc County of Milwaukee, enforce the Orders vigilantly. However. J know that enforcement in the sewer construction projects must "cany the hod" in educating contractors and their workers. We, in Milwaukee, have been most fortu nate in having a progressive Contractor's Association, use winter, m co-operation with Local 113, Laborers and Rod Carrier's rest of the State, especially the smaller com Union A.FJL* this Association sponsored a munities, Is woefully inadequate.1 I know foranan's reboot Two superintendent* rep tltat the rate of insurance for workmen's resented the contractors, and l was asked compensation is unjustly high m our dty txrcause of the influence of this lack of supervision in the smaller communities, be cause, as f told you before, the rate for the industry is fixed by the Commission on a state-wide basis. I fed that this condition is not deliberate, but is due largely to the ignorance of offi cial* and engineers of their responsibility. to present the side of the Bureau of Sewers, Gty of Milwaukee. About half of the course was spent hi discussing the application of the General Orders and safe sewer construction prac tices. I was gratified to see marked improvemint not only ut the quality of tbc work produced, but our continual hammering on safety produced excellent results. We hope However, city and community officials can next winter to continue these classes and ex not be blamed for some conditions of the pand them to take In the rank and file of industry more or leu beyond their control. Much sewer work is done by plumbers and sewer contractors as private contracts on private property. Usually they "get away with murder* as far as adherence to the Orders on such work because there is no strict supervision of that type of work. f venture to say that injuries from "cave rn" on plumber's ditches outnumber those on public contracts in the Gty of Milwau kee by ten to one. and f am only wonder why the ratio is not greater. 1 liave seen workers. In conclusion I want to enumerate again the step* to accomplish safety: (1) Have enacted a set of minimum rules and regu lations, (2) put "teeth" in the enforcement of these rules, (3) make these rules a.part of specification* so that the contractor ha* no alternative but to obey than. (4) Spon sors and engineers shall help to enforce the rules, (5) educate contractors and (6) edu cate the workers. Officers of the PUBLIC EMPLOYEE SAFETY COMMITTEE NATIONAL SAFETY COUNCIL 194S-49 General CA-wom-WARREN a WILT, Safety Officer. Gvii Service Commission, City of Detroit, Detroit, Mich. /'ire Chairman for 5k/,: nd Chairman Nominating Committee--}- E. P. DARRELL, Traffic Engineer, Department of Highways, State of Minnesota, St Paul, Minn. Vice Ckmrmom for Counties end Choirman Membership Committee--EDWARD N. LANDRY, Director of Safety, Chicago Park District, Chicago, 111. Vice Chairmen for Mmieifolitiee end Chairman Program Committee--MILTON BOW MAN, Supervisor of Accident Prevention. Cleveland Transit System, Cleveland, Ohio. Accident Data end Record* Committee-TMGEORGE B. HAY, Safety and Claims Examiner, Gty of Akron, Akron, Ohio. News Letter and Publicity Committee---PAUL R. SMITH, Safety Officer, Water Departmnt, Gty of Detroit. Detroit, MRh.; JOSEPH H. MALLOY, Milwaukee Employee* Accident Prevention Committee, Milwaukee. WU. (Associate Editor). Technical Pubfteotion* Committee--JAMES P. DODGE, Safety Director, State Highway and Fabttc Works Commission, State of North Carolina, Raleigh. N. C ifember-At-Large--B. L. CORBETT, Executive Secretory, Milwaukee Safety Commis sion, Milwaukee; WIs. Stof Representative and Secretary--KENT W. FRANCIS, National Safety Council, Chicago; IIL OTHER VOLUMES in this Serieg Many users of this volume will also find much value in its companion volumes, Here is the list: Currant Safety Topics in the TITLE VOLUME No. Annual Meeting Banquet, Women's Activities, Index to all Volumes and Exhibitors., 5 American Society of Safety Engineer* and Subject Seasons,........... 2 Aircraft Manufacturing Section.............. 3 PUBLIC UTILITIES Air 'Transport Section................... Automotive and Machine Shop Section. Cement and Quarry Section..................... INDUSTRIES Chemical Section................................ Coal Mining Section....................................................................................................... ............ Commercial Vehicle Section.......................................................................................... 8 9 As prmtmmM la fto Oennictien Section .............. Electrical Equipment Section....................... Food Section ..................................................................................................................................... Clau and Ceramics Section........................................................................................................ Industrial Karring Section,,........................... Marine Section ............................................................................................................. 19 11 12 !,* 14 13 I StstisH sf fto PaMc UHRfiei Section t Nm 1T41 NsKsasI Snfofy Caafrais Meat Packing. Tanning and Leather Industries Section......................................................18 Metals Section ..................................................................................................................................... I? The Next 25 yn ....................... Mining Section ....................................................................................................................................... 18 Petroleum Section ........................................................................................................................... 19 Power Press Section......................................................................................................... Priming and Publishing Section............................................................................................. 26 21 Public Employees Safety Committee................................................................ .................. 22 Public Utilities Section............... 23 Pulp and Paper Section........................................................................................................ 24 Ltf* Talk Shop (A Symposium) SjfifuM .......... Gn Ojiarfm ................. Railroad Section ............................................................................. Rubber Section ............................................................................. Textile Section ................................................................................................. Traffic Section .................................................................................................................... 23 26 27 ^ hctr#e O^vNim .............. ...... . Transit Section......................................................................................................................... Wrcvi Products Section................... 29 39 UUfkf Hm* OfNntiMi ......... Farm Safety .................................................................................................................................... 31 Home Safety ........................ School and College Sessions.............................................................................................................. The Human Side of Safety (Early Morning Sessions) ............................ 32 33 34 Valmw 23 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS Traanicttau VOLUME SIZE Ho 9 copier Both Lc*f than 24 pages-- $025 24 to 48 pages-- JO 46 to 96 pages-- .40 Over 96 pages-- JO 10 to 99 copies Each $020 -25 J5 *55 100 to999 copies Bath $0.15 ,20 JO JO 1000 f more Both $015 .30 JO JO Complete set of Transactions (34 volumes) --$6.00 N OX-MEMBER prices are double member prices, except volumes 28, 31, 32 and 33. NATIONAL SAFETY COUNCIL IS H. WACKSft DBIVI CHICAGO 4, ILL 4 10 14 17 20 22 'W&afa 'Tteov... la as ht all other htnaa activities, the question is repeatedly asked, *Wi aorr Uxsy answers to that question are given every year by those who ` participate ia the various sessions of the National Safety Congress. Many new methods, devices, aad ideas which later became generally accepted first were presented at a Congress session. Because of thl fact, aaicty directors throughout the nation have always found the Transactions of the Congress a valmble tool in their peercation proruu. FuMkation of the Transactions ta --*g vdoM--one for each Section or Division--permits wide distribution of yotiiaiU portion* of the Congress material to tsan- ageroent and supervisory personnel at snail cost. The 34 vohancs of the 19tt Congress Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a vahabie aid in the safety program. In preparing these Transactions the proceedings of the Congress have been oodawd and c<Sted for reference purposes. Complete original munscr^U, vnth any charts or lUuxtxatioos which were used, are available ia National Safety Cornell files. Views expressed at the Congress or la this record are those of the Congress participants, and sot BWgsarily those of the National Safety Council. THE PIBLiC ITILITIES SECTION This vtioae is a record of the sesriocs held at the 194# National Safety Cwgrass by the Fubtic Utilities Section. The conduct of these Congress ataricm each year ia only oee of the many cooperative activities which the PubBc Utilities Section came* on in behalf of its mesabers, sod for the benefit of accident prevention work in the utilities industries generally. The Section gives guidance ia the preparation of a gnat variety of technical and educational material usefol ia the day-to-day safety programs of public utilities. The activities of the gwtiqn are under die direction of its Executive Committee; the members of which are Gated en pages 26 and 27 of this volume. z+. I t n**' 4 Tk* Next 25 Tears The Next 25 Years B7K.B. KACTINNON President, Bbosco International Corporation, New Yack, N. Y. "Why worry about the next 3S years?' you may ask, "What we seed U action how to Mop the accidents that are occurring every day. Take art of today and the future will take care of itself.** The reason for discussing what may hap* pen in the oext 25 years U became acci dents follow definite trends. Only by re* viewing the past can we predict what is going to happen h the future and deter mine bow our efforts should be directed. Today, in the year 1948, accident pre vention is a recognised fmictioa of good management There are very few utility companies whkh do not carry on safety work as part of their normal functions. Perhaps you do not realire that 2S years ago we could not have made that statement. Although many utility companies were car* tying on safety work at that time, a^ great many more were doing little or nothing. It was not until 1925 that any effort was made to find out bow cany fatal and dis abling injuries were oecurrmg la the elec tric industry. During that year statistics were collected for 1923, 1924 and 1925, and have been collected every year since. The gas industry started ooUoctiog sta tistics in 1919 and has made then public since 1929. Accident records for the BeQ Telephone Companies as a group run back to (922. I would like to compare the results of the various units of the Public Utilities Section for the good we can all get out of it. The electric, gas and telephone com panies have worked together to mutual ad vantage on such .matters as coodcdt and pole line locations in streets and highways and other joint construction problems. They can profit tra more by a continual czchange of experience in accident prevention. When electric utility statistics were first assembled in 1926 many safety men were surprised to find how regular they were. They thought that with so many different kinds of companies, types of plants, pro grams of construction, eta, there would be wide variations ia the number of accidents occurring. It was found that the fatal acci dent* per thousand employee* for the year* 1923-2$, for all reporting companies, ran 1U, Lfifl, 1J0. The publicstice of those figure* caused some serious thinking is the industry. They showed that over four fnmdrcd aca were being lolled every year while engaged ta their normal activities. What could ha done about it? What ** done about it Is shewn la the curve* of accidents for the period 19231947. <CWf t) * The top curve i* the masher of disabling injuries per 100 employees per year for the electric utility industry. From 1926 until 1952 the *nte dropped rapidly. It showed no further improvement, until 1939, aad has been climbing steadily ever since. The bottom curve shows fatalities per 1,060 employees per year. This rate alio dropped rapidly between 1926 aad 195$ less rapfcfly since then, but flirty steadily down wards until 1946. The net result indicated by this fata! accident curve Is a saving of abut 90S lives per year la 1946 compared with 1926 * sphasdid record, but it stS left over 100 fatal* per year to work on. la 1947 inwntWg went wrong; fatal accfdeuis jtatped from 106 to 17$ aa tn* .crease of 66 per catrTbe Accident Pre vention Committee of the Edison Electric Institute Is busy trying la figure out what happened and I am sure if they analyse the Public Utilities Section 5 problem diligently they will Sad the answer. What we wut to make sure of is that (947 U mot indicative of a change of tread. That curve must be mde to fears daws, not up. (.coking bade orfir the years and review ing the safety work dose, a number of lien* some to mind which have bem helpful in bringing the acodest record to it* present level. Improvements m design; safety activities <m eonstrwetioa jobs; getting operating men teteresCcd in safety, as aa operating prob lem; strestiag of foreman respoosibUUy; development of company rule books; incrowl use of rubber protective devices; company safety committee; organised nitty departments; company, regional and rational canpctitioo. Increased committee activities on national aad regional scales; mcnased cxacatirg interest and x nncwhat greater feeing of rcsponubiTIty for accidents; job am1>rii practiced In recant jmts by some campuses bed stifl bring done on a meager sole. Great improvameuts bnve tritea piece in practices of gronattieg; bold-offs, nee of rubber protection, etc. Improvement! have been aade Is the deep E s<snctarea aad apparatus. We are now protecting fives through mechanical exons to a ifigin, not thought of 25 years ago. The Aegint issue of Electric Light and Fewer carried a strik ing article on this subject by W. T, Rogers of Ebasee Services. However, in spite of this progress in re ducing fatal acodeats, the steady mercasc m disabling iejnrics would Imd ns * be lieve that tbc riectric wtility indestry bos not beta getting at the real fmrimmrniml baser / Occident prevention. We bnve bees camting along, p--a little Sen satisfied with the reselts of our fatal scridcag1 prermtien work, satisfied with even the slow rate of redaction la recent years, aod not realizing that the lost-time carve was flag ging ns a warning. Kern fat 1947 the fatal* go vp. Hew do wg know we have nwt strode bottom there, as the other carve I fas 1924? How do we know ft is not go to tuna definitely upward*? What ire the landsmenta! bases of idustrial accident prevention? 1, Every position of - authority in an organa ration tarries with It the responsi bility that goes with the job. To a large extent top management ia die electric util ities have Iteld their safety departments re sponsible for accident prevention when that responsibility is a function of the operating organization, Iwadcd up by titc president and general manager. The (hides of a safety director are those of a staff officer--to advise* inspect, coordinate, prepare and give impetus to plans. It is' the duty of the line organization to carry out the plans. 2. A soft way can be fonod for every operation Deeded ia our business. It is the duty of top management to see that the work is done the safe way. When I was a youngster I was told many times that "there is a right aad a wrong way to do every thing.'* That is true of every type of opera tion ia our industry, but we have not begun to pot down os paper wfaai tbc right ways are, aad follow this 19 by seesag that each operation is done the right way. We on go just so far by the methods w hare boa esing, together with all the inspirational efforts that tend to create a' safety eonsdousiem among employees, bat as individual* are permitted to use indi vidual judgment on methods of doing work, especially in hazardous situations, I am afraid we may be on the up-grade tn acodmts of all Itiads. These remark* apply equally to the gas (ndustiy.. Let os take a look at their rates from 1929 to 1947, the period during which statistics have been published. (Chart 2). Note the similarity to the electric curves-- the increase ia disabling injuries rises 1932; the lack of any improvanoat in the fatality rate since 1932. The fatal rate was actually higher ia 1947 tbaa fat 1932. 6 The Next 25 Years ld look ,t the telephone induitty. oUten, end the hettw oeee *y cotepeie injury end fan! f.vo^ly W.U. the teiepfc^t Srnee- met for 194Z-47 for nale plant employees in the Beil System operating companies. Not* the similarity of the disabling injury curve to tint of the electric from 1922 to 1933, except that the telephone rate fell much more rapidly than the electric. Chart 4 is a record of the general ns of kat-tke accident* sack as slips andfalls, automobile collisions, tajurtes from tools, falling objects, etc. I don't think electric and gas men are subject to aay more* of those types of hazard than the telephone men arc, bug their records re But since 1941 there is an entirely ({ spectively are about 10 to 14 timea as bed. fcrcat story. While the electric and gas Why? show steady increases, the telephone curve Of course, aU comparisons between a*, has gone steadily daws. The fatal caw (fautriw, as between different companies, arc also shows a steady decreasing trend, hot at opes to criticism. Perhaps there may be a mods lower level than the electric differences in the care taken to get men Now, let ns took at comparative curves of disabling injuries for all three industries on Chart 4. The telephone people had as many accidents as the electric had in 1922, but now look at them! Look at the trends since 1939--electric and gas going steadily up while the telephone keeps going deter*. baric to work to avoid reportable aeedexus. That occurs in many companies ia aH iadastries, especially when tiiejr are mtertd in safety contests. 2k any treat. It can't have a great effect on a natrons! scale. Re member the telephone record shown is for male filmU cmptoyrec, It is not (Bated by counting the girls in the traffic ihps rtmirt True, there may be greater hazards In The electric aad gas Scares are for sH the electric and gas industries tending to employees. cause fatal acridarts, bat when yon elimi what do the telephone people do tint nate electric shock eases from both the the others arc fiflnwg to do to make such electric and telephone records you find that a record? Records like that do net eorar the electric have more than twice as mssy by chaoat. fatals per thousand as the telephone. Tele* Yon remember how the girls are supposed phone men arc subject to folly as many to have written daring the war to tbrir bey lizards--such a falls from poles and lad* friends overseas, "What have those focriga ders, automobile accidents, manhole explo girls got that we don't hare?* The answer sions, drowning, etc, as the alectric, yet, was, "Nothing dear, but they have it beret** for those types of accidents they have more WeB, Vm not ao mrt that the trispboee than twice as good a fatal record. Why? fellows do not have something that the At this point let me say that all these charts are average figures. Some tdfphaoe companies* results arc substantially' better thHaanrt otuhters. cS*D~W |WWW u a.w---. pawti-t are also substantially better tn others <k> aee hove; and iky bare k here. For one thing, the Bril reanftofri here otstnlM supervision and nemlsuTfinl practices. Became of Ah (hey can obtain much greater amfenuify is nk practices Public Utilities Section than either of the other H;nrU. In the Bell system a line truck asd a service wagon la Maine are equipped exactly like their coun terparts in Florida or Texas, They hare job analysis worked out to a fine point-- there is a right and a wrong way to do everything and they teach thdr men the right way one right way which is adopted as a standard throughout the eoustry. A secood feature of Bril Telephone op eraboos is their training cotwses for super visors. These are operating courses, primar ily designed to teach men to do their penuiag and maintenance work mast ri5ricatiy. They have developed into safety courses. These courses comprise: , 1. Fen/iMof instructor training, in which supervisors arc taught how to tori* their men. We all knew that the best way to kora a subject thoroughly is to teach It to somebody rise. 2. Human rtlstious, In which supervisors are taught bow to win and omntaia the cooperation of tbrir men on the job. 3. Planning, supervisory jobs, in whifh the supervisors are taught how to plan their work and carry out tbrir supervisory re sponsibilities. A third feature of Bdl Telephone oper ations, which *r`~ stunt tract centralized supervision, is executive interest in accident prevision. Whoa a head office, such as the A.TAT. headquarters in New York, Is thoroughly sold on safety. It on hare a great effect on the interest maintained by executives of subsidiary companies. Now, I did not come here jnst to smg the glories of the telephone industry. They are quite capable of Setting the world bow good they are without my help, aad hew well they do it! But w* deetric aad gas ma arc trying to solve our problem, whkh wc hare seat to be getting worse instead of better, and we should take fall advan tage of .what our telephone brethren are doing and sec to what extent wc can use tbrir Ideas. Since the passage of the Holding Com pany Act of 1935, the electric and gas In dustries corporately hare been almost com pletely disintegrated. We hare lost what ever centreBaed supervision we had, and can never recover the benefits that flow from mified direction and control. We can. however, make full use of all the ideas we caa pick *p at this Congress, aod pot there to work In oer own companies. This Neurotic Age What are we to do to reverse the trend asd pull those curves dawn? They are cer tainly not going to turn down of their own accord. 'live natural tread is bound to be We most remember that 25 years ago life was a lot less exacting than it is today; the pore was slower; automobiles were mnrh slower in speed, and less powerful-- much less plentiful. There were ao transcontinental airways, no national broadcasting; no sound movies, no sound trucks, and no television. Life was comparatively quiet. Now we have reached the atomle age. Our nerves, shattered by two world wars, lave to nan a daily bar rage of jarring impacts, including the fears of Worid War IIL Our bodies and oor mental processes are very much aa they were hundreds of years ago, but dud to the speed-up of oor type of living they hare to withstand shocks day after day for which nature has not equipped them. Little wooder that 50 per cent of our hospital beds are filled with mental eases, asd ooc marriage out of three is ending ta the divorce courts. This airplane --tefeviskm--atomic age has made us a nation of neurotics, and today the great cry among the medical profession is for more psychiatrists to keep us all from ending np in mental hospitals. Now where is this all going* to lead to ia the msec 25 years? There does not ap pear to be much chance of slowing down oor activities. This' year ear air force has omounced with great pride that planes hare been built which fly faster dan sound. Where do we go from here? To greater aad still grater speeds? Life has Indeed become a war of nerves. This is not the place to spend our time speculating on where the world is heading, but we can do same serious thinking about the effect of the increased pace of living on our accident treads. What can we do to head off the rising record of accidents that faces us ia this speed-crazy atomic age. From the trend of these curves it is ap parent* that unless we make some funda mental changes m oor methods, it U going to be difficult to even hold the present line, let alone show any improvement. It is fair to atsmnc that what may be called mechanical improvements, which arc The Next 25 Years totmd ra our bot operated cmpiniet today, will become more stnentty used. These include improved detign, interlock* and all sort* of equipment and devices which can be used to make operations safer. A num ber of years ago it was difficult to make 9 wetitcr use joggles, and even ten years ago many companies did not compel elec trical workers to wear rubber gloves when handling 2,300 volts hot Surely those are standard practices today. Or are they? Even the safey engineers of our industry have not agreed on a standard practice as to where a lineman should put on his rubber glove*---at the foot of the pole or within four feet of the energised conductm's? Surely we have had enough accidents so that wc can determine the safe practice for nidi a simple operation! What, then, must we in the electric and Job Aaalyals Next in importance In oor things to do Is to develop job analysis oa a major scale You safety men talk about it as "oa the job safety" but w^all know that safety ca* industries do to turn those curve* should start before the Job. We should down? First in importance is executive interest. While I have never yet seen as operating company president who did not say He was interested m accident prevention, I have met comparatively few who actually work at it Many executive* make a speech at have handbooks for every type of work, and should discuss the hazards of each Job be fore It U tackled. To many buys have gone to iber dsuk taqgif! the foreman said "Let's go, boys," without cvyUming m detail bow the job was done or wnEuif sure that he and his men understood the the annual safety banquet, hand out diplo hazards. ma* to first-aid teams, tbess settle bad; and let the safety director sod safety committees look after the actual work for another twelve months. They may call in their top men when some exccpthm&y tad accident lias occurted. raise tafr alt arotmd and say, "This sort of thing has to stop!" Then they- become immersed in operating details and do little or nothing until next time. Job analysis is a major Job for yam op erating men. As aa example of the extent to which Job analysts can be dersfopsti, the Belt System has w IS-pigt pamphlet on Extension Ladders. TtnZ tons a tot of detail to pot out above Is filers, bat Inst remember those aebdatt figntu as luith of the electric one fonruneth of dm gas. it fays of, and fays of lift We speak of "executive interest" in acci dent prevention as if it were something the it} director should plead for. Safety men of the industry frequently act a* if they look upon accident prevention as their responsibility, and they aide for eooferetitm from top management, instead of trying to show that managonent where. their duty lies and pointing out what Mey (the execu tives) should do about it. Many of you. no doubt, have read the address of Mr, A. T. O'Neill, president of the Buffalo Niagara Electric Corporation, before the EE] Convention at Atlantic Gty last June. Here is a chief executive who really works at accident prevention every by of the year. Remits of his efforts are 'htrwn bj Chart 5. The third bug Job in dm year* ahead is for all companies to develop land tramng programs. Many of oor i liigoaiii I have schools for linemen wHctc apprentice* learn the rudiments of distribution woric. Some companies have training d* for fore men. .But industry stride or training pro gram liiit primitive state, Wc have always had a tot to jay about the foreman a accident pccvmtioa week. Wc have expected a grot dad from him, frequently without' ton mack tacking from those m authority above hSsa. We expect him to tave remarkable qualities of leader ship and yet do comparatively tittle to de velop them. Public UtiUtics Section 9 The quillrici of leadership which make a good foreman arc hard to describe, but they may perhaps be best grouped aider the word "personality." A good foreman as every sense of the word is a, real person. We al bow the "tough guy" type who ens show hi* authority only by Mrbg orders and bawling out his subordinates. We wane none of that type. We need leadership in its highest Male, and a fore man who would be a roi late must not only knew the technical details of his work; btg toact also be both a student of honor natnf* and a antural psychologist. He mast be able to analyse his men and understand their moods, aad in this neurotic world most of * hare our moods, our fears and our phobias. winch there scored no possible reason-- frequently to some worker who Is known far Ms wifut m safety. How many oi those striksti were caused by blackouts dae to emotional upsets we shah neves know, but I venture to cay there are tansy of them. Wc are learning a good dead nowadays about the mental conflicts that ntiidy Berm*), people frequently go tin ouglr--caused by unhappiness at home, tiding of a lack of security, or perhaps some. deep seated neurosis acquired in youth. While wc tannot expect our fore men to be able so get to the bottom* of these uenrnsee, that bring the job of a psy chologist or a psychiatrist, they should (am to insw when they see then. They should understand the emotions of their tea and be dose enough to than to knew when they should not be allowed to work us hazardous petitions. M only MIM foramen ilody ifccir mm. W superintendents must study the foremen 1* re, Ural tlrajr loo frra from neurotic tendencies which make titem--and through them, their men--accident-prone. And while the superintendents arg check ing the foremen, who will do the checking on the superintendents? We must be sure that they too are schooled in safe operating methods and n hwuan relations. They must tave a full and penetrating awareness of their responsibilities. It ought to be easier for them to become safety cootdons than it is for our managers sod presidents. They are closer to the acridmts and to the men who are injured, but they too should re ceive from their supervisor* both guidance aad assistance. Safety directors should not be afraid to give advice to their supervisors right up to top raansgpnent, even though it is not popular. Their chief executives are no doubt interested m safety, or thud; they are. It is the safety director's Job to show the boss how be can turn that interest into effective work in preventing accidents. Offi cials In line of authority must team to accept their full responsibility for accidents, and the higher the official, Che greater the responsibility. t thick the reason so few top executives get really stinted up about It is due to the tact that they seldom, if ever, get to the sense of an accident and actually see what happens to a man who is lolled or per manently injured, taosuse of improper oper ating methods, or because somebody Wan dered. If the chief executive attended the funeral* as the safety director does. He might some times wonder what he might have done to tave saved those lives. This program ti one for all hands to work on. If wc put in effect these ideas wc tave been considering, on a nation-wide basis, I fed sure that we shall soon see a marked drop tn our accident curves. The trend should then be permanently down. Let's Tcdk Stop (Practical Plan* for Puzzling Problem*) JJtarajfc, ImJtr: E. S. Bntmoira, S.fcty Director, Pcopk. Cra, Uriiti * Coin Co. rMfifa. Porticifoots-. Csms--iirstiona Syatasna, E. Dajltow, Supervisor of Safety Prac tices. American Telephone & Telegraph Co. New York Gty. W.^^Baowj^ Safety Director; Consoli dated Edison Co. of New York, Inc* New York Gty. 2*: } . i*''- ; 10 Uei Totk Shop (A Symposium) Electric Operations. D. C Stcwatt, Safety Supervisor, Nia gara Hudnoo Power Carp* Buffalo, n. y. Water Operations. Hakold F, Wsaa, General Safety Direc tor, The West Pena Electric Co-, Inc- years when the system has increased it* total number of male plant employees from 65,000 to 150,000, or a net increase of 65,000 people. This has been dorse by giving special em phasis to job planning, to training and super vision. and I think it dononstrates again dot attention to these activities can be used Pittsburgh, Pa. successfully to overcome inexperience in the Utility Fleet Operations. A. J, Naqvzm, Safety Counselor, New Orleans Public Servieei Inc* New Or leans, La. CHAIRMAN BEAUMONT: To begin our "Let's Talk Shop" symposium, we have Mr. Edward Dalton who wilt talk on com munications systems, force. You will note at die bottom of that chart that fatalities were fisted. On the average, we had 12 tor each of the periods of 6 years shown, la 1945 we completed the year with but three, and of these three cases, two were due to motor vehicle aocdoits and one wa* due to a falL All of those three cases happened in the last two months of Conmtnkstioin Systems MR. E. DALTON: Since I am going to talk about the communication* industry, aoy facts or figures that T present today will deal specifically with that pert of the Industry that is engaged in handling communication*. They do not include the experience of companies engaged in the manufacture of equipment used by the industry. Now in looking over the records, we find that not all organisations engaged in the industry report their injury experience to the National Safety Council. In 1947, for instance, only 67 units reported to the Safety Council, and as was brought out here during the Tuesday meeting, the fre quency rate for the industry for those 67 the year, and they terminated a period of 15 months and 10 days in the industry without a fatal accident. In comparing the frequency rates for the first eight months of this year, we find there has been a slight upward trend. This trend for the right month* shows an increase of approximately 11 per cent ever die same period for 1947, tn going back over the records, although we have established this new low fat the past four years, we were not thoroughly satisfied with the results obtained. You set; we're hard to satisfy when tt comes to the prevention of injury to our personnel. This Rend tat* disturbed us slightly, but Tm sure that it on be overcome. tmits amounted to 2.96, and die severity While we cannot r~*ax our attoatioa to rate amounted to .16. the impersonal factors, we must not forget The injury rate for this particular in dustry' is low, comparatively speaking. Now- since the rata* for the Industry as a whole were not available, X lave takes the liberty of reviewing for you the injury experience in the Bell system. This ex perience is representative of the industry in general. At you know, the figures m Accident Facts, published by the National Safety Council, are predominantly those of the Beil system. I should like to call yoor attootioa to this particular chart. You win note that after an upward trmd at 1911, the course to the end of 1947 has been consistently down ward. In the past four yean the industry has established a new low. and this ha* been accomplished dong the past two that only 20 par oertt of our accidents are caused by them, but we are particularly concerned about the other 80 per cent tint are caused by the persoatl factors tnvolvsix non and his wilt to do, and is why I say we are not thoroughly satisfied with the rates obtained during tbq past four yean; became w* fsri that the things that rained those accidents are within our con trol. 3tod they caa be corrected. X ifaoolJ Eke to present two or three par ticular [irnkfiius ta which the industry is engaged, and which are giving us concern at this particular time. TW first problem that I wish to present dale wtth the operation of motor vehicles, Tt^e growth m rise number of telephone company vehicles to meet the demand of Che brumes*, together with increased traf PuUe VtXtits Section 11 fic on the highways, byways and roads of this nation, has increased our motor vehicle accident prevention problem. Now our problem is oot confined specific ally to the operation of motor vehicles on the highway. It involves other things soda as the operation of auxiliary equipment used with the motor vehicle, equipment udi ms peie derricks, winches, wire taka-up reels and pole-bole igpn. It also involve* the eperation of tractors of various types, and the use of wire and cable plows and trailer*. About 2S per cent of our fatal eases daring the post 8 years have occurred doe to motor reticle accidents. Matty of os. of course, have been tea* serious, but 2$ per scat of cor fatal cases have beer die result of motor rihirlr acridentx. Now m aaalyaU of these cases shows iW very few of them arc doe to inninmnl failure or faulty design of the uquifancnC. The gnat majority of them have bees doe to errors on the part of personnel operating that equipment. Now Safi ^riving courses by Sect owner* have beta ?<?red tty various universities throughout u._ country. Many o the com panies fat the Industry have taken advantage of those courses, and many have developed courses of thdr _ own. Since our problem deal* with the driving of motor vehicles on the highway, phi* the operation of auxiliary equipment, our rvpoositilltic* are therefore two-fold. We Uh confronted with the task of preparing, training and supervising large numbers of employee* so that they may be come skillful drivers, and then, of coorse, these I* the nutter of developing and itiilnoinuig interest and proper attitude. How do we do the job necessary to cut down cg these motor vehicle accidents? Now some of the companies, as I mentioned a n>t>*m ago, have been doing quite a bit ea how to cat those dungs down. The Illinois Bril Company has been doing quite a lot, and X should Eke to ask at this particular time if Mr. R. H. Meyers of that company would tell us what they are doing is bis company to offset these motor vehicle ac cident*. MR. R. H. MEYERS [IlllaoU Bel! Tele phone Company}: Following the clou of World War II, realising that we would be ccafrooted with an increase In Inexperienced employees m4 a tremendous increase in motor vehicle use. we immediately concentrated on further development of a driver training course. We wanted B of our employees mindful of the responsibilities that they would be confronted with in properly handling motor vehicles and also that they might have the proper at titude in recognizing acrideot-prodiudng situ ations. Mr. Dalton mentioned some of the sources, suds as the American Automobile Associa tion, Peon State College, the National Safety Council and Purdue University. Our material was from these soarces, sad con sequently we had right of oar employees m the Purdue motor vehicle training course in 1947. We concentrated this effort by group meetings, pointing to safe habit* as the op eration of motor vehicles, the subjects being "Knowing Your Vehicle." "Safety Margins," "Braking Distances." "Reaction rac," "Last But Not Least," "Courtesy"-- "What is good public relations?" and so forth. T don't know that we arc in a position today to say or to point to any specific tarings resulting from this program, but we certainly believe that we are going to reap benefits, not only to the company, the em ployee and his family, but to the communi ties in which we operate. MR. DALTON: The second problem that I would like to presect at this dote deals with supervisory training. As X men tioned only a roocawit ago, the growth tn number of employees---that is, male plant employees in the system--has practically doubled itself la the last two years. Now the increase in personnel has resulted in additional fine construction units bring formed, fa new field engineering gangs, in central office groups and other*. Obviously, the appointment of many new supervisor* ha* been necessary. Supervisors need training, and they need experience, tecum ns die hand* of the supervisor is the key to safety. These people must be able to train their men. They must be able to detect and correct unsafe habits and procedures and practices of the people they supervise. Supervisor* most be properly trained, aad they must be developed to faaadle this task. Speril! tools have been used and can be used n cencectiow with this task. These 12 Communications Systems tools arc m the form of training course*, supervisors. We have used some of tltc such x* vocational instructor training, courses that Mr. Dalton menbooed. human nhriow treating. and job planning. Mr. Dalton mentioned the vocational in Vocational instructor training enables the supervisor to train bit people on the job, to do the job correctly, efficiently and safely. Human reJaooos u a supervisory tool which enables the supervisor to win and ' aintain the willing cooperation of his peo ple on the job. The* cee be a positive factor in the prevention of *<** Job pbmnog wMo the nmerviror to become more proficient in fhmini the dis charge of hi* supervisory reapomibilitie*. of which safety--I thiefc we will alt agree-- is one of the moot important. The tremendous expansion program In the system may possibly result in pressure upon supervisors to get the job done, to meet service dales. In this desire, training of the supervisor may be neglected. structor training, human reiatioos and job planning, We have been engaged la seme of than for a manber of years. The job planning course is a Uttlc more recent u * program, and is a separate coarse for each iodivideal craft. We also have a course knows as baric management. The BcU representative* will probably recognise that as the so olid package, that covered all aspects of the supervisory job, and that has been broken dowse subsequently, kxto separate individual courses. We have been providing a caicnace leadership course for all supervisors second line and above--to aable them to conduct more effectively the conference* they have to hold. There t* another coarse for firstline supervisors in conducting da meeting* All supervisors repirt training, not only which they arc required tn bold with their the newly appointed ones but those who employees. have bear with os and who must be trained \V* have provided an orientation course to meet changing eemfitaons. Our objective is to provide a type of supervisory tremiog which will matt, the present diy needy of which cadi new supervisor .gets a* qnickly as possible after his appointment, and this acquaints him with the other crafts and the business. other departnmbl jobs, so be U in a little In this connection tone of the companies better position in know who he is dealing in the industry lave been doing a good job with and what their tespoRsihtGtiea art. It on that. Sons bare jest ottered into tint is a "get acquainted* course, and H takes phase of the job. perhaps in greater detail several days. than in the pest. The most recent course dot we have The Michigan Bell Telephone Company ha* been domg something along those line* very recently, and George Posuson of that company has beet ^tH that activity. I'd like to call upon George to tdl ns what they hare bees doing m Ms company. MIL GEORGE DENNISON {Michigan Bell Telephone Coragwfey]: We don't pride ourselves that we are at the prtaeBt time one of die best. Your figures would indicate that, if you showed a breakdown. I think the significant point is wmmiat with the job that we have had is the pan few ymrs has been the terrific increase in the number of new employees, as Mr. Dalton men tioned, which obvieosly necessitates a ter rific increase in the somber of supervisors, and that's where the big job starts. In the Michigan company, la the past two years, our force has increased from about 3,000 employees to over 8,000, and that necessitated a proportionate number of sew devdeped for supervisor* is specifically a safety and supervision coarse. This course takes the safety problem apart and lays it on the table to let everybody see what U 1* and what can be done about it. .Actually, it U a wonderful arrangement for putting into practical use this hurra* rthtfont course, which U -a psychological approach CO house reaction, motivation, and so forth, and In this safety course we cm* make practical use of that rather heavy psycho- logical subject. And there Is indkatioa that it is being very well received by the supervisory people, MB. DALTON: The third problem that I would like to present tbday ia one m which the industry Is vitally osnecroed at this tame, and it deals with the safety of our perjoond who have occasion to work in underground conduit systems. This problem involve* the proper pro cedures la connection with testing and Public Utilities Section 13 ventilating manltoks. Prior to 1929, the industry had a very limited means of testing and maniating manhole, consequently there were large manber* of accident cases re sulting from pc ta those underground sys tems, RcaEting at that time the need for im proving die situation, the development of equipment got under way. Means of deter mining the presence of gas were found, tool* for ventilating contaminated manhole* were prefaced, and instruction* were issued. The use of testing and ventilating equipment, together with better training and better supervision, reduced the manber of accidents in manholes to about one-tenth of the matsi*r `nvotved with gas prior,to 1929. Fortunately, there ha* net beat a fatal ease resulting from gas ia maahoks since 1937, daring which year we had four. How ever, since the first of this year, injuries' due to gas la manholes have given ua con siderable concent. There have beet reported no tea than tea serious gas cases. Seven of these tea resulted in lost time injuries. Of coarse, there were others tecs serious m nature. It j* moct fortunate that of the la v bad no fatal cum. Analysts of these cases revealed many significant points. For example* natural gas was iareived la seven of those ta cues. Ia six of these seven cam where natural gas was Involved, the personnel affected had uadc no tats, or made the wrong test. No forced ventilation wu used in five of these sera run, aad of the tea. the great majority of them were due to eeptoskins in the hale. Now it Is important that yon keep in mind at this time that these ten ca^e*. in all probability, could have been avoided by proper use of the equipment we now have at bond and by following recommended pro cedure*. The getetian that arises in our mind ia this; Have our testing and ventilating method* failed to kacp pace with the chang ing eoodltioeH encountered, or U it a simple question of doing a better training job and getting better employee acceptance of our pnaait procedures? Some of our comjwnks have been doing some work ta this eoonectiorv because it is a vita] question at this time. The Wiscon sin Belt Telephone Company has beta en gaged ia some work is recent months, gad 1 think George Cunningham, former safety supervtior of that company, can tell us briefly what they have bees doing in the Wisconsin company to avoid these gas cases. MR. GEORGE CUNNINGHAM {Wis consin Bdl Telephone Co.): This problem is not new, but m the last couple of years w have added a great deal ta our under ground planning. We are doing x lot more ondergroiHKi work. We are making splices in holes with greater frequency than we have ever dooe before. Is other words, our exposure u greater. That; coupled with recent changes in the gas industry--with the introduction of different mixtures seems to give us some trouble. We do know that about 7H per cent of oar manhole* right now are cither danger ous front the standpoint of the atmosphere or approaching the danger point, ether from an explosive or a poisonous standpoint. What we have dooe about it is this: Cer tainly we must explore the possibilities of improving oor testing equipment, and that is what we are engaged m at the present time, t think we can look forward and expect some improvement to make the equip ment reshape a little more reliable, some what more durable, and simple enough so that tiie average man can use it effectively. As I ay, I thick we can look forward to some improvement in our methods. A* fir as ventilating is concerned we lave not bees able to come up with a better answer than the one we have had for some time. There was some discussion as to the comparative effectiveness of drawing the air from the manhole or blowing fresh air, air which we know is tineontainmated, Into the bote. We have found--and wcefecl quite confident about it--that blowing fresh air into the manhole U by far the most effective means. For that w* use the standard Bell System blower, and the smallest sue which we use bos a capacity of 650 cable feet per minute. We fed quite confident that regardless of the condition we Bad m the manhole, If we use this blower for 10 minutes before tiie man enters, aad continuously while he is* there, he will be perfectly safe. How ever, we must train our personnel so that every time they .enter a manhole, they carry on the prescribed tests. We are doing time not by any special training course but; as we approach most of 14 Gos Operations our problems, right down through the law of organization. Whet we bare betai eccjsiul in that, we lave bee* htyan ewx Gaa Opffithm MR. WILLIAM BROWN: Tbote of you who attended the Tuesday alwroocn mr-* ry safe. fT"*"- will remember the charts that were W*. -STION: Td Ac to know bear riser determine the tate te ap**>' te a --bib Do they wait uteaJ they bw an acodeM? For mftaacc > sneteianad riot iu em of ten lad mnwil u nt rt--L How ted voa too* ter --ni --* was a there, ari dxi }mr M opMW provide a tM for natural e*s MR aWniGNAlf: St dean's mice a great dad of Wffw* to Ae man wh*t kind of ga* ** a there. tAVe k impotent whrriwr h is |>HaoMM. etflasiic, or ti.`jnron An ttxytxB hfciea oafeiai baa #*w * no pa*aicBbr trortfc. Iiteaun we stake pretested by Mr. MirKora. winch teemid die record of the gas, electric red telephone Moflha. 1 regret ta spy rise the ps mduftry ** top. bat ia the reverse pan m They are not up ia lew acciduw rases but in high acchfete rates. 1At the end of 1947 risen am ISLttO ------- _ - - . . . f ii, -- w pfmrinwtffr ROOD oore thaw wc M is 194b and about lSjOOfi more teas wc Sad in rise pok period of 194L Yea os see that it is a giusteg in harry, am --ar w riw same extant as the takphnae. probably, or the electrical indowry. but aril ginning, and Bee the ocher tetenrtirs. 2 tetefc ric h rautsK tea of hem woMri wit aiae feet is skjrh ad dree are rite oaiy Inks that have ghw as mt trorih ia w)|ui deficiency. We so attk those holes. As far as the ocher teas are roewensti. we test for a ponoooa* fas. and tea we less for an nephew pas. We io tee ase thing ta estber case, if Ac toe shows rial the atmosphere is dangtremi MR. A. EL ALLEN (PsUh Service of New Jersey): la the mstier of trrring holes, yon weald find gates, bm bow weald you find oxygen deficiency? ug pmi of our initem/. sad rise -es a the other ntifitie* industries wraxe haviog put difficulty m nuetisc the aaiptttri post-war demand for tovia. lu 1947 the cu iodrry reached an IF year lugh lu tee frequency of lea tree xc* with a rate of 22. That ia an astronomical figure in i.safarisca wirii the rata you have just tea. 'the gaa utilities iahauy ranks 30th iwang the tsefopafac rata* of -40 major industries in 1947--an increase frtre 20dt place in 1944, The higher severity rate of 12 raked Sad compared MR. DALTON: In rancctioo with the test for oxygai deficiency-, we do have kt is known as a suction gas indicator. A sample of air from the bole is taken into a lamp that has a fiatnc in it, if the air in that hole is deficient hi oxygen, the flame will gradually go out. MR. ALLEN: So you use that on every hole? MR. DALTOS: We do not use St on every hole. We first make tests for the presence of carbon monoxide. If carbon monoxide is present, then of course we go into ventilation, and when ventilation is started, your oxygen deficimcy is automat ically eliminated. Now. the three problems that I presented here today--motor vehicle operation, training the supervisor, and test ing and ventilating the manholes---are three of our important problems, and not by any means alt of than, but it is the answer to those problems and similar ones that will determine what our record will be in the future. with 186) in the previtas year*, so we have toss ground on both freentry ad severity. Both natural and mrenfaesared gaa fre quency rates are bade where they were about 20 years ago, although rise natural gas rata are somewhat lower than the saeafaetured or mixed gas operation. In 194/ the death rate for LOGO reployec* was 24, which compares amfavoraMy with the 1944 figure A few months ago Mr. Stewart, of the panel, compiled a review and daitifiettion of 166 fatal accidents for the gas industry. Scree of you may tars seen this tabulation, ni just bold >t *p s you can get a look at H. It covers a nteoyear period, from 1938 tn 1946, mchuivn--166 dutiu in the gas Industiy. If we add rim 34 deaths that occurred ia '47, we have arooad 200 death* h\ the ten year period of the past decade. Ninety-three per cent of the total deaths occurred an production, trmcmtsskxi and distribution. Eighty per oat were from ex- Public Utilities Section IS plosions, automotive, automotive vehicles, bans, falk. and suffocation by gas. Most of the one-line descriptions that you ited oa these charts suggest their own fcnmfies. aod many, if not all, would have lea prevented if the employee involved tel sapped to snfety-anaJym the job at tend. 1 wrest a a number of people in the iuaiy. ateing them to la me have their dns and opinions and suggestions a* to utec riwy tenugbt would be the outstanding ftrMmo in tee gaa industry. 1 am very neb eabncrassnt baag.tr 1 got so many oylm, and so aany really sound replies, .tevaaorip ritere are so many things wrong ate m tea it is aprurfHc foe' me to in* atade tens in teas brief rime. There axe a vru fist 1 ten* selsocd. Ooc i* she urylemon in redergrouod tfistrteoaia inwa am ihotihlt to leakage of retea rwrytec LR pm in mixture with Mt. A tua eapiomen at Winchester, V5rpm, rewrited ia the cessation of the underpraod tereteaten of gas a that coaunumty ad ha efimnred a scries of destructive acodots mrkaillc to leakage of mains cai rj'ing LP pin in mixture with air. There ia rcHon to believe that internally such nuwn may be quite destructive to mates, 11 nun r of corrosion that is not in hibited by coftdcnamg tar or oil films, and because of the high pressure of the oxygen. This problem is receiving very careful at tention of the corrosion committee of the technical section of the American Gas Asso ciation at tins time With the decantransition of communities, the inertastef distribution of high pressure pie, and the advancing age of underground piping systems, the protection of premise* against the xirarion of leakages from out side undergrocmd nouns and surfaces must become increasingly acute. Fortunately, nat ural gas is not toxic, per sc, but the ordinary types may present undesirable corrosion problems. Both manufactured and natural gas pre sent a serious fire and explosion hazard. Preventive measures include a construction routine that will provide free release of such leakage before it reaches the premises, and the adequate ventilation of closed spaces ia proximity to mate surfaces. The complete scaling ot underground structures against gas invasion, in so far as that may be possible, should be studied. Gas companies appear to have a direct re sponsibility for systematic leakage surveys, for minimizing corrosion, and for providing free outside release of leakage by blocking access through foundation openings for serv ices. A third problem is the dissemination of adequate technical knowledge of the prop erties of gas, gas-making materials and processes, particularly as this knowledge leads to a prevention of accidents. Ia other words, I think that It is about time we face facts and stop playing the ostrich act. We should start to tell our troubles and ex change ideas on our problems. There is a need for widespread dissemination of ade quate tccSmiesl toowiedge oe the properties of gas, gas-making materials and processes, particularly as this knowledge leads to the prrveation of accidents. Thorough in-training service training of employees ia the fredamatals of the sci entific and engineering phases of accident prevention is a cardinal need. There is also needed scene widespread publicity, setting forth such information in simple terms for the layman, ta insure intelligent cooperation by the general public. Wc have had some explosions in tar handling proctsaw. Here,are same of the suggestions that were presented at die re cent meeting of the Accident Prevention Committee. There are five steps:- First is Isolation of hazardous operations of a routine character involving combusti bles. For example, operations that may aecidenaBy release large quantities of com bustibles to cause major fires or explosions should he isolated from the many ignition hazards ordinarily found In normal activi ties. Second, reduction of exposure to person nel. In accordance with well recognized principles for the minimitaboo of potential personnel losses, unnecessary exposure of personnel should be avoided by placing change houses in non-haaardous locations. Third, positive elimination of hazardous conditions or hazardous additions; accidental change of process conditions that may need lessly make a con-hazardous operation haz ardous. For example^ the unnecessary addi tion of oxygen to a combustible gas mixture; or die unnecessary addition of heat to a 15 Gas Operations light oil should be made impossible by positive action. Thu* the air entry should be blocked off, or the steam tine should be removed, as the ease may be. Where safety is involved, dependency upon manual valve settings should be avoided. Fourth, instrumentation. Accidental change of process conditions that may create has- ards should be policed by adequate instru mentation. Proper operation of such instru ment guards should be insured by frequent inspection and tests. , Keep in mind that we are not criticizing anyone. We are not picking out any particu lar plant or operation or explosion, but merely citing five definite rccouartcadatioos for the prevention of explosions in tar processing plants. Fifth, adequate technical analysis of po tentially hazardous operation*. Operation presenting hazards should be given dose scrutiny at competent and responsible tech nical levels, with the following objectives in view. The development of an adequate wider- standing of all of the potential hazards, and the analysis of the suggested safety Meas ures to insure that they are correct and effective today. They may have been cor rect and effective five years ago, but arc they correct and effective today? Most of our correspondence included the matter of safety education, and, like all other industries, the indoctrination of new employees. tn gas production new employees need to be. trained to develop skills ia handling ma terial and all of the necessary tools required on the job. The new employee must be trained to recognize unsafe acts and unsafe situations. For example, in water gas fire cleaning, he must be taught to asstane a safe position to avoid flarcbacks. He most be shown how to avoid clinkers and coke spillage until it is cleaned up. He most be trained to wear proper clothing when cleaning wash pots, and observe the "ao smoking" rule ia this operation. When emptying and cleaning purifier boxes, be must be trained in the safe use of materials. We should observe the safe sparing of men and how to handle the digging bucket safely. The employee must be taught, how to poll manhole coven; how to dig excava tions ; how to place tools away from the lip of an excavation or trends; how to barricade and many other things vital to his own safety and the safety of the public. The record shows that the < new and in experienced workers are contributing mate rially to the high frequency rates, which is to be expected. The record also shows that it is often the experienced worker, the oldtimer, who is most often seriously injured or kilted. This is also to be expected, since we assign the old-timer to the most hazard ous jobs. It Is important that the experi enced worker be given every possible con sideration in order to make better headway in our fight to stop this advene trend is the accidents of the gas industry. In the training, retraining-aad uupiratioa of the experienced worker there is a strong nod for subtle checking. You have to do it subtly in order to avoid hurting his Codings, lids sure that he is following hold-off rules, particularly when opening steam or gas lines; that he is actually tagging and locking valves: that be Is testing toe blow down* for trip pressure; that be Is keeping to toe windward ia prodneer charge opera tions; and that he remembers always tint be aa't at gas. Whan n forana s bin it....... with new men to tram, be wiB frequently assign an experienced man to do a certain job, but toe foreman njnilly expects toe same rate of production. He feels be does net fanve to imfmLl the experkneed ones, and he therefore allows him to nsc his own judg ment on more aad mere important phases of the work. This sometimes develops a tendency in the experimeed man to waive toe rules aad safe practice* ns be disk necessary, m order to catch ap or expedite the work. Tim differences between a good foreman and a poor one may be Us aiu--ik, toward safety. We can no longer charge off eestiy delays, Ifuwnilaii wastes and famsaa de struction to employee cartlnonuv and let it stop there. An organized ad riar Off prugi-- Is needed to assist toe fortsnaa to get the safety information aaom to hi* men. This problem is aided by rainy toy meetings, where various motivating mate rials; factors, safety graphs, motion pic tures, slide machines and many other things may be used, which you people already know very welL A regular monthly Cratch-side chit os the more frequent types of tcddoB Is of great value. \ Public Utilities Section n Finally, an observance of the working characteristics of the mm by the foreman wilt tip him off to the unsafe working practices of his men. There are many problems faring the top management of die pu utilities today. There is the problem of stopping the rising curve of Industrial acrideras, aad the resultant higher operating costs ad lower net profits i* one which must not be neglected or patted over tightly. We must tram toe new employee to take his place ta the plant, and at the same time recognise that It la the skilled employee, with long service, wba Is bring killed. CHAIRMAN BEAUMONT: (Readrag questions from cards submitted to the panel). What aids ean toe safety department pro vide the supervisor to assist him la the safety training of employees? MEMBER: We can give them periodi cally toe up-to-dslc story on what h!s acci dent problem is or his job; so that he can carry on his IS-ntzmtc or 20-mtnutc boilerside chat or trenda-fide ehat with his gang and not have to flounder around to think op what triad of material be is going to tcU hts men to brip then do a wife job.. We os supply then with the material for these short tafia to themes. MR. A. E. O'CONNOR (Coosolitoud Edison Co. of N. Y]: When a new mn Is brought into the industry. He Is presumed to be a man of almost no experience whatso ever. He Is given instruction from the grurnsd op; in other words, the assumption w that be know* absolutely nothing at alb We assume be never used a hammer before. He Is taken to toe particular deportment In which he U going to operate, and there be is Interviewed by one of the men who Is going to work with him. First of all, he Is given the necessary training In re--jcitation, the prone pressute method. He is then given the book of rale*, and after Ms physical examination and so en, be Is swat out into the field, and from that point on be Is on an "oa trial** period!. Tint period cousins of 90 days, during width tone be can be summarily dismissed. He Is takes os with toe understanding that he rmut qualify within 90 toys. He Is sat out with a foreman wbo will observe hi-- very closely and keep a check chart oa the manner la which be operates. When this "on trial" period Is completed, he is that called ia and told how he has progressed, whether or not he will eventu ally be a permanent mploye*. If, during that period, it has been shown that be has not been a safe worker, ooc who may at some future tone get into a very serious type of accident then that will definitely work against the possibility of his being a permanent employee. When that time is up. of coarse, he Is advanced to the next grade, and he has the same problem all ever again. That is the manner in which we handle our new em ployee*. MR. BROWN: I.have another question on which t am going to ask help from the floor. Hem docs propane gas affect toe gas worker? MR. ELDER [Pennsylvania State Col lege] ; The local gas company changed from watered gas to a propane gas, and we have had some violent explosions and some bod bants due to the different gas apparatus' not being properly adjusted. If you have that trouble tn your locality, be sure that you have toe valves changed to conform with the new propane gas. MS. BROWN: I am trying to get some information on the effect oa the individoal employee--from the inhalation or the ab sorption of it. Docs anyone have any ex perience oa that? UR. KELSH (Consolidated Edison Co.] : As far as Is known, it Is generally toe same effect at produced by toe manufactured gas. MR. BROWN: That was my Idea, but we haven't bad too modi experience with it. We haven't been taring too ranch gas. Those of you- wbo have been using it to a greater extent or -- grrater concentration probably know more about it titan I would. CHAIRMAN BEAUMONT: Our next speaker win treat the electrical operation part of our discussion. Electric Operations UR. D. C STEWART: la the last (at feast) seven or so years; 70 per cent of the fatal accidents ia the efertric utility industry have`been due to electric shock aad burnt, aad year after year that ratio has hdd--7 out of every 10 a--n. Now I know that we have companies of oil sizes represented here; and some of you mot arc undoubtedly from the smaller 13 Electric Operations companies, and yon may say, "We don't have that land of accident." Xow let me tell yoa something. There is about one electric shock and bum acddent in every five million man boon of work in this industry. So if you work a million man hours a year, and you have gone through three or four years without a fatality of that type, don't be lulled into a false sense of security. Remember that ratio, and remember that where unsafe practices that lead to shock and bora exist, there, over a period of time, is where that type of accident strikes, Now 7 out of 10 is a pretty big ratio. That leaves only i for all the other types of accidents, and falls, automobile accidents and being struck by falling objects, and so forth, go into those three. There is another problem that towers over everything else. The thing that dis turbs me, as I know it disturb* you, is that 3) years ago in this Section, the safety practices which would have prevented elec tric shock and burn accidents were discussed. They were brought out. Through all these intervening years we have been conscious of them, and unless we do something about it, twenty years from now this same Section will probably be disctusuig the same prac tices. The only way that we Scum about acci dents is from experience. And why? Why are we not using these hundreds of millions, these billions of man hours of experience that have told us the story and are telling us the story? It does seem sometimes as if we could write the epitaph over the grave of every one of these men--"He died In vain," be cause every ooe of than ii trying to tell us a story so that the men who are coming along, the men who are alive and working in our industry today will be alive and work ing. tomorrow, and not joining this pro cession of thousands of men wbd have paid the price for unsafe practices that we know about. Now let's take a look. What are these unsafe practices? Well, let's go back to rhe men who followed than and paid with their lives as a result of electric shock and bum. Tm just going to pick out a few of the possibilities. Here is a fellow working up on the pole tops. Here are soaac of the incidents that occur: Tying k/ lateral; reached up end touched metal. Handling shiv; touched metal handling skier, /tracked up and touched metal, handling side. .ft(aching lead end bracket to erassann. Tightening nut, contacted primary. Hand iontact--transferring circuit t neve Pole; pole to wire. Grasp if with hand; hand rath (act. Up there in the primary area, (limb ing to change orm; grasp brace to contact ?ritk lead to cut-af. What kind of stories do those tell ? Were these fellows actually handling line wires, tie wires and what sot? No, men wear gloves when they handle wires correctly. These men were up within reach of the primary wires, doing their work up then m the primary area where they thought, "It's okay; I can handle myself," but it wasn't. Isn't it true tint where men are within reach of primary wires, then gloves are a necessity? Shouldn't gloves be pnt on be fore they otter that primary area, and remain on every moment of the time they are up there, and come off only after the man has come out of the piauiry area? I have just picked out a few examples, and they haven't bees selected; they are picked out at random. There were 52 men last year who didn't wear their gloves in the primary area, and who also might have saved their lives In sense of &cse ate* had they covered the primary wires. Alt right, let's take a look; Untied the tie wire to Permit pulling slack; contacted energized primary, installing primary ex tension; elbow contacted conductor extend ing from clamp. Rearranging wires on Pole; contacted connector on temporary lead. While removing Pothead taps, contacted live pothead stud. These are all authentic ease histories. These contacts were made with the arms. All right, is it logical to say this: As loo* as men work up in the primary area, mov ing around, handling tie wires, with their anas within reach of energised primary conductors, or contacts gome to he made eventually, are they going to be hurt? The stories say "Yes." Therefor^ should line men wear sleeves when they arc in the primary area, within reach of energized wires? The stories say "Yes." I know the rest of the story c*f year Public Utilities Section 19 lroubles tn that respect. We base them. tOQ. safe practices must be adopted if this list is But here are facts. I'm not trying to inter to be shrunk. pret them, particularly, and say that you Now that isn't the only type of electric must go back and put sleeves on those tine- shock. These fellows are engaged in tine met. The facts my, however, that linemen work but through this country we have do make contacts with arms to energized electric stations being operated, and they conductor*. contribute liberally to this list of fatalities. Body contacts? Instollimg a series street What happens in stations? light circuit; touched end of temporarily hanging primary wire with body. Transfer- rmg wiring to new pole; contacted end of energised lateral. Changing the transformer; strung against live primary, contacting it The biggest single cause of accidents in stations is that men get out of the safe working area and get over into energized areas, and they do it again and again and again. Don't we have to overhaul our prac with hts back. Did those wires have protection, rubber protection, on them? Is rubber protection an essential? Is rubber protection needed to cut down this fisc of 125 electric shock and bum accidents of last year- more than had occurred la any previous year from all trpm of fatal accidents that the industry has had? This record says that rubber protective equipment must be applied to wires in the primary area, if linemen, taken in the aggre gate; are to protect their lives. That's what the story tells. Let's go on to another class of work. Yaa have growd men on the ground; you have oo the ground. What's the story there? Welt here's a man who was tending a coil of wire, and the joint snagged on the arm. The wire contacted the primary on the pole, up above, but here was the man down below. Are rubber gloves essential to a roan who is handling a coil of wire on the gretutd when the other cad of the wire is in proximity with energized con ductor*? TUc reoord says that it Is just as bnjtortant for that ground man--or lincmaa --to hare his rubber gloves on, because the primary can come down to him just as readily as h ran to a man who makes a contact ep on the pole. tices for restraining and keeping men in the `safe working area and preventing them from getting into other areas? Right up there In importance with that are the hotd-off pracries, the mark-up prac tices. That is where men go to work on equipment which is normally energised, but whkh Is de-energized while they are work ing on it. We must set up procedures and practices that will insure that this equip ment is dmd. through proper seetionalixmg. through proper testing, through proper growding, so that when the men go on it. they **" be assured that it is not energized. These practices, once set up and tested and found to be sound, must be as rigid as the taw* of the 3dedes and the Persians, and as foolproof as it is possible for operating men, safety men, engineers to make then, year after year, bold-off procedures break down, and men pay for it with their Uves. Often innocent men pay for it with their lives, and surely some of the blame attaches to the fellow* who set up the con dition that made it possible. Let me just quote, ooe or two case his tories from station work. Left fob, then returned. Forgo! bus had been energised, and climbed into it. Replacing transformer. Replaced fuse but dimbed higher. Contacted lightning arrester Here's another type: Is raising a creosotod pela. the pole touched the primary, energising the truck. The man touched the lead. Reconnecting station. Climbed pole top; contacted 24 kv line. derrick. Now that accident occur* year after year. It appear* in the record. What are the safety practices for maneuvering a truck or settiag a pole in and around eergiaed csodoctors? The truck boom can conduct enrr--t down to the ground. Cer tain types of poles can conduct current down to the ground. There is a set of cafe prac tice* for and the record says that those Cleaned oH switch compartment. Moved to other compartment, which was alive. Moved from safe area toward live air break switch. Fell against it. Cleaning and greasing disconnects; con tacted live few of switch in next section. Inspecting dips of line side disconnects; luted cut and made a contact. !*' f { W ! z+. I A-- 20 Water Operations Working on dead oil circuit breaker when he contacted live terminals from an adjacent oil circuit breaker. Replacing switch. Loosened tower ground clamp; shocked by induction. You tee, the time honored sequence of removing the ground lead was neglected. That wasn't the only time that has happened. Out of this meeting a let of men can be saved. We can go bade to our jobs and with all the ingenuity at our cocanand bring these safe practices that arc needed into the industry. How can it be done? I have tried to point out some of the things that need to be done, but bow to do it? I'm going to be listening attentively. I hope that something will come from you people, you men who are out in the thick of it. HI be listening, along with tbe rest of you. because I know that the men who come from my own com pany will agree with me that we haven't solved this prabtoa by any means. I think we teve made a little progress, but. look, we lost a man this year. Why? He had the primary covered, but be didn't cover the secondary. He got against the seccodary. A phig stuck out through a line hose and he made a contact. Now be is gone. Men iorget that the secondary and every other grounded object within the primary area can become a part of the circuit through their bodies, and it is just as essential that it be covered' as it is that the primary itself be covered. Water Operations MR. HAROLD WEBB: I happened to be down in Winchester, Virginia just two days after that very violent explosion that entirely destroyed a four-story building without any warning whatsoever.' They* were using a propane distribution system, and that was obviously the cause of this terrific explosion. As I recall it, I think one or two were killed outright and about 19 or 20 were injured. The Winchester Coundl met immediately after the explosion arid, after some deter mination,-they passed an ordinance ruling out propane gas in the entire city. The only way that this gas may be used now. as I understand it, is from cylinders. The 70 water plants in which I direct safety activities are widely scattered over approximately 30 states ia the United States, and the personnel of each is Mall--which, as ought be vmpectcif, poitati a problem ia so far as safety isfiiiitlrMi it con cerned. The actual direction nmse be done by remote control, or die the safety director would be riding the raddle almost oantiosously. Therefore, safety c--nortecs haw been established at cadi pisat, and these committees are required to make monthly inspections of the physical propetties and report their findings m the mnl wxy to management. Tbeee reports we forwarded so w toe analysis and advice with regard So the cor rection of haxardous rwltinoi Likewise, alt personal injury and public EtbSty re ports are forwarded for the same treatment. Ia moat eases water works plauti, whether municipally operated or pmatriy owned, am never extremely large companies. The larg est companies we have m our group haw a total of 70 aim at Birmingham. Alabama. Toe can see the futility of doing any thing other than trying to operate that scattered group by the use of a safety committee syston, which has worked out quite welt It is more or less commonly believed that water works employees are not exposed to any great risks, and perhaps they are not. as compared with the daqtn from ex posure to major products of other public utilities such as gas and electricity. The greatest danger that may be antici pated from our industry is exposnre to drowning. In spite of the hundreds of tanks aed reservoirs and basins used for storage purposes, and the necessity 4for working around river Intakes, intake pipes and equip ment; only one drowning has occurred on these 70 properties iu 20 years. While we are beset with the occurrence of commonly caused accidents, high on the category, so far as the water incidents are concerned, are trench aw ins, lead explo sions and material handling accidents. I'm going to ate four typical cases that have occurred m the mot too recent pest but. nevertheless, are typical of the water works industry. , Case No. 1. An excavating contractor was employed to dig a trends inches .wide by 64 fees deep by 630 feet in length, ia an vnunproved street. Public Utilities Section 21 A gasoline-powered trenching, machine equipped with caterpillar drive as`a means of locomotion was employed in making the cut through soil composed of heavy, co hesive day, to a depth of six feet, at which depth x stratm of sandy loam was found. New I think mote of you have the pic ture. The work plan called for the pipe gang to lay and join the pipe progressively, keeping at a reasonable distance from the achmc.. Two 19-foot sections of cast iron bdt spigot cement tine pipe had been laid and calked, and three laborers were trimming the bottom of the trench when a cave-in occurred- little water in the pipe. You can easily understand that when you pour hot lead into a joint where there is water, there is likely to be a rather violent explosion.) A violate explosion occurred, and his face was spattered with hot lead. Fortunately, he was wearing goggles, but both lenses were covered with the material. How do you lead a joint safely? Some insist that by setting the gate of the `'stake** off center and pouring the lead in oc the down side, a hissing of steam will follow, with no explosion. Others favor pouring a small quantify of kerosene oil into the joint, and claim the oil will do the trick. Still others have their favorite methods, bet still the joints Mow. Many conjectures and theories were pre sented by yc witnesses, composed of workmew and sidewalk vuperintendoiti. However, these amateur observers missed a* impor tant due when they failed to notice a pel* I maintain that basically there is ooe right way to* pour a lead joint, and the right way is the safe way. Why isn't this experimee pooled on a national basis, and standard safe practices in handling hot lead of unusual planks and trench jacks nearby. They hadn't bon used. But what caused the banka to cave hi? Did the weight of the machine weaken, the sidewall? Was the spoil too dose to the end of the trench? Did the stratum of wet sandy Jean* have any bearing In the case? and other like substances developed and made available in the interests of operating efficiency and safety ? I should like to add this, that clear plastic face shields have replaced goggles for wear on all of our operations, and this reduces steaming and 'fogging to a minimum and Examination of the trench showed that tbe sidewall of the caved-ia section ted been severely --derate. Wba the bade hoe canted, due to tbe sloping topography in this vicinity and the section broke away, (be cave-w occurred. Who, in your opinion, was responsible for the accident? What preventive measures should be taken to prevent its recurrence? Yes, of course, rigid rulings were rancdlatdy re-issued regarding trend* shoring, but unless management Is alert to tbe short comings of hanans and occasionally spotchecks these job*, supervisors are apt to use their own jodgmote in the matter of shor ing; which they all ton frequently do, and this type of acrident can occur, with disas trous results. Cose Ne. 2. A calker was leading a wet joint. (A ladle of hot lend can produce an explosion when a little water U added to it. When a calker Is leading in a joint, and these big water --bis must be Imdcd so as not to get a rupture at tbe joint, it must be done very expertly. Bite frequently when yon dig doWts a way In these trenches, you strike water, nod there is Cicely to be a provides n re protectioc. However, no one yet in the industry has been able to advance a practice for the joining of pipes by lead that can be guaran teed as safe. Case No. 3. A phot employee strained his baric while lifting a htmdred-potmd beg of time. He lost time from work during the healing process. An investigation disclosed that tills employee who was lifting a hun dred-pound sack of time, weighed 124 pounds. He was actually lifting his own weight. Ridiculous, wasn't it? We teamed some of those things this week of the proper placancnt of employees---putting the round peg ia. the round hole instead of the square hole. Case No. 4. A filter operator lost his bal ance and fell Into an outdoor basin at the Intake of a 209-foot covered flume, and probably would have bees carried to his death ted he not made a h*cky grab and held to (he sidewalk I said we don't have drowsing*, but we do have some close calls. Yob can't wrap safety belts around those boys all the time, hut we can do one thing, as I shall show. 2+. [./ 22 Utility Fleet Operations At this particular point of the intake the safety committee had not discovered that there was no strainer over this opening. Of course there is one now. There ts always the danger of drowning to men who work around opes inlets. Thdr danger increases during severe winter months, when it is necessary to break ice away from the weirs and the walkways out over the basins. We should make sure that men who work atound reservoirs and tanks can actually jnrim. For instance, the man who was downed in this reservoir at Muna'e. Indi an t. couldn't swim a stroke. While he was taking a sample; he lost hi* balance, fell owrboard. and nobody knew anything about it until several hours later. We must provide a means of egress from thcc tanks. If there is no ladder or rope to help a man out who has fallen over board. how ts he going to get out, even if he van swim? We have made mandatory the wearing of life belts and preservers, particularly where men are required to walk out on weirs in the wintertime to break the ice away. A*, far as electricity is concerned, keep in mind that everything in a water plant is a dead ground. If you- get hung up on 110 volts and you're standing on wet ground --and everything U generally wet around a water plant, in the pump room, particularly --you know what happens. You'll just be a gone duck. No matter what the industry might be there is a safety problem. Although the water works industry is apparently con sidered very safe, F want to say H is prob ably the most backward industry of all the utilities. Utility Fleet Operation* MR. A. } NAQUIN": Last year the New Orleans Public Service fleet vehicles in volved in gas operation had only 12 acci dents. In seven of than we btsnped into somebody. Two of the srtrn happened while backing up; the other five occurred white moving forward. Four other inci dents involved somebody striking our vehi cles while they were parked, and the test cue involved a motorist running into the bock end of one of our supervisors' cars while the car was stopped at a traffic tight which was red. Rut in all those 12 cases did not have one single minor injury case. You wilt note ta the statistics that Mr. Stewart gave you that fleet operations do not constitute too big a problem. Even in the electrical industry, oesfy eight cases out of 173 fatalities were doc to traffic accidents, or only 4.6 par oast. However, we must not shut our eye* ta tee problem. The transit industry has attempted ta aid in fleet problems by the film "Wanton Murder.** which many of you have used in your communities already. We are trying to barricade properly, when we stop our trucks la the streets in order to perform a service. We have stopped completely the servieng of strut tigt*s ee our maun boulevards at night, where the truck that would have to cteuge that light would have to stop m a high speed lane We stopped It five years ago. home there Is only one man on the truck, and we den i know how to protect him safety from bong knocked .off his ladder by some motoriw who doesn't see him. la bonduslon, I want to pose a guaeral problem to this enure Justly. It U a fleet safety problem. What cau be deoc la identify our public mffily wlacfcf SO as to keep as from bong muck in be rear? Can't we find a "best" design and a Ttora" enter scheme, or Mark and whisc or lb* ar*l yellow, or akraim-- ad Mode? filinell the stripes that we use be co&mI so fir mside odges of the rear portion of the truck, or should they be compktofy over fietum hack surface of the track? Should they run vertically. horiaomaSy or dtegeueBy. as an-* of them do now? How wide should fir stripes be? Three inches wide, ee four bodies wide or ate? Sfcmdd ltnethr new materials Bee "Sestoh SgtnT* for cer tain portions of those atripw. ss they wif be more risible at nigfg? If we do al! of those things and asm them ever to snr terriaifing procedures. perhipr we*B isiproit nr flaec safety. CHAIRMAN BEAUMONT: Mr. Stew art. do you have any <.un*nf.ac ca the ques tions you had? MS. STEWART: Here's a question: "If you have a oompolaory rubber strove rule, are you experiencing ffiJBcidtirs m its enforeoaent? If no difficulties, then to what do you attribute your success?" MR. KELSH: Tu about ta years we had to fire a lot of na in seder to aforce the sleeve rule. We'd rather fire them than Public Utilities Section. 23 IdS them. We had to push the thing all flit UK. MB. A. . ALLEN [Public Service of New Jersey]: la order to improve the atti tude of the mm with regard to the robber drove rain we took Mr. Stewart's report ad coeebeoed it with a slide 63m nude In Boston under the supervision of the T F T- We bad special meetings where we rood the roll, pert by port, and took some cases aad ifiscmacd them very thoroughly. We then ffistributed a pamphlet, entitled "Let Us Rsofvc That We Have Had Ow Last Electrical CeatKL* Now I would say we hare'improved the attitude of oar mat toward the rules of rubber sleeves bseanse of Mr, Stewart's report and because of the way it was handled MR. STEWART; A questioner is inter ested is elutibfag practice* when poles are etnered with sleet, MR. C A. DOW (Northern States Power Cb IfiqraffnTir Mia.]: One of our line men developed a device which w in arise very soccssifuSy m dunbmg high poles, ilniled poles, or in situations where Haases here to dab may pole* la rapid succes- smn *-- Is fatigue. It's a rngfe Sole rope contraption to hold the mmm mean so tett if hb spur* do art oat, he does not fifl It grips tire pole and fwiof his faKog nodcr any oi the above At our safety usttinfi we take along ose W tut fir*wus and bare the hey* show ^ uffisr* tew it works. I think It work* vmy MufadnSr. SOL ALLEN: Wc ted quite a storm ta fic rase, rn you fcBews teow, that caused a a Me of ffifficalty with idog problems, Wc smessd out the first night of the storm is note upa ladders ts the first terri-- da* k. tec lm--ralcitiiini level--and from there on ssrae oi our boys used two belts. We fomsd dot tbb sjxiax worked welL The around bde was pbetd over the next iltona tim before farther climbing. UR, DOW: Our drriee Is mode of rope, bm H teo a testy wire aside; It has a of bodies on other side; so that It Is am aid In rffriWng. also. Worker* have the adf-coofidace that If something dees kappa, they are not going to fall. MR. STEWART: Would you he willing to send a sketch or description of that to Mr. McDonald of the National Safety Council, who is our Section representative? MR. DOW: Yes, we can do that. MR. STEWART: Here's another ques tion on rubber gloves. "Whn Is tbs trend la ground-to-ground versa four or five foot poles?" What is meant by that, I take it, is "Do you require tioemon to put thdr gloves on at the giuund and keep than on until they return to the grand, or do you allow them to go up within four or five feet of the conductor, put the gloves on, and remove thou four or five feet below the conductor when coming down?" MR. HARRY MANN [Boston, Mass.): Fa cue of the representatives of a company that does have tee ground-to-ground rule, lu our systoa we have companies that have the ground-to-groand rule and ones that have the fivs-foot rule. In our largest operating company in Xarragansett wc have ted the groand-to-ground rule for 20 years, and they are well sold 00 it. We think it's the only safe way for sen to work. 1 don't tike tins five-foot or four-foot rule that yon have in some other companies. I wish there were some way we could abftCuh It in favor of the groundto-ground role. MR. STEWART: Ca we get a volun teer Iran tee group tent requires gloves to be pot on only foor or five feet away to tell os why they believe ttei is a sound rule? MR. W. C BOARDMAN [Kansas Elec tric Power Co.]: One of our companies has the ground-to-ground.rate and ooe has the five-foot rule. The fire-foot group has fewer cuts in gloves. If the glove* are tom is going up the pole, they're in bad shape at the top. We tike the five-foot rule better. MR. STEWART: Yon cose mechanical damage to the gkwss when yon put them on at the ground, and for the reason of protection agakst raccboucal damage you prefer the five-foot rate which gives a better glove for protection against electrical MR. E. M. CHASE [Central Vermont Public Service Corp.]: We have had this rubbe' glove rule; from the base of the pole up and down, for 20 years, and we have had one hand contact in teat time, and that was because a tie wire got under tee 24 Utility Fleet Operations glove. That'* why we believe it's & good rate. We have a cuff lint goo up to an inch of the top of the cuff of the rubber glove. We do not get enough leakage to twain* a differowe there, and we think it's worth the extra cost to do away with burns. Our men believe in it entirely, and you can't get them to work any other way now. MR. HAN'S: la my cttmudoB, the prin cipal argument for the groaDd.to-gicand rule is that it can be enforced. The fivetoot or four-foot rule is difficult to tnforce. We have the five-foot rate in a good many of our smaller coopmute, and wc have had a good many cases of men working up in the primary area without their gloves on; they always came bade with the point that "I <<Wt know I was that dose. I was going to put them on be* t Sd't know I was there.** There is always a berdcr&ae an the fivefoot or four-foot rule. For that reason, we prefer the ground >o ground rate where time is never any question about where to pot on the gloves. Officers of the PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 194-4f Generr1 Chairman--E. L. FITZGERALD, Dir. Coordinator o Per*. SUL, Ohio EdLjou Co, Springfield, Ohio. 1`itc-Chainru"*--L. P, HOFFMAN, Safety Dir, Florida Power A Light Go, Miami. FU. Secretary--JOHN UadELLAN, Safety Eng, Hydro-EXedrie Power Ciwminioo of Ontario, Toronto Ontario!, Can. Engineering Committee--W. T. ROGERS (Chairman), Safety Consultant, Ebagco Serv ice* loc, New York, N. Y.; W. R. SMITH. Safety Ear, Psblic Servk* Electric ft Gas Co, -Vewaric N, /.; C A COUTTS, Safety Eng, Bureau of Safety, Inc, CfcSoga HI.; R P. DOUGLAS. Safety Dir, Detroit Edison Co, Detroit. Ukh. Data Sheet Snbeomaeittee--E. U. CHASE (Chairman), Safety Dir, Oatnl Vcnsoot Public Service Coni, Rutland, Vt; A. A. KLtNGE, Mgr, Safety ft Oahns, Public Service Co. of Colorado. Denver. Colo. Safety Instruction Card Subcommittee--C. L. HIGHTOWER (dairman), Safety Dir, United Gas Pipe Line Co, Shreveport, La.; RALPH A, C HILL, Labor Relations ft Safety Specialist Rural Electrification Administration, U. S. Dept of Agriadture. Washington. D. G; MERLE JACKSON, Safety Eag, Los Angeles Dept of Water & Power. Los Angeles. CaL Exhibit Committee--I. R. DOHR (Chairman), General Safety Fag. Coenauers Power Co, Jackson. Mich.; . A. HEWITT, Safety Dir, Utah Power ft Light Co, Salt Lake City, Utah. Film Committee--H. J. CRIS1CK (Chairman), Safety Coordenlor, Qndud Electric Illuminating Co, Cleveland. Ohio; PAUL HODSON, Safety Fng. Union Electric Co. of Mfttouri, Sl Loots, Mo.; WALTER H. UNDERWOOD. Dir. of Safety, Central Maine Power Co, Augusta, Me. Health Committee--DR HART E. FISHER (Chairman), Chief Sergeoe, Chicago Tran sit Authority, Medical Dept, Chicago, HL; DR, H. R McKEEK, Med. Dir, Public Service Co. of Colorado, Denver, Colo. Training Committee--P. M. GENT2EL (Chairman), Coordinator of Employee 8rl, Ohio Public Service Co, Cleveland, Ohio; A. B. LARSEN, Sepvr, Safety ft Training. Con struction Dept, Commonwealth Edison Crx, Chicagtv IlL; E. & BECK. Safety Dir. Idaho Power Co,, Boise, Idaho; C. E. HAMMON, Safety Dir, Cohamboa ft Southern Electric Co, Columbus, Ohio. Metnbership Commit/*^--FREDERICK G. HARRXMAN (Chairman), Safety Mgr, New England Power Service Co, Boston, Mass.; J. E. STOTT, Gol Sttpvr. of Safety ft Training, Georgia Power Co, Atlanta, Ga.; J- G. DICKINSON, Supt, of Acc. Pro. Wisconsin Electric Power Co, Milwaukee, Wis. 26 Porter and Safety JCinht Committee--E. R. LEHMAN (Chairman), Safety Dir, Inter' state Power Co, Dwtogoe, Iowa; F, T. ELLENBERG, Safety Dir, Atlantic Cty Eloe* trie Co, Atlantic Gty, N. J.} H. A. PTOLEMY, Safety Supvr, Public Service Co. of Northern BUnets, Chicago, IlL Pnbfuiiy Committee--R. R. CONN (Chairman), Sujrvr. of Training ft Safety, Power Station* Dept, Duqecjo* Light Co, Pittsburgh, Pa.; E. T. MARSHALL, System Safety Fog, rrwiijifnmi Electric Go, Johnstown, Pa. Program Committee--Z. 5. HANNAFORD (Chairman), Supvr. of Employment ft Training. Long Lines Dept, American Telephone ft Telegraph Go, New York, N. Y.; G. J. RUOFF, Safety Eng, Central Hudson Gas ft Electric Corp, Poughkeepsie. N. Y.; W. F. BROWN, Safety Dir, Consolidated Edison Co. of New York Inc, New York, vr v Setae Letter Conmmittee--W. S, KITCHEN (Chairman), System Safety Supvr, Appa lachian Electric Power Go, BfodSeH W. Via.; A. J. NAQUIN, Safety Counselor, New Orleans PnfcSe Service. Inc, New Orion. La. Statistics Sr famtnt Committee--D, C. STEWART (Qurrman). Niagara Hudson Power Car*, SnCalo, N. Y.; M. S. DICKENSON, Safety Dir, Jersey Central Power ft Light Ga, Aihniy Park, N. J. Of-Tke-Jak Accidents Committee-W. H. ADAMS (Chairman), Safety Dir, The Maaufaemrers Light ft Heat Co, Pimbur^t, Pa.; H. B. McUAHAN, Safety Dir, Florida Power Cory, 5c PUmbotg Fk Special Prajetie Committee--TT. T. JAYNE (Chalrmaa), Safety Supvr, The Philadelphia Ga* Works Co, Philadelphia. Pxi; D. E. HUSK, Safety Dir, New Jersey Power ft Ugfn Co, Dover, N. J.; HARRY F, ERTEL, Safety Dir, Asphmdh Tree Expert Co, Jriikiwaiwn, Fa.; R. S. METZGER, Dir. of Claim* & Safety, Toledo Edison Co, Toiado, Ofcw. Himbtre At-Lmge--B. A. THORNTON, Is*. Supvr, Indiana ft Utchipn Electric Go, South Bend, lod.; CL N. RARESTRAW, Cleveland Electric Illuminating Co, Cleveland. Ohio. ' Cotmcilors (Past General Chairmen}--1916-17, J. B. DOUGLAS; 1919-20, WILLS MacLACHLAN; 1925-26, B. B. UcCULLOCH; 1926-27, GEORGE OPP; 1927-2#, G J. RUTLAND; 192*29, H. F. WEBB; 1930-31, E. S. BEAUMONT; 1931-32, G. A. DOELLER; 1932-33. C. B. BOULET; 1934-35, E. J. KREH; 1935-36, ROY M. GOD WIN; 193*09, R. $. METZGER; 1939-40, H. A. PTOLEMY; 1940-41, CHARLES S. BOWDEN; 1941-0; P- Li G. HASSKARL; 1942-43, D. C. DUNCAN; 1943-H E. S. MINER; *1944-46, J. T. O'BRIEN; 194447. J. a LESLIE, Dir. of Safety, Gilbert Asorit.M, Inc, Reading Pa.; 194749; J. B. PORCHER, Div. Coordinator of Pera, Ohio Emb Co, Akroo. Ohkx Special Representatives--E. J. KREH, Mgr, Acc. Prt, Doquesne Light Co, Pittsburgh, Pa. (E.E.I..) ; W. F. BROWN, Safety Dir, Consolidated Edison Co. of New York, Inc. New York. N. Y. (A.G.A.); J. E. YATES, Safety Supvr, Pacific Power ft Light Co, PorthM Ore. (Kointih States ft Pacific Area). Stef Representative- GEORGE MacDONALD, National Safety Council, Chicago, IlL *Deeea>dL 27 OTHER VOLUMES in this Series Many users of this volume wiQ also find much value fa ks companion volumes. Here is the list: TITLE VOLUME No. Annual Meeting. Banquet, Women's Activities, index to all Volumes and Exhibitors..., 1 American Society of Safety Engineers and Subject Stffioos.................. 2 Aircraft Usnifacnruc Sotioe............................................................................................. 3 Air Transport Section.................................................................................................................................4 Automotive and Machine Shop Sectioa................................................................................. 5 Cement and Quarry Section.................................................................................................. 6 Chemical Section.................................................................................................... 7 Coal Mining Sectioa,........................................................................................................... S Commercial Vehicle Section............................................................................................................. 9 Construction Section ................................................................................................................... 10 Electrical Equipment Section........................................... ......... 11 Pood Section............................................................................................................................................ 12 Glass and Ceramics Section............................................................................................... 13 Industrial Nursing Section................................................................................ 14 Marine Sectioa ....................................................................................... IS Meat Packing, Tanning and Leather Industries Sectioa............................................................... 16 Metals Section .................................................................................................................... 17 Mining Section.................................................................................................................................... IB Petroleum Section .................................................................................................................... 19 Power Press Section........................................................................................................................... 2' Printing and Publishing Section........................................................................................ 21 Publie Employees Safety Conanittcc................................................................ .. 22 Public Utilities Section............................................................................................................ ..............IS Pulp and Paper Section................................................................................................ 24 Railroad Section ..........................................................I..23 Rubber Sectioa............................................... ......................................... .................................. 26 Textile Section ........................................................................................... 27 Traffic Section .................................................................... 2* Transit Section......................................................................................................................................... 29 Wood Products Section................................................................................ 39 Finn Safety......................................................................................................................................... 31 Home Safety ...................................................................................................................... .. 32 School and College Sessions.................................................................................... 33 The Human Side of Safety (Early Morning Sessions)........................................... 34 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME SIZE ItsPespUs Each Let* than 24 pages-- $023 24 to 48 pages-- 49 to 96 pages-- .30 .40 Over 96 pages-- .60 10 is 99 eepitt Emeh $020 25 .35 .53 100 is 999 eoficx S*ek $0.15 <20 JO JO lOOOsrmsrt Each $0.15 .20 JO <50 Complete set of Transactions (34 volumes)--$6.00 .VOX-MEMBER prices are double member price*, except volumes 2H, 31, 32 and 33- NATIONAL SAPfTT COUNCIL U H. WACKKR 011VI CHICACO 6, ILL. zs MW-W-VW Current Safety Topics in the PULP AND PAPER INDUSTRY As (mtiM l Nm [Sul4M ef Hm Palp m( Paper Sectisa at tfca 1T4I National Safety Ceajrass Safety In the Qntirto-Mlnnewta Losses Division. Hazard* Encountered fn the Chemical Pulp Industry. Wood Room Hazard*............................. * The Accident Prone Can Be Helped.............................. Pear Round Table Discussions Mpweed Logging................................... .. Pulp Manufacturing................................... ...................... Paper Manufacturing......................... Paper Products,.......................................... ....... Volume 24 Trausactioes 194S Notional Safety Congress --------:ETY COUNCIL : * ck/c.j 'Ttecv... Is safety, as ia all other huraaa activities, the question is repeatedly asked, "What's new?" Mujr answers to that qoestvoa art gives every year by those who participate is the various sessions of the National Safety Congress. Many new methods, devices, and Ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation have always iotmd the Transactions of the Congress a valuable tool ia their accident prevention programs. Publication of the Transactions in small volumes one for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man agement and supervisory personnel at small cost. The 34 volumes of the 1948 Congress Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program. In preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, arc available In National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety Council. THE PILE AND PAPER SECTION This volume is a record of the session held at the 194S National Safety Coogress by the Pulp and Paper Section. The conduct of these Coogress sessions each year Is only one of the many coopera tive activities which the Pulp and Paper Section carries on in behalf of its members, and for the benefit of accident prevention work in the pulp and paper Industry generally. The Section gives guidance in the preparation of a great variety of technical and educational material useful In the day-to-day safety programs of pulp and paper plants. The activities of the Section arc under the direction of its Executive Committee, the members of which are listed on pages SO and 51 of this volume. 4 Safety in the Ontano-Mkmesate Logging Division Safety in the Ontario-Mmneeota Logging Division By JAMES A. RYAN Woods llmascr. The Ontario-IftnncenN and P*pw Co. Lti, Kmoa, Ont. In past years, when the time came a the early fall to get the camps ready for winter operation, there was a last minute rush to be sure all camps ware to before the freese up came. Ia those days to* boats towed barge* of supplies and want-, gans filled with mm. Trades, too, were loaded with supplies and men and beaded We knew that the mills had a better accident experience, but their employees were more stable---they worked the year Vomd, year after year. Wc knew too that our woods accident frequency waa far too high more thin doable that of the laffl*. Our oocopensariod assessment rates were aly doable those of the mill*. for camp. One of the reports I read last August Whea the boats and trucks'got to the camps they were barfed for, there was geoeral couuactioa in getting settled stor ing all supplies away for the coining ' was prepared by the Department of Labor and Industries, Dhrisioe of Safety. Olympk, Washington. Here are a few facts hw from that report: months. There was plenty of foodstaffs; 1. Emy four minutes of the day some fancy, bet lots of good food. There one to fednstxy dies as a malt of injury. was all the equipment necessary to work Think of it--360 employees a day. Since with aod, yes, there waa also a cartm of this meeting started, today at lost two medical styptics; toditesrinu pais, comes- employees lave (Serf as a remit of tojarics. patka palls, headache palls, bottles of pom- 2 Enough nan daps are lost to industry killer, and bottle* of cough sj iMp There each yenr as a result of accidents nearly were bandages, oununaa and a parol forty^fire mflBon man days--to smnufsc- marked "auftst forms.* AS had bem hU care of. Whh careful planning the applies tboalf see them through tiff breakup. tee mere than fifty miffinu pairs of shoe*. 2 And toe amount of wages lost to injili jc* sack ymr as a link of indus trial would he seffioca* to feed, A few weeks lutr, bade at headynttrs clothe, and shelter a city nmriy as hip as voor mad brings the first amp reports. Detroit. There is an euJdcm report ia the maS and yon soe ,w oae of the cutters km cat his lor while tabbing a tree. Yea sett that ix ha* hcoi amt to tow* for treiftmat. Fr Wins then cm be done to imprm% se *P>rtoL Wc knew tone in a jar or two we would start ratting on Snki to our north. This new up u mien would be different in many aspects from that an eur Utc arm to the wank. We wauid soon tare year Void roads into ear camps to the north. Oarepcraskms _were fast he ws* fast being rcjitoiinl by the trade, trac tors, doaers, suOaes. Many ether types of power nnr.hlnrry uadi dw oome ta nt Maybe tta tetter whfc hi* sow woob^W trick. And as for W ml k am* swift, and he never suffered long. It was pretty gran. We managed to get our year's supply of wood to keep the plants nuinjb but I think we also took our aeddent experience for granted. Wc probably reasoned that accidents ittt bad to be taken in our stride. aabUshed ia the arm. These trends aB Wc ware to facilities. We soon, and If It fly to camps in _ experimented with Web Sea-Ban plane for Pulp and Paper Section 5 thirteen mouths aod had on three occasions used it to transport injured men from camp to the bosptta! at Kart Frances. The results were satisfactory, and, after some 400 flying boors this plane was to be re placed with a DeHavillaad "Beaver" early this fall which would accommodate five or sue passengers or two stretcher cases if necessary. With its 144 cubic foot cabin, considerable material could also be rushed to camps la emergencies. We would also kart two bosses very soon--one for our Flanders area in the Fort Franca division and ooe for the Patrick area la the Koor* division. Each woald scat twenty-three adults. Is the Patricia area this bos would be very help ful also la transporting tome 31 chfldrta to school in our headquarters camp. Why, then, couldn't we operate the year 'rood? The yearly requirements of pulpwood and logs coold be controlled better. Maybe with this improvement m cwsmnnkatioos we redd work to some methods to improve oar services to the camps. It seemed prac tical, and bi this way w* might dimnit some of the ghastly accidents we were having. Our executive office ry were eager to soe a dedine in ov legging accident erperimee aad were wfStog to go a knr way to pro moting a program. They hod already seen the sail's arekb;at rate drop considerably. Pkos were --~aad after considerable ifiwasaea and change* here and there k was agreed tone we would make a sort on a eeeocBCraod safety prngum for am legging ^visions. Mr. R. W. Cteuthg, safety officer for aH our operations was placed to charge and would be amimed by duaaa! safety inf iryw wv--Mr. F. T, Merrick for the Fort Fiaw.su fiiiam and Mr. A. E. Miner for tke Kum fivitam Field safety a*xatets would tour too arw. They wauti tap act too amp* for hark they woald go out a the job wide cutters, sfodders, loaders, etc, to wasdb and Item ethers on safer masked*. First aid dost* would be orgaoited and better and closer followop* could be amcetsioed with medial and saakatloD Inspectors. This work U all be ing done bow, and although the results are not y*t what U desired there is a definite swing downward to our accident experi- Gdflg farther with our program aad to keep it ia line with other improvements introduced into the amps such as diesel electric power units which now afford bet ter lighting and better refrigeration, we also placed as emergency first aid outpost a the headquarters camp of ooe area. A qtatified registered sane is ia charge. She has her owa quarters at this outpost and bed space U available for three patiats. When conditions warrant there is a plan to tocreaso the bed space. Contract physicians visit the ramps a' regular interval* aad the nurse has cbn tact with the doctors to town by means ol radio. This service Is used extensively or regular scheduled boors of broadcast ax has been the means of reducing the xrambei of that would have beat rooted tc town for the doctor's attention. We pres ently opirate 2S0 watt stations at our Fon Francs* and Kooca offices aod have ninetea 60 watt portable sets located at vari ous operations, todnding two set* oe marine ait*. On one ocarina. to onr Putrid* sres, wc had a loader faff from the top of a track and tojmc his spine. He waa taka into amp. The desk of the camp phoned heolquait.rri camp aed kept his Hue open while the derk at headquarters radioed The Room operator phooed a ad kept her tine open. By this it was pousifcle to relay, the docuwrious and also complete ar- for trarapnrtitinri to the hoa- Hot the naficil staff coold _____ greatly in determining what should be ptoced to the camp* for treating injuries and amor to*--*, we aow rente a9 reqnfsitiou* fur meifinl .applies to doc tors. Tky dwek toon over aod make rhagw when they see fit. This service punOtti a* tine we have a proper and sdbtot quashj of supplies to ramp to pin cure of our nods and thus dummies the tofiluatkm of may putmt drags ami aacdfetom fato our omp mudicinc csbtoets Small compart tumginrj1 first aid late are bow briog ptoced oa aS automotive and aaarim ruiits Travelling personnel work ing between camp* aed ont of the head office are bckig supplied with podeet-sue Idts of suck rfggyw that refills on be 6 S+*7m+t<k Laf^mg Division obtained from ampkm hand at am camp. Improved Ma of ire fdM| ***+ meat arc ton--A at rack eaaa Fn Mo tions arc ilw anaM at cad caae with power penpt. hme ndt. i. ritor* eU, etc. Cadi any bnMteg bat extin- wends aperitif ,-a. Page after page of in* mnaham hove been pewwakingly written its peeper ate, bos if are da s6t follow tiweagli mi pus this iaformtiea oo to >w bus arise that axe he is still going as antaw as hurt tfaud{ with it. Who tfrfw should be the one to do this work? initiwn baud at cooTeqaeni spots, at wd u fire barrels ad aaad boxes where pne* deal. Ota top etecativts cannot, hot they want to see everything possible done to eliminate p I llllWL The old piece of sleigh shoe steel which Should it that be the woods manager, m Kked to play tones on to ak or Ms field mew-che <visional logging yim sp is the Moraine and 10 sotaad the for bmlrfiK. ete^ is also gone. In its place a area aeer sexsd* the warning, superintendents? No. The camp foreman wnA hit assistant*, mdodmg the strip boss nod the field safety was? Ye*. These men and other signals arc also given oo h. have everyday with the worker, and Camp personae! are instructed m fire fight ing. and each p has its own brigade. Ladders arc spotted between buildings, and roof ladders are maintained on all build* bigs. la power plant houses and oil bosses, j;v>iwg is prohibited. To cooperate with the forestry depeitamt, "tailor made cig arettes'* are not allowed ia the camps dur ing the season of high fire hazard, and fluid lighters replace matches. As the safety assistant moves arotmd m the area from camp to camp, he submits written reports of Ids findings to the camp foreman. These are discussed and recom mended improvements made on the spot as are im a position to give matruetioa. Men who die day's work should sec- that die work is dooe safely. It is not enough that the new maa be briefed before starting out oa his new job. You mast' fotlow op, watch him dosdy, show him bow to do It the safe way, per- severe with him. Once be knows (hat you arc ta earnest and are thinking of his wel fare, yon have woo bha over, and he will then a better attitude. He is not go ing to swing his axe as carelessly as he did before. He will clean up around his working area and tee that a tree is not going to up oa aa overhead branch far as possible. Copies of all reports are mailed to the supervisors when recoin* mendatieos made by field men are not handled on the spot; decisions arc made and MW policy ts set. if necessary, by the head office. or sag in dv7 underbrush. He will do his IffniMng the correct way--standing on the opposite side of the tree that he is working ori. He will also 900a start observing the working method* of other fellow employees Md wilt watch, more experienced mes to What results may we anticipate from this program? Will it cut down on the number of mjories? Will it help create still better employee relations? We hope so. and see no reason why it should not. pick up a safety tip that he can use him* self, and be will paas on to the newcomer valued information that he ha* learned, Hus is the type of employee we are striv ing for and we hope we will be able, soon If we ran into the men the thought to have many more tike him, but it is going that we want them to work in a safe man to take *** We must be patient and never na', our battle is woo. give up for a moment. Once you stack oil, t am not saying we will be accident free in our future operations, but I firmly be lieve our frequency will drop to a much the workers' interest will drop, and once interest is gone it will be very difficult to get it back. Iowa figure than S7J which is our average Is there anything we ran do to assist the for the past eight years as compared with employee farther in his off boors, or dur an overall average of 86.6 for the industry ing his evenings ia canip? We have already in our province ova the same period. attempted to make his lot more pleasant by We all know that the axe, so commonly u*cd and often so unsafely used, is still the most dangerous tool we have ia our providing a folly equipped reereatioe room where be can read the dally paper or a good book or enter into supervised games r*t<T Scctum 7 and contest* or msamt Why am make use of these fariftacs? If ygm bare com petent bitnmon ym cm xkihls year weekly rtenboe program so that first aid Is taught. You can mdsde safety shorn when movie sight cocoes to camp. You caa arrange for short talks oa caraa amp problems and discuss the safety aagk* of the job* these mes are doing. Lae then eater into the dticaukm. When the aid of the month cooks and it is witty draw night, make the most of it. Do sot fast present the award and wish hiTM hide. Get ia your safety plugs here. Tdl them their efforts are appreciated, and it was only through their daily and con stant watchfulness that this draw was now being held. Ask them for tbeir continued cooperaboo, and tell about the experimee of the caap further along the highway, where by ample arrangement they elsmoated a harard that had been causing some couctrn. Hazards Encountered in the Chemical Pulp Industry By R. CBAnfAN Chairman, MS Accident Pmatke Committee, Howard Smith Paper Miffs Ltd* Cornwaff, Oat* Canada Sulphite Proem* Handling Limttan* from ears or trucks to damps involves some manual handling ados the Isncstoae am be dumped from gondola cars onto damp trucks. If necessary to throw it over the 'sides of the freight or, workers should have foot and shin guards as well as heavy gloves, especially if the stones weigh up to 100 Ibc. Correct lifting methods mid footing arc very ha* portant but often hard to achieve when stunting oa the rough stone. Hence the hazard of bode scrams and hernia ts ever present. These condition* are aggravated niter vbatr caadtimns asd call for close sopenrisioa wd for workers of rugged physique. Getting At Limerton* ta tk* Tag of Ike Ahtargtian Tamer* -Whether a skip hoist or a uarrow gauge rail car is used, the carrying device is aomffy filled manually sad the above precautions have to be taken. When the latier oouuyaace is elevated to the top of the towers oa a standard freight elevator, the raff car anust he chocked to prcvmt moment and keep stone from being spiffed downs dm shaft. Dumping stooe into the towers does not present any great hoard; bat when remov ing tower covers the operators must make Aire that the gas is syphoned or exhausted away from the opening before the lid is raised. Two operators equipped with gas masks should be on hand when covers are rmioved or replaced. In fact, any person required to work in this area should have a mask. Furthermore, one should be carried oa the acid tower elevator at all times as a precaution In the event the elevator becomes stalled between floors; a ladder inside the elevator shaft should be provided for the same contingency. Some mills require workers to wear a safety belt when re moving covers to prevent their falling into the tower when the cover is off. Breaking Datim Stan* end Cleaning and Repair Work Inside Ston* Tamer1--All arid and gas line* should be blanked oil and the tower washed out and well ventilated before wotleers arc allowed to enter it. Taking out and refining towers is a special type of work which will not be discussed her* 9 Sulphur Burning--Preparation of sulphur for burning, whether in powder form or in molten state, calls for precautions to pre vent dust explorion* or fire*. Tanks holding molten sulphur must be kept from overflowmg as they are usually above the operating flow. When tmplogging with compressed air pipes conveying molten sulphur or working on sulphur lines, valves or tank outlets workers should wear the following pro tective clothing; brimmed hat, rubber coat, pants and boots (with pants over the boot tops), gloves, and eye and face protector. s Hoards Encountered in tks Chemical Pulp Industry Sulpha Storage end Hendlmg has been very well covered m Industrial Data Sheet D-P.P-5. aad will aot be discussed here. Cleaning Acii Making Equipment--Bamers. coolers and fan are cleaned during a shutdown period and the work does sot present any special hazards unless burners are still hot. Acid Storage Tankt--Wooden tanks need careful inspection and maintenance to pre vent hoops from being corroded to the point where tbc tank could collapse* _ A Weather pipe should be provided, and as it can freeze up on shutdowns should be kept clear to prevent tbc cover from lifting. The release of a large volume of gas might have serious results. T<mk Cleaning ami Repair -- Worker^ should not be allowed to enter tanks until after the tanks have been thoroughly washed and ventilated. All connecting pipe lines should be blanked off. Men entering tanks should be equipped with gas masks and wear a safety belt. Fellow employees should stand watch at the manhole until conditions inside have been established to be safe. Digester Operations--Careful thought and handling U required of codes and their helpers especially when operating steam, hot arid and gas valves to make sure they are right. Whet the digester is being filled with chips, it is often necessary for men to go into the bins to break down an arch. If steam is used for this same purpose make sure it is shut off before men enter the bin. and. see that the men are equipped with a safety belt and line. One man should not be allowed to work alone; there should be a second wwn above the but to give help and spread aa alarm in case of need. time. It U tbc helper's responsibility to make sure that tbc hand plate is bolted down and that there is no water or arid in the Mow pipe. Also he must notify the blow-pit na aod see that pit doors have Wen cUh! Blow-Rito--AH Uow'-ptt doors must be battened dam* before a Mow, after chk= ing to see that no repair men are in die pit All persons working sar the pit should be warned to keep dear and avoid the fumes. Pit openings should be guarded so that per sons cannot fall into then. Equipment such aa ladders used for descending into pits need to be carefully inspected doe to the corro sive actios of add, especially hemp rope ladders. Whoa high pressure water hose is used to wash stock out of pits it is advisable to harness the hose to prevast injury to the iuer whan working through pit openings Open drains in die blew-pit room should be covered to keep men from stepping Into hot blow liquor. Wooden platform* and steps are usually wet and very slippery unless covered with old felt or other slip resistant material. Knatttrs, Screening, Rijjferx and Filters-- Slippery flooring, stairs, flow-bo* covers and planking are a source of falls, especially when pulling hose for washing purposes. Only rubber boots with unworn treads should be worn. When washing-up flowboxes, screens, etc, there Is Hazard in rais< log the heavy wooden covers wooden covers which are usually slippery. Where practical covers should be provided with handles or ring bolts. When flat screens are raised for wash-up and repair they must be handled carefully. In addition to using tackle for raising screens they should be blocked up before working under or around them. Inspection of digesters for faulty linings or plugged and damaged fittings is often done between cooks by "coming up on the chips'* and requires all valves or lines con nected to the digester to be locked and tagged or blanked off. All persons in the digester bouse should be informed of the inspection, kfen entering the vessel should be equipped with a gas mask and wear a safety beh and line. A watch should, be posted at die digester opening. Blow Voices should be kept locked white cooking chips and the key retained by the cook until needed by the helper at Wowing Bleaehktff--Using hypochlorite and chlo rine gas in one or more stages demands good ventilation to exhaust fumes from the working area. All operators should have their own gas masks located where they * handy for quick use. Control valves for chlorine should he readily accessible and all lines identified by distinctive colors. Exits should be provided for quick retreat in (he event of a gas leak. An alarm system should be imtmlled for waning all operators in the area involved. All operators la this departmeit need to be well trained la the safe handling of chlorine gas aad aware of Its Pulp md P per Section 9 dasgdrs. This subject Is cottrod by Safe Practices Pamphlet No. 71. Where caastic or milk of lime me used for pH control the accessary promotions are called for m handling same, these are also covered by Safe Practices Pamphlet No. 2S. L sppiag Wat Palp amt Drying Pulp Lappirsg Pulp from we* presses, tails for uniform rise of kps aad proper fcafldang of loads to peercat stnia from overweight, and toppling of toads wbas they are bring* moved for g or lato cars. Dae to heavy loads aad wee coaditioos floors in wet-press roc--i should get dose inspec tion aad be kc?< in repair. Drying Pmlp--Here there Is a hazard of fingers bring magbc in the atp pomti Also arms or hands may be banaed oa the dryers when pammg the sheet. This is a reeogabed hazard aod calls for proper training, There sfaoald be special alertness when breaking m aew operators or spare* for holiday relief. Catwalks, steps, and land bolds should be located for coUVtnimt and practical operation aad constructed to prevent slipping. All broke should be picked up aroaod the eg cad to prevent slipping or tripping. Bating Presses, Handling, Piling mni Skipping Baled Pulp--:When bales are wired outside of tbc press, operators should wear goggles to prevent injury from wire sods. Sales should he carefully made cotifona in size and closely wrapped so as to Mice piling ussier and safer. P3s should kaa away from aisles. Idechankal methods for handling, piling or loading baled ptdp arc usually more economical aad safer thaa minnal methods. Whoa piling bales m car doorways tiers faring the entrance should be diodeed to prevan them from falling forward if the ear is rocked by the loading truck. As tiers may topple over if cars are shtmted during Ihe loading process, loaders should be warned to keep out of cars. Braces are sometimes used to keep piles erect. Car plates aad gangways should be of sufficient width aod securely anchored. Soda Yelp IVncmi Alkali Recovery--la soda aad sulphate mills the make-up and recovery of riieml cals used for cooking present ouch greater hazards thaa ut sulphite mills. Caustic soda has to be treated with respect, bring a very strong and active alkali. Whether re ceived is tank cars or ta drums as a solid this chemical requires careful handling. Handling caustics and unloading them from rail cars are covered by Safe Practices Pamphlets 25 and Chemical Industry Pamphlets 3 and 4. If liquid caustic is received at 4t* it is usually added to the caustkmng process aad becomm diluted and. therefore, is han dled at low strength. However, whether the solution is green liquor, white liquor, or black liquor, it Is still caustic soda from the standpoint of chemical hazard. The fact, that the liquid is bring used at high temperatures adds to the seed for greater care when working with it. Operators must protect their eyes above everything die. They must wear rubber clothing on dean-up arid repair work and also when in aa area where there is leakage from tanks, pipe lines, pumps and other equipment. Where soda ash is .used as the make-up alkali there is not the same hazard tn han dling but the eyes and lungs need protec tion. Lime Hutdling^iiany mills are using burnt lime for caustidnng. This material has to be tailoaded from box cars or trucks into the mill, a disagreeable job but not a hazardous ooe, even tn the summer months If the accessary precautions are taken. The right type of men should be picked for this work as some have tender skin, or a sinus or respiratory ailment. Dust masks can be made from layers of cotton betting between gauze. They are very light to wear and the pad cam be renewed often, tf forearms rub against thighs when shov elling and cause irritation or if burning of tbc sltia starts due to perspiration, a coating of petroleum jelly on the rids is a very effective preventive. Generally speaking, persons with fair complexions are sensitive to lime dust and should not handle it. Lime Burning end Slaking---Injuries con nected with these operation* are mostly bums earned by hot tumps, oc powder from kiln, or splashing from hot milk of lime. There arc prints in any liquor re covery system where operators have to 10 Wood Room Hazards guard against hot material or equipment In such places the eyes should always be protected. Deluge showers at convenient spots in the liquor recovery buildings are recommended. Workers should wear wide brimmed bats and rubber clothing should always be available. Liquor Burning--Whether in rotaries or furnaces this operation calls for care on the part of operators to avoid coining m contact with hot equipment. Eye protection is very necessary when working around smelt or black ash. Furnace and rotary rooms arc dusty nod alkali accumulates on pipes aad beams; when disturbed it is not good for the eyes or the bade of the Beck. Cleaning smelt and black-ash tasks has its hazards aad calls for dose supervision, especially when men from a. general labor pool arc used wbo are sot familiar with the danger of caustic bums. This would apply also to any tanks or equipment be* tng cleaned around the liquor recovery system, such as better breechings, scrub bers, de-gassing tanks and predpitators. Wood Room Hazards By OBORGB & NSLSON Cfctima ft Safety Manager, CocsoBdated Wafer Power ft Pager Company, Wisconsin Riffck, Wk The wood room of the avenge paper mill has been sadly neglected as far as safety is concerned. Many wood rooms arc still being operated with over*agc equip* ment. This somewhat antiquated equipment was built before safety had attained the prominence that It has attained in other paper making machinery. As a result, this equipment is either poorly guarded or diffi cult to operate safely imless the operator himself has been impressed with the hazards of his work. The operation of conveyors, slasher saws, barking dnmu, chipper*, etc, naturally cre ate a great deal of noise. The noise itself is conducive to accidents became of the nervous strain that it puts on the employees whether they are conscious of it or not. For our discussion let us consider these pieces of equipment somewhat in the order of tbdr use in wood room operations and start with the entry of the wood to the slasher saws and floating the wood from the pond to the cotsveyor*. The men who work on the ponds floating the wood to the slashers should have suffi cient work space to avoid injuring fellow workmen. They need room to handle their pike poles and pickaroons. Za the winter time they should wear suitable clothing to protect them from the weather, and also footwear which will give them a secure footing* Shelters or wind breaks should be erected during severely cold periods fee retcct them from frost bite and wind bunts. la the summertime some protection from m stroke and beat exhaustion should be sopplied. Slasher sow operators should be pro tected by a heavy fine mesh wire screen between than and the saws to stop flying chips, nails, holts, er nw piou of the aw which may break when it uinainfnrr foreign objects. Conveyors carrying wood Into the wood room should he constructed with adequate side boards. Employees should be prohibited from riding conveyors to get into the aiill. An employee was injured quite seriously sev eral years ago when be ignored instructions forbidding riding on conveyors. A* be reached the end of the conveyor, be lost his balance and was mabk to step off be fore the conveyor reached the mi of its run. As a result bis foot was forced under neath the deflector bar* and caught between the bar and the moving conveyor`plates. Pulp md Paper Scctiom 11 IUmUt a broken ankle riming several ocb lam time ami a slight nianiwr Jimtufty. 'Empfayoea who work oa sorting cuuieyors ia tin mfll should be interacted in Ac tonset me of the band tools and in km> dfag wood m as fen avoid bjny fea them selvas or ether workers. We find that it Is difficult fen fcaep them am vpoetd Mr month apart. Hey fane a mtwal few!wry to work ngttber so they cm talc wish each ocher. Whoa two am attempt S throw blocks of wood g the am* time We i improperly. We hsniffe type pkfcartna a- good i age t it wcB. If one's grip on the b a severe ymetat wunod ia the forearm. Even uridt the straight brafle type of pkkaroen we find that many men swing k in sock a --> that a cantioontian of the ire Is to a ffiroc* line with tbdr feet. If the operator should miss the block or if the pkkaroon should glance oft from a knot it would often injur* a foot or kg. These men should be taught to follow through with thrir band in sock a wanner that if tbey should mitt the block or die pkkarooo theaid fiance, it will continue oa harnt- lestlr. Baridng dnsns should be completely guarded at the feeding aad. Chain drives, etc. should be eodeeed. Mm should not be uquirad to work hi positions where it Is possible for them to slip aad be thrown into the baridng dnsns. This may seen doocatiry but net too many yean age an saddest like this occurred ia ooe of the paper Brills ad resalted In a won's death. Ho ooe will ever know exactly what hap pened because no one saw hiss enter the drams; bat it is presumed that be slipped and somehow feU Into the revolving drum. His absence was ncaotkcd until shreds erf dethhsg began coming through at the dis charge end of the drum. This probably could not happen now but ft is mentioned just in case some of yon have baridng drams which are not adequately protected. The wood room,probably requires more guards than any other department ia the null, aad Inspectors and foremen are re* iw'rtd a* see that guards are not removed. A review of Me statistics ca wood room opaasnme shows that accident rouses m the wood room arc bo different from those m mgr tehar Apartment, Less than 20 per end at the soklart are earned by the lack ot a ^msri. The riaiiiniiig 80 per cent are We base fioned dat certain persons cansc work In thr wood room because of If they are permitted to work i of wood they develop days from the jefc. Bmhck poison, poison ivy, poison oak and even damp cmshtkns produce sldn ndw. fewon ivy is not so cranmon, but a parson any contract this sldn ailment by kwflhg weed whkk has beat harvested from a paison ivy area. As a precaution against cantracring these sloa disorders, ii rmrtfTT araras or protective ctothlag Mould be need. It is difficult to get men to wear protective clothing la tbc hot sum mer Bonthi aad in sods a rose protective cream mar be more desirable. It abosrfd be mandatory for syorfcers la wood rooms feo wear goggles and other protective equipment. Toe guards aad shin guard* shook! be required for working in wood bias or ta handling block*. Even with all of these guards aad pro tective devices, accidents wsB occur in the wood room just as they do w other depart ments tmless lapervisors are convinced of the importance of safe Hew em ployees should be properly Instructed by tbdr foremen and should be checked regu larly. Back strains and hernia roused by lifting are preventable only ta this way. It Is difficult to impress upon foremen who have been in the wood room for a great many years the importance of teach ing their mm bow to Hft properly and bow to do the many other jobs with safety to ikudra. A great many wood room itworkers arc middle-aged aad you often get the uxbbmm, "W* have dciwr this way for 10 or 2D years; I can't see why we should rhsngr now," It may be a rather drastic move feo tailrr, bat it will often be .wise to transfer a foreman or worker who makes suck a statement to a job of less importance, if be cannot be convinced that n Wood Roam Retards old methods irt actually the cause o his bad frequency rate. At one time we had considerable difficulty with large logs because of protruding knots and projecting butts of limbs. These pro* jectloos made it difficult to handle logs on the conveyors and the men were subjected to undue strains. Often they were obliged to walk across the conveyor on the logs is order to straighten them out or twist them over with cant books to line them up with the saws. The only remedy for this prob lem was to gel Timberlands employees to properly trim the logs before shipping them to the Mill. This was accomplished and we had no farther difficulty from tint source. Another item that bothered us consider ably for awhile was the throwing bade of chip* out of the chippcrs feeding spot*. When the spout was empty chips were thrown bade with great force endangering operators. The problem has been met by putting ba&es a the spout These baffles are so constructed that the wood win force them down white gomg through the spout but when the wood has passed the baffles will resume a position to stop the chips from flying through the mouth of the spout We also found that in changing from soft woods to hard woods wood room em ployees were often injured by pi'ckarooos because they had not anticipated the change and did not exert enough extra force m swinging the pidcaroon to imbed it in the tiard woods. The overhang* in the wood bins also re quire constant attention. Employees fail to observe that they are producing an over hang and exposing themselves to falling material. W* insist upon wood bin em ployees wearing shin guards aad metal foot protectors. We believe that safety shoes give insufficient protection. A man working in the bin requires protection over the en tire foot and the entire leg. We have instituted a regular inspection of conveyors to check for sharp or protruding edges and conveyor* are checked at least weekly in order to detect these htrarri* A few months age ooe of our employees was injured when be wag strode la the Up In- the point of a ptke pole. Upon, investiga tion we found dm this particular man wanted his pike pole for his personal use. At the cad of every shift he hid it beneath the return plates of the conveyor, xo that other workers would not use IL On the morning of the accident be reached in lo get the ptke pole out of its hiding place by polling the point of the pole towards htro. As he did so the pole handle became en tangled in the return plate* of the con veyer and thrust it toward him so fast that he could not get out of the way. The pike hit him in the hip aad caused a serious pwartme woood. Had it hit him in the pit of the stomach the injury would have hem much mare serious. We issued instruction, that aU poks were to he put on the rack as the ad of the shift. A great many hand injuries are caused by mattsBtioa on the pert of sorters while working over the conveyer*. They often do no* iwii'c Uodct promptly or. through naanendow bold the Mode on the side of the conveyor tong enough to allow the on coming wood to prods their hands between the two Mods. Wet. slippery baric is an ever present hacard in the wood room and can only be controlled by continual cleaning. Wet bark should never be allowed to accumulate on platforms or work areas. Ib our plant the cleaners arc responsible to ooe central cleaning foreman and are assigned to cer tain jobs within each department. Is thU manner w* are assured that a department fprentan will wot assign ooe of his cleaning men to a production job at a rush time. When we -**?p a a to cleaning up the bark we know that it will he done. There is also considerable hazard in han dling saws which are being taken beck to the slashers after filing. These saw* murt be carried only la a frame which wilt allow handling without danger of being cut by the sharp teeth. While a great many advances have been made la wood room operation, there Is still a lot of room for kaprovwnent. Better design will affect only a sooll percentage of the accidents which occur in the wood room, hot it win eliminate the most serious one*. The greatest proportion of the acci dents occur from mishandling tools and equipment which are a responsibility of the Individok! plants and, therefore, a challenge to the safety directors to carry on a stronger educational program. Pulp and Paper Section U Th Accident Prone Con Be Helped A Simple Approach By C. L. R. DOUGHERTY Aubtut Uaetttr, IflduMil PlsTstfonc, Uain Bi( ft Pipv Co% Stnssah, Gl In the early part of this year one of oar superintendents was reviewing his depart ment's recent safety record. His dose an alysis of ffie accidents showed that it would have been a dandy. If It won't for dm accidents of one man. The records showed that this man got hurt often aad the snperintoxknt felt that possibly the proper thing lo do was to transfer him to low risk work --just as soon as be got out of the hospital and recovered from the broken leg he suf fered on the job the month before. To W sure of fairness la jodgfos tin* man, ids entire past record was searched aad It showed tint he got hurt each right mouths. He had been injured 17 times dorfog his 12 year* at our renp*ny- The other wwltnt in his crew doing exactly the same asks as be had wder the same eooditSaas, day is and day out; bad pot in 25 year* with only three injuries. Arpanet* with such simple figures scoaed impossible. Joe was acodent prone To some supervisor* "accident prooeoess" cauooees a oo good burs who just gets hurt aad who probably should lav* been fired yean before. It swmi Ukdty that cvwyuoo wiQ agree that a man who gets hurt more often than his fdlow* la the same rimm stances is aerido* prooe. Jo* <Bd this; but be wasn't a no good bum. He was consider ably above the average In efficiency cm his job. He was a pleasant fellow with his associates aad his supervisor*. He paid his bins, wot to church, and fulfilled the dude* of a good ritireo. HU superintendent felt la spite of has serious failure in mfety tint be was a profit able worker to the company. Having rids in mind, the safety department started cast ing about for a way to make Joe an attratmd effideat worker by improving his safety record. The National Safety Condi oak through with the pebttsbed material on aeddest preomess and stimulated us to approach the problem. Pint off, we derided to look at the ten meet aoodent or injury prooc worker* m our plane Now. one definition of an acci dent Is an inevitable occurrence doe to the action of unchangeable natural law*. Need ing am arbitrary standard as to what an aeddest was, we modified this definition for ear purpose to hive it mean an injury, occurring m the job serious enough to war rant sending the injured to a doctor. Our jdast doc* not have a full tone physician, so this made a good division point Later developments made It seem most desirable to os that we had used this measure rather than the ueoai lost time standard because it is ooe step nearer the careless act and the cause of the careless act, and because we femi our ten Occident prone People were depmtiely not malingerers and actually Sated to lose rime. In fact. In several In stances it appeared that they had been most Insistent on retarning to work before the doctor frit that they were Fully recovered front injury. We studied the individual safety records of our 4,600 people and segregated those who had suffered as many as three injuries requiring a doctor's attention in the period 1945-47 incfmlv*. The record of-each such employee was then searched back to the rime of employment and the number of acridest* as defined before; per year was looxL The ta workers with the most ac cidents per yrer were thus discovered. The avenge worker m our plant In 1947 had one doctor case for each six years of employment. However, the ten selected av enged one each six month* These ranged from an accident each four months for the man mod often injured to each right months for the man least often Injured. As you ought writ expect, six of the ten were maintenance men who, urc believe, are ex posed to more hazards than the avenge worker In the plant. A wealth of material for making pronenew studies such as the Council has in its library became available ia the ten records. However, we were most anxious to improve the fes and frit that; pending scientific 14 The Accident Prone Can Be Helped stadia, we would be remiss if we did not take knmcdUte action to prevent further sijary ud pauiMy eves doth in thli ex* tread? vulnerable fiwp. One fatriguag sustained these injuries: foreign hofy, left eye; coniarioo. left foot; fractnr*. left bed; IwtntMi, left ids fia|er; hesstMo, left knee; stxused mode, left fcnUr region. This saw was not left-headed, nor did he lack strength on the left side. He was a young fellow and could recall only one serious injury before coming to work for os; he feB off the ham when be was nine years old and broke his arav--tfae left one, of coarse. Subscribing to the theory of a great American scientist that to have a theory, even a false one. is better than to attribute events to pore ft--*--, since chinm erpfanations leave m in the <hHc and theories lead to confirmation or rejection, we dsridid to intendfy the aee of trrhniqiWT that had been proved of nht ia hnpiiiiiing the safety of the average worker as a theory towards helping these people. The first was: 1. TaBt Wi the Phtioion W--pr Our plant is composed of several deri sions: the paper mill, mcksding wood yard, pulp mill, power plant, etc.; the bag factory; the box factory; and the usual sendee Sri* tons. Of onr ten men, eight were ia the Paper U31 Division and two in the Bag Factory Drvmoo. Our box factory bad aot been ia operation long enough to have any employees ia the groopk Each of the awn had a talk with the manager of his <vitaa in the presence of the man's immediate so* pervisor. Our management group had seri ous reservations about this step, because It pointed oat so dearly to tire man that he got hurt too often and failed ia as impor tant part of his work. It was decided, how ever, to state the facts plainly test oar fail ure to do so would contribute la the fvtnre to more accidents by failing tobefag the post ones properly to the worker's atten tion. The managers emphasized and re-empha sized that their talk was aot a warning of discharge or discipline, but was recognition of an unsafe condition and notice of man agement's effort towards correcting it Onr fears about this technique were soon allayed. Several of the men were shocked to team that they were injured more oftea than their fellows. The records were show to them. Others felt that their injuries were doe to riremaatenees beyond their control. The w--Tfrlawi to thlt thta Wll understood and tint it was lacogoltcd that a man would aot purpasify iojore himself. The managers in thcee Individual meetings toe things that would be done to assist the mm to avoid injury, and so&estcd Too touch emphasis omst he placed on the splendid job that toe --nigm dM In reassuring the men tint tiny were not aboct to lose their jobs, let were to he given real and practical brig. Even the gnpenat had it that the net fdt that the company was doing a fine thing In trying to help We be&cvc that hod we failed to tospd their fear of losing their jobs, we might well have increased the nmhr of injuries. AS of ns l&e to fed that ear bom ts in terested in our welfare and probably the bigger the boas, the more httori we are by his Interest. Certainly toe taSc by the paper ault maatger and tic hag factory manager to each of thair mm bod irmira done weight for good. At tMs point It might bewdl to my that we here aot attempted to cvslants toe dlf fast techniques against one another, since we frit that they were each an fagoctsat part of the approach. Ia my mind, howeyer, this talk with tike drbke manager certainly ranks sear, and probably, at toe top In nte. 1 Thorough Fhyrital Euuaibiatte Afi of ns have beard, and probably n speculated owrsehrcs, that an accident might have been --d by peer physical condition Too, aS of as know toe seme of waH-btfag that we have following a thorough physical examination elan the ihuor bee arid that we are ia tiptoe shape. Besides tome psychological values, there was toe good poeeftdSty tost we n^tt Bad eenftiom that needed treatment The valne of this technique was rtndSy grasped ly the per* Each oftfar tin was gmnja^tborenfh the pies. If fnffi-ilrifTto?iwfirfitoa! ease, to to X-rays, Used Jiun'iitry. esc. How ever. the findings were emmSaBy negative, so no titodie tongeonrir procedure was Pulp end Peptr Section IS deemed neoemaiy. In fact, the doctor arid two of toe mea were as fine physical jpcitimme as he bad ever ssen and toe others were in good health sad condition, taring enfy toe mnaS iffwWitirs to he ex pected is toe goienl population at tier age. The doctor allowed ample time for adi nun to give Ms history and taSc ever Me problems No cscxSticcs were found which raqafaod surgical or mcdkal coriootiou, nor were any foood which appenstiy contributed to the high fajory rale. The doctor tod notice that aB of toe M bae one Indri to hare a higher net-roes tension tom Ms average patient. S. iraiiMlloa by Opthsfrnotogfat Uadi thought has been given to the part that poor virion, poor depth perception or other fallings ia eyesight might have contributed to aeridents. The am were scot fmffriibiaffy is the eye spnesafirt wbn took ample tinc with mch petient. Partislar cmpiwrit was faiutad to depth puap. tioa. However, the finrHiagt on depth per ception wee not tigniScant We tohtie we bit pay dirt here, however, as five of toe ten were gimi prescriptions for |hun and twn were recommended for minor surgery. It is our practice to specify certain oc cupations as being visually lunnkm from cither or both of two standpoints, toot k, (Lager of' foreign bodies aod danger of fsSnre of virion, ratumg the employee to tee himself or another. Recognition of toe first of these is. of eoune, quits uoml hi safety work; the sooeod is k*t iHastrated by til example of a third hand who has an error of virion and by this error pets Ms bod oo. Instead of aear, a imife and there fore gets cot. People fa these specified wuiputians arc fuculibed their first pair of gfatees fitted with prescription groins! safety lenses without charge. Of course, toe meintmiorc men fa the group were already rfurifiuf on our free ttst for aefety |tes Wc added the others as iptciil mis and bad the five who needed gHisev fitted with them. Coincident with our interive work with toe acridcut promt vre have tel a serious filterlet in poor eyesight as a cause of iajoriet and another of our projects has U-a in mn aB of our omptoyoe* fee visual tifickaqr and refer to toe eye spe cialist these pawffag treatment Tim; of. course, fa another matter. However, it might be of interest that our doctor has farm moot tcBprcncd with the conusercfally available device that is used to screen the woclura and refer them to Mm for pro fessional dhgnoris and or. 4, Hot Aid Cesne It fa vridefy known fa toe safety prof**non tost a person who has stmfied a First Aid Course fa less Ehriy to get hurt ttet one who tet I have secs Bird Aid unites oad nutonum tfases as a safety deriot and never h9 to ratface the accident wooed, fa talking over our general plans before we started work on the to, we had raarffmlU reservation as to toe advisabil ity of tearing to single the net out. So into this fa mfad, we bad previously aade arrangements for several other men to par* litigate fa ton First Aid course. After the talk with the dhilsitm managers; however, wc fdt (bet tHs precaution was aot notesmy, Ncvertodses, we ermtfmifil the others because pisns had already bea made. We need toe American Red Cross Stand ard First Aid course, taking It hours to finish. The rfiiiri, two boors each, woe held tiaag toe work day on consecutive dsys until teitinL Arrangements were made for toe abaft workers to remain os toe fay shift faring toe course. Anyone who ban been fa a First Aid course bunas that besides the subject mat ter, items ringing frees horticulture to poBtien and PUramn poetry are thoroughly distnad. This was a tvcS place to enter good notices for such tens as safety ibeis, ak tablets; and toe many mmlJ, detailed, prac tical things that go to mike up aa industrial safety pregrim Our plant has a faHy equipped First Aid hospital staffed with nurses 24 hours a day and it is against the rules for an employee to undertake First Aid, so ex only aim was to make the stu dents more safety capacious. We think that First Aid Jnstnirtliqi refaecs injuries by uiiling toe weaker see an injury fa tanas ofpafa. S. Tuteevfew Times without number following a serious accident; aB of a have heard that it was most probably caused by toe Injured having same problem on Ms mind, fa some cases we have even known of financial worry or domestic trouble which we strongly frit may 16 The Acddati Promt Cam Be Bdfed have been responsible for m secwlcflt. It Kwil ertratog kgi, ete. One mas unlaced seemed logic*) to seek emt yoblgni tint his right complrtr.ly five time* during might be bothering the tea sen who were injured so often. The ant of the itemfew u aoc to the nature of cwwiBng hot sore of ghrtog the na an opportunity l*>ttliiap o8lii dwt" It eras fdt that in enter to do this properly, the interviewer had to be actrrdy and expressively sympathetic and not appear critical to the toes, ragardhte of the idea* or actfoos talked alcat The interview was opsed by aofctog what the man thought abas the sfety efioac This was a safe opening hw.mxr ae ihas stage, following mwisgcrt taBc, exateiualions, and First Aid coarse, each son hod expressed and corroborated by hh mans liis idea that the else eras a good too* and that the company was fgirruw m going into it The individual's personae! record was that brought up to dale. Now tto* was aod. m yon personnel men know, always wi& be desirable. We corrected five year old ad dresses, number of dcpoMfcuts, etc. Rowerer, it was also am taceflent device to get the man to tell about his family and go m from there to his problems, financial or otherwise. Nine of the ten responded to the inter view in a wholehearted *tan let doom" fashion. One while entirely cooperative awd courteous, kept his guard up socnrely. A solution for this ate did oat oecsr to a* until too late; but, who we ase the tech nique again, we will prepare for at least two interviewers, so that where one fails, t<> other can take over. Oar intgikwr that this fdlow was too poised for bins One other fact ntilMfl to the inter view was the mb's opinion cn why he was ynred mirnr often toou hi* fdknr workers. 1 Filter-Op ach nook since ton e&nc the safety > hH rialted nd ef de to workers i privately. : with the ___a: 1Inn's tridar* ad ton a short ooownnim Wlto toe sgniiMr. the fact that totee tens aaad non alccy attention than toe mag ho* bean ragknmrl. Tie toragateg Mm fare been our nmh affnato The tike of most of torn nee gpeue and fart probably been --Cal ee onto of yen whk year own safety ynltea We gaol, homier, dbt there U one vahte tote can be craBy enriookei Far Irak of a better term, m call this ypachl ABtesfian.** It is riwplj toe theory tone if a penan is sytepatocricaBy noticed over and above his fdlows. be wiB attempt to win ton apprahadon of toe oaticer. Ifiyhryai vwii Be to know something They gxaw tone ratoons for gtttlsg hert Fear to toy were hjwrf by see dm totalan to toe jcb toy were doing. Two fak tote they were heart by toe acts of other peph without. howm, Morning the otocr pnspie. One dt **ne to moo hurt by a manbhnden of tone ns Three bad so opts The mprrrnwi rooked tone n as to handle. Two minor financial problems were *> covered and the sms were sent to * pient credit union, where help was gain. Ko problems were discovered that use could fed were responsible for the grans injuries to the group. Of ooorse, the stiuag possibility of awry over an fn r-r aaporary problem caasaig a iprriflf isjury was not explored b this chase. The interviewer noticed a higher ntmaua tension in each of die men than is notknd in the general population. This tendon per sisted even after rapport was isfihlidwl and wu expressed by eowtently changing pod- Hey Mate vary rigrifrantlj front cor Ken is wodl hare pie--ad m to report a kw and naans! device to nht all of ear Ptdf and Ptfer Section 17 accident prone problems. We out say that toe simple, practical tools which I have de scribed and whkh you all have used wiU help toe accident prone. We would Bee to report a 106 per oat raceme. We can't. Xn rite six month* dsoe toe elide was started, statistic* indicated that there wvold be ton injuries to these sm. There were two. We believe that this redaction to predicted injuries amounting to SO per east Is beyond the realm of became, taafortniuely for onr record, the amber o Injuries inersoaod to oar general ptu* pognlitiqas towing this same period. The items that we have developed to this dkt*c are available to you all, and wt hope they wx2 be of use to yoa, at many of you have helped us rainy Hein to the pest. More light might wcB be sbed oa the accident proneaes* of tome tea men, if it were possible to probe deeper into their psychological make-up. Pioneering ' work, seeking toe cause of injuries Is psychic raatodjustmenti, has bees done and is going forward at a npid pace today. It might well be that toe craning years will see the psychological maladjustments of the accident prone discovered and Crested by psycholo gists and psychiatrists to the same fashion as injuries that deform a&d hemorrhage. While ncofmoBg that cur statistic* would be muds more coodusave if a longer rime bad feiapsed, screrthdeu we are con vinced that the aoeide&t prone can be helped --aod * toe worth bdpingr prone are truly Pulpwood Logging' (A Round Table Dtocaarioo) C^ftr^a Mr: A. E. Uokx, Stfctr S^visor. Ctatorio-Ukooott Pulp t FWr Ca. Ltd, Ktooca, Out, Cteds. ^ Cifc"** jE***rt; Axnemt Natsow, Ja, Chief Forester, The Ftintkotc Ox, Meridian, CHAIRMAN MINOR: The tost ques tion ban boas atoriud by A- C- Bbdans, Deportment of Forestry, State of California. "What woods operation do you find to be toe most tauttrdoas, and bow do you control injuries?" MR. ARTHUR W. NELSON. JR.: I think the preparation of the wood--toe i,'utriag dews of the tree* and toe bodringup of toe wood---contribute* moot of the accjtont* beaane of the fact tost ao two sets of draBteanccs are ever the same sad an two tram are ever alike. It baa been ear experience tout most accidents occur to to* catling of toe wood Itself ralho'toaa in in Iroospurtiffnn X think that U doe priuripuSy in the fact that the axe h used are te tote port of legging tout at any etoerpeax*. MR. GEORGE S. NELSON [Claims aod Safety ^r-*--rrri Cousolktoted Water l\ww to Paper (bapuijf, Wisconsin Rap- idt Wisconsin): I agree. Out of eleven acVsdcte report* tost came to from our rungs tola last week, six of them were from accidents in down and bock- MR. A. C. BLACKMAN (Department of Forestry, State of California]; Do you use chain ws to airy of your operations? MR. & S. NELSON: Yes, ia soma. MR. A. W. NELSON: Are any of you operating slasher xawa either tn the woods or at hading where the oitira trao-lgth Is skidded to mid backed up mechanically? X wondered If that had any effect on the accident reduction a* against bucking the wood at tbc sttxnp. Some of the mills In the South are experimenting with skidding fofl-lmgth tree* to a central cut-up mill, using either a or oae that put* a stick through and cuts off one bolt at a time. The question came up whether this method would be effective to eliminating a Jot of acodeatt that would be caused by opting. I wondered if any of you had gone into that matter. US. R. O. BELBERG [Employer*1 Mu tual of Wausau, Ironwood, Michigan]: f love sent several tree length logging op erations. Of course, such operation* cut dawn o* the amount of baud labor, thereby tending to reduce the rmmhrr of injuries do* to bowl toot*. If it is guarded as it 13 Pvtpwocd Logging should be, tiiat equipment will da a pd job la reducing aeddeots, 1 Aide the Marathon CMfentMi is using quite a bit of that equipment ta Ontario. One of the jobs that 1 saw was an ecpeimstil attempt to tua it in Michigan sad the jobber in particular had a very fine aeodmt experisoe on flat job. So 1 would think dial it would tend to climinstf hand tooU rod) on a log to figure up his time and didn't watch where the cutters were woririhg They ware working towards Ida. He didn't let them know be was there and they threw a true on him. He got out of that with jost a beating on the bead because the branches and limbs were supple. Anybody who gets a tree dropped os has at the big timber is s goeer. aa the axe. Of coarse, you still have limb* I reasonber a very good friend of mine tag and swamping which produce hand toot who worked with Wqrerbrour, He was accidents. with four mtm in an automobile, testing CHAIRMAN MINOR: Would we be safe, then, saying that the operation that has the most iajanes would be the -***g down or the falling of trees and the bode* log? la that the consensus here in the varied operations? MIL, HELBERG: I would thirds so in* asmuch as die bigger operators use me* chanical means for loading and thereby remove considerable exposure. UR. BLACKMAN: Oar feting* did not agree with this. That Is the reason I asked this question in the first place. In California we are concerned with accident prevention u> the woods as well as in the sawmills. The need for lumber has brought many new people into the lumber business who ctidat know very much about it. We produced 2^500^00,000 board feet of hxnber i* 1W7. The fogs that we haul out of the woods arc from 20 to 2S feet long and from 16 inches up to 5 feet in diameter. Mom of our fatalities occur in the woods. One out of every 500 men emptoyed ia the woods is killed each year. That is a high rate. We have done some analysis to learn the sources of trouble. The chain saw provided us with about 40 per cent of our disabling injones of all lands. Hand tools-- axes and pkkaroons .were second. That means, of course, we should concentrate en chain saws. MR. A. W. NELSON: I worked in Idaho for four ywt and got a little ex* pericaee in big timber. I think the differ ence between pdpeood (t know we have small sticks of wood, 12 to It {echos at the largest) and the big timber out there Is that any accidents that happen result in a and greater severity of injury. Woe in* stance, ia the South 1 was oa s contract job where the rasa running it got la a hurry on a Saturday uaonuug. He sat down some radio equipment, and a tree fed over on them. I guess it was a sang. It tnmhed the automobile and lotted all four of them. Down South, where yon bare smell timber, and ia the Lake States too, if a normal* sired pulpantil tree hits a track esh, the cab U stroog enough to held k. The ah will even shield the driver from fitting wood. So I think the difference is ia the severity.. If a timb falls off of one -of your trees or the top falls eat while they are felting it, a man gets killed jnst tike that. Ia the smaller timber, you have the same causes for the acridcst, beg rim result is not as bed. f would tike lo see if any of you other an have the same idpa shoot the difference ban mu East and Wet Coast legging. I think the cause factor! are about the same. but when you have an accident in the West it's a bad one. .MR. HELBERG: It has ben my om> (cation that togging operation acddes&t. re* girdles* of the pert of the country or the type of logging, have the seam boric asd fundamental reams, bat the other------------at the logging tension of the Wood Prod ucts Section, the majority of the seen there were Southern an. and they dhagrecd with am entirely. La fact, if yen give fe a poster foe Michigan or Wisconsin of Vhwrson. h just deemft apply down there. TM Mim m tha* M (U an a BMitCT with shoes and woods clothes as we know them in the North Centra! Stated but down South, their woodsman Is a negro who his no shirt and doesn't even wear shore. But I sritt my that the act that he Is perform* lag has the same hard MR. A. W. NELSON: I think yon are absolutely right. We have the seme <g* cutty, you might say, {a aar farmery lafor* marioe. We hare timber and tagging information Sfana that were made either in ftdp and Ptfitr Section 19 the Northern or the Lake States or out on the West Crest. Yon show them to a creep of fetal ffonthtraerr and they have abMknriy no conception of it They* are swing trees and people, and you know a more inteHJgmt person could derive the sane patters and apply it to his own bad* mss. Bot when you are dealbig with people of a general low educational level, you have to tie It down to what they can see. The scenes m posters need to be fu--tiar. MR. HELBERG: There Is ao doubt that there la a psychofegkal problem there. Take the film piodaccd by the National Safety Council. Timfcer" That ns prodoeed m Washington or Oregon. I was telling Mr. Gritfn that we had a meeting and catted la a fet of iaaJiuiuu and showed this film to |tt thrir reaction. The fcBow who introdeeed the fihn said that It was taken on the West Coast. He wasted to find out whether Ft would apply te operations here. The wmijbiiuiM deritioa was that it would set. Stil 1 have used tlot film for the past two years very snccsssfoBy. Whoa I go in, I my, "There are seme things ia this picture on weeds operation that wiO apply very muck to year operation.** They th--c kbi wooded! fife. So psychology reeds to be used in the laiioWtiou. CHAIRMAN MINOR: Is k generally agreed thos (kt the mast buardons opera* tioas are the feffag and the backing of the tree both in pulpwood logging and in saw* --ill teeing ao yon bare it on the West Coast MR. BLACKMAN: I tbfcfc fee our poM wnihr of isjarfas ceases from the hanffing of thn legs after they ate bucked. They have gat to be puffed by rets down tramporSul from there t> the sanmflt They smweines hurt cats tern over. UR. A. W. NELSON: Ia dm South --cat sticks are cut an to where an enrage area on maaffy pioe them op. In some mere it him trenm Bat Aey are bucked wp into four or fire foot length* or five-foot* md same of yore lag* weigh 10 tone or ere re oar big Wfidfc. MR. BLACKMAN: That ia right. CHAIRMAN MINOR: If that is the answer there, we will go to Mr. Blackman's next question. "How do you train fetters and backers?** UR. B. R. ROY (Woodlands Depart ment. Spree* Falls Power 4: Paper Com* pony. Limited, Kaptukasmg, Ontario, Cml] : Actually our company hasn't any training program. Up until just recently we have had a let of dbpfaced personnel from Eu rope; and we have used old foremen as catting instructors. That is not standard yet. We intend to go into it much deeper. UR. GEORGE POTTS (Ontario Min nesota Palp A Paper Company, Limited, Fort Frauds, Ontario; Cut,]: That is ex actly what we do. CHAIRMAN MINOR: Our assistant foremen train inexperienced men. MIL A. W. NELSON: When men are working us pairs oa a cross-buck; the fore man may pair off a new man ta the camp with res experienced fetter. The old nan can train the new man. That is about the best way to beadle the situation m camps where the foreman has got so much die to do that he cant take the time adsvidaafly. That ia not a very good system, but, nevertheless, it seems to be rather pretkwwiwt. MR. BLACKMAN: May I ask this questke? Is rids new e--n wto has come in, one who has never worked m the woods be fore or has be fret never worked for your eerepany before? Do you read him to the camp and depend upon the assistant fore man tn tram Inca? MR. POTTS: We da MR. BLACKMAN: Wfet lad of train ing docs tire assistant foreman give bun? MR. HELBERG: la our arm, a green ana --ring into camp alone would be sure* a job a* a luuiipcr or something tike that. Whan new am come hi as sawyers or hud--re, they are n--lljr experienced mere. They c--ne hr with thrir partner in sawing or buddag or in iliinhhn ntutmr they hsppwi to be doing and they stay three or four --If-- or years at a time. But men new te the work usually come in alone and start off on some of the other jobe in the woods where they can team the and receive tbeir training that way. As hr a* I know they never start out 20 Pulpwood Logging is a budcer or a sawyer for their first ex* pcrieace in the woods. MR. A. W. NELSON: tn places m the South `where there U no swamping, the first job for a new employee would be as a feller and a budcer combined. But here we are dealing with labor that haa always cut considered employees, however, and sot independent contractors, for pwposcs of compensation insurance. We have pee from 250 sawmills to 1^00 m tb* space of five yean. MR. A, W. NELSON: Do yea lave chain saws oa your operation? wood at one time or another--even if just MR. BLACKMAN: Yes, we have some cutting firewood oa the farm. Although they have some acquaintance with the tools, that doesn't mean you can assume that they are going to do it correctly. It Is some times easier to have a mas absolutely ig norant about ptag tools than to have bia come is with a lot of preconceived aotioas that are all wrong CHAIRMAN MINOR: Has anyooe a job instruction training program in effect? Do you have men who go around and in struct oa these different jobs? MR. W. R. CROUCHER lMinnesota & Ontario Paper Company, International Falls, MuulI : You have, Mr. Minor. CHAIRMAN MINOR: Yea, I have. I was waiting to see if any others bare. We have such a program in our company. This man goes through the operations from camp to camp. He takes each occupation and studies it Then be goes out and stays with the men oo all die different jobs and teams all the angles. He conducts classes where the mm give the answers. He conducts a round-table discussiort such as we are hav ing here, but he holds it down to a specific job and talks about it. He thinks up every thing he can about bow to do this oo* job. The mm themselves bring in the informa tion. The instructor keeps his program rolling and fires the questions to the fel lows- From their answers be builds up his report. MR. BLACKMAN: How long have you had that program? CHAIRMAN MINOR: We just started it recently. power saws. MR. POTTS: We bant bet sot many. MR. A. W. NELSON: I wondered hi your job mstraction training whether yea did aay specific work oa chain saws? MR. POTTS: We lave experimented with chain saws, bet the pieui warkm want tb* wood cut for so much s cord. Those fellows can't prodace as much wood with three or four not as they on by cutting alooc with ordinary hand tools, so, therefore-- MR. HELBERG; I think that yon will find that tb* new ooe man saw is going to be introduced into the pulp wood operation. It is used very --eh is our area now. A year ago, three out of four camps that I west iato hadn't ever used a power saw. la the past year, I don't believe there was a camp that I called ea that didn't lave from on* to four aawa. A couple of part ners boy s saw aad ese it oa a job. Some componies furnish such saws. Mostly they or* as we caS thou, "gyppm" or contrac tors la a sull groop. Two, three, four or fire mm boy their owa saw aad come in with this sew ooc-naa saw. I think you are going ta find a let of pulpwood sawyers using them, as they arc fast. MR. POTTS: Axe they lighter? MR. HELBERG: Yet. they are. You can cany this aw around ia one land and there is nothing to it I recently took some pictures of uca using both the twoman saw and the one-moa aw. Men wbe lave started to use a power aw wouldn't go back to anything else. They were entirely MR. BLACKMAN: Have you noticed sold os it. They were getting out pulpwood any measurable improvement? - and awing timber, Tbeg claim that it dou~ CHAIRMAN MINOR: I can't say that blcs their production. we have yet. Tbe companies that produce chain aws MR. BLACKMAN: We apparently have the same problem in California and do the same thing. And we have an additional complication. Mud: of the woods operation is carried oa by contractors who get paid so much per 1.000 board feet They arc are new having their distributors set up a service ait If yon boy a aw from thorn* you get service. If a tree comes down and breaks tbe chela, yon don't have to wait three seeds for a uew chain. You get service within X day. That has bees me of Pulp end Paper Sectbn 21 the Hg objections to the use of power equipment. You would pay $700 or $900 for a aw, sod k would be laid op three or four weeks for want of a replacement part. UR. ROY: We have had those aws for a eouglc of years in our operation and even though we have a serviceman up there; we don't gat ooc-day service as you sug gested I think In matt cases, we have to wait a week or possibly ten days. However, I can't recall our having any accidents with those saws. MR. HELBERG: That's right. MR. ROY: This mus{ be a different saw altogether from tbe one which Mr. Black man was talking about. We havea't bad any accidents. MR. HELBERG: I have seen all types used. Some may bare minor bad features --for instance, ccc saw can't be shut off and doesn't have a dutch and is coustantiy in operation. Tbe old lumberjacks a our area won't hare anything to do with them. Younger own who are mcchanlcally-mlnded are using chain power tows, and they are not as to accidents as an ordinary workman, fellows who wc them are a higher type of employee MR. A. W. NELSON: I remember one ms who was running a crew of Choctaw ludtow a very highly integrated bunch who bad ton working together for quite a whSa. He was mtog a Mall saw and bod triton toe safety bar off of the bade side of tot* mv in order to rdoct pinching. They bad cut thruugh tbe tree and ft begm to hi. The -- who eras using the yinyrk so fcset toe faff of the tree didn't pet eat at to* way. These Tndlms swung toe sew am In a kind of ikytinuic motion. Rnaang Wmfugy toot, they would ran to a tree, mm asso k. and dm jerk oof tb* n*. Having we gnord es the bode, it cut toe felon's to arise deeply. I eseice tom mnriy everybody wbo uses tot --id Mai sew has hod to tike the tor oC It as a my amsefe thisg, but Is bdfcvfl rnt j wry to get aay triad of profaction oat of the saw and keep it from banding aad fhdkg MR- HELBERG: Perhaps that saw Is more designed for awing timber where yon do wsdgtog than in bond sawing. MR. A, W, NELSON: I think it is. In pulpwood, you don't have enough thee to wedge. Your saw is through tbe tree before you ren beck it up with a wedge. MR. HELBERG: Inexperienced sawyers get through the tree before they know it. Because tbe tow cuts so fast, you have no control over which direction the tree falls. It stands up aad wobbles all around and sometimes falls opposite from what is ex pected. MR. A. W. NELSON: There is mother kind of saw <1 don't know whether it it used very much up North) mounted on two bicycle wheels. It u a circular w driven by three or four bells. UR. HELBERG: They don't like that at all in our territory. MR. A. W. NELSON: I think it is an extremely dangerous saw. I hate to say something that might react to the detriment of tbe people who manufacture it, but they have a half-guard which Immediately chokes up with branches and things. I have sever sees oae that would work with tbe guard, t have never seen oo with tbe guard on it. MR. HELBERG: They would probably be alt right la very flat terrain, but not where yon have got rough going. MR. A- W. NELSON: It take* a big man to pull one around. But there is dan ger in those aws. You make no undercuts. Yon just put tbe aw ta tbe bade side of tbe tree. A man stands with a pike-pole so be cam push it in tbe direction where be wants it to go. The aw pushes like a wheelbarrow. The handle gets through pert way and somebody has to poll it out. When getting it out, be any lack right fcto tbe man using the pike-pole. I understand some propie have lost legs with than. We never checked on that. MR. CROUCHER: My experience is that is a hazardous way to fell a tree. 1 daan you can't fell a tree properly and afdjr without patting a scar or undercut in it. MR. JOHN A. DICKINSON [National Burtaa of Standards, Washington, D. C.J: They advertise that yon can cut timber up to 12 inches without cutting or scarring. MR. CROUCHER: I wouldn't do it I would at least pot in one axe cut so you have something to give when the tree snuts to fall. 2Z Pulpttood Lotting Ptdp end Paper Section is UR. HELBERG: Hie undercut is an im dose with the principal. We have attempted ployees. I think Heiberg's reasoning is MR. A W. NELSON: Did you ray portant factor. Wbta using power saws, to interest the toon actor la fix* ptovation. sowtd. The whale industry pays the freight. those men hoard at your camp? men try to get away without aotrhkig or If be is willing yon can't me any coercion I asn aitOtajJcd at the rate in Michigan. MR. CROUCHER; Sometimes they undercutting the tree is order to work --he am get his employees fender for a Oar rate in Oregon is $730 for $100 pay- board at the camp. Sometimes they have a faster. half-hour or boor demonstration on bow rotL We have just as large a number of little log shade, 12 by 16, dose to the area UR, A. W. NELSON: I think that brings back the point that Ur. Blackman mentioned. Beginners may never know the right way if they watch a who is cutting trees down without undercutting. They are liable to think that is the way to do it became there is an awful - tot of people who Id! timber to 12 inches that to use fire tools and bow to make shnplt preparations, etc. We asnaffy being in sense official from the state or federal forestry service to give assistance. A similar program might be arranged b> getting someone from the state accident prevention department or somebody front the workmen's compensation dipamwtnt ie those small operators called "gyppo" oper ators ant West. W* find we have got to be sirfaBy carcfaL if we lave established them as Mtnds to begin with, in order that we don't 1pset the whole apple-cart by in volving curse!res ie direction and control to a ihp (i that w9 make them our em- pfoyaes. they am working ia. Sometimes they buy provisions from the camp. Sometimes they buy provisions from a grocer. They sre strktiy on their own. CHAIRMAN MINOR: This question was submitted by cither Mr. King or Mr. Henry. "Do changes in weather effect the number of bade sprains?" way. CHAIRMAN MINOR: This question is submitted by R O. Heiberg: "Whit type of safety program cam we carry on for small jobbers where the operations are scattered, say, in groups of four to six and groups of IS to 20 workers?" MR. HELBERG: Both Gcnsofidated and Mosteee have jobbers. I would like to have them tall m what we can do for them. MR. A. A. WACHS fMasteee Paper Mills Company, Moeinee, Wisconsin) : We haven't done anything an it. MR. A W. NELSON: We have inde pendent contractors who contract to deliver wood for so much a cord and over whom we exercise ms supervision. CHAIRMAN MINOR: Would you not to prepare a safety program for them or do you think they should go ahead and work out a program of their own? MR. HELBERG: Every company oper ating is affected by the accidents of all the others. The largest group, especially m out arta, is these jobbers or those who are not under supervision. Yoer companies are all paying increased compensation insurance costs because there is no safety program among that group. There is no doubt about stork with you. Yon might bold an on-tbejob meeting. Ask the worker to stop the job and give yon a few bears so yon can talk to hfcn and explain some fnnlwnnM.sR MR. HELBERG: Tint would be pretty tough in an area where yon have six men working at one place mid six more nothing 22 miles away. Would it be practical to take foremen, checkers, or scalers--those people who do come im contact with each individual oper ation, whether it would be four, six or fifteen men--and ask them to spend some time on safety whale they are doing their work? CHAIRMAN MINOR: I tbkk you have something there, Mr. Heiberg, Checkera and scalers are aromid the area check ing on the contractors, and they are the ones who are h contact with them. 1 think they would be the ideal men in a lot of cases. MR. HELBERG: Mr. Wadu from the Mosinee Company could train all the check ers mid scalers he has out, and they could train their jobbers. MR. WACHS: We don't have checkers and scalers, and our jobber* are mostly farmers. The wood is staled when brought MR, HELBERG: How can you control accidents suffered 5y gyppos? MR. CROUCHER: Yon wi9 get just as mock' iramtmewt t& trying to get sealers and checkers to educate the gyppos ns you wifi find resentment among then if you send a safety man in to (each them how to do work that they have been doing all their fives. I lave had for seme time thought of penalizing these gyppos for aeddtata, They Imow aU the safe methods. The widerlying cause of their accidents Is that they want to make money quicker. So tf la your agreements with year gjppua you could penallic them la some way for Bak ing It cost yen mere for pclpwccd by reason of having acridcrti, yon might get somewhere. Or yon would approach the problem'from the opposite dlreetioa; you could give them a 60m far having a safe ivfwidaa MR. HELBERG: That U right. Every one of these snoB independent ccotractors does his job the any he can usahe the most money, and rim he finds out that arridents cost k'n money, and nbt toe tontranee irnwipauj', then he u going to prac tice safety. MR. CROUCHER: Yen wdgfat explain time usually gyppos do net wptoy help MR. HELBERG: Yes, they hare--more so toward the spring break-up. MR. A W. NELSON. Do you suppose the questioner had reference to the effect of snow and tea? CHAIRMAN MINOR: It is hard to say. Are there more bade sprains, say, in the winter months of January and Feb ruary when the weather is more sevem or do you cncoooter them a the spring when you have sudden changes in the weather or in the fall? MR. HELBERG: The only answer to that, that would sound half-way logical, other thaw the one I gave previously, is that when them is 00 snow on the ground, cerhfinly the handling of pulpwood pieces would be a little mom difficult if you are going to drag them than possibly where yon can slide then on the snow. And if you are potting them on dads . or oato a track, you can slide them on toe ice or snow tost happens to be present That might be the only difference in the weight of a piece of polpwoed, t think MR a S. NELSON; Isn't he referring to changes in temperature more than in footing? CHAIRMAN MINOR: "Do change* in it at all in Michigan where the logging to the yardL themselves. They are hath toe employer and weather affect the masher of bode sprains?" rate is $1472. That rate is largely based MR. OTTO HARTWIG (Crowa-Zdler- the employee. Four or five mea wifi get It is not altogether too plate jute what upon the operations of these small jobbers. back Company, Portland, On.]: The one together and contract to cat a small piece be meant them. I think that to reduce your costs, something thing you need to bear ta mind in eoeoec- of timber. They dhide the profits or the MR CROUCHER: That qnestico could should be done about it. t tion with this it your tevolvemeit so far wages or the cmrtxact price wing tbera- apply to any phase of any industry. MR. A W. NELSON*- We attempted to do the same thing with education on the fire prevention. You know, we have an as wages and boms or other federal laws are concerned when yen exercise any direct centred over the contractor's operation with sthes equally so they bn no employee relationship among themselves. MR. HELBERG: They am one of toe MR a S. NELSON: I was going to ray I don't think we have as may bode sprain cun ta oar ioggteg operations as awful lot of fire* in the southern woods. respect to safety. largest factors in deteratintag the base com- te the miB. Doe to toe change of weather According to the interpretation of lawyers, I think, perhaps, the answer ties ta re penaatioa rate, fa Michigan toe bane rate at titis time of year (Fall) we teem to %ou cannot hare any dealings directly or porting every ene of the sob-contractors to is twice what tt should be. The large com have so influx of bade sprain cases for * indirectly with any one of the contractor's the state set-up and getting the state to panies, erne after esperioate rat^ emit, no apparent reason. Maybe it is a draft. employee*. Anything that is done must be develop a system for edooting the em am still suffering from gyppo accidents. CHAIRMAN MINOR: That tab** car* 24 Ptdpwood Lattmf of ail questions that have been submitted. Now in front of us, we have a small sheet here with questions on it that we had drawn up. The first question is: "Who gives the safety instructions to new employees in woods operations?** Now I think what was intended there was: Who should be re* sponsible for instructing the new em ployees? That question naturally applies in all the industry no matter whether it is in the mill, up in the woods or just where It would be. Who, would you say, should give out the instructions to new employee*? MR. HELBERG; My answer has always been his immediate supervisor. MR. DICKINSON: That depends largely upon the sue of the plant and the set-up. If you have a big tarit and hiring is done from the central off.ee, it may be possible to gave setae general instruction at Use time of hiring or shortly thereafter. But I think the actual Instruction for his spe cific job is the doty of his foreman or woods boss or whoever is immediately over him, if they can do It. I think it should be done on the site. When I spoke of a large plant with central edacatson, I was referring to the fact * two or three years ago we had some very beautiful colored movies of log ging on the West Coast. We had some from Washington and Oregon aad one from British Columbia on the use of chain saws. Those fitTM* are shown out on the West Cbast to new employees. They stress certain points that should be watched such as the use of hard hats and Jumping dear of the wood and the removal of chain saws and things of that land. CHAIRMAN MINOR: Well, other than the general Information you get in*the way of posters and leaflets, you would say that the employee's immediate supervisor should be the one to give the instructions? MR. DICKINSON: I think so..They do generally throughout our industry. CHAIRMAN MINQR: Does everyone agree with that? MR. ROY: In some camps. It would be almost Impossible for the supervisor to hand out this instruction. For Instance in our company we have a Urge turn-over of labor. We might have 15 to 20 men com ing into a tamp daily. To have the super visor Instruct them individually or in a group, would take a great deal of his time --more than he could afford. I have suggested to our company that they organise an operational camp do** (o the wood* office and use that as a sort of dispatching camp where the chap coming through, before going oeg^to a standard operational camp, would pass through this amp and receive Instruction. After he had proved that he could carry on compara tively safely and efficiently, he would be passed along to another operational camp. It is also a good idea to find out whether he is just floating around for two or three CHAIRMAN MINOR: Would you ay it would be the strip boss's Job to keep a watchful eye on the new man or would the duty fall to th camp (orena* or the superintendent in the area? MR. ROY: I think the most practical man would be the assistant foreman or, in some eases, the strip boss. Certainly he sees these men more often than the tog ging superintendent or the foreman. It would be far mere practical for him to do something like that. Even at that his job would be a considerable one. I don't know whether he would be able to do H thoroughly. CHAIRMAN MINOR: From your re marks Mr. Roy. I gather that you concur with what Mr. Dickinson has said--that it should be Ms immediate supervisor? MR. ROY: It should be. yes. CHAIRMAN MINOR: I think myself lliat that is the answer. MR. HELBERG: 7 hale seat oaiy one Urge operation la which a regular safetv supervisor was used. He was a fellow who went into logging after be had bees la the contracting busmess. Dining the war the army encouraged the employment of safety supervisors to give lostruetioa to mdlvidal men. That was bow be happened to Cry that. But the men resented having someone other than their Immediate foreman or immediate supervisor come la to give them additional instruction. MR. AL JOHNSON {Kimberly-Clark Corporation, Nccsah, Wisconsin!: I am not too familiar with woods operation but la oar corporation, I don't think a safety man at any time should be instructing unless Pulp mud F fer Section 25 be occupies the deal job of safety man aad trainer. That is the only time we have a safety snn who decs any training. Quite often la our witter pints, the Job set-up tout U the safety mmm aad safety trainer as well. t UR. HELBERG: In moat huge opera tions that I here tea, the sefety mm or trainer baa his hands hfl training the fore men or supervisors for safety aod conduct ing edoeaticanl meetings ocasksatty for luge groups. CHAIRMAN MINOR: The second question is: "Are chain an safe for fcilm? How can they be transported safely? Wut maTulmsnre is accessary for proper safety? What about *ge away* on the part of the bodeer?" MR, DICKINSON; On the West Gout, almost all the big timber is sow felled by power. Power is almost universal in Ac large timber. la the East, I don't think it is so common. But I believe the experience a Washington, Oregon and California has beta rather good as compered to iaod friling. Yon fd away frees working the met on springboards. Thay cat lower aad get a longer log became the extra, sawing it a nnttir of mimitr i rather than hears. MR. RUSSELL POHL (MMe Safety Appliance Company, Seattle, Wadi,]: I am from Washington and Oregon, and there the tjxad Is dc&sstdy toward aU power equipment. MR. HELBERG: If yoe apply your first qnrttfayr, "Are they afe for Idling?*' tu puipwood LntT'"T my answer would be: "Yes, they leie pacead safe in the beads of trained peneanai,'* Zb oar experience, foelnog over a large amount of logging cav fraqaeney arrldmts is less with the me ef pmmr sm, t don't tsxnr exactly uJmt tike figmea are on jsjeiltf. MR. A W. KELSON; The figure is leas for power ims Ann far band tods. MR. ZXCEZXSQK: I Ah* chat is cor rect. MR. ROY: Ting I* `-JhritUy tree ia oir company. We never sue arefcknts with aal fend tide MR. HELBERG: My own opinion Is that k is li nu mi Ae dEAreace m the mfiber C dm --Igew. It 3Mt the difftrace in dm method aa mack as the dif fercnce ta the type of employee w!mi uses the toot CHAIRMAN MINOR: How can they be transported safely? MR, DICKINSON: They are generally handled on trucks and have a cover or a sheet which covers the chain. They arc heavier so you may have sprains or hernia. MR. CROUCHER: In transportation in the ptdpwood woods, you don't tue trucks. You wouldn't get anywhere with trucks. Yon would have to clear a road for the trucks. They must be carried by hand. That Is the question: How can they be carried by band safely? MR. HELBERG: Most two-man power saws have a handle at each d, and that Is the way they should be carried. A dis tributor of the saws told tae that roost of the accidents he knew about were in trans portation where a sae grab* bold of the chain, usually wearing gloves, even though it might be six or eight or ten inches baric from the handle. There Is no reason at all why they can't cany them by the handles. MR. A. W. NELSON: I have seen a guard made out of two {deem of old fire hose and two screen-door springs. The pieces of fire bos* were pot ow top of Ac saw and the screen-door spring* hooked arosmd it so that bo garter which way the chan* was turned. It was covered. These are used wbm a was rides to Ac woods on the am* track with one or two of the saw*. MR. HELBERG: That would be for truck transportation, going to aad from Ac job, but the handle Is for going from tree to tree. MR, HELBERG: I think Acre is less hazard In carrying a chain saw than in carrying a hand saw aad an axe on the shoulder*. CHAIRMAN MINOR: mat mainteBunre la accessary for proper safety? MR. DICKINSON: Like any other saw, the teeth have to be kept trued-up and sharp. One trouble is a gradual combined Stretch ad wear oa the links of the chain and a tendency to rfiuib the sprockets. Be fore you reach that point, the chain should be discarded. You may break it. I have never heard ef any accidents resulting from climbing. Those who have ridden bicycles have bad the chiffii climb op and eventu- 26 Pulfiwood Latent ally nap beaux of slipping sprockets. I understand these saws have the same trou ble altbocgh the manufacturers claim, I think; that it Is several thousand hours before the combined wear and stretch is serious on the chains provided the chain is kept fabricated to cut down combined wear and stretch. MR. A. W. NELSON: Mr. Heiberg, have you ever heard of any chains flying off or flying apart? MR. HELBERG: No, t haven't MR. DICKINSON: I haven't MR. A. W. NELSON: Usually It just falls off. MR. HELBERG: The minute it broks, H is locked into your cut, I would think. MR. A. W. NELSON: It breaks and by* right In the track. CHAIRMAN MINOR: Who is going to maintain the saw? Are you going to have the camp mechanic maintain it and check it occasionally, or are you going to leave it to the cutter? MR DICKINSON: Tbt will depend on how far from baje your woods open* tions are. MR A. W. NELSON: I think some specialist--the camp mechanic or somebody else--should be responsible for tuning the saws up every night or howevet often they need it because the average operator doesn't have'the tools or the know-how. MR DICKINSON: Know-how particu larly. MR A. W. NELSON: Some of these saws are temperamental. You get them oot on a cold morning; the spark plug isn't Just right: the magneto isn't art right; and you can wear yourself out cranking one up. MR HELBERG: You are going to lose a lot of time worrying about a specialist. MR A. W. NELSON: ! don't mean a specialist in that sense. You take a main tenance man or factory man and give hint the toots and show him the points to check on. Anybody who can work on an auto mobile engine or on ah outboard motor and who can file and set teeth could look after those saws. MR HELBERG: Most of our operators up there insist upon having at least ooe good man is the sawing crew who can take care of the saw. They Insist that the filing be done twice a day. I have noticed some which are supposed to be filed once every evening. You don't get ccooorakal cutting when you do it jest tmee a day, I suppose. OAqr mtufmmu i eaa be aceorapUsbed by that man. UR CROUCHES: It it the practice to cany dim chain saws to the camp cadi night or do they lave diem seder a ptk of brash wtil the next day? MR HELBERG: In our country, the crew takes the saw with them. They fake it into amp or home, depending on where they are. They take good car* of them. A good share of the power saws wed are owned by the crews. They t--**"***" them and are sot artless. CHAIRMAN MINOR: What atari V* away" on the part of the fader? We are still about chain saws. MR DICKINSON: When beckfag tm a hillside, the man on Ac flown lull aide may have to gee out front under fairly quickly, f dank think be fa in any worse position An the man on fa end of a two-man bucking aw. MR HELBERG: Yon probably keep the power unit on the up-ride and the other man lets go of the aw and gets out CHAIRMAN MINOR: "Where and how are hard hat* used? Are safety-toe shoes required? Safety shoe pecs?" UR DICKINSON: Hard hats are gen- tally used on Ac West Goart in heavy timber became of the flmgeff of large branches dropping They are sued Is driv ing catcrptilax tractors, louder* asd Weeks and In practically any woods operation. 1 haven't seen them and too much fa the East because the timber is smaller, MR POHL: The Washfagtcn Stale De partment of Labor and Industry put into effect a code requirement that alt timberroea--4hfa includes backers and sawyers and the rest of them--who have overhead haz ard* shall wear protective hats. MR CROUCHEJt: As regards the Grant Lakes area, X wouldn't propose ask ing anybody to wear a hard hat ia the woods. If yon made It a rfle. you would lose your crew. I wouldn't wear one my- self. In the first place, yon rant stand the cold with those things. If yen are working is fa anaur and two or three meequatocs get mhratttk the hot, yorf3 go crazy. It Palp and Paper Section n doesn't seem to me the hazards arc ever frequent m^i although they are severe enough when they do fcnppen--to warrant putting sock a rfae fa effect. How wrufld yon fed. George, if your company would say: "Now yen have got to equip aS yonr men fa the camps with hard hats and see Ant they war them." What would yonr nadhm be? MR EOTTS: I wwwlfak like It I fatow Ant. MR CROUCHER: Yen wouldn't stand - for k. MR HELBERG: Wefl. I hare bran push ing hats for 15 or 2B yuan. My predecessors have tried R wkh very tittle success, I will admit Wc have countered axgaaents from the woodsmen, rack an cold fa the winter time, by aeeurfag iispwnJ hats from vari ous wifwtiiirii. I thick we have devel oped a rap tint looks very rimflar to the cloth caps worn by the woodsmen to torn as n liner. Yon always bare Ac argument of oot being able to wands Ac tree top bomiir of Ac brim. So we ban rcvmmd Ae mates'* bard fa to give aeek protection Cress Ac visor and fall virion In front. We Imre beta luwrfag with success Is riving Aon to msn w^A chain saws. In Fact, one dfatrihntor is sriltng two hats with every sew and the mm wear them. Raoturir fa a legging cougrtt* it Ironwood. IGdripm, I had two men tell me have worn An fats for foor month* far are going to cotaiaue to wear Atm. Om of them mid k mdoebtedly meed fa fife. Ke put a. flay a the hos pital, fan he figure* bis fife was saved fey Ac hfa. Ia palpvood liUlfag. I doubt whether there is tut muds hazard. The trees are spruce and salami and small pine. But in hairier Hmhrr. there are hazards that war rant the wearing of bard hats. MR DICKINSON: la big hardwood, I don't think Acre in much question pf the value. The question is on naaB pulpwood. Yon don't here the Mg branches for one thing and yon draft get Ac famous "widowmakes" that they get cm the West Const-- z dead imaging branch tint drops 50 or 100 feet t MR HELBERG: One tiring more: we era caSIng tide hat a logger's safety het- mct-~not a miner's cap or a shipyard work er** hat It is a logger's safety helmet CHAIRMAN MINOR: I thank we will go on to the next question. Are safetytoe shoe* reqmrcd? MR DICKINSON: The rim and weight of the tog bawfled, it scents to roe, would be the determfaiag factor. MR a S. NELSON: I would my c oenmeoded but not raqrirad. CHAIRMAN MINOR: We will use the word recommended. Strike out required. Are safety-toe shoes recanmmkd? MR DICKINSON: They wifl prevent a good many serious toe injuring A safetytoe shoe most false a 4509 pound load. MR G. S. NELSON: The one most frequent injury that the safety-toe shoe would protect you from is the axe slipping. CHAIRMAN MINOR: Prubebly what they arc getting fa is the use of safety-toe shoes fa Ae bsndlfag of the pulpwood-- trucking aad fascEng into cars. MR HELBERG: Most often, the objec tion ***** we have to tbc shoes is the matter of the extreme cold temperature*. We feel they are not practical for that reason. CHAIRMAN MINOR: Not during the wfatar months. MR CKOUCHER: la the Greet Lakes area, they don't wear leather. They wear lumbermen's shoes.' These shoes are made with the steel toe-cap teride the same as the others. The men chin that they draw the cold, but it I* mostly e matter of imagination. I know that from trying then. I certainly think they should be recom mended on those jobs where Acre is danger of falling wood. I worked 15 yean ia Ae woods im!ooding logs from horse drawn sleighs. Although Afa kfiod of loggfag is probably Ae most hazardous for toes; I got only one toe smashed fa 15 years. CHAIRMAN MINOR: Then we could settle A** by scrag Afa we recommend that safety-toe shoes should be worn when and as practical? MR CROUCHER: I would qualify that and say: "Safety shoes or rubbers." MR HELBERG: How about a cap for Ae mm cm landing! sted rap that fits over Ae top of Ae shoe? MR DICKINSON: That gives asm- 23 Pulpwaod Lofgini tially the sune effect It It a little clumsy and weighs a little more. CHAIRMAN MINOR: Are you refer- ring to the foot guard? MR. HELBERG: Yes, it gives store protection. A lot of the injuries is hasdHng pulpwood on landings occur further up the ankle. CHAIRMAN MINOR: Do you think the harness on these is heavy enough? Quite often the harness snags otx the side of a pulpwood stick with the result that it springs and slips off. We have had cases where they were more of a hazard than a help. Has anyone die encountered the same conditio*? MR JOHNSON: la this same meeting last year, we get late this same subject. An BM&vidoal who was here from the Spruce Falls Power ft Paper Company told about how an ndiridal h that mill had. as a bobby, boOt a fiber protection all around the tides and over the toe of the shoe. If r recall, that iwfividtnJ presented pictures of bow it was pot on. They have found that this system works very satis factory at Sprwce Falls. If my memory serves ae right, a year ago last January, they had 25 aoridoits to uploading is one month. This year, m the same month, they had -oooc. I don't know whether shoes prepared fit tins way arc tued in the woods operation, bat they are used who* the leghandling is done near the nuTL MR A. W. NELSON: We have a guard that goes all At way above a man's knee, ft Is a toe and instep guard and then has a guard oe the shin and idsd of a pad with steel mesh m it. It is used for un loading wood cars, la the woodyards and up a through the grinders where we had a lot of accidents from wood foiling other place* than oo the toes. MR HELBERG: The film, "Safety in Wood Handling,* that is put out, I believe, by Liberty Insurance Company and Brown Company Berlin, New Hampshire, por trays that particular type of safety equip ment. It looks like a hockey player's equipmajt MR DICKINSON: Drowning* make up a pretty high peremtage of the total fatal ities, but very few people are giving atten tion to it. We have had 21 drowning* a a yar. We recommend that at the loading pond at each mill two or more men work together so that if one foils in, the other knows It. There are now many Ufe belt devices available. They were developed dur ing the war, of course, for aviators and aft navy men wore them on water operations. They sever went out without than. Ose Is the CO, cartridge type. They keep a man afloat for many hours. CHAIRMAN MINOR: How many op erate your own tracks? MR. POTTS: We operate our own trucks. CHAIRMAN MINOR: Row about Spruce Falls' MR R It is pretty wcQ divided t wootd say ii>c majority are eootract-fcaul- htgs. CHAIRMAN MINOR: Da yea Imre a system for routine inspection? MR POTTS: We do. They are checked over every weekend. CHAIRMAN MINOR: Wist d* you do at Spruce Faffs? UR ROY: We haven't done a dun* aboot ft. CHAIRMAN MINOR: Do yon have printed safety rules for driven? No standard safety rates have been printed yet at Ontario-Miiwvjota, bet I think it is leading op to that as the pro gram Is UR DICKINSON: Yea can gee a h* of material from the Trackers? Aaocoiioa in Washington, D. C I had the privilege of witnessing tbrir Track Rodeo bo* week, which was held 1* Washington. They offer prises for the beet drivers of straight trades, semi-trailers and fril-traftcrt. A rather interesting thing was that the winner in the straight trades was a on is his sixties and the raocr-op was a 17-ycarotd boy. So age didn't make any dfomct. MR A. W. NELSON: Most of the state highway patrols have a set of printed safety rules that they tscoe when gising drivers' licenses. These cover jest about everything indodlng any particular hazards in the states Involved and any special efimatte conditions. CHAIRMAN MINOR: The highway rules would apply when you were banfnsg on' any highway, hot where ya have year own company** haultog roads, yea are cocountering a different titration. Pulp and Paper Section 29 UR'HELBERG: Yoa might be inter ested m a method that was mod by a cotnmar which was wot eoneeraed so Enoch with im&vidsal injuries to the drivers. This oampasy Imd a Beet of trades with which they hinted pulpwood, saw-logs, chemical wood and so on. Whoa they wife a chock af their accident cram they found they ted a* average flOO coat for every load of logs Enrolrati in an accident during that tor. They were temSng over aff privately- awood roods except for ahoot five alks. They adopted a boons for the drivers Insed upon a comhiaitkm of pcedmtioo and Lminotioa of aeritirat*. Even though a arae's production might he fakty good, if his track was incited fit an aeoticot, be eras Cram the hones. They reduced the fnqwan of track accidents by about 59 par cart In tike first year, CHAIRMAN MINOR: The next ques tion is: "How are these tracks loaded?* U ether words, hew do yon toad pripwood on tc afly? UR A. W. NELSON: Moot of the lowing ef jaiiiJuil sticks is stiff done by band, hoc time are a few polpwond loadiac cunrtjuts tied are now bring mafactored. AM ft fefcc* & one m sp on the trade to straights the weed. MR CROUPIER: Ye* don't let the me stand on the trade. Doesn't be have a platform alongside of the trade on which to stand and straigfura the wood? UR A. W. KELSON: No. The ones I av, the iran idnk atone ora third of the way op on the lend. He jnt watches it hntiec the wood, and he can step the jonvcjroc long mmngh to act it straight He fib up en ftt port tfcnt has hats loaded and the wood foSs hetwera him and the oarqur. He stonk Acre with * boric or a sawod off pike pole and straight- ms it MR CROUPIER: That is the way rt started, hot we provide a piitfonw along side of the trade where be can do the sane job and he oat of the way. UR DICKINSON: Dees it take a lot longer hendk? MR CROUCHER: Just the same. UR A. W. NELSON: Is that a portable stand? UR CROUPIER: Yes. CHAIRMAN MINOR: Oa the slasher operation ia the Patricia Area, they have cme where the wood is coming from the kAw conveyor. The man, instead of standing on the load, stands to the side oa x platform entirely oat of any danger of falling wood. It works very akejy. MR HELBERG: I don't know what conveyors you are using If yoa are using ooc with a slasher, it makes a great deal of difference as far as safety Is concerned at what bright it is elevated If yod start with an empty truck and put R ep high, that pulls h down and that Is hazardous. Bat that ia not so if the platform is put at the proper level and raised os the load goes up. I never saw x man oa the truck aa they lend them. Ur. A. W. NELSON: la the South it is quite common to do that CHAIRMAN MINOR: We had a mu os the load when be was straight* esmg oat the wood as it came off the lender and be smtained a very bod frac tured leg. When the accident happened he was rearranging the sci-up between the leader and the track and be was sqoeesed. He had been standing wp on bU trade straightening his wood, rad if he had had * different of rtrilgftffflhtg the wood **e woukfa't have bran op there, so we are tryoy to keep away from standing on the load. MR HELBERG: I saw x new type of skid-loader isotmled on a tractor. Your cutters pile log* m bmicbes. Then this loader comes along like a big hand and reaches over and grab* year pBs; swings rt aroend asd load*, it on to toe truck. With it one operator has pot L3C0 cords of polpwood on a track i* a day. CHAIRMAN MINOR: One more ques tion, *What safety precaution* are mod la Mocking wood?* We are stiff on Pulpwood Tracks. MR A. W. NELSON: Down South the wood Is loaded first la stacks. The wr<ff *re left co the track all the thee sad the load Is botmd ia with a log chain and a binder. CHAIRMAN MINOR: Do yoa me cen ter stubs? MR A. W. NELSON: SaewfoL The contractors who deliver to the Iatmaatioosl Paper Company hara the kad Mocked off 30 Ptdp Ue^ufacturme witfa emter stacks into three compartments. They --1--J it at the sufl with a aiae sad slip tfa obit daws whet* these stacks are. Bet most other mills hove ouly two to two and a half coeds ca the trade end they just bold the toed. CHAIRMAN MINOR: How does Spruce FaQs do it? MR. ROY: There are stacks oa the rear and chams comae over to the front UR. DICKINSON: Are dump tracks used so pulpwood week? UR HELBERG: I have seen a few platform damp tracks. UR. POTTS: We me some of those trades. UR. HELBERG: These trades are mostly used by contract haulers. These haulers lave a hoist mounted ca .their tracks which they nee for loading. Thor have a cheat time runs underneath, aad they use the bout to (tab the chain. When H paBs p al! the polpwood is off. UR. A_ W. NELSON: The International Paper Gompaay has a trade dasper at oa --ffl- They drhre the track oa a rack, dmia the wheels down, and the rack is tipped endwise at 45-dearee angle with a hydraulic cylinder sod the wood Ms off into the conveyor. MR, HELBERG: Just a week ago, I ran across aa accident where Sa knocking out the stacks, the bottom one stuck and didn't go out It was oq as incline and when it went over, the trade and the whole works west orcr site the pood upside down. UR. DICKINSON: Before adjournment there is one thing I would like to say. The Logging and Sawmill Code is now under going revision. The Paper aad Pulp Code refers the logging and woods operation to the Logging aad Sawmill Code. We are very **** to get a crow section of polpwood logging because, la many eases, as this discussion today fats brought out, polpwood fogging U quite different from timber felling. As a general thing, it in volves lighter aad smaller staff. We would like to get two or three mca oa that com mittee, represeatiog both Canada aad the United States. I want to get only competent men who arc partknbriy interested la just such things, as wc have talked about here because U>e whole picture has changed la the last 25 yean. Comparatively the sawmill haott changed mace meriiuai ration is han dling, The band, header, edger, turner, slasher aad cottar saws are pretty much as they were about 25 years ago except that they are a little bigger aad better. Tim real change bas been in Idling aad transporta tion. Pulp Manufacturing (A Round Table Diseusafoa) Conference Leader md Expert: Julius A. Dsatsb, Director of Safety, Consolidated Paper Corporation. Ltd. GraxTuert, P. Q, Canada. Whet experience hove yon had with foot protection for wood handlers outside under winter conditions, particuloriy mew sum? wood hooks and pieiaroantf Discussion; W tried to get men to wear Saakey foot guards over whatever type of shoes they regularly ' wear, but the men claim that Use foot guards are too eold. Oar rule in summertime is that the mca most wear either safety shoes or foot golds. Another member stated, "We have a rale in our ccaapty that hi iiunmtilime racs must wear safety shoes." Another m--iiwr stated. "Oa mea wear SanVgy foot guards aad thus guards both winter aad summer slat cars. We have had eoeaplaiots tint safety shoes are too cold, bet never that toe foot guards arc too cold. Foot grads are easy to take off aad pot oa aad the sea do not Btlod taking the time to remove them to clean out amy anew which aeansedatm. Aa a matter of fad; they afcaohitrl/ refuse to work without them." Question: Is it true, then, that yoor teen wear than wben actually working rt in Pulp md Paper Section 31 tbc anew? Answer: Yes. Tbty wear them at afl times. Awxher sralirr staled, "Our mca wear thw when nothing in ton cars, both wo* toer aad nhatr bag do net wvzr them tmder yard rnmfftfmrr where we have snow. Wc do not reqeu* them to be worn when work ing <a the Mode pflt jmt whoa taaloadsog na" Question: Don't yen find it famrdous to alad wood from the Hock pile? Answer: No, we da time al by mat. The eniy time our mm fav* to |K in er near wood made1 tbese ccotBtitme la whoa desaiag opt and that he piles have heaa lamovad aad there k set mach pomftSty of weed {dkg on than. A w asked, "Is this haxard with respect to toe eold penetrating the shoes or the foot guards a rati er boded farird?" Answer: *1 tlhk k is tended. There k not mougb metal to draw the cold if the times ace burge saoogh aad the men wear good soda." A manher fran the Wat stotad, "We do aot lane celd wmuher eat than, bat whoa w* iatrodaoad afety shoes, tit mca compblaed that day were cold. We fati that tola is merely a wintil catitha" Another amkr staftedL *T -proved this kr mtarchapgfoc pfastic. aad tncfcti locd mfety shoes. Whm they toongftt they were htMoti, the mm thought the times were cold- Question: la the Sawney foot guard, you tore a plate that goes aader the ask of the foot. Haw da you nercame the iHgpenneef there!" A moaber from Cmsih stated. "We atade oar own tec ptowctica. We have teeth oa tie edge and uac rubber straps, aad find it mtirfartery. This oat as part of the aaglsp* nmgeiwlna system-" To an of, Salty foot guards furwieh protection sad cm he made mtiifartncy both for Seaide week and for outside work h the odd. We also have taken the trouble to Introdac* tih giarh aad have famed then to be effective. Ham da you prated the feet af sms sing pickaroons at poor tewett Dfsenesfoa: As a remit of oar experience oa the charging floors where mat were getting hit oa fee foot by piekaroons, we lengthened the of the pidnxocps aad eliminated tbc trouble. One stated they used Sankry foot guards, bo there is a. vulnerable spot joat behind aad above the grad. They aze experimenting with a heavy leather spat for this protection. Another member stated that he fdt that training ia the nee of pickaroons WM the essential answer to this problem. He stated, "Wc fare aa old limferjick who never breaks la a new mao with a pkkarooo. He gives this mu a band ax* and bas tutu chop with it until he Is able to fait the same spot over aad over. After that, be lets turn at the pidarooo." Another --** emphasises this' point, saying, "This point of training and super vision is probably just as important as per sonal protective equipment" To swm op, I would suggest that those of you having pkkaroea accidents took mto the autter of the length of handle used and alto check to see that proper training is gives aad that superrisfoa follows up. Do winter changes affect the nmmker of hack strains occurring in your piant.ond if sa, what way he dame to control itf Dfocassioa: la the West, we have a very damp ffeate. We have hanfago and sci atica conditions which are often diagnosed as strains. Host of these occur during No vember and February. I think well all agree that hi aaoy rases these are found oa the EgfaSer forms of work and not on the heavier jobs. Another member stated. "We hare noticed the mem thing at oar phut Id toe Spring aad Fall there is generally about a month when we have about aa many as w* have the rat of the year put together. I fed that these result from thematic awfitiocs and not from work We fad one nua who tierlag aboat throe weeks each year eoas- ptoiaed of a back condition. His family doctor told him to have bis toeth oat and since then he fas fad an bade trouble." Another membn* stated, *T fare followed this for many years md have secs many peculiar casta. Wfat wt try to do is to ask each employe whether be bas a cold and direct hha to get proper treatment from esr nurse. We feel definitely that toe su pervisor can do something to counteract bade strains partiadariy when they order 32 Ptdp Manufacturing men from inside work to outside work where it is cold. Supervirioe must see to it that these mas put on extra clothing to keep from becoming chilled. It is also im portant to tench correct methods of lifting." To sum up, it is agreed that proper train ing in methods of lifting is essential. Close medical sapenrutce will assist la proper and the elimination of these cases, or at least properly catalogue than. Also, men must be instructed to put oa heavy Mothmg when going from wans inside cooditsoos to work outside In the cold. Wkich practice would be more foolproof, leaving blow vohe keys with digester cook or leaving the keys near the blow pit covers and having the keys fastened nearby to make m* that the wrong pit cannot be opened? Would this prevent the cook from giving out the wrong keyt Dtsaasloa: A man was seriously Injured in our milt when be opened the wrong valve. Another member stated. **We had a tkm- lar incident that blew liquor Into our steam lines and shut us down for four days. Wc had a check valve; bat it failed to work. The liquor didn't reach the turbines or boilers. Oversight on the part of one of the operators was the cause. We hare since tagged each Hoe (40-pound aad 150-pound lines) and see that the sequence is followed. This cost us almost gSOOyOGO and, as I said before; shut ns down for four days.** Another staled "Our accidents on the digesters arc not so manerotu, but they arc severe and costly. We bn in stalled telephones between the blowing floor and the digester Boor." To sum up. there docs not seem to be any perfectly foolproof method of overcoming this hazard. Wc have installed a speaking tube between the digester floor and the blowing floor. Oar experience has been that we have never had a very serious in jury in this department. Perhaps with 26 digesters* wc are everioolaag what can be a very serious baid. Docs this group did that an acid-maker should work atone at any time of the 24 hours of she day? Discussion: la am plant we bare a nun alone; bat be has an alarm system which rings in the ihgesStr department, if be gets into tnrik. AS be baa to do is hit a button with his band. Another member stated, "Wc have a man in the arid plant and the cook contacts the arid-makers once each shift. The aridmaker helper mikes the time contact at least oocs each shift." Another member stated, "Wc use a tele phone system to keep cootact several tbsa a shift." To sunt up. the chcmiral pulp department U unusually large, with very few men working ia these loeatious. While men haw to W alone; at least temporarily, there must be some 1" of cnaunimlciHnn or method of sounding an alarm ia order to provide aid for them. In the Kraft process, what precaution* cm be token to eliminate pink eye, which is encountered when re-tubing evaporators? fwfur cannot be entirety ramtoed by siewnmg. Discussion: Wc don't have any answer to this -problem, but wc do find the same eye irritation, ttaslcs, respirators aad gog gles have boon tried out. but they arc sot the complete answer. Another member stated, "We did not hare this occur in oar plants." Another member raised the question whether or see this ajo eaoditioo might be doe to aa allergy, and if so, the only answer Is to use awn who ate not Irritated by the cooditioa described. One plant recommended that the worker wear a large ><ood with a forced-air marie so that die man is breathing pure air while working on thla type of job. The conference leader passed around some phototpaphs af a new wood unleoder which wet developed by one of the southem mitts. Discussion: The plant that devised this mechanises states that they save four men per shift and are sow using two mat for unloading flat can of wood Instead of six. This equipment consists of a large flat plate hong oa the boom of a crane; to which a cable is installed. The crane is awtmg behind the load, the cable is wotmd up aad the Urge plate pushes the wood off the or. We have had same severe injuries by men using piebaraons whSe warimg on con veyors. This Is Particularly true where the `men are working fairly dose together. We hove heavy leather gloves far the mo to wear, with metal protection made af gal- Pulp and Paper Section 33 vwtisei iron, eaves the back. Haw do you cion mote these infuriesf One member stated, "Ifeu working cn Adu* tabic* sametime* stick one another u they work close together. One answer to this probkxa U to have the pklcaroau sharp so that it penetrates the wood aad does sot slide off." He farther stated flat they me shtdded gloves and leather wristlets (which they buy free* a safety mppiy m), and which bare gfves them lots of protection, Another point was brought out: lbs should not work dhucthr opperite each' ether across the conveyors. For maxtowsn safety Ary shooId he spaced four or fin toot apart. To am up; pvckzroen injuries be ttianimted on dame locations through proper mgmeaiog. the me of cermet protective equipment aad throegh proper job safety iantroctioBS. Is the North. It was pointed eut that during the wintertime pidaroens ace made slightly doff and when stack onto toe frozen wood, have a tendency to held modi better. Whet ore some of tho members present doing with respect to dipping haaaris on art floors? Discussion; We hove made use of ma terial called "Safety ,Wa8c." This has to he put down oa a perfectly dry surface. Osr experience has been very satisfactory. Wc have had some In nnia for two years aad it U stiff good. Another umber seated they were uQg a liquid called "Armor VotSC on concrete. It's very cheap and easy to apply. It is supplied by a firm in Vancouver. Another member sored that tfa^ had net feud any type of abrasive paiot satisfac tory but have lad good results with a type of surface Hut ia uwifled on shoot l/Ifi of aa inch thick. On new construction however, the grit or ikuln is pieced to the top surface of At concrete. To m tap, abrasive peat, an abrasive a bkteBtooas mixture. or "Safety WsBd* bm been found aJkhdaiy sad supply ray good walk mrfscu under wee comBtiens. Has anyone had my experience with vi brator* on chip hopperst DTutiteiong W have just installed vi brators and they work very writ These arc oa the side of toe metal bins and tola speeds up filling time considerably. Another member stated that they were worfctog with two vibrators, ooe on either side of the bin at right angle*, and that the test has been very satisfactory. They are censiderbg using them ou other chip bins. Does anyone here issue ear plugs to em ployes in noisy locations? DCscossiou; One masher stated tost they bad a conch roll whkh gives off a high frequency sotmd flat te very irritating to they bare boro giving out ear plugs. Another member stated. "Unless this type of thing it handled by toe medical departmart there can be aa element of public liability ad not a matter of compensation. A limiter case regarding protective cream not issued by a doctor, i up before the courts of Ohio. We mast be certain that we have toe doctor m cm dispensing this type of thing," To son up; as we bold new paper ma chines, we know that they wiB be lots faster and this load problem win become facmsmgfy Important m aS of our plant*. We trust flat this hazard aad the outcome win be discussed to the Newsletter, and we nay have the benefit of tote experience through this medium. We have Cottrell precipitators. From rime to time they need servicing. At such times the men must go inside them. What, if my, are the gases present that might be harm ful, which must be guarded against? Dfscussica: All you need Is dost protec tion. Of course, you must be certain that toe electricity la cur off. Respirators or a fresh air boee mask me all that's accessary. Aloo, we meet furnish employes doing this type of work with special dotting; as the dm* penetrates and whoa mixed wfch per spiration. ckases skin irritation. Another number states, "We have had a large precipitator to few ntoe year* and X, pertotally, have been to and out of toe room many tones and this question of dost protection las sever eome op." To soa up, work to cleaning a precipi tator Is sot hazardous, asd m dost tmplrmtor and qybl clothing are all that is required. Do you get muck trouble from stock burns end flying stones on the old-time pocket guards? 34 Paper Manufacturing Discussion: W tod at one time bat we got arotmd it by having docra made tm afi the pockets, worked by muutci weights, sad isiutog instruction* that before opening them, all hydraulic pressure must be cat off. We must make sure that tbc door is dosed before any pressure is put cm For this, we depend on the grinderman. As we tese artificial rtooes, we do sot hare any chips or broken places in the Mooes to nmte extra stock to fly. AB doom we have losod that rids has worked oot rery satisfactorily. Paper Manufacturing (A Roemd TabU Dtocnmloo) Conference Leader: Arrau* Cuxa, Safety Director, The Northwest Paper Cn, Cloquet, Conference Expert: Waits* A. Guasok, Safety Director, Hammenatfl Paper Co, Erie, Pa. CHAIRMAN CARLE; Julius Draper would like to know how aJumansn core shafts are making out on big machines. The Gatineau Kill of the Canacbaa International and the Dcaacoca Paper Company have been using these shaft* for at least 18 months with complete satisfaction. The Port Alfred MiQ installed aluminum core shafts on a 234" news print machine three months ago. The steel shaft weighed 450 pounds; aluminum shaft weighed 150 powds. The winder craws and the boss are enthusiastic. MR. C. J. KEARNEY [O t U Pulp aod Paper Co. Kencra, Chit, Can.]: The O 4r M Pulp and Paper Company is using alu minum shafts and finds them very satis- factory. MR. W. 8. RAMSAY (fOaheriy-CUrk Corp, Niagara, Wis.]: Kimberly-Clark Corporation foimd that the alnmaua shaft kinks very eerily, thus giving trooNe get ting them in and out of cores. MR. D. J. BRETT [National Container Corp, Jacksonville, Fla]: The National Container Corporation thinks the answer Js handling of the shaft rather than the ma terial of which it is made. MR. FRED BERRY [Alton ^ox Board Co., Alton, IU.[ The Alton Box Board Company handle* shafts on a ma chine trimming 218* with air lifts, so that the roll travels out of the shaft. MR. RAMSEY: Kimberty-Clarfc Com pany uses a truck that elevates and moves the shaft in or out of the core. MR. GLEASON; The coat of slsiaaum shafts is excessive and they will kink. They have not been m use toe mouth to deter* rebc whether or not they are practical, CHAIRMAN CARLE: On our winder shafts, we place a notch I/If* deep about three feet to from the cad of the shaft and pilot this red, se that the operators are warned that the ead of the shaft Is ap proaching as they remove it from the roll. What percentage of your employees wear safety risoes and da you require them to wear them? MR. H. J. KROLL [Blsodw Paper Co. Grand Rapids, Uha]: After aa employee drops a shaft or something on bis foot, he gets safety ooudou and secures safety shoes. About 80 per cent of our employees wear them. New employees may have dress shoes that thtT wish to wear out so toey are sot regutrul to purchase safety shoes. UR. KEARNEY:.The O k U Paper Company baa 1,800 employees. About 95 per east of rim m wear safety shoes which are pwA* w4 at wholesale, the com pany paying 59 per cent of the cost. Each employee is allowed to pus i:hui a pair of these shoes every 90 days If ha so damns. UR. H. T. HEBERT [The FOotkotc Cto, New Orleans, La.]: The FItoticotc Company gives |1B) toward* rite cost of safely shoes purchased by the employees. UR. H. B. GOODRICH: [Strarianera Paper Co, West SpftogSdd, Mass.]: Ur Company requires all new male employees, as a condition of employment, to agree to wear mfety shoes. They sign this agree ment when making application for week. Safety shoes arc carried as the uuB stores, and the employee Is permitted to pey for Pulp and Paper Section 35 them' by weekly deductions from bis poy cbe& Tba company feels that rise wearing out of drew shoes at work Is a poor polity and the wethers* feet should have the best possible protection dartog working hours. It would tike to require all old oupfoynes to wear safety shorn, bat does not me how this nay be done. UR. GORDON E. ALLEN (Wood Canversion Co, Cloquet. Mtoo.): The local norm skxk safety shoes. The worker is given a requisition by the supervisor, per mitting the wtufcar So purchase at whole sale prices a pair of safety shoes. The company feels a better fit Is wand Ann by carryiug shoes to its own stores. At toe end of the month, the loeat storm biH toe company fUDQ foe each pair of safety shoes supplied on reqaioitiou, returning a carbon copy of the iwfriiltiiin. Apprtnr)rawhjy 30 per cent of its employees are wnring safety shoes. CHAIRMAN CARLE: How many paper mills to the State of Wtscoctia are operat ic winders without their front nip bong guarded? This question was asked by the National ConteTur Corporation. Thty have made m a guard but do not me a hoist to lower toe roQ. UR. KEARNEY: We me a guard which goes up and down by merely trwutog a handle. We also have two gourde wbieh are suitable for me on winders where shafts are dressed ou toe table, beg which are not satisfactory wbea shafts are dressed on the winder. (A print of a guard for tids location may be obtained from Mr. , p. Maraud, National Safety Cowed, Chicago.) MR. a R. HARTWIG [Crown Zdkrtock Cory, Pocttond, Ore.]: We have a naanUy-cootreOed guard oa toe winder which wifl take ear* of aayooe getting eaaght to toe back alp or the /root nip. MR. GLEASON: Be nt to have a alcty sign on each side of the guard stating tint It most be to position. MR. KEARNEY: We here a guard that raises over the frame of the winder and does net biniVr when the roQ Is takes oot. We hare pwlim that pul the roll out. , MR. KROLL: We me cajutarwrigMi for nistog and lowering the guard. CHAIRMAN CARLE: Is there any safety device that cm he pot on the frost reel to prevent the air hose from going Into the nip? The paper, when being moved from the reel to the winder, picks up sob around the dram. The men take an air hose to nm this scab off. The hose goes between the nip, and the man's hand fol lows the base MR. GLEASON: Our engineering depertoMDt U working an a rope carrier so tint rids operation will not bare to be done by toad. MR. EDWARD LUU [Beckett Paper Go, Kamilton, Ohio]: Our dryer spears are throws on the floor on the frost side of the dryers. Where do you keep yours? UR. GLEASON: Hangers are provided oa each ride of the dryers near the floor. MR. KEARNEY: Little brackets are attached to the hoods to bold spears or pike poles. MR. HEBERT: Wc hare a rack along toe catwalk. CHAIRMAN CARLE: Do yon have treefcle with silvers from spears? MR. RAMSEY: Kimberly-Clark has beat using magnesium tubes in di ameter. Thty are light and do not stiver. We found them very satisfactory. MR. J. N. CONAWAY [Scott Paper p*. fTiiifrr. Pa.): We use a bamboo pole and, k has proved very successful. MR. LUU: What is a good way to ipitttog on the floors by work- MR. F. A. WAGNER [The Mend Corp^ Chaiicotoe, Ohio]: The Maad Corporation has a box of saw dost to comers and at the bottom of every stairway. This system has bees very satisfactory, MR. GLEASON: Painting the comm white weeks until they get tony. MR. HEBERT: Doc* anyone bare a type of guard to prevent burns from radiant beaters when the sheet breaks while a man is standing raider or near the last press? (No one bad my eqertoa oa this point.) UR. H. P. HUEBNER [The FBtekot* Co, N. Y, N. Y.]: I beGeve that aaothcr division baa uiutuea this trouble and will taka the matter op with Ur, Hebert. MR. R. W. CROUCHER [MAO Paper Co, Intermtioml Alla, Mina.]: Sa you believe riot the me of an air hoae to dean tost off dototeg to ha hasardou* enough 36 P*per Manufacturing to prohibit such use? If so, how da you enforce the rule? MR. GLEASON: You should put ou air control valves so that pressure it kept bdow 20 pounds. MR. ERNEST DUTCHER lThe Flintled* Co, Loe Angeles, Calif.]: As a safety rule, designate spots all over the plant where a au is permitted to ckam has clothes with air. The nozzle has a screen, and pressure is kept to 20 pounds. Anyone cleaning at other than these stations is first reprimanded and then other disciplinary ac tion taken if infractions continue. CHAIRMAN CARLS: How many plant* are using gasoline to dean frits? (Meat do.) This is a serious problem as moat solvents have a flash point that is dugtr^ ou* and also dermatitis say occur. With carbon tetrachloride an employee may he overcome by fumes especially if there is heat presat. MR. DUTCHER: Do you have any rec ommendations for guarding nips on machine calenders? (Mr. MeAfooa was present and explained his threader which will soon be installed on a machine at the Alton Box Board Com pany.) MIL DUTCHER: For about seven years Flintkote Company has used a paddle for feeding paper into the nip. Since that time, no accidents have occurred at this point. MR. CARLE: Wet floors.and steps ac count for a large portion of accidents around the wet cad of the paper machine. MR. DUTCHER: We nse roofing paper on the floors and steps. This lasts for sev eral months. No adhesive is needed when applying t- Several companies are using SAFETY WALK oa cat walks and steps around the paper machines with satisfac tion. MR. GLEASON: Wc had a bad accident oa a save-all machine. The man clmbcd up oa the edge of the machine (made by Im proved Paper Machine Corp, Nashua, N. K.) about 3yi tux above rise floor level, and was caught by the breaker roll and his leg was broken. He was trying to clean out the shower Coes some of which aye fed by fresh water and some by white water. What hazards or dangers have you ex perienced with hydrapulpers? MR. J. H. SINCLAIR [Kalamazoo Veg. ctabte Parchment Co.]: We have had sock difficulty with the wire ou bales. Truckers bring the bele to the hydnpulper. The wire Is wtpped and flies bade, hitting the fcOov In the head or eye. Men are met required to wear goggles. MR. KROLL: Btsoffiag Pager Ciupuj uses wire nips and goggles. Some mBU allow wires to go into the hydrapafpex. MR. G. W. BRYAN (Serg Paper Co. Middletown, Ohio]: Sorg Paper Cempem uses a Bft truck to bring the bele so thr bydrapolper where a skip befix Eft* k qi Before the bale U dumped into he skip heist fie operator nip* the wires ou fir backside of the bale. CHAIRMAN CARLE: Hu iw a goggle program for swim on fit hur-fioy and cdkr in the finifiriag nan? Semetimes a sheet of paper or Me a9 M ptfied from fieboeari thrown fceUnd fir Bperpter md in fisesg w, at kMn aerw* thdr faces and ofsoa oris fit qa MIL BRYAN: After rifmncbf mtk as accident, wc ordered safety gaggle* hr this loralhm, The apenfin aophn fin were too heavy. We now ne )kd |h iOL GLEASON: A good refit n isfire is that dm ley-hoy he loutrefl anal it sot ta a finct poeirion before fit fere t the operators. - MR. C U. WATTS [Mkhimm Cvta Co, Battle Creek, IGA.): Aadfim oarer mahfly became lag-hoy is shore a fit qv tod. If a person wears trfirey |lma that is ndficknt protection. A Bfiredfit spectacle goggle is aB tine is neemrey. MR. WAGNER;, Wk 4b mere of A other floret do about safety pretcrtplhn glasses? UR. HEBERT: TW aqieiw pays for bis prescription and for ire ^uas. MR. BROWN (Oreurm Paper Co, Thorold. Oat, CM]: Ontario Paper Com- pur started a program in tin mriite shop. Asked the me if fiq would wear geggks and they wore IQfi par cot dbg to do so. Managotaent is footing the retire bill. Employee goes to auy doctor he thecure Ntfw other departments are leqwttiug die same privilege. * oriQ be given every two jws. Kmkr of em ployees is 1,300. Palp end P*p$r Section 37 MRl WAGNER: The employee pays for his prescription and the grinding of the lattes. The company pays for the frame sad the esse sad rcplacre broken glasses with safety glass at no cost. CHAIRMAN CARLE: What safety methods do you use hi handling rolls of ^nper? Eastman Kodak handies rolls auto matically with electric trucks. MR. WAGNER: Ore electrical depart ment iespeeta all cables every week (lift and electrical cables). MR. G. R. LEONHARD [Paterson Parchment Paper Co, Bristol, Pa.]: Some times an employe* wilt pull a rott from bot tom of piJiv so tb*t other rolls fait where tkey might cause an accident. Proper method, of course, is to pick the top roll up and set it aside. W* have piseed barriers w tint this practice cannot be coatmued. CHAIRMAN CARLE: How do you se lect aed train truckers in the finishing dcpatUmnt? MR. DUTCHER: Flintkote Company license* operators of truck* the same as the operator* of motor vehicles on the high ways are licensed. No imlicenud man U permitted to move these trucks. They have about 300 licensed operators. CHAIRMAN CARLE: Northwest Paper Company has prepared a booklet on the safe of trucks. Trucks are peri odically tested including band-lift trucks. Employees are sot permitted to ride trans porters. MR. DUTCHER: Flintkote Company tea a driver's report card which U turned in *ch week. The operator has the priv ilege to refuse to operate his truck if it is not m operating condition. The safety department tags the truck out of service until the maintenance department has put it m proper comfitioa. The truck cannot be operated while the safety department's red tag is ou it The speed limit is four miles per hour In the plant. (ufimar f isrfrr Paper Products (A Seasd Tabic Phc--lon) H. H. AaoKoca, Personnel Supervisor, Marathon Corporation, CnfilnwMr Effort: G. J. Buotrmu, Genetil Superintendent, Container Division, Gaylord CMmr Corporation. Bogahsm. La. CHAIRMAN ADERHOLD: Tb* first quotitm utuimd is: "How do you get your miw ur^ni--tirw to help is year mfety pregrasaf* MR. OTTO HARTWIG [General Safety Sap , Crown ZeBetbach Corp, Fort- hod. C..V-]; Z might be able So make a contribution here, gcntleaxu, by asying that the twenty-six labor organisation* of the phots am the Pacific Const, that means the Pacific Coast Association of Pah ad Paper Manufacturers, and the International Uake, stadc application for as extaasioo of the safety program that has been ha affect ia fib various mills ou the Pacific Coast, and at of that las giuuu a relationship that has since ccctiancd, and the plan developed was this: That there would be a joint unplcyer.lshor safety conference each year as three of the west coast states, Gregoc, Washington, and California. The employers agreed to reimburse the union delegates who attended, for two days' rime while attending the conference: The action delegates are made up of one tipcmctitiw from each union in each plant Thus, the largest number of dele gates that would come from any one plant would be two, and it is time* two offW-fal delegates that the employers agreed to reim burse to the extent of two eight-hour days. The unions select them and take care of their travel repose and hotel expense. Thus, there is no direction or control or involvement in wage and hours which you boys may be thinking of. They are not being paid, they are being reimbursed. The plan provides for equal representation from employers at these annual meetings, and, of course, the eoptoyer will pay hU owu delegates or representative*. 3S Pa}cr Products Beside* the regular delegates, tod; fwa the uniob and tb employers, each WT have u many guests as it cam to m Of course, the unions, if they send I*18! W for their own guests, that is, pay tomr mftt, prtwnuh^ and take care of tWr expenses. That program has been going on cow for two years. Just as soon as I get hade from the cast here, we begin the second or third serin at Tacoma, Washington on the twenty-eighth and twenty-math of this month. Approximately two weeks later, wa will bold the next meeting ' Salem, Oregon, and then in early December the third one in Los Angeles, CaSfurnia. The program agreed upon provides for a general discussion of all factors vital to safety. They discus* frankly aB itoa* that might serve as barriers toward developing a better safety program, tut it is an abso lute unbroken rule that so subject of plant nature ba discussed at these conference* Thus, the discussions that take place nut be, to a large extent, academic, that as, they may revolve around a problem or practice that this or that fndfvidoal may hare ob served at the plant- Bat they must not say that "in oar plant here at XYZ we have this problem,'* and argue back and forth. That's out completely, and, t think, to a Urge extent the success of those confer ences is due to the theory that those things should be settled at plant level aad not brought in there for a public washing. As a result you do not harden a lot of people who don't know anything about that local problem, and yoa have quieted down any possible conflict I will say that these plans have worfnad wonderfully wdL There are two co-chairmen" for (Ms group, ooe representing labor, and one rep resenting management or the employers. I represent the employers. W also bring in outside speakers. Last year w* brought in Ur. Ned Dearborn to address the gathering at Tacoma, and it probably attracted dose to 180 or 190 dele gates, both the official delegates as weS as guests. Scene of the companies nearby had half of their supervisors attend one session ooe day and the other half the next day's session. The companies figure they cer tainly benefited from that experience. The frequency rate an the palp and paper mtkratry in the Pacific Coast since these meet ings sa Washington and Oregon and to California, fast bem cat in two. CHAIRMAN ADERHOLD: Haw At Use nton- delegates from year own prim tob tfac safety program after they tore bta to these meetings? UR. HARTWIG: WsB, it saems Kb they have bem needled to action. They art getting Use spirit Tb^ come avrv Cram those meetings, to a Urge irriraf, I weald say, fWrfmri from the narrow viewpoints that they had before, and with a loafing ol broader mpaiiftifty. UR. BIENVENU: Ur. Hartwig. * dm delegate become pert ot year Safety CiMnaittrr, or do jm topnad en him to work strictly tkroogh the whs channels? UR. HARTWIG: Thaw are m strtog* tetertiJ in toe sdirti'rw of toe dtkgitr If they were a bit odd at toe tone they were-thoaea to ga to tola conference, they one hade with toe desire to get la there and ptoy tol They say net have had my experience en toe safety carumittoc before. shorn k. Qtot a few of them have bad safety experience bat than is wo rspirmat that they mam bm served`on a safety As I said before, the anion as toe phot for the two omens) fnskrs toe atlcctfca. Of coarse; the international rtprrsuafiffm too sit in on tooae conferences. CHAIRMAN ADERHOLD: Thai they nfjfcisl? UR. HARTWIG: Time's right CHAIRMAN ADERHOLD: Ferine same of yen people have ikveloped la yea own tom same plan la which toe anion naivety cooperates? If yon bare, I wocW She to hear from yon sheaf toot pin* MR. GUNNAR HULTUAN [Mmagwg Director. Pstign nmfuiUs'ilif, Stock* holm, Swadat): We here shoot the now plan as toe geatienmn ever there. The ,, *l,. Mf.li T,V.iir I am toe preside* of toe tmkm. aad I love been nig toe safety committee for two years. We have bad considerable socces* and I toiak men from toe mSon should m tots imp. The nwhf of toe com* Pulp and Paper Section 39 jjntr arc chosen by the chairman of the ton in cacfcitwo with the supervisor. Cvoy six mrrttii half the mnmattsn ctog* Everybody has a chance to partidinc in this way. The system has worked far as. CHAIRMAN ADERHOLD: Whs* decs year coontottcc do, dunw the hasards to toe plant rnriKtirnr sad metbods? US. HUL1MAN: Yes, and if they haw bad they mine do something about it before they're reported. We want the u ffwtlft* from the men. Whoa we started toe it vu ] CHAIRMAN ADERHOLD: Dorn a MR. HULTUAN: Ym. we have sewataae man, owe Hem cadi department, and toe npmbw taw toe whale btonot, of CHAIRMAN ADERHOLD: Fs your caamsimm eampoaod prcdnmimBUy of ate Idee mpuihury level? MR. HULTUAN: Yes, bm sre have very pal cooperation from raanagemen' Caapcratoan fnn mnasgtmsat and in aM ton saperintadents U very knportai We bad (noble with Urn super uilcade rise year, bac this year we have very g 1 MR. BIENVENU: Those sre two wellorgnalaed groops Ur. Hartwig aad Ur. Hainan* have described, I Imow of several prints that have the mdon supply the conmitSsemea, and, of come, the comajttream awk anfar the safety dreekr, bat as they change every two months, they ton pt a new ne to, or two new ones, depeodlag npea the rise of the troop. The tmloe fntoabes that conamttMmas, and H Is acquainting them with the rtalixadoa Umt they are responsible for safety, too. CHAIRMAN ADERHOLD; Now. If that Is mtisfsctoriJy answered, we wiS go on to the next question. "The recent Brack candy company explosion sa Chicago brings p the qwestion: How tosgeroos Is the aocsnruhticn of paper dust In our todostry?"*and the question refers to box plants for fabrication and converting. Have any of yon made any studies oa that .or had say experience on paper do* as a hazard? UR. BIENVENU: I think it is definitely a hazard. Wx have imd alight explosions en oar cerrngators where u urtnulitke of tone had bam alknred to nan. We have had a welder Wrike hts fighter and the whole toag go op in a blue. WUt it wasn't loo liririar ami tome wan no injury. there could bnve baa* So cioy week onr corrugitora and all the haems aroantf there ez Ucm off with CHAIRMAN ADERHOLD: Hu any one rise bod any experience with that? It is pcoritk that paper dust, bring fibrous, my be a fittk teas finely divided than each things as starch dost, and it may be that ie one of the reeaons why we haven't had dal experience. 1 imagine some of tbc plants doing printing me starch also. Have yoa bad any experience aJcwg that line, Mr. Kemp? UR. C H. KEUP fSafety Director, Ttfmay Palp 9e Paper Co, Kaukauoa. Wh): We haven't had any trouble. CHAIRMAN ADERHOLD; Z have a question here u to how to prevent slippery floors aroond toe coating pros section of paper siadtoc* MR. JOHN UEXNHARDT [Director of Safety. Gaylord Container Cxp, St. Lotos, Uo.): We have slippery floors around the eomgator* I think everybody has tint problem i Yoa can use eommemal eon-slip material* There are several on the market that do a good job. Abrasive tnadwaya and walkways arotmd machines that arc Involved wvd almost eliminate that hazard. I think yoa are all familiar with tboae floor materials. I think Mraocsota Mining makes one. There are some that yoa can break co. aad seme that yoa rive to gtoc on in flat sheet form. CHAIRMAN ADERHOLD: Have you foond that tbc abrasives wear off and get in the machine bearings? MR, KEUP: At toe pnrat time on oar Namber Eight paper machine wc have a walk cm oar (Ian duoivtn oa the back ctid. toe wet md of the machine; bernne of conditions that are to every manpfactocr an that type of mariunr. we have a constant ofl and water hazard, and shortly after January I, 194A we had a new'waBnray node. Before it vat pot in position, we applied a non-slip materiall Wc used two Idads, one that yoa apply with a bento, and another Idad that as in sheet form. We decided to am It la sheet form with toe adhesive; and stripe k en <Sag- 40 Peper Products ocully, and that has been there, and is there yet It'* washed with acid to dean it up. The plant nms for 24 hours, aa that abrasive takes a beating tike nothing else docs. But we haven't yet had to replace one strip. There han't been any slipping, and it seems to be just as abrasive today as it was when we applied It And it still retains its original red color. We fed that red is more as line with a hazard than great for safety--it alerts the workers a little more. We have also used this non-slip coating on walkways over the press** on our ma chines. It has been on s good three years, and as yet we haven't heard of say of the abrasive coming loose. It is applicable around the wax machines and other places. If it does become coated the boys dean it, and they haven't been able to disturb it or knock down the adhesive qualities, CHAIRMAN ADERHOLD: The next question is: "Who should give safety in structions to new employees?" MR. MEINHARDT: Doesn't that de pend upon the size of plant and operation, and whom you have available? We have plants with frofa 60 employees up to 6^000 employees. Certainly, the treatment of that subject in a plant with 60 employees wouldn't apply to a plant of 6,000. In a plant of 60 or 70 the superintendent probably handles all safety function* and the hiring and tiring. But in a plant of 60% he has assistants for that type of work. Ke has a personnel director, and he may hare a full time safety supervisor. But no matter how big or bow mall the plant, la the final analysis, effective long-term instruc tion is that given continuously by foremen. Until the complete safety story is given a man by the foreman, all the rest of it is just so much window dressing. Safety has to get down to the level where the man is working. The tittle personal contacts1 we have heard so much about the last few days, the personal approach that Charley Dough erty talked about yesterday, and the personal approach that Roscssteto gave us is the early morning sessions--these help to do the really effective safety work. MR. BIENVENU: In a few words, the fellow giving safety instructions ought to know the job and the hazards secornpoay- tog those jobs; and that mporcotoat would apply to a targe or small ohuvbHus MR. HULTMAN: la oar mS we here a card given by the pensead dwefc*. awl all the main points of the section are *t this card. The new worker be* to atge this card, and every week the foruui gfre* a report to the superintendent. UR. BIENVENU: Ye*, but what we art talking about is a new ma coating ta work. Who is going to iiatnirt tom? MR. H. a KOKESCH [Mrrhinfnl Soperintendent, Anglo-Canadian Palp It Paper Mins, Quebec, P. Q, Canada]: We tow a card that U givo* by the oo^no* WW* visor to every employee caning to They are what you night esH a resume of mot* all the accident* that might happen. The worker reads over this card, and if be is satisfied, and understands it, he sign* K and turns tt In to the foreman. If to dstmt he is to quest)on the foreman, and (to fore man to to give instruction* on *8 Jobs on wtodi be may be working. We fed that the foremast to Ac key man. He knows the job* that the man i* going to work on, and knows aB the hazards. He is in a better position then asiyuws else to give proper instruction*. MR. BIENVENU: Well, have yen found it true m your organization that a foreman may go ep to the operator of a machine and say, "Joe, tore is a new non. he's going to be your helper. I want ym to break turn to to his detto and don't for get to go over the hazards of the job." Does that happen la your plant ? UR. KOICESCH: That happens in prectienRy every cue If a helper he is to be pwa proper instruction by the fire*-class nan. Practically all our foremen art fintctoas men with training m safety work. MR. BIENVENU: Docs the forum* at any time, to your scrap, go bade nod check to see if these bey points have been ex plained to the men? MR. KOICESCH: Ym, that is dom. to kxbc cases weekly. Za ether cases where we have had minor injuries, be mhy do that every day. We teach safety before we start a man to work to the moenfag. Wc found out that so far this plan to* worked but to our satisfaction and is the reason behind our safety record. CHAIRMAN ADERHOLD: TW next Pulp end Paper Section 41 qaestibe U a little different: "How do you control toad took?" What is an effective way of keeping hand tools in condition? MR. KEMP: When we find a detective tool, we bring it to the foreman, and it's Ins responsibility from there; whether it is a personal tool or composy tool. CHAIRMAN ADERHOLD; Who in spects toots? MR. KEMP: The safety committee that malm the trip* twice a mouth, does a lot t the inspecting, but the persoead director and the superiatcodesta participate too. The foreman U our principal inspector because the problems always would get back to bin. We have very little trouble with hand tools. MR BIENVENU: We have a different gSa that works very well to our plant. All tools are cheeked to to a central point. The man checking them to, or a loclkxcpcr, looks there over. Eads operator, for to- staoce, has a box of tools for his machine, and os the Inside of the box it a Hst of the tool* to the box. Toots are -*4 when returned and If any of them look tod, they're takes out by the user and turned over to the matotmaoce department. Here three is a mas who is responsible for all tools. He discards them or repairs them, as the case euy be. CHAIRMAN ADERHOLD: Here to another question: "Cam waste paper balm be safely handled by one man and a two* wheel hand track?" MR. A J. BASILS [Safety Director, The Lawrence Paper Co, Lawrence, Kan*.]: Our bait* rent as high as 2^200 p*--*-_ so we can't handle that on a hand trade. We wed to take three men, but wc handle than new with a fork truck, although we stiff do seme hand trucking with bales tosldc the buHdtogs, Out in the yards, most /of it to done with a fork track. That to the I only mfc answer. CHAIRMAN ADERHOLD: Here Is another oae: "Do you guard tops of Eft tracks used for and piltog paper?" MR BASILE: Wc do. MR BIENVENU: We roof it ever. MR BASILE: The roof is what we u*e oq bales. CHAIRMAN ADERHOLD: Do any of you nsc the other type which to just the upright back framework which extends up beyood the top of the Wes? I'd like to find out how satisfactory that to. Do you use a roof, Mr. Kemp? MR KEMP: Yes, but we modified It, and are reconstructing all guards now. The guard we originally built was in line with tbe one recommended by the factory; it had Aat bars across the top. We had a 1,000 ib. roll come down approximately eight feet, and although it didn't harm the guard to any way, we could see that stress was placed on the weld where the right angle was made to the vertical section. So now we have built that up to approximately 35 degrees sad put s restraining bar through tbe crater. We purposely dropped a 5.200 lb. roll oa the port across the top to sec what the safety factor was, and I hope that will do It now. UR BIENVENU: Do you use angles or channels? MR KEMP: We use pipe. MR BIENVENU: Wc have used chan nels on that and haven't had rolls as heavy a* yours, but we've had large rolls fall and bow the channels, but wc haven't had any injuries. CHAIRMAN ADERHOLD: Do you hare a drawing of that new guard? MR KEMP: If anybody wants a draw ing of it, HI be glad to give them what I have. It is ready to be printed. Td like to ask a questioo: Have any of you developed a putKing block to be used between the tow motor and tire roll of paper to the boxcar wtoa Ac roll just slightly exceeds the width of tbe car--to order to dose the door and safety Scad that or. We use a plank or two ob the inside before we dose the door. Tbit to Is give aa extra bracer to the door. Sometimes you hare to joggle those rolls around and put a lot of pressure ou them to get them to. Has anybody here had that difficulty and developed a pushing block to aae totswu toe boric of the tow motor and & tty against the roll to push tbe roll In while you slide the plank to? This probloa has resulted to one accident without injury m our operations. CHAIRMAN ADERHOLD: Did a board slip? MR KEMP: That's right, it took a little slda off the fellow's ribs but it could have bora worse. We haven't foixad anything satisfactory, although we constructed a sad- 42 Paper Products die Ukc affair. The boys whittled the board down to it woeeld conform to the concave shape of the paper. Bat we have tried as min? different thing*, and we haven't found wish X could give it to you. bin it b net a proportion of jost turning Mm over to aw experienced mast. Yon most train toe nan that is geaag to do the training. anything good yet. Has anybody here had MR. HARTW1G: X am mrioca to laow ft<* experience? What have yon toed? whether anybody else hem does any great MR. BIENVENU: We stretch tb* car. UK. KEMP: Oon are stretched wfcea we get through- amount of training off-tbe-job. X am tfamktag of the new employee in the box end of the imhntry who b pot to work on. let's my, talcing off sheets of stock. MR. BXENVENU: that docs team, to be a problem. There wwM be as way of hinging a hamper on the bade end of that tow motor that wmW be a permanent af fair that yoe would drop dow*. Now, that's n fmbnmhl opetmkm that probably 90 per eon of to '* s-- '*- plant axe going u have 1 do before they are through work. Em they're Walking there, they wffl have to do MR. KEMP: Well, we tod make a gadget some of It Docs anybody hem have an that would work an hinges, bet the boy* off-toe*job training program as an intredne- were getting boobed sp, |ohg amend the lien to work in toe plant, and if m W back, and we discarded that idea. It wan extensive? oar first on* and w* didn't dusk it suc cessful. If yoe could get that thing to reexas into the side of the tow motor. It might be the answer. lOt MEINHARDT: Well, we're eratempbring k, and have for several years. MIL DOUGHERTY: 1 just goc through with that one. We worked that deal oe MS. BIENVENU: Yea. it would prevent -*!" gtrb la toe Mg factory. It u falling. actmBf done m toe work arm, bm the girt UK. MEINHARDT; From tb* standpoint of the poor fcQows trim have to un load these cars, don't do it, please. It's toogh to unload a ear filled to the gunwales. MR. C L K. DOUGHERTY [Asst Mgr, Indnstrial Rriatiosn. Union Bag & Paper Cocp, Savannah. Ga.j: Do you have governors on the tow motors? MR. KEMP; Yen MR. DOUGHERTY: How about fr us something about these governors? Oar fellows say you can't control them. MR. KEMP: I wish 1 tad my garage foreman along with me, be might be able to give you the details. 1 know wo ham governors oa two of our heaviest jobs, and they are do trouble. b Mt proiMclng and toe b in toe Irak of a Itsbirr. We fun a world of Bmatnrc oo It. Wc experimented with a training area, and w* doridnd toad wam't so hot. Tbe trouble b that you get toe old broken dawn madhinra that didn't si--dile tend produc tion. Oar system is off-the-job training; al though It b daoe 3e toe work area. " CHAIRMAN ADERHOLD; Yon pay them for k to*? MR. DOUGHERTY: Yes, sure, you haw to pay toon. MR. BXENVENU: Wc bam something similar for toe grb in our beg factory too Tbe biggint job b to get town to tie a knot. UR. DOUGHERTY: That's right. CHAIRMAN ADERHOLD: Here is another question: "How do you sctact and train operators of plant troda?" MR. DOUGHERTY: We m that pic ture in the Notienal Safety Name where the fellow had drawn n the floor how to na the truck. Wc take a new man, and tom aa old truck driver who has been trained by the tnudog director, and they trim the new mas for a week before they ton Mm loose. We've cut down a Sot of that way. The details of fust bow the train ing is dooc is available by writing ns. I UR. BXENVENU: And it b toigh I* do that in a Mg plant to wc one a confer* me* room. They spend the first day m there ,u,ffr"g bags and tying this bot It baa cat dawn toe training period tmm doasfy, sad, of course, the mmr thing <mU be worked is on safety. CHAIRMAN ADERHOLD: 1 me kbd of interested in what yon do eat m toe , Lakeview JOS, Mr. HembCatse. Don't yon bnm loam am of training program at tOmberiy-Chrk? UR. A. J. HOMBLETTE [Safety De Pulp end Paper Section 43 rectof,' Kimberly-Clark Carp, Nccaah, Wb.): Yes, we do at Lakcview, and TO tell you a llttk bit about toe plant at Ni agara Falls at toe same time. Parts of toe various machines arc dupli cated to the traassg room. W os* our ngobr J. X. T. Manual hs which tbe job it broken down. We take beginner* and unto toens bow to handle the wadding and break toe wadding We then move them into tM converting department. There we have . watch and observe aa experienced op erator. Then we let toe new nan take over the but to* --'riTifrr he gets behind, be seeps one and lets to* regular operator irli ap, Wc have a duplicate of to* coo- verting equipment la the training room. CHAIRMAN ADERHOLD: Yon have bras working oa job training for a bog period of yuan? MR- HOMBLETTE: Yea And we find k really pays. CHAIRMAN ADERHOLD: The sect Caution is: "How d* yen prevent injuries htotoiag cores and shafts?" MR, BIENVENU: We have a stand on hkh to store the cores. We have our men wear safety shoes. They actually go through toe operation* before they ever take over the job. There I* a technique to standing behind a core so as to keep it from falling os yonr toes. We have lift trucks to hoist toe heavy roll* up. Some of those cores weigh around 300 7b*, so it take* two mca te handle them. Where the two men aren't available, we have a lift, X think it's a Barreft, that Is operated by a hand crank. You roll up this Lift against toe shaft, engage h, lower it and bong it so wherever you want. It's a mobile dolly. MIL MEINHARDT: We have just com. {dried seme shaftlcss roll stand*, which we hope will efimxnate toe hazard. We don't know whether or not that is going to be toMondeaUy sound. Those dungs are ex pensive. It may assist toe operation to the poiot where it really pays. MR. B1ENVENU: Wc have had on* (or five years. It works very wtD. MR. WAYNE J. PARKIN [Safety Di rector, Fort Wayne Comagated Paper C&, Hartford City, lsl)i We have best using how toiftlcw roll stands, and we are going te me more of them hi the Chicago plant. They famd them satisfactory, although there has been some breakage on the worm drive oa some of than. I have noticed that the breakage has bca mostly where a new installation was pot In, which may indicate that tbe trouble might be due to the need for operators to get used to it. CHAIRMAN ADERHOLD: I'd like to go back to the previous question for a moment--injuries while handling shaft*. Gus la* some of the job instructions that are given to their mot, and a few of them cover this particular hazard. MR. BIENVENU: We mentxn under the hazards encountered by a counter cor rugate* man: "Whea handling shafts or rolls, lift with the kgs and if load is too much, get bdjt'* At induction, the man is shown how to lift properly. Some of the standard safety precautions are "Keep hands and feet in dear when handling shafts and roil*. Keep hands away from core* when shaft and rolls are in use oa account set screw may slip. Do not wear loose clothing or long sleeves. If necessary to wear long sleeves, keep them buttoned" Very often the shafts are warm on the friction end. We caution toe man in han dling shafts to take precaution on account of beat oa tbe friction end , CHAIRMAN ADERHOLD: We have another question: "What one feature do you feel has contributed most to your safety program during this past year?" MR. KEMP: More stabilized employmart. CHAIRMAN ADERHOLD: I didst expect that one. Is that a feature? MR. MEINHARDT: That's part of it. CHAIRMAN ADERHOLD: Docs some one eke have something that they think helped their program most in the past year? MR. BASTLE: can tell you ooe that has helped; that was the safety slogan and match contest. It <d toe job for os in oar miff. The fact is we brought them throogh four straight months without aa acricket, aad vre tod, I think, eliminate one m oar box mill toiling 'the period of toe contest about four months. CHAIRMAN ADERHOLD: Yon <*trihoted mtelie* with safety slogans? MR. BASILS: In combination with the money award The matches, of course, went oot first. 44 Paper Products MR. HOMBLETTE: I think that putting the nftty program in the hands of the hourly paid workers made our people safety* minded. UR. UEINHARDT: Uy immediate su perior. who is genera1 production manager, Labors, and rightfully so, I think, under the impression that accident prevention, waste control, quality control, increased efficiency of ail go hand m hand. The factors that make for a good performance a make for a good performance in the odxr, etd as Mr. Kzznp pointed out, stabiU^d mifliijimmt or stabilised personnel is the baas. With that down, the rest of them amSonatkally come tap. It is some* hard to t*D whether your improve* as s*g'rlsr* prevention is the result of anything yon specifically did. TU {nsjocacy m oar plants, generally. I believe fans improved a little bit faster, cer tainly. than the National Safety Council's axhtftry average. At the time we started really prodtiog the gospel of safety, our frequency was about double the national average. It is now naming about 50 per cent better. Tying quality and safety ua ooe package an * speaking about them as a unit appeals to many people It reaches people, because the man who is running a plant and is pri* manly interested in quality, realises that the same thing* he does to get quality will also get him better accident prevention. CHAIRMAN ADERHOLD: One of the questions turned in is: "Do you bars spe cial fire precautions for storage of stockT* [ don't know just what kind of stock is meant. Let's take the storage of solvents. What precautions do you take ut the stor age of solvents? MR. BRUCE J. BOERNER (Safety Di rector, Hummel & Dawning, Milwaukee; Wit]; We do printing. We use various solvents which some of the panting com panies themselves recommend and which have flash points equal to or lower than kerosene We have gotten my from gaso line entirely. We bring the solvent into the plant in five gallon containers. The inks are kept in an air-conditioned room wfttcft is sealed off. Any solvents in that particular department are also kept in the same room, but the storage of inks in cadi department which handles printing is centralized--there ts a fireproof room for Sola a ends depart* ment. Solvents are kept ia tbc one place. MR. BIENVENU: How about dmint printing dies? The insurance twfriu now ask that we build an asbestos*lined room sa order to do that job. CHAIRMAN ADERHOLD: Don't you have to clean them o5 soraefkaes daring a run? MR. BIENVENU: Yu, tint's done with a kerosene or low flash-point solvent, but this other stuff which we nse to dean printing plates is highly volatile. CHAIRMAN ADERHOLD: Are you using a paste ink? MR. BIENVENU: Our* ts an oil base ink CHAIRMAN ADERHOLD; That's the hardest to clean off. MR. KEMP: We have m special ram. It's not fireproof, but seen will be mode so. CHAIRMAN ADERHOLD: For ekao- iag plates as they come off the presses? MR. KEMP: Ye*, and we have explosion proof lighting throughout the cadre in. Everything done by heat is done by steam beat. Also we ground each machine individ ually, and we use Protcctoieal oa every thing, CHAIRMAN ADERHOLD: You get some of your inks in bands. Do you use non-sparking tools? UR. KEMP: Always all the way through. n MR. DOUGHERTY: We had an ex* plosion and fire in August and we're work* ing on this problem now. MR.L.B. SCHLOEUER (Central Safety & Plant Protection Supervisor. Marathon Corp, Mcnadta. Wi*.J: I don't see where there is any particular hazard in handling oil inks. Your inks are mixed with linseed oil and varnishes, and things of tfat nature. We have a major problem in one of our plants where we use high flash point kilo, such as amtine inks, but I don't dunk there are many concerns here using aniline, are there? There are seme definitely established standards with regard to the storage and handling of flammable Bqnida Yon can get ' those standards front the underwriters, and * there isn't much deviation permitted where the question of storage is concerned. There are several general principle* that you can Pulp end Paper Section 45 apply In the handling of flammable solvents; oee is that the quantity should be reduced Co the miasmum. Where that is not possible; it should be isolated, perhaps using uoder* ground stor *? facilities--that is, where you are getting into the hnodred* of gallons. Where it is not possible to isolate it, then, of course, you have to provide explosion-proof electrical equipment and ven tilation. One thing that is frequently forgotten in the handling of flammable liquids is the hazard of fta~. electricity. There are enough conditions zroond a printing press to crate static electricity, and we have had a number of fires within our plant resulting Irem ft. Factory Mutual Insurance has pot out aa excellent pamphlet on that. "The Handling of FImentile Liquids." It is a complete booklet, aad I am sure if you writ* n thos for a copy they will be pleased to scm2 you om. The National Board of Fire Underwriter* has something ee it. but I don't think it U quite as good as what the Mutual has put oat. CHAIRMAN ADERHOLD: Mr. Kemp, you motioned grounding barrels and con* tamers. Have you fad any fires caused by static electricity since you have done that? MIL KEMP: Yes, we had a small one on a Number Throe pros. W think it was soused by static electricity. MR. SCHLOEUER: I'd jut like to add one very aupenant thing, I believe flat ia about 00 per cess of our aoddent* a person fits aoto the picture, aad a luge part of year fire risk. Insofar as flammable Uqoxk arc concaaed. can be largely controlled by iriMfriling standard practices. Next week ia one of oar plants we are starting an eight-boor course for every em ployee a cat department faod&og flammable Cqmdt. We arc going to use the film, "The Chemistry of Fire." Yea can get It from a good many of the insurance companies or, your vocational schools. Ia the first session, we will discuss the scope at tbc problem. In the second season we are going to cover m grat detail the fire hazards, arc nnrri and fire prevention. In the take we are going to cover fire extinguishers, aad the next session organized fire control throughout the departnoit. It U important not to underestimate what your men can do. We would have had same very serious fires if it hadn't been for men specifically trained in the use of fire ex tinguishers. It could have involved an entire department hwansc there were sufficient quantities of flammable liquids, and we could have bad a burnout of maybe fifteen or twenty machines. MIL KEMP: A year ago I made ar rangements for the use of Protectoseal, arid we went through with a visual education program with everyooe in our plant who had to do with the handling of liquids of that nature. Later hourly paid onployees came back and told us that if they had had to sit down and read that information, they wouldn't have got much out of h; but be* cause we had discussion following the film they learned more. CHAIRMAN ADERHOLD: That was a different topic than the one we stoned out on, bet it's a very important one. This particular question had to do with the storage of other type* of-tilings also. We have a targe coal pile outside that's burning right now. Do any of you have that problem? MR. KOKESCH: We used to have fires continuously in our cool piles all winter long, and we have ua average of from 60 to 200,000 tons in the pile. As it was loose-stored, we got hold of a couple of bulldozers and ran over the pile and packed it down, and since then we haven't had one single fire, and that's eight years. It seems the more you pack it the less danger there is of any air coming in and muring with the gas and causing spontaneous combustion. MR. ANTHONY O. VRANEK (Safety Director, Container Corporation of America. Chicago, III]: We have about 30,000 tons, and we always had fires m our coal pile. We tried out th.\t stunt, bulldozed It down to about 30 or 40 feet and haven't had a sign of fire so far, and die cool has been in pile* about nine weeks. MR. BOERNER: Our company has had quite a bit of trouble with wastepaper bale fires; I woadcr if asy of you store waste* paper ia boles and what experiences you have lad with fire. MR. SCHLOEUER: I was an officer ia the fire department at Cincinnati for 20 years, and the first big fire that I had was at the Container Corporation of America. 46 Paper Products The fire was in an area 600 feet ion* and about 400 feet wide. Let me shew you how fast this stuff will bum and how intense it can be tn a relatively short period of time. There' was a lot of traffic passing this par ticular area on a Sunday afternoon, and we, like many of you know, were out playing horseshoes. A lady who lived across the street was sitting on her front porch and saw it, and she came over and said, "Looks like there is a fire up at the Container Corporation." The whole sky was full of smoke. We started dashing to the station to bop on the truck, and by that time the alarm started sounding off, and by the time the last gong hit we were on our way. It was one mite away and we went 40 or 45 miles an hour, but when we got there, that entire area was on fire. There was ooe shed in there, about 200 feet long by about 125 feet in width. The columns on this building were 12'xl? and 14'xl4\ and the trusses were ID'xlO' and 8'xB* with tie rods an inch and a half by an inch and half, and when we got there that entire roof was down. If you don't think that you have a pos sibility of a real severe fire In baled wastepaper, you're mistaken. We fought that fire until the following day. Tying in with that there was a large amount of pulp in bales, and that stuff was almost as bard as Masonite. I had talked to the management prior to that, and they said. "Oh, that stuff will sever bum." Vou should have seen that stuff bum, if you think paper palp won't burn, even though it is hard. In an intense fire you have no control over it. CHAIRMAN ADERHOLD: How would you advise storing baled paper? MR. SCHLOEMER: Well, first of alt. you want to be sure you eliminate from the bulk of your Stonge paper which has a reasonable amount of lime, even if it is in bags, and things of that sort. I don't know how far down you go with your wastepaper, but some of it might Have lime in it and nitrates and things like that. You know your chemicals, you can go down fc list of chemicals and see which one of those things would act spontaneously with,water. The next thing to do is to brak down your storage areas. It's good practice to have a minimum of 50 feet clearance be tween huge Modes. I'm speaking of a block that might be 200 feet long by 150 or 200 feet wide. I am only ghrieg you my recol lection of the figure; you can check with your i***r***e companies and they will give you accurate details. The next thing to do Is to be sure that you have reasonable water protection within the ares. Another precaution is to have your watch* mos's tour cover that area. It often happens that they can catch a fire that ts devdopcog beat and smoke spontaneously. CHAIRMAN ADERHOLD: Would it be a wise Idea ts have cncraualcitions in that area? MR. SCHLOEMER: Yas, if the area it, from one cad of it to the other, anywhere over 500 feet, definitely. CHAIRMAN ADERHOLD: How high would you store the baled wastepaper ? That is, inside or outside. MR. HOMBLETTE: Normally, not over twenty-five feet high. MR. J. FRED BERRY (Alton Box Board Co, Alton, Itt-1: We pile it about the same height, 25 to 30 feet, not much greater than that, and we keep the piks separated by 50 or 75 feet. Our stalls go tip a little higher than that, and we bole about a year's supply of straw all the time, and these bales go up about 40 feet high and about 200 feet loog and about 35 or 40 feet aeross. If ooe of those gets on fire, all you can do Is pot water ou it and keep it from burning too arocb and use R up as you go along. CHAIRMAN ADERHOLD: Here ts another qoestSoa: "Do white Uses make a big contriburiou to safety and to good dean aisles?" MR- BIENVENU: There's a machine we use in our plant for marking the aisles, and it might be interesting to people not using it to know about it It helps out a whole lot It's the same machine that the street traffic deportment uses to nark cross ings. You can line your whole plant in a very short time and if you keep the lines bright and new, you will run a greater dunce of having people respect then. CHAIRMAN ADERHOLD: How do you beep skid platforms fiat and not on edge when empty? Pulp end Paper Section 47 MR. JAMES SULLIVAN (International Shoe Company, Chicago, IU.) : The Con tainer Corporation's Rock Island plant de veloped a skid that can be stood on end safely. It was a framework skid put to gether with angle irons and welded rod kgs, and it had sufficient kg ctmrance so that you could stand it up on end. la actual tests, buying the Sop of a sldd standing on end, wc pushed it across a highly re sistant abrasive surfaced floor for a dis tance of some 20 feet without causing the thing to fall over. The details ou that were published io a sheet that wove aramd throughout the en tire mpmSM as a roeeunoidcd type of skid to be used throughout the company. That was ear answer to out hew to keep skids fiat. I am star if you wawSed any information about this fidd. you could get k by merely writing to the fn-iimr Corporation. CHAIRMAN ADERHOLD: I can see where there is aw advantage m having a sldd that wtS stand up am edge without tipping only boons* when a nan is alone and tries U bade up skids, he can easily strain his back. We've had two different methods of avoiding jhis hazard at our Menxsha plane. In one method the foremen insisted that the workers stand the skids against a post btcinic m that way they wouldn't form much of a tripping hazard because the upper kgs kept you away from it. and they iSdi't tip over beeause the post was against the fiat side. That worked fine in that deportment, but it di<b**t work in all departments because the foremen didn't insist on tt, UR. BIENVENU: We haven't been able to get them to do what you just mentioned. There is a hazard of somebody bisnptng hue a skid and knocking it over, no matter how you stand it. So our rule is: skids arc aot to be put on edge. We carry It out quite successfoDy. Sometimes somebody tries to get by with something In a crowded area. For example: a man had a skid stacked oa edge between a post and a load, and when it vss brought to his attentioe he said, "It out fall" We Kid to call to his attention that some body was going to more that loud ia a little while, and then it would be a hazard, but I think it is a matter of education, You must cither keep plugging on it, or do what Mr. Sullivan said, get one as wide as it is long so it will stood up both ways. CHAIRMAN ADERHOLD: I have a question of my own: We have a couple of bad drum winders. It is hard to convince the boys they could be reversed. I imagine somebody must have a nipguard of the type that rolls around the drum. Do you have ooe like that, Mr. Kemp ? MR. KEMP*: Yes. CHAIRMAN ADERHOLD: Could I bring our engineer down to look at that? MR. KEMP: Yes, CHAIRMAN ADERHOLD: Has any one tried out or developed a usable guard for a trimmer? Apparently, the best answer up to now is controls such that the hands must be away from the laufe to start the machine. MR. BIENVENU: Two-hand controls. MR. BOERNER: What do you do with a pin-type clutch on there where once the cycle U started it will complete. Your twohanded controls arc effective only to start the operation. By the time that the knife is completing its stroke, the operator has plenty of time to get his hand in. MR. VRANEK: I don't (mow how new our Seyfeold machine is, but we have one in which the stock is brought under the knife automatically after the initial setup. It works like a typewriter tab, and, of course, ta our operation the cuts would be the same sizes. It's simply brought forward, and the earn doesn't put his hands under the lOttfc at alL And the knife has more of a shear action than the old drop blade. MR. BIENVENU: That's where you're ratting a constant site, isn't it, though? MR. VRANEK: For the particular order, yea. you're cutting a constant size. MR. BIENVENU: On some of them yon may start off with a sheet 30 by 50 and end up with one, ten by ten, so that you have different combinations to make. That wouldn't work hi that case, would it? MR. VRANEK .* No: it would have to be a standard sue sitil youehange to a differ ent order. MR. SCHLOEMER: Where would be the desirable position for the safety man within the plant organization, or h:$ most efficient fauctions? Would it be directly aider the plant manager, under the plant 43 Ptpor Products superintendent, wader plant engineering, ec under penoonel? MR. MEIKHARDT: Many book* have probably been written on the value of func tional organization charts, and there are varying opinions as to just bow far you can go with a functional organization chart. It is a nice thing to start out with, but when you get through, you also have to fit per sonalities to it. So the question comes op, should you fit personality to the function or function to the personality. There, again, 1 think that is something that is peculiar to each individual plant or organization. There are times when the safety department should be underneath (be vice-president in charge of operations--as high as that, let's say. There are other places where safety should be under the production department There are some or ganizations where safety probably is handled by a vice president 1 don't know if any organizations are that big, but U that some thing you could put a hard and fast rule on? Let's put the question the other way around. The answer depends upon the safety engineer himself. He cas function most effectively and efficiently where ha will fit himself in best UR. BIENVENU: I think that from my experience the best position is under production or directly under the superin tendent. If a maq * naming the plant and is going to be responsible for quality and production and waste, and safety is tied up into every one of those, the safety man ought to be in that position just a* the en gineer or the foreman of the department is--directly answerable to the superintendent. MR. KEMP: Consider first what safety U: it U a service department function. Now, where decs top msozgeraeot want the serv ice and bow? How does he want the au thority to give this service generated la the line mgMiinTinti How, that goes right back to what said. 1 think that has to be rnnririr to your owa particular plant because yea have so many modifications, and your line orgamntiocs arc different. MR. SULLIVAN: I have always frit that oae of the biggest faults of safety mot, ia general, it the fact that they are always going to people and arinag them if they caa do anything for them. That's this serv ice oiHCtft I drink it's high time that a lot of ua ia mfety begia to get the idea that somebody should come to e sad my, **\Vhat can you do to bdp as?" In other words, they should kps asldng for safety. How, that comes as a natural result of a simple analysis. Accidents, ac cording 'to a lot of these bodes that I have rsad,,can be raaUy divided into two basic oases, either aa unsafe act or an unsafe condition, either ia combination or singly. If management is responsible for the ac tions of their people and the coodirioe* under which they work, that same manage ment. in preventing accident*, should require the une organization so have definitely as signed responsibilities for accident preventint. If that is the case, then your safety man caa be a service mu because the line organization is going to come and ask him for help in preventing accidents {ft their own department; instead of the safety man bring responsible for preventing accidents, the line organization is responsible and the safety man is merely an adviser, aa assistant, a service man. Officers of the PULP AND PAPER SECTION NATIONAL SAFETY COUNCIL 194S-49 Central Chairman--R. W. CROUCHES, Safety Officer, Minnesota Sc Ontario Paper Company, International Falls, Minnesota. Vice-Chairman <5* Membership Committee Cfcstrmo*--GEORGE W. HARPER, Erector of Safety. The Mead Corporation. Gullicotbe, Ohio Secretary & Program Chairman--C. L. R. DOUGHERTY, Attittaat Manager, Industrial Relations, Union Bag R Paper Corporation, Savannah, Georgia. ,Vnj tetter Editor--PL B. GOODRICH, Maintenance It Safety Engineer, Strathmore Paper Company, Wot SpriajSeld, Massachusetts. fTfatlrfician--FRED W. BRAUN, Vice-President Sc Chief Engineer, Employers Mutual Liability Insurance Company, Wausau, Wisconsin, Regional Membership Representatives---H. P. HEUBNER (East), Insurance Manager, The FImtkote Company. New York. New York; GEORGE MERJUMAN (South), Co-ordtnator of PukmmI, International Paper Company, Mobile, Alabama; E. A. PAGE (Great Lakes), Personnel Superintendent, Kimberly-Clark Corporation. Nacoah, Wisconsin; ERNEST DUTCHER (West), Safety Encwer. Pioneer Division, The FIbtkote Company, Los Angeles, Calif.; DOUGLAS B. CHANT (Canada), SecretaryEngineer, The Ontario Pulp & Paper Maker* Safety Association, Toronto. Ontario, Canada. Health Committee--DR. JAMES D. STARK (Chairman), Medical Director, HanaumguH Paper Company, Erie; Pennsylvania: ELLEN A PHELAN, R. N, Rhinelander Paper Company, Rhinelander, Wise Contest Committee--At SCOTT DOWD (Chairman), President, Fritz Publications, Inc. Chicago, Illinois; W. R. CAHILL, Personnel Director, Nckooca-Edwards Paper Com pany, Port Edwards, Wisconsin; BENjAMtN D. ROGERS, Director of Personnel. Bird A Soa, Isa, East Walpole; Massachusetts. Pofpwood Logging Division--A, E. MINOR {Chairman), Safety Supervisor. The Ontario-Minnesota Pulp & Paper Company, Ltd, Kenora, Ontario, Publications Committee--R. O. HELBERG (Chairman), Safety Engineer, Employers Mutual Liability Insurance Company, Ironwood, Michigan; LAURENT GIRARD. Woods Personnel Supervisor, Consolidated Paper Corporation, Ltd, GrasdTfcrr. P. Q. Canada; SETH JACKSON, Safety Officer. U. S. Forest Service, Washington, D. C Visual Aids Committee--FRED T. UORRISH (Chairman), Safety Supervisor. The Ontario-Minnesota Pulp Sc Paper Company, Ltd, Fort Frances, Ontario, Canada; A J. KEENAN, Assistant Manager, Tfraberlandc Department HolUngnrorth St Whitsey. SO Watcrvilk; Maioe; D. E. HENRY, Safety Co-ordiaator, Southern Advance Bag Sc Piper Company, Hodge, PaJp Manufacturing DivWocs JULIUS A DRAPER (Chairman), Director of Safety, Consolidated Paper Corporation, Ltd, Grand'Merc, P. Q, Canada. Publications Committee--E. B, LAMBTON (Chairman), Safety Engineer, St. Regis Paper Company, New York, New York; A S, COOK, Manager, Quebec Pulp Sc Paper Safety Association, Quebec, P. Q, Canada; CYRIL D. MeCAN, Assistant Safety Engineer, Cnasett Paper Milla, Crouctt, Ark.; R, CHAPMAN, Chairman, Mill Accident Pre vention Committee; Howard Smith Paper Mills, Ltd, Cornwall, Ontario; Canada. Visual Aids Cwwiif/rr-THOMAS FURNESS (Chairman), Safety Director, Champion Paper & Fibre Company, CanIon, North Carolina; GEORGE S. KELSON, Claims * Safety Manager, Coruolidatcd Water Power Sc Paper Company, Wisconsin Rapids, Wisconsin; DAN McGTLT.ICUPDY, JR, Safety Manager, Rayonicr, Inc, Hoquiam, Washington; JOHN J. LONG, Safety Director, West Virginia Pulp k Paper Company, Luke. Maryland Paper Manufacturing DMoton--D. V. HILL (Chairman), Safety Dirrcior, The Mead Corporation, Kingsport, Taaimi i Publications Committee--ARTHUR CARLE (Chairman), Safety Director, The Northwest Paper Company, Cloquet; Minnesota; E. V. JOHNSON, Safety Director, KimberlyClark Corporation, Noonah. Wisconsin; H. E. NEWBURY, Safety Director, Ecusta Paper Corporation, Pisgah Forest. North Carolina; C C COUGHLIN, Safety Director, Galf States Paper Corporation, Tucaloon, Ala. Visual Aids Committee--GEORGE H. PEARCE (Chairman), MIQ Safety Officer. Butburst Power R Paper Company, Bathurst New Brunswick, Canada; STANLEY C. BROWN, Safety Director, The Ontario Paper Company, Ltd, Tborold, Ontario, Can ada; G. RUSSEL LEONHARD, Director of Safety, Paterson Parchment Paper Com pany, Bristol, Pennsylvania; A. . TOPMILLER, Safety Engineer, Cltampton Paper R Fibre Company, Hamilton, Ohio. Paper Prodnet* Dhidoa--W. H. McLAUGHLIN (Chairman), Director of Safety & Sanitation. Lily-Tulip Cap Corporation, College Point; L. I, New York. Publications Committee--W. D, McGUINNESS (Chairman), Assistant Insurance Man ager, The FTatkot* Company, New York, New York; G. J. BIEXVEXU, General Superintendent, Gaylord Container Corporation, Cootaint? Divirion. Bogalnsa. Louisiana; C. H. KEMP, Safety Director, Thflmany Pulp R Paper Company, Kautama, Wiscon sin; GRANT SHIBLEY, Safety Director, The Ohio Bovboard Oanpany, Riisnan, Ohio. Visual Aids Committee--A, J. BASILS (Qaainnas), Safety Director, The Lawrence Paper Company, Foot of New Hampshire Street, Lawrence, Kansas; JOHN MEINHARDT, Director of Safety, Gaylord Container Corporation, St Louis, Missouri; VINCENT F. COULON, Safety Director, The Sealrigbt Company, Inc, Fulton, New York; H- E, GREENWOOD; Safety Director, Union Bag R Paper Corporation, Hud son FaSs. New York. Staff Representative--TL P. MAJJCONI. National Safety Counci!, Chicago, HL 51 OTHER VOLUMES in this Series Many user* of thi* volume will also find much value in it* companion volume*. Here is the list: TITLE . VOLUME No. Annua! Meeting Banquet, Women** Activities, Indye.to all Volumes sad Exhibitors.... American Society of Safety Engineers and Subject Sessions,,.,.,,.,.,....,........... . Aircraft Manufacturing Section................. Air Transport Section............................. .................. . Automotive and Machine Shop Section........................................................................ . Cement and Quarry Section.......... ............... ..................................... t 2 3 4 5 6 Chemical Section ............... . Coal Mining Section.................................. ........................................ ................... I Commercial Vehicle Section................. 9 Construction Section ..................... ***;*>......................................................... ..................... 10 Electrical Equipment Section................................. ............................ . II Food Section ... ......................................................................................... . 12 Glass and Ceramics Section....................................................... 13 Industrial Knrssg Section.......................................................... 14 Marine Section .................................. ......................................... ........................... 15 Mcnt Packing. Taming aad Leather Industries Section.......... ....................................... 10 Metals Section............................................................................................................ 17 IS Petroleum Section ................................................... .................................................................. 19 Power Pres* Section............................................................................. . 26 Printing and Publishing Section................................... . 21 Public Employee* Safety Committee................................................. 22 Public Utilitie* Section.............................................. ............................. 23 Pulp and Paper Section............................................................................................................ 24 Railroad Section ........ ............................. 25 Rubber Section................. . 26 Textile Section ...................................................... . Traffic Section ........** , 28 Transit Section ........ ....................... ..............*** . 29 Wfod Products Section............ . 30 Karra Safety ....................... ....................................... . Home Safety................................... .. , 31 .. 22 School and College Session*,..,............ ....................... .. 33 The Human Side of Safety (Early Morning Sections) . si PRICES OF EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME l to 9 copits SIZE Back Let* than 24 page - |025 24 to 48 page*-- 20 49 to 96 pages-- .40 Over 96 page*-- .60 10 to 99 copies Each *020 25 25 ss 100 to 999 copies Each 30.15 20 30 20 1000 of more Bock 80.15 20 20 20 Complete set of Transactions (34 volume*)--f&OO NON-MEMBER prices are double member price*, except volumes 2*. 31, 32 and 33. NATIONAL SAHTY COUNCIL 2S N. WACKO SRJVK CHICAGO 6, ILL Currant Safety Topics in the RAILROAD INDUSTRY As priwhJ la tfce Sessltu of ffco Kottroorf SwHh of ffca 194C Netfaool Scftfy CMfrtss Annual Report of General Chairman... ........ 3 Memorial to Herman A. Daafcc................................ .................. 3 Greeting* from Safety Section, A^.R.................................... 4 Report* of Standing Committee Chairmen............................. 4 The Interest of Railroad Management In Safety................... 13 Train Accidents .............................................. ............................... 17 Train Service Accidents............ ................................ ............. 20 Train and Train Sendee Accidents fA Panel Discussion}................................ ................................. 22 Color Power in Industry................ ........................... ...................... 31 Non-Train Accident* (A Panel Discussion)............ ...................................................... 38 A Brief History of the Railroad Section...................45 Part General Chairman, Railroad Section................................... 47 VgIbbm 25 Traiiaptioit In safety, as in all other human activities, the question is repeatedly asked. "What's new?" Many answers to that question arc given every year by those who participate in the various session* o the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress scaled. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a valuable tool in their accident prevention programs. Publication of the Transactions in m|1 volmncs--ooe for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man* agemeat and supervisory personnel at small cost. The 34 volumes of the 1941 Congress Transaction* are fisted on the last page* Distribution of these volumes to key personnel is wggrmd. as a valuable aid in the safety program. In preparing these Transactions the proceedings of the Congress have been coodcascd and edited for reference purposes. Complete original manuscripts, with any charts or iDostntioe* which were used, are available in National Safety Cnunrit files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety Council THE MILROAB SECTION This volume is a record of the sessions held at the 194* National Safety Congress by the Railroad Section. The ccndnct of that Coogress sessions each year is only one of the many cooperative activities which the Railroad Section carries on in behalf of it* cnesbcn, and for the benefit of accident prevention work in the railroad industry generally. The Section gives gmdaoee in the preparation of a great variety of technical and cdocatioml material useful is the day-to-day safety program* of railroads, The activities of the Section are under the direction of its Executive Committee, the members of which are fisted on pages 50 and 51 of this vohsnc. JWrM^&dtK 3 Annual Report of General Chairman By W. B. ROBERTS Superintendent of Safety, CMcig) R North Western Railway Co., Chicago, HL It hardly seems possible that a year has elsptcd since Charlie Bowfiog turned over the gaval to me as general damae of Ah Section. Much ha* been accnmiJTjhnd hr* log the year. The program calls for an anmai report from the general chairman, bn the pro gram committee ha* wisely confined the time for submission of the report to tea minute*. Several hours would hardly be saflkknt to outline the progress and aff the activities of the Section during the year. However, most of the activities of the Section will be outlined in the reports to be submitted by the various committee chairmen, aad there is so need for an ex tensive report from the general chairman. You have been provided with a copy of a brief hiitory of the Railroad Sectioe. which Lcs Dutton, our staff representative, kindly prepared for u*. At the suggestion of Leonard Hoffman, we have also listed the names of the past general chairmen on dm back of the history. It is interesting to see how many of these past general chairmen are still active in the Railroad Section. Laying down the gavel has not lessened their interest in safety aod the Railroad Section. A* your gnral chairman. It has been ecy privilege to serve as a member of the Industrial and Traffic Conferences of the National tety Council. The Industrial Conferee*, ndd two meetings in New York and two in Chicago, all of which t attended. The Traffic Ceofcreace held three meetings m Chicago. *12 of which I also attended. President of the Uelted States re appointed a Conference on Industrial Safety. Messrs. Mumford. Naff, Long and Kimball and your general chairman were to serve on this conference, A pretiaunary meeting of the Conference was held In Washington several weeks ago. Represotatives of tabor, industry, insur ance companies, safety councils and gov ernmental agencies sat down and discussed ways aad means to farther reduce the Dumber of industrial accidents. Another meeting of the Conference is scheduled for next March. 1 believe much good will em anate from the Conference. The executive committee of the Railroad Section held throe meetings in Chicago dur ing the year sot m November, oce m Jan uary and owe la May. All were well at tended aod interest was shown by all those ht attendance. Memorial to Herman A- Daake It is with deep soiiow that we report the death of our friend and co-worker. Herman A. Daake who passed into Life Eternal since our last meeting. His interest in safety was constant aad deep. He had a warm heart aad was quick aod responsive fa his personal contacts. His dear *MMug coupled with his vast More of knowledge will be greatly missed ty those he left behind. Herman was aa outstanding figure in the work of the Railroad Sectioo. He sowed tratty aad MSelfisUy on a number of com mittees, as wefl as Secretary, Vice Chair man and Chairman of the Railroad Section. HI* mmfalling devotion to the safety of the youth of tlw land will forever remain a Memorial to a well-spent life; THERE FORE BE IT -- RESOLVED That the Railroad Section of the National Safety Gotsrii assembled in its wneil Congress is the City of Chi cago, October 19-21, 1948, record with sor row the passing of our friend and brother aad be It further-- RESOLVED That this resolution be re corded in the Mhmtes of this Congress and that a copy be seat to the family of the deceased. fVittimm H. Robert* General Choirmm L. B. Hmfer Secretory. 4 Reports of Standing Committee Ckokmm Greetings from Safety Section, A. A. B. By J. R. TBNNBY Superintendent of Safety, Witten Maryland Railway Coapwor, KacotowB, Ui Chairman, Safety Section, Association of Americas Ri&mda The most harmonious relations possible exin today between tbe Railroad Section of the National Safety Council and the Safety Section of the Association of Amer icas Railroads. Each one is especially well suited to accomplish certain things, and, is addition, there are many things which they cut do cooperatively. Each one, tire, is functioning effectively in its proper field, and both are working together for the advance of the cause of safety. You might be interested to know that the prospects are bright for tbe employment of a staff safety engineer by the Safety Section. Hus will make the work of the Section sore effective. Another project in which the Safety Sec tion is engaged is the revision of the code of safety rules gotten out by the Section in 19(2 to bring them up to date, in the light of changing conditions, Thus both our sections continue to move forward together, and it is n great pleasure to see the spirit of cooperstion thst extiu between them. It U sty hope that this spirit will always continue, and I mm always ready to do everything in axy power to mtVr it Reports of. Standing Committee Chairmen Bepoit of Seaetarr-Newe letter Editor By L. B. HAMPER Secretary-News Letter Sditor, RaSroad Section, H.LC, Personnel Assistant, Ufinofs Central Re&reed, Chicago, H. Tbe mala function of my office is the editu* of the monthly news letter of oar Section. 1 am pleased So report thst I was able to meet the deadlines reasonably well, and I leave it to yon to pass on tbe merits of tbe natcrial that went into tbe publica tion. X want to thank all those wbo contributed to tbe news letter, and I ask yon all to give all the help yon am to the incoming editor. I have cajqyed this work; even though at times it seemed tike a good dml of s chore. If I cam fad that I have made seme cootribntiaa to safety In doing this Job X will be wdl umtuwt Roport of Conf--f Cocxszxilfadr ByC.L. LA FOUNTAINS General Safety Snpmiaur, Greet Northern Railway Ca, Se. Radt, Um. Awards were presented to the following Sshg Coolest hr the jfor 19(7: earners in the Rrilremd Employees' National Group A B C D E F STANDARD RAILROADS fleffraarf Optra** OJCriaJ Rteipimt Union Pacific RaSroad Compan/ a F. Ashby, president Texas and New Orleans Railroad Company R. A, Craft, executive vice-president The Cincinnati, New Orleans 9e Texas J. T. Mooa, general iwanegvr Pacific Ra2way Company New Orleans and Northeastern Railroad J. T. Noon, general manager Company Georgia Southern & Florida Railway D. W. Broman. garni wttegtr Company lake Superior A Isbpemfag Railroad Co. A. Sjrtnca, vico-pmident and general manager RaSroad Section 5 G St Louis Zone H Wilmiugtoa Stop H. A. Hudwalker, superintendent W. C. Dean, manager Switching and Terminal Railroads A The Cleveland Union Terminals Company C. F. Wlcgde, general manager B The River Terminal Railway Company A. J. Gentholts, president The Green Bode for the year 1947, pub lished la Hay, 1941, marks the completion of a (Barter century of this publication, ind was captioned die "Silver Anniversary" edition, die cover bang printed la silver ink. The Grata Hack waa from the very &egawing mtiqntiy the project of Lew R. Pahoer wbo died la 19(5. The twenty-fifth issue of this publication contains consider able history of the Green Book; also the "historic goals,'' as well as the prediction that if lhe railroads eta continue to redaee their rsnaltj rate eppraarimatdy 10 per cent per year, as was accomplished during the years 1946 and 1947 as compared to the year 1945, it will carry the railroads to a rate of six casualties per million man hours by 1950; or, in other words, SIX BY TIFTY. Tbe chronological record of awards, as shown on pages I aad 9, was of particular interest to me, as 1 am sure it was to the other Wfety officers. Tbe rules governing these contests are shown on tbe inside of tbe back cover of die Green Book. There hare been no changes made in the.contest rules during the past year. Thw Highway-Bag IhtaiMctioxi Program--1948 .By C. M. KIMBALL riniimni. Hlghwar-RaQroad Creating Cornealme, Railroad Saction, N.8.C. As presented by GkOROE W. BLSTE flnpsrbifinilirf of Safety, Baltimore and OUe laflnad Co, Baltimore, M<L Before going into this report, I want to pay tribute to the memory of Herman A. Daihe, wftnm death occurred March 8, 1946. Hr. Duke was appointed tfaaSnmu of this counttine ae the 1947 Congress and served natil his pasting. Gntaialy, none of at ever woihad harder on the prevention cf highway^*!! crewing acodmrs than ha did. X thtifc k is fining to remtid yen tint, at the very fast, he waa carrying on his life's work. Death eewxti at Chrmmri, yon wiD recall, where he find gone to at tend a regional muitig of tin Safety Sec tion, Aasoriatioa of American Railroad*. The "Signs of tifaf* program of fie National Safety Connell picked up speed during the pose year. The year 1947 was largely devoted to the aO-important prepa ration of maferislt and to their initial dUtribullon. Bat; tic* tbe last Gongrm, these materials have been placed in the hands of stole tod tool traffic safety organisations which, in tarn, have pawed tbsu on to tbe driving pubfiCi Tbe extern of this dbtribo- turn is nothing short of It is timiwwir itail by tie many requests for ma terials and utfonnation about tbe program which tbe Council receives daily front all ever the emery, infinding many out-of- the-way pieces. For hitaoee the girl wbo won the title of State 4-H Safety Champion ia Arkansas worked tbe amterials into her activities. School teachers by tbe have written to. I mention these examples to shew bow the infonnetinii U going down to the grass roots. Tbe bigger programs will be duemued biter. Xa.describing tie 1948 program, let me remind yon that "Signs of Life" is based on the philosophy that motorists wiB ob serve the protective devices and markings at highway-rail crossings if they are edu cated to, and told oe, tbe importance of bending off highway signs, signals and pave ment markings. This means that all refcroKes I sfaaB wake to the "Signs of Life?* include high way-rail Intersection safety, because the 6 Reports of Standing Committee Chakvtm round advance sign, the crossbuek and the special emphasis program designed tor a pa.voncat markings are stressed In this ma seasonal hazard to highway travel. terial, along with the other devices. In January, for example, the theme was In carrying on this program, we grate* fully acknowledge the cooperation of other organisations in 'the same field. Among these is the Safety Section, Association of American Railroads which recently pub* Safe Winter Driving; daring September, h reminded drivers that children were starting back to school During Jose it was tile Signs of Life. The June project started with the prepe lishrd an effective poster, and which also tition of a guide lo show bow the program is vitally concerned with the reduction of could be carried on, and bow the materials highway-rail crossing and trespassing acci could be used effectively. Newspaper and dents. Distribution of the yellow "Signs of Life" leaflet, with which you an familiar, has been aimed primarily at driver's license applicants because they an just starting their driving careers, and this is an ideal time to contact them with educational ma terials. State motor vehicle administrators and state police organizations an the chan nels through which this distribution is made. Another important distribution it through state and local safety comdls and ocgaad* rations, reaching the public at safety meet* radio materials were added, as was a poster, a mat. a sample speech, sample newspaper advertisement and other helps. These were combined Into a lot Which was distributed to L700 national, state and local traffic safety agencies. They also were sett to members of the Railroad Section. Backing op titia activity, on a national scale; were those press and radio releases which the National Safety Comal distrib uted cgrtctly. Stressing the Signs of Life, radiograms were sent to every station ia the osmttry. ings, generally in connection with the show ing of the sound slide film. Uorc than two million copies of the leaf let and nearly ISO copies of the sound slide film have been pot into use is all 44 states, cither as an activity of the state officials or safety organization, or through their local counterpart*. This does not in clude tile more than 4,000 posters, 700 news paper mats and other materials such as radio scripts, sample speeches, skeleton newspaper releases and the like which have gone out. Outstanding in this connection was the support gives by Eddie Cantor and Harry Von Zell of Hollywood. They vohmrarily prepared six, five-minute radio transcrip tions on the Signs of Life. These record ings were distributed oely to raffia stations which wrote in requesting thorn The re quests totalled jost under 800. which set a new high murk ia the acceptance of such recoeffings produced by the Cocoa! Raffio stations in all 44 states, CwhIi. Hawaii ad Alaska broadcast these messages. Time will permit onfy a few camples of Neither does it include the 2^00,000 adap tations of the "Signs of Life" folder which were produced and distributed nationally by the B. F. Goodrich Rubber Company last June. This brings the total number of leaflets put into motorists' hands to nearly five million. how the Jana Operation Safety project was carried out by local ergwriiiticwt. In Los Aagekf, the Women's Division of the of Ccwnercc, cnoptrwing with the Greater Los Angeles Chapter, National Safety Council, sponsored the worth's pro gram. They put the g-g-- of Life, on the radio, into the newspapers, made k the sub Operation Safety ject of speeches at safety matings and Although the Signs of Life program it a continuing; year-arotmd activity, it re ceived special emphasis (hiring Jtme whm it was promoted as a part of the "Opera- generally utilized aU cfaauni.ls m racking the pe*4i>* They even prepared their own seric' newspaper amts to supplement those received with the lot. two Safety" project of die National Sgfcty In Kenosha, Wisconsin. the acwiy or Council and the Advertising Council. ganized safety council was lanadwd by car In January, 1044, these two organizations rying on the Signs of Life program daring inaugurated a plan of supplying state and the moods, local safety groups with Idts of materials A few of the other cities In which the each month which provide a well-rounded operation was noteworthy n: Baffalo; RmS.rood Section 7 Rochester; Baton Tf gi: Chvhnil; Pasa dena; Oakland; Oofc Safes. Tcoeasee; Springfield, llanachmas; Snck; Cclnm fea, South Caroimn; Jadmonrific; Kami Gty; IClwaakee: Sc. Joseph. Mmewt; and Topeka. Otimr Activities The Signs of Life idee also reached the public through other (honoris during the year. The faiffrt went one to farmers in connection with National Farm Safety Week in July. Tracking fleets have used it as a port of their driver safety programs.. The illustrations and text here been repro duced la doiens of employee magazines of railroads < and other Infamies. National advertisers have indnded the 1dm la promtoait publication*. It is widely need in con nection with school driver (raising course*. A Michigan newspaper published an article (hiding focal ofmik for not being more active in teaching driven the importance of traffic control devices. In Spokane, the Signs of Life materials were the solution agreed upon by an emer gency acting of county and food officials and representatives of the Spokane Arm Chapter. National Safety Council, to meet an unexplained upsurge an highway acci dents. Summing up these camples, it bscuxnrs obvious that both cannon aod scatter shot arc having their effect. Add these major programs, jost described, to the cases I mentioned early tit the report, and you get scene idea of tic coverage tilt program k achieving. Tnepaming 1 do not want to nr ihilIii upon the re port of the Trespassing rnmnirtm. bat do vast to point out that the National Safety Council has, along with the Sign* of Life; begun to pvodoce materials to discourage this hazardous practice. The rcaoon for mentioning trespassing will ba brought oat ie the description of oar newest project, which follows. Speech Materials foe Railroad Kan Traffic fety agencies are milting good use of the Sign* of Life materials, as I have attempted to describe. We have felt for some time, however, that additional factual data could be developed and placed in the bands of railroad safety officers so that they, and their representatives, could cooperate m this aH-sopoctaot attach pa highway-rail accidents through their own activities. Within Ac near future; yon will receive a fast very much similar to the one pro duced for "Operation Safety" but designed for your own purposes. It win include a program guide which will offer suggestions for the utilization of railroad personnel who make safety talks. It also will show how they can work along with the traffic people ia this activity. Farther, it will list the assy materials, such as pesters, and other publications, which yon can use in your program. FSmlly, k will fist the principal organizations active in highway safety. Be cause this will be given yon at that time. I shall not go Into detail here. The folder will serve both as a cover and as a file for these and additional ma terials which wiff be supplied. These inclock sample speeches, centring both highway-rad Intersection accidents and tres passing Yon alrafy have received the first of these outline speeches designed for presesation to school children. Later outlines will be writable for talks to older school children. Mil Ice clubs, farm organizations, women's grumps, year own employees, and sisnikr gnihsrmgi We consider this project to be one of the most important uialenaloags of the year, because the railroads hare a vital Interest m the Signs of Life program, aod hereto fore they have not hod materials developed especially for their own nwrfi This will fill that gap. Ia addition to using the speaking mate rials which win be furnished, there arc other things the railroads caa do to con tribute to grade crossing safety. You wiU find them listed by Jotm R. Tmncy, then Chairman of the Committee on Prevoition of Highway Crossing Accidents, Safety Section, AAA, in Us 1947 report, and aho incorporated by reference in his report for 1944. 1 shall not detail them here.' They Include sods matters as .putting and keeping crossing surfaces in good shape, keeping obstructions to view cleared away, and other important matters. They are particularly important as evidence to the public of our good faith in supporting this program. We are teaching the pubOc to respect highwayrail intersections. Let ns not lose that re- 8 Reports of Slanting Committee Chairmen spcct by permitting annoying and dangcroas conditions to exist at our crossing*. Other Future Pleas At the beginning of this report I said that wc ar rolling on the "Signs of Life." We intend to keep roiling. Safety, as you all well know, is not the result of a magic formula, but the continuous pounding at fundamentals. The railroad safety men's Idt I have just described is one segment of the job. We plan to keep on telling the public, at every oportunity, that the individual has a responsibility for safety at highway.rail crossings. We shall continue making Signs of Life materials available to traffic safety organizations everywhere. We shall prepare a new set of materials for the Operation Safety project next June. The National Safety Council will continue to support this work through direct press aed radio outlets We shall continue to cooperate with the other organizations working along these same tinea. What Are the Kneels? The final point, of cocran, la am attenpt to summarize the results of all these activi ties. This is difficult We know that the number of highway-rail Intersection acci dent! la lower this year, but I fcaitcn to say that we do not want to asoene too much credit, because w have not had an opportunity to analyse the figure*. On the other hand. It seems to me that no one can deny that this continuing emphasis, through out the entire nation, has some share in producing the desired results. Report o! Trespassing Committee By J. R. TSNNKY Chairman, Trespassing Committee, Railroad Section, HAC.S Superintendent of Safety, Western Maryland Railway Company, Hagerstown. Hd. Much of the work of the Trespassing Committee has already been covered In the report of the Highway-Railroad Crossing Committee, since the two programs are so closely related. I do want to mention, however, that the "comic book" leaflet intended for school children has received very wide distribu tion, some half a million copies having been placed in the hands of children. A number of schools and teachers have voluntarily asked for copies, which have, in most cam. been furnished by railroad companies. At the present time we lack adequate statistics on the subject of trespassing; and these will Itave to be secured before our efforts can be directed with fall effect. Steps are under way to try to remedy this deficiency. Bmport of Mambeiaiiip Commitite By J. R. THRXTON Chairman, Membership Committee, Railroad Section, K. 3. Ci Superintendent of Safety, The Delaware, Lackawanna ft Western Railroad Company, Hoboken, N. J. I am happy to report that just before 1 left to come to this Congress T had the assurance that the Lehigh Valley Railroad Company was sending in a membership application. This company dropped its mem bership a couple of years ago. This leaves, now, only one railroad of over 800 miles length in the United States which is sot a member of the National Safety Council. A year ago there were six large railroads which were not members, and now five of them have come in. The railroads are very faithful to the Council; seldom do they drop out This is particularly true of the larger roads.1 Occa sionally a small road drops membership, but only rarely. But small or large, we hate to lose them. There arc two projects before the mem bership committee: to get the membership of that one remaining railroad, and to go to work on the abort tiocs. Thera are over 900 short tine roads in this country, and it U proposed to Sod means to approach them throogh the American Short Line Railrood Association, Never has the Section been in such a commanding position so far as mileage represented is concerned. But we cannot let up oa our efforts so long as there is one railroad which is'not a member. tokoW Section 9 Bapoci oi Vlnd Education CoramittM (laamiy of Remarks) By A, A. LOWI gupihitraJrat of Safety, Sootkwm Padfie Co* San Francisco, Year Visual Edoratioe fswmiTtrw fans bad aa interesting exchange of eorropood- mce sad verbal discussions with many of the members daring the pax year. Vice-chairmen Greenfield, Qiacy and Davis have worked with menhrrs of their sub committees to develop ideas, and trends and to formulate for fa. rare guidance of all concerned In this very important field. We rirealariacd many reads for information as So films, recordings, etc. produced by them. This Information has bees tabulated sod passed around. The re sponses indicated that ooly a snail begin ning has been made la preparation of visual education material with specific reference to railroad activities. There are massy films available through inrutaace companies as well as from the National Safety Coanal which deal with safety In general both as respects accidents and health, but there arr all loo few pro ductions available which can be need to good advantage on any and all railroads. I woatd suggest that as more are side we keep mind tbc general Idea that insofar as practicable we avoid features which may not be applicable to aB reads so that when they are shews by ethers who may pur chase copies they will act bare to apologize for. er explain amy of dm pSetare* or the script which might otherwise W in conflict with their rules or practices. I do not think this will be aw iaunwoowtabie task becaose as a rale nearly awy portrayal of an acci dent er hazard ran be tied to standard rules. My vice-chairmen have done very well. Indeed, in getting a comnfaiabte amount of material before yon la the brief time al lotted to them. I ihtl not attempt to elabo rate upon what they have mid, bwt 1 wish to add a few words with respect to my general observations and experience. Frnt of alt I am tboroaghly mthfiwf and con vinced that the employees I am associated with almost In a wn bsw ceane ta a fall realization of the face ting piircation of aeddeau U a very personal matter with (beat and that It mama more to them as twSvidali than to tbc company er to any one else to the whole world antes* ft W these dependent upon them. Also I find the employees are eager to be taught how to avoid injury and lastly that by far the most effective means of teaching them is with aadlo-visual equipment of various sorts. Ur. Greenfield very aptly remarked that each kind of equipment has its place. ta sekfition to the usual three types I woold like to recommend to you the wire recorder machines for extensive use. We have gone is for them in a big way. I have one on my desk and when an accident oc cur* I can quickly put a description of it oa the wire or if some thought occurs to me that l wish to broadcast 1 can record it on as many -spools as necessary and send one to each of my supervisors on the line who may have one of the machines, and he can reproduce the message to as many groups of men as he wishes. We are hav ing our general and division officers prepare talks and put them on the wire for repro duction for the benefit of the men to whom addressed. W reach staff meetings, small section meetings or groups of 100 to 500 la this manner. The possibilities are q-tite unlimited. I trust the members of the com mittee for the ensuing year will carry on from where we leave off and greatly enlarge upon the start we have made this year. Report of Films Sab loauulttea ROBIN I. GREENFIELD (Supervisor. Canadian Pacific Railway Co,, Montreal. Quo, Canada]: During the late war, indus try found that by sldnfaf use of pictures on film it cetdd track to green hands in a azatter of weeks highly stalled trades which used to take yrare of training and job experience to mister, "One picture is worth ten thoaaaod words.** Is a time-honored gen eralization which may or may not, be en tirely accurate, bat there can no longer be asry doabe that tadihg am be done more effectively with the aid of pictures than by words slope. Year sabceoaittK tt charged with de veloping recommendations as to the wt of fihas in railroad safety adoration work. Mach correspondence has been exchanged. md a great dal of &mnoa and argument 10 Reports of Standing Committee Chairmen has taken place. We have arrived at the eoccfasioo h^t "skillful use of pictures'* involves a surprising number of factors, for while quality of script and photography, planning and execution are foregone con* elusions, the type of film aid to be used must be given careful consideration. As the education experts admit, no one type of teaching film---motion picture, stidefibn or slide--is die final word among audio-visual aids for instruction purposes; each type has its advantages and disadvantages. Fur thermore, it is obvious that good films are wasted unless the manner of presentation is right and adequate distribution control ensures that appropriate subjects arc in the right place before the right audience at the right time. No three-man committee alone can solve so many problems. And so we have drafted a questionnaire which has been distributed to each member railroad of the Section. When the replies are all in, and tabulated, we think we will be In a position to make recommendations regarding the use of films in railroad safety work, and it is our inten tion at that time, if all goes well, to pub lish a brief for die information of all con cerned. Report of Safetygraph Sub-committee J. A. CLANCY (Supervisor of Safety, The New York, New Haven & Hartford Railroad Co^ New Haven, Conn.]: (Mr. Oanqy gave a demonstration of a safetygraph and a detailed exposition of the use of these visual aids. He mentioned the possibility of producing one or more safetygraphs at some future date for the Railroad Section.) Report of Poetera Sub-committee A. E. DAVIS [Superintendent, Depart ment of Safety, Chicago, fiuritngtoit, it Quincy Railroad Co.. Chicago, III]: Safety posters have a definite place in any wdl organized accident prevention program, but to be effective they must be appropriate to the theme, interesting and imdentandable in much the same xnanher as in any other sell ing program. Unfortunately, some posters do not measure up to this. Alt too often they fail to attract attention, or they fail to leave a favorable impression on the reader, principally because they are either pointless or portray a ridiculous situation. To illustrate this, some time ago a photo- poster was offered for sale to Railroad Safety officers showing the tisnlwimaj leaving home for work carrying Ins lamera and diner pad. On the front porch stood his good wife, a small boy shoot six yean old, a young lady 16 to 18 yors of age and a young man about six feet taS (prtsccs ably hU son or sec-in-law), who should have been going to work toa The most disgusting thing about the scene was the blank look on their faces as they waved good-by to the old man in a halfhhrartcd manner. How much more impressive it would have hem had the poster portrajod the mother with a baby in her arms and one or two little tots by her side, bolding to her apron strings as she waved and said. "Good-by daddy, be carcfrd today.** One thing that has been qsftc nariceitfe of late is the growing tendency of umac artists to try to put over safety messages with comic posters, even to the point of sometimes ridiculing workmen or poking fun at them. Undoubtedly, this is resented by many of the men and, in my npinicn, docs more harm than good. Safety is a serious matter and not something to be joked about or laughed at. If to doebt about this, ask some unfortmat* fcDow with an empty sleeve or pants leg; or some one who his helped to maove the lildoi body of a fellow workman from the me of an aeddent; or one wbo has had the unpleasant doty of notifying the wife or mother of a fellow employee of hu atfcndy death. I do not want to leave the iwpcojiaa with you that I think all posters should be morbidly serious and aw cold dnQt to rue up and down your spine. Sods is sot the case. Safety is a means to life and happiness, not to death and sorrow and as be portrayed as such through the ase oi posters both humorous aod serious. How ever, there is a difference between good wholesome humor and ridicule. Qmr in deed is the artist wbo can put this point across. Then, toe, to be effective; posters should be displayed to an attractive inner, like dress goods and other materials in shop windows, A wdl-kept bulletin board with posters and other routing material acally arranged creates interest to safety, whereas one permitted to become cluttered with tors, dusty material makes little if any impres sion. RsSroad Section U Report of the Cognnutte* on Statistics By T. H. CARROW Superintendent of Safety. The Pennsylvania Railroad Ox, Philadelphia, Pa. During the first six mouths of 1948, 6,126 Into accidents were reported vs. 6^48 hi die one period of the previous year, indicating a slight reduction. Out of the total manber of train acci dents 339 resulted to Injuries vs. 4J8 in the same period of the previous year, showing a substantial reduction under this head. Fatal injuries to all classes of persons, except trespassers, in train accidents dropped from 195 to 116, a reduction of 15 per cent. Non- fatal injuries dropped from 1.502 to 1.23ft. a reduction of 1ft per rent. The figures, as they stand, indicate the possibility of substantial further im provement in the train accident record Fatal injuries to all classes of persons m train-service accidaiu dropped from 1.136 to 938. or 17 per cot. Kea-fatal injuries In train-semce accidents dropped from 12,435 to 11,462, or S per cent. Any improvement is to the vet direction, but the figures dearly indJca -be possibility of further improvement under this head. Fatal injuries in non-train accidents dropped from 119 to the first six months of 1947 to 76, or 36 per cott. S'on-laul injuries dropped from 9,844 to 4M1, or 12 per cent. Fatal tojurio to non-train xodoiti show an cxcrifm! improvement and while the redaction to nen-iatal to* juries under this head I* -ub!antial, it is obviously posiihle to make modi farther improvement. Tbe total of all fatal injuries to all classes of persons, except trespassers, dropped 21 per cent, indicating substantial progress. Non-fatal injuries dropped 10 per cent, which also indicate-* progress, but not to the extent that shnold be expected to the coming year. Referring to employe* alone, the killed rate dropped from .198 in the prewar year of 1940 to .171 to 1948, or 14 per rent. Tlte non-fatal injury rate rose from 6.W to 1940 to 8JO to 191ft. an tocnase of 26 per cent ft is possible that the increase to non-fatal injuries is doe to sow measure to Injured persons remaining off duty on account of injuries for which they did not remain off`duty to the pre-war period. Tn any merit, the employee non-fatal rate of gSG for 1948 is unnecessarily high and can be reduced. The table shows accidents under general causes. With respect to train accidents, it is impressive to notice (hat there was a reduction in die number under "Negligence of Employees,*' white the number wider "Defects in or Failure of Equipment" sliovrs a slight increase and under "Defect* in Way 6r Structures** only a very slight decrease. It is reasonable la conclude that the show ing with respect to defects or improper maintenance is attnlwUble almost entirely to the inability of (he railroads to make sufficient money to provide all the lalor and material necessary. Tills Itarkx lock to the war, when the railroads made suffi cient money !<ut were unable to Secure ma terial. equipment and labor ami therefore had to pxy out to taxes a Urge part of (lie money that should have been devoted to new equipment, material and maintenance. In other words, the railroads were not per mitted to set aside the money that should have been devoted to this purpose. When labor and material became available they didn't have the money. As the number of casualties shows very little change; the mxnhcr distributed among the respective causes, as a rule, also sfow* very little change. It Is worthy of men tion. however, that both fatal and non-fatal injuries show a slight increase under "Coupling or Uncoupling Cars," a cause ot accidents that can be warded against only by compliance with the rules. Under "Contact with Fixed Structures'* a Urge increase in fatal injuries is shown, although the absolute number is small. "Getting on and off Cars" silows a slight increase to the number of employees killed, but a very slight reduction in injuries. This eause accounts for nearly one-quarter of all injuries and such accidents are prevent able by unproved housekeeping and in creased care on the port of persons gelling on and off. A substantia! reduction to employees killed Is shown under "Miscellaneous causes," which includes falling off cars or 12 Reports of Stmding Committee Chairmen Inins. There is alto a good reduction under noa-fital injuries under this head, which includes sudden stopping. startin*, lurch or jerk of train. There is seme in dication here that train handling is improv ing. Conclusion The conclusion to be drawn from these figure* and (he causes is dial die (fend uf accidents is definitely downward. But it is worthy ot mention that improvement in the record is not only due to an im provement in training, supervision and dis cipline. but is also due to what would naturally be expected from the develop ment of a more stable working force. The record as It stands constitutes a challenge to the railroads to further improve their respective performances along safety lines. If the nilroeds arc enabled to cam suffi cient revenue to provide the material. Ul*sr and equipment to properly maintain the property and if training and supervision are somewhat intensified wherever needed, further reduction in train accidents, as well as injuries to employees and all oilier classes of persons, will result. Report ot Safety PotScm Commute* Bp D. W. NAFF Superintendent Safety, Norfolk and W--terra Xaflwsjr Your Committee on Safety Devices re spectfully submits herewith its report foe 1947-48. Since the annual meeting of the Railroad Section, in October, 1947, at which time the Committee on Safety De vices was established, the following detail sheets have been prepared in draft form: Detail Sheet No. 54, "Interior Arrange ment of Section Tool House** Detail Sheet No. 55, "Air Hose Coupling Hooks'* Detail Sheet No. 60, "Hand Truck At tachment for Handling Dock Hates'* Detail Sheet No. 66, "Safety Chain for Locomotive Wheels*' Two of these detail sheets. No*. 54 and 60, met with favorable reception and have been sent out to the members of the Rail road Section. Detail sheets Nos. 55 and 66 have not been issued in final form for dis tribution to the members, as .agreement upon some of the features involved has not been reached. However, it is hoped that these two detail sheets may be ready for distribution within the near future. Mr. L. W. Dutton, staff representative. Railroad Section, advises that he has on I<and a considerable stock of drawings, photographs, and sketches of various safety devices suitable for production as detail dieets, to be sent to the members during the coming year. Your committee feels rate in saying that a program has been -tarted which should be of considerable Iwnefit to the members of the Railroad Section in the future. The question of whether or not the activities of your Safely Devices - Committee will be ot real value largely depends upon the cooperation of itw members ot the Railroad Section in sub mitting photographs, drawings, sketches and the like, of safety devices and appliances which have proven practical on their re spective premises or elsewhere, and wc so licit your continued support in this matter. Such material as may be submitted should be sent direct to Mr. Dutton, who prepare* the detail sheets for submission to the Safety Devices Committee and others con cerned for their comments and approval, gnd who later issues such sheets in final form and distributes them to the members Mr. Dutton has been largely responsible for organizing the work of the Committee on Safety Devices, preparing the sheets and attending to ether details, and your com* mittee wishes to express its appreciation to Mr. Dutton for his valuable assistance. It is only natural to assume that ail of the members of the Railroad Section wtm receive these detail sheets in final form will not agree with all of the features in all of the reports, but It should be remem bered that there U nothing mandatory about these detail sheets. They are distributed a* information and for such use as the mem- hers may care to make of them. However, helpful suggestions and criticism from the members will be very welcome and will be of valuable assistance in guiding the activ ities of the Safety Devices Committee m the preparation of future detail sheets.' ReSroad Section Report el Safely Instruction. Card Committee 13 By C. If. BOWLING Chairman, Safety Instruction Card Committee, Railroad Section, N. 8. C.; Superintendent of Safety, LmticriBe A Nashville Railroad, Louisville, Ky. During the year our committee produced one safety instruction card. No. 619, on Power Adsirtp Moehint^-Oferetion. More sards are In process. Safety instruction cards, which are 5" x 5** in Mac; are designed for direct distribu tion to employees. They sell in quantity at a nominal cost. It has been felt that these cards offer to the railroad safety people a very satisfactory means of getting specific afcty instructional material into the hinds of workers, and that it would be worth our while to exploit this educational aid more fully than has been done in the pest. Our committee, therefore, was appointed with the idea of making.a beginning in thN direction, and the beginning has been made. There is nothing to prevent next ycat-S committee from producing a considerable number of safely instruction cards, to the benefit of all members of the Section. The Interest of Railway Management in Safety By J. W. BARRIOXR Prsddtnt, Chicago, ladfcnapoti* t LoaiavtDa Railway Co^ Chicago. Railroads strive to become safer not only to conserve hfc and limb, bet because such progress is an integral part of advancing standards of development and of mainte nance of properties and equipment and of training, supervision and tSatiptlnc of ihor organizations. These operating factors are the essential prerequisites of technical cffiorncy, coRvncrcxaJ success tad earning power. Safety then appear* as the end product of good management; and it takes on a new and enlarged significance in this honored role. Railroad officers arc recognizing this in herent characteristic of safety more gsteriHy, Their dear realization of it will lead impetus to their future efforts to make the railroads safer; both bsciusc of the growing importance of safety as a goal within itself and because a good safety record is proof of good operation. Safe operations empha sise and underscore good mansgemott and vice versa. The work of indoctrinating aa organiza tion with high safety Mwi Tinh can so longer be regarded with doohts that it may impose mUrruptiom to or intrrfcrmrri wits normal operations. Instead safety wiS take its right ful pta.ee among the basic polfde* whkh are oontaBDoariy bring utilized so build su perior physical standards into property and equipment, progressive technics! methods into planning and a high order of personal skill and experience and training into the organization. ' Those plans and procedure* which facilitate production of better service at lower costs prove to be the most fertile ground in which principles of safety will flourish and the latter will also nourish those other developments. This produces * mtural "community of interest" between safety and good management. It is then clearly'apparcnt that safety U not something apnrt front good manage ment; it is one of the busk ingredients of It. In fact, safety is such an important com ponent of executive direction, responsibilities and opportunity that this feature of ad ministration cannot be delegated to anyone. Good safety standards and practices are like good manners; one must develop them for himself. He cannot hire someone else to make up tor his own defldmde* and igno rance. This is equally applicable through out the entire organizational range from president to unskilled labor. Standards of safety, like those of public relations, must be matters of general indoctrination with the badershSp coming from the top. It is important to emphasise the primary 14 The Interest of Railroad Management in Safely relationship of safety to rood management because there may still be some who harbor lurking suspicions that high standards of safety are in reality a luxury which can only be afforded by a relatively few for tunately situated companies that have at tained exceptional standards of development and unusually favorable conditions of earn ing power; sometime* a legacy from the past. Safety and earning power and property development arc all closely related since each is the child of the same parent-r-superior management. A present railroad man agement may have bees "born with safety**; if not, it must acquire the characteristics of safety because those cannot be imposed from without. Safety is a many sided question on the railway*. One instinctively thinks of it from the standpoint of the human equation and consider* accident* largely due to the "failure of the human demon.** However, it is obvious that hazards also lurk in every one of the millions of component parts of a railroad's plant and its equipment which are subjected to the intense stresses and strains of moving traffic. They also can arise from functional faults occurring in the myrud features of the apparatus used to control and direct train*. Every inch of railway trade and the roadbed on which it lies, every structural member of a bridge; every switch, every part of every car and locomotive, every component of the facilities used iaa train movement and many dthcr type* of railroad property are subject to breakage or derange ments which can invite disaster to train movement. Likewise, every movement and action of hundreds of thousands of em ployees, if improperly or carelessly or In attentively performed, can directly produce or unloose a chain of sequences leading to an accident. In the face of these potential hazards, It can be truly said that the relatively low accident rate on American railways is a great credit to their managements and to their employees. The relative infrequency of failures and accidents attests the excel lence of design, manufacture, installation and maintenance of the physical parts of the railroad. Moreover, the competence, training, discipline and loyalty of the rail way employees keep "man failures" low in number. While statistically there is much in tabu tattoos of safety data to afford cnccuragr tnenC and satisfaction, on the other side * the coin, all must be aware of the huge to!* of blood and treasure which railway acci dents consume each year. This great waste end the human tragedies accompanying it. must be held down to the minimum level* which we have the ingenuity and energy to attain. Until then, we must neither confuse progress with achievement nor let any pleas ant delusion of the latter tyre dull our real to go forward. From the outset of railway history all improvement in standards of service and rtfcboacy has been gained by moving tram* of greater carrying capacity at highc speeds. That remains the only avenue progress and the `pur of competitive neces sity will accelerate the rate at which the railway-* will proceed along this course into the future. Railway development ha* always been held in excellent balance and coordination to permit all of the component factors <> construction, operation and maintenance t*> move forward simultaneously to accommo date whatever were the standards of train service of the time. No matter whether ihr subject under specific analysis Is locomotive or ears or rail*, bridges, signals, tecminalv communication* or shop facilities, or an> other feature of rail transportation, ttvr advances in each field ha* permitted all others to move forward unhindered. This progress has stabled railway management at atl times to utilise the fulf potential of the then existing state of dcvelopmoit ni the locomotive. Such a variety of industrial and commer cial activities are involved in railway opera tion that questions of safety must be viewed from many aspects, (t U commonly asso ciated only with freedom from traia service accidents, but the vast extent of the rail way's work on. its track and equipment maintenance produces problems of accident prevention tn those activities which hair more of the technical characteristics ns* industrial, or factory work, than that ni transportation. Freight stations and even offices also present their peculiar occupa tional rides, albeit of lesser hazard than the -other places of working on the railroad There is no kind of an aeadcst that can happen anywhere which cannot occur on railroad, so its Campaign for winning the Railroad Section 15 hulk of safety must be planned on that treed scale. The grate* nwraber of casualties rcsultTng (tom railway operations are not ones oi its *va iwVint but are superimposed it by the pfatnewunaf growth of motor transport b America and the very large timber of highway grade crossings. The iinjimv ecIEawo* between trains and auto motive vehicle! at highway crossings art wholly sowei11ry, because every one of these canid have been prevented by the dmtr of the wrecked car using ordinary ; ivioir and care before crossing the track. I'afsrmntfefr the mounting toll of acci dent* of this nature constitute a national tragedy comparable only to the losses of wars. Safety at highway grade crossings be largely within the willingness of autoRnUt driver* to "Stop--'Look end Listen." It is wefertwnte that in this paramount (amv of nahray accident prevention, railwav --ngramit U without any direct conwet* ever tiw perrons it is trying to protect. The sctire support of the police powers of the Stale are required to curb this futile daub teXL Avoid**? of accidents is primarily a nspqaaibffity of management, but it is One vbds requite* the ckdM cooperation of those who are the potential victims of these tad occurrences and of their families, too. AcridcM prevention should begin with ex cellence of design and adequacy of conwweriew w--firifr to be certain that every leaner* of the plant and equipment and auxiliary facilities have the strength and rapacity for the work required of then and do not expose die operator to any avoidable rules beyond those minimum ones inherent m any moviug macMae, Good maintenance i* efasefy retired to these primary consider ations hi order that initial qualities of safety which hare beat baelt into a plant or raadaee or tmic of equipment will remain mrapasrad by me and age. Next is uqiaea m observing safety is the tranriag of qlo;iti in the ^Jdtts ncccs* Wy for proper eadaet of ther work. This i* probably the most important single fea ts? of railway training and supervision ud Is a rebjsct of iaxncnscly broad dunesuaa and dctafL It mast include indoctrinxt*aa of aX basic safety principles and stress the nuidencc of unnecessary exposure to risk and the aiiitotional creation of con ditions which increase the probability of accidents. It is significant to observe that the favorable working conditions and train ing necessary for efficient performance^ of work from the basic production standpoints of output and economy are the very same oocs which will automatically produce safe operation. Even the best of equipment and machines and facilities are neither foolproof nor auto matically and completely safe in their func tioning. They must be run and tended and maintained by men, and the men as well as the machines must be safe at all times. Man's primary safety appliances are hi* five senses and the intelligence with which he has been endowed by nature. To these must be added the experience and under standing gained from one's own work and observations. The speed of nil transporta tion long ago made the physical (imitations of thr range of human Vision and hearing and speech inadequate for the protection and control of train movement. The standard code of train rules and systems of signals, interlocking and communication were de veloped over the years to insure the continu ously safe movement of high speed trains by crews which were informed of essential information about track conditions ahead by those means which safely overcame the handicaps of not being possibte to stop within the range of physical vision or hear ing. The technique of train movement and signal protection iu effect extended the train crew's virion far beyond its ability to see ahead with their own eyes. Train orders, timetables and signals give the crew of each traia substantially all of the information It now needs to know about conditions ahead on -the track over which it will run: However, with (lie increasing speeds and train lengths tliat ran be ex pected in near future years, it may be neces sary lo keep train and engine crews informed of other operating conditions which cannot' always be transmitted by these present agencies for controlling train movement Radar, television and radio phone communi cation hold vast possibilities of expediting trains and roalciqg their operation safer. It is indeed possible to visualize most train accidents, other than those directly resulting from track and equipment defects, as ones which should be preventable by the further development and general railway utilization of devices of this character. An observant traveller on the American 16 The Interest of Raitroed Ueiugement at Softly railways today wilt clearly see the physics] foundation of the fine safety record of the American railways. These will reassure him f the probabilities of his own present and all future trip* ending safely. However, there are some few operating conditions which he will recognise as distinct liabilities jaloppy will inevitably be with us for mam more months and perhaps yean, loo, but it Is one which must be given the closest attention in today's operations and the fu ture's plus or it will handicap the fine safety and service records which the Ameri can railways can otherwise set. to safe operation. The railway jaloppy is as great a barrier Too many of the freight cars naming to freight service progress and operating on the American railways today are nothing economy as it is to safety. Let all railways more than railway jaloppies and while suit* able for movement in short trains running at low speeds, constitute a hazard to high speed movement of heavy trams, especially join in a uni', 'd effort to get the jaloppie off the tracks and converted into "heavy melting scrap" just as fast as new car* on be provided for replacement. when these inadequate vehicles happen to he placed among the cars at the head end where stresses and strains are most severe. The increasing number of accidents di rectly or imfirectiy traceable to hot boxc* is m problem closely related to the railway Any freight car that can be offered in jalopy. Ho`t boxes are a problem of much interchange can be loaded to any destination greater seriousness than they are tuualti accessible by rail .in all of North America. recognized to be. There is no single thm; It follows that any interchangeable frdfht which will contribute more completely u. car may move on any railway and behind safety on the raits than to reduce hot hn*r* any locomotive on this continent. Passenger cant and locomotives are tpccifiarily assigned to the service for which suitable and the older units arc not used for the more exact to the statu* of redly infrequent sad ex traordinary occurrence*. Theoentrol of tiu* problem is deserving of (he laumrilhir <vntimed study of highest tidwkil absbtif ing work. However, with freight cars it is "all or none" and with the necessary flexi bility of freight movement which is the essence of the perfect coordination of Amer ican railway service, there can be no regu which the railways and the tqwpeao* mietries out marshal for this wnpoctwt wort Meanwhile, redoubled efforts rourt be made to establish better hot box preventive main tenance practices. lation or restriction of car movement so long as the units of equipment meet the minimum interchange requirements. Good housekeeping oa the railroads ha* been a virtue more honored aa the past bv its breach than va its observance. The tom These must be raised for freight cars. We must now forsce the necessity of soon voluntarily prohibiting the use of any freight car for interline loading which cannot safely be placed at the head end of the longest and heaviest and fastest freight train that runs anywhere m America. The way to get jaloppies off the railway is to have a low differentia! per diem or mileage rate for equipment of advanced age or of 5uch general design as makes it obsolete or inadequate for modem freight transpor tation. Jaloppies penalise railway freight operation; accelerated retirement of such "good housekeeping" is meant to impi* order and cleanliness tiiroaghowt. nee w passenger trains and in station* alone, bat throughout all railroad property. Let me pause to state that this distinction between railway property assigned to passenger and to other uses was not intended to implj (hat the housekeeping standard* of the former art generally inadequate. There I* plenty of room for improvement ' thme respects, too, although since it represent* the "parlor" of railway service, whatever state it may be found to be in represent* the beat housekeeping any railway will cars should be forced by sub-standard per present. diem or mileage rates for these rub-standard Good housekeeping Is a matter of order cars. liness, Orderliness of surrotmdlngs incul With the fortunately heavy current load ing requirements for freight cars occurring while the construction of new ears hardy touches the 10,000 unit monthly goals of production, this problem of the railway cate* orderliness of mind in all who work ia them. An orderly mind is probably the most effective of all agencies of safety. By the same token an orderly desk, factory r office is aa almost essential prerequisite to RaUrood Section 17 and indicator of efficiency. It therefore scans doubly important for railroads to stress good order and good housekeeping as essential components of any safety program. Cleanliness and orderliness are twins; where one it the other inevitably follows. The steam locomotive inevitably made the railroad a dirty place: the Diesel is chang ing that. The increasing use of the Diesel encourages a degree of cleanliness that is impossible without them. Order and cleanliness follow one another head in hand and where these "Gold Dust Twin*" work, good housekeeping moves in. As more and more Diesels go into service, railroads will inevitably become cleaner. Lai dirt will be produced. Moreover, since dirt does the same harm to a Diesel locomotive that it does to a fine watch, the presence of dirt and Diesels becomes in compatible and dirt goes out. Diesels will therefore both help and require railroads Se be ckancr places in which to work and travel. This is another forward safety oep which the "New Look" in motive power wiB produce along with its other benefits. Good housekeeping makes for safety, dfi- oocy. better service and more friends. This follows the |uwnl pattern of safety which m always found In the presence of these good companion*, and they soon draw all other business virtues into their society. Fortunately, progress in the manifold means to prevent accidents has outstripped the rate at which the potential danger of Masters has increased. This is portly due to the cumulative beneficial consequences of haring better plant, equipment and facilities isd higher standards of efficiency of supervision and training of employees. The whole tempo of railroad development hu been faltered around the growth and size of the locomotive. The "Rocket" and the British built "Stourbridge Lion" date back to 1829, just 119 years ago. The capacity of each Is around 9 horsepower. The most modem steam, electric and Diesel giants produce 6,000 horsepower. This then becomes the measure of 120 years of rail road progress. It is my considered opinion that when the National Safety Council holds its I960 meeting, the standard of the modem motive power of that year will be machines turn ing out 12,000 horsepower; just double the present maximum. All railroad progress is measured by the growth of the locomotive. It shapes the development of the rest of the railroad plant which is solely designed to utilize the potentialities of the maximum available power unit. It follows that the next twelve years will witness as much development in railway plant and equipment and facility as lias been achieved since railroads began 120 years ago. The ratio of progress will be accelerated tenfold. What then does it require and imply for railroad safety. Fortunately, the miraculous development of electronic devices is extending the range of man's vision, speech and bearing, holding every promise and assurance that the prob lem of safe operation of heavier and faster trains will be greatly amplified and im proved by thde developments. Moreover, the continued advance ia every branch of science and engineering and management will produce a myriad of new devices and improvements to old ones which will hold maximum promise for greater railway safety as well as higher transportation effi ciency. All of these factors will automat ically insure safety being more intensely integrated into the highest strategies of corporate policy. Tram Accidents By D. A. FAWCETT General Manager, New York Cwitral System, Cincinnati. Ohio Tie question might be asked by the runit'ialed, "What coostitacc* a tram acci dent?" "Is it only wbca heavy lass of life and property is involved?" Surely those are the only ones that come to the attention of the public. The answer is. of course, ia the negative as train accidents cover a wide and varied scope and ia a great many cases with a minimum amount of damage. There seemed to be a need a years past of a yard stick for determining what constituted a train accident and for reporting purposes 1$ Train Accidents the Interstate Commerce Commission laid down the rule o measurement and in their language it now reads, "An scadot with or without casualtics, arising in correction with the operation or movement of trains, locomotive or cars, that results in damage to equipment or other railway property in excess of S250.00.** Tlierf is. of eourx. no difficulty in interpreting that rule. We should not, however, he unmindful of the accidents that do not come withe the scope of this rule and which are m need of our attentioo. I have been admonished tint the quoting of figures or statistics on occasions such as this should be avoided if at all possible, however, it seems to be quite apropos to indulge in a few recorded facts in order to intelligently and effectively discuss this subject. The only available information as to the extent of train accidents is that which is published by the Interstate Com merce Commission and. of course, is based upon their formula which 1 have just men tioned. Let us review the record of the number of such accidents reported by the steam railways of this country to the Commis sion. We will only go back as far as 1941 where we find a total of 9,401. In 1942 this rose sharply to 13,380 and again a substantial rise in 1943, 1944* and 1945 where we find a total of 16392. In 1946 there was a slight decline, but we ended up the year of I'M? w ith 16,816, Let me repeat, the 1944 figure of 9.401. The 1947 figure of 16016 shows <m increase of belter than 7$ per frnl. With the increased traffic during the uvr years and post war period ter eould expect a rise in these figures, but it seems accidents have far out distanced the traffic in this seven year span. This tmds'uD to the question of what factor was the principal cause of these accidents and looking into the records fur ther we find that the most serious offender was negligence of employees. Of the total accidents reported in the year 1947 (and t :.|oln repeat lint figure, 16316) 7090 of them or better than 40 per cent were hargeabte to employee ttegligettce. How* does this compare with previous years? In 1935 this percentage was down to approximately 2S per cent. Front then on there was a steady rise to 1942 when we reached the astounding figure of 46 per cent. There has been some decline since that year but far free satisfactory What should be done about this? The an- ewer lies entirely with those responsible to see that there if proper obedience o; the rules. The record would indicate the: there has been a relaxation an /Ax respect Foe tram aad engine service employeethis responsibility rests largely with train masters, road foremen of engines aad yardmasters. Frequent observations ta the wav of surprise or efficiency tests are of prime importance and just as important is lb* administering of discipline to the offender- We arc all famitmr with the investiga tions conducted by the Bureau of Safety of the Interstate Commerce Commission ui certain train aeddatu and the thorough- ness of their conclusions. The latest avail able information of these investigations ifound in the report oi the Director i the Bureau for the fiscal year ending June 30, 1947; It was observed that during this tweiu month period they investigated a total o; 114 accidents. Of this number seventy-four were collisions causing 132 deaths and 1#S4I injuries. The remaining forty were due to derailments with 82 fatalities and M-U in juries. Let us look further into those 74 collisions--18 of them were head-on, 34 were rear end, 14 were side collisions a/vf 18 were classed as miscellaneous. The Bu reau drived further into thU and listed tlw principal asses of these 74 collision arcand there were many; but I desire to call your attention to the fact that twentynote were due to failure af trains la eontrri their speed in accordance with signal indies, (ion or existing rules end instructions. To me this is an alarming figure, as it is to you. Should we oot ask ourselves, what * being done about it, or perhaps it would be more pertinent to ask what are we doit* about itf I believe it can be safely said that man agement, to the best of its financial abil ity, is doing Its part in providing devicethat will provide improved operation. In 1910 there were but 13,000 mile* of tailroad equipped with automatic signaling This has rises steadily mitil today we find approximately 73.000 miles so equipped or nearly 70 per cent of the mileage. If we should measure this In milts of track w would find approximately 105)300 miles or Railroad Section 19 ciier 75 per oat of the total. While this i4 no doubt ihr nou far reaching develop ment * wiJun operation there are many ether faohrits being pet into service such a* traia eaneref. cab signaling, radio, train ,i,n it--`raisna sysasa. car retarders and (anlbri Tnfic Caret. The latter is ; irhaps the mt-t wadera device that has grown frna de araonric signaling system, fi nrriliifid Traffic Caere! has had a most rapid grourtk. greaser I bdieve than any r(hcr in *e i gseJ U4. In the twenty-one sears umce Wife we find 10.000 track edea nf rwlfuif esnipped, Uigew of dflar% fewer thus been ex pended by amgawtmeud in providing these oodcra faoinaci. net alooe to provide a wort gemmae apcruJoa hot also to proside a gj mu degree of safety. These tools here beat phcoJ as our hands and 4 is ear dory so sec tbm they are properly and iJh'nilj wed, Howcrer. wxh all dra awtomatic and fool- poof deviate ac owr disposal we still have an ueporOec factor so deal with, perhaps 4 shod j be n*d the most important of A md tfint the foSwe of the human dim/, It ie here the supervision has a real sftfijpnSiW it las beta said, aa*3 rightly so, that the fiffereoce beinrva good and tad operation f the raflroad i the obedience or diiibcfficpoc of thr rales. But. are we doing iB within ow power to properly educate the employees ea rales? In the operating departmeat of praetkafiy every railroad, an na! aod sometimes w-anmal, classes art hrid on the ndc*. I have heard them classed as examination classes and on other eccasioru instruction daises. Surely the hiter is the proper classification. Examina tion classes serve their purpose for uplading anployco*. bat what I am interested a it the moment are those dosses which niff Impart ksowledgv to the employee as is the right and wrong application of the mica aad not necessarily a quiz gathering. Seme railroads arc ruing slides, project ing the rules with cocrapoodlng Ulustra- tiMs on the screen. Others are making excellent use of morion pictures. Surely iese are bmrfcfif, not only in an improved nethod of explaining the rales, bat ft should fcnre to create aa interest ea the part of die employee which may not otherwise exist. In Iht oral part of these classes the employee should be permitted and encour aged to enter into the discussion. Questions should be solicited and by all means the instructor must take precaution to clearly answer ail such questions. The average employee takes pride it his work; he wants ta da the fob correctly; it is our duty to see that he is given every opportunity to properly educate himself. My reference to the rules has been pointed mostly to oper ating rules, but the cloth should be cut in the same manner for other employees whose duties are in some measure responsible for the safe operation of trains. While 1 may be straying somewhat from the immediate discussion l should like to dwell a moment on the employing of new* men. We, of course, have our physical requirements which are usually rigid, and I believe we should be just as thorough in other requirements of the applicant. He should have at least a high school educa tion, and of good character and habits. After employment he should not be cast adrift to "sink or swim"; instead wc must keep in contact with him either directly or indirectly to make sura he is started on the right path. Too often negligence in this respect makes a poor employee out of a potential good one. I believe the induce ments offered by the railroads today per mit us to be quite particular in our em ployment program. Just recently I was privileged to sec 5ome statistics comparing the safety of rail traffic with that of air carriers. No doubt you have also seen these enlightening figures. These figures covered an eighteen year period, 1930 to 1947, and revealed that over this span of years there were 886 passenger fatalities on the railroads with a ratio per ooe htmdred million passmger mdcs of .12610. As for airplanes in this same period there were 773 passenger casualties for a ratio on the same basis of 2.9. However, we must not be boastful over such accomplishments, nor over the fact that American railroads provide the safest form of transportation today. Instead we must be continually striving ta find new ways and means (o bring aboat unproved train operation with the resultant decline In train accidents. Other forms of trans portation arc challenging us--we must and wilt meet that challenge. 20 Train Service Accidents Train Service Accidents By FRANCIS B. LEWIS Superintendent of Safety, Union Pacific Railroad Ctx, Omaha, Neb. In very recent years I have been drawn to the conclusion that the mental outlooks of safety organizations arc geared directly to train service accidents--that the heights of ecstacy and depths of despair are asso ciated closely with the absence or multi plicity of accidents of this type. And it's quite logical, too. The fallibility of workers is so vitally involved. To this are added die adverse elements that are often a hindrance to their natural care. All of us know what types of accidents are most frequent. We also know which are usually serious. And we also know of the futility that surrounds some of them. You expect each month that employees will sprain ankles getting on an off equipment and while engaged in other routine duties. We are inclined to accept this type of ac cident as inevitable to some extent, because we can't seem to do much about it, and there does not appear to be anything in the offing to give us reason to believe a solution is coming. I want to deal with accidents arising from falling from cars, because something* etui be done about them. Accidents from this source are frequently serious and sometimes fatal. We have them every month, and we accept them with a degree of resignation. Numerous posters, hand brake exhibition cars and countless hours have been used to show and encourage the field men in the safe way of operating hand brakes and moving about cars. All of these measures have been hetpful to die extent the worker will absorb the teachings and his physical fitness to apply the teachings. In spite of ait this we have a repetition of these accidents day after day. Let us look into a typical accident where a mi* has fallen from a running board. A man's safety ce the running board of a car is related to his sense of balance; his agility, bis disposition to exert effort to be safe, his amaooo to knew when to ex pect unusual movements and his ability to withstand them. A man's safety when operating a hand brake from a brake step is largely con tingent upon his ability to hold fast tv the roof hand hold or his dis^sition to k> so. After an accident, who .s to be ibe judge* and who can say he wasn't doing his best? The most precarious place few a mas to be on moving equipment is on the brake step. When he falls he usually goes ail the way down. Most men are right handed. The grip in the right hand is firmer and better coordinated--yet when operating > hand brake the left hand must be used to grasp the roof hand hold. Of course, h is true that modem power brakes can be fully set with one hand. This leaves the left band free to grasp the roof hand-held You must depend upon the grip in your left hand to withstand the dislodging in fluence of a sudden unexpected car move* ment. Let us take the brake step, approximately 28 inches in length and 8 inches in width. When you operate a brake you assume a position allowing one foot to remain o* the brake step and the left foot on a ladder tread. The only usable portion of the brake step is that part that extends beyond the wheel toward the end Udder side of car. You cannot relocate the brake step, because its outer end now extends to Udder tread clearance. The brake step was conceived as a needed facility to make it possible to operate a hand brake of the type where brake whed and related parts did not permit its ue while standing on the roof of car. That was regarded as sufficient arrangmicnt at the time when safety appliances were bom from the standpoint of necessity and re garded as a radical step and departure from the standards of the period. We have improved hand brakes, and we can improve brake steps. The design w high-power hand brakes has resulted m a better and safer brake to operate. The brake step is now being made of metaL which U vastly superior to those made ei -wood. Now we should give attention to its size and location. The practical way and the only way to insure a positive re duction or elimination of any type of ac* Railroad Section 21 odem *U to make it virtually impossible through protective means for a man to get hurt when performing that particular operation. You encounter somewhere the fallibility ei man wbea you depend alone upon the urge to be safe. This principle is seen U the various protective devices applied to machinery so designed to make it tm- fetsible for the operator to get hurt. U is the fundamental purpose and aira of safety engineers throughout the country. First explore the possibility of arrangement whereby k Is Impossible to get hurt--second wrouod the renaming situation with ap peal, instructions or Uws to control that which cannot be handled otherwise. Sub ways for pedestrians, overhead and underpuses for vehicles are the outgrowth of study to prevent accidents. The automatic ampler was the fruit of this type of thinking; so eras the auto matic air brake to control trains. And the present high power hand brake is the rabnination of efforts directed to produce an efficient hand brake. To carry this thought on it should be ccnsislcnt to devise means whereby hand brakes can be safely operated without de pending upon the ability to retain a grasp m the roof hand bold or the security of footing on a Udder tread. In the analysis of injuries occurring through engagement in any specific operatkm we are guided by the frequency of ed) injuries and the circumstances. After elimination of so-called cycles, trends and utber factors of doubtful value, we are faced with the issue of doing something about it If we have a chronic condition. Repetition of accidents arising from a routine job mean* either we have failed to impress the workers with the need for personal e*re, we have not made It safe to handle that parbcnlar job, or the ele ments of hunan frailty associated with the operation can be expected to produce accidents. The hand brake can be surrounded with a virtually fool-proof arrangement. Study ibxJd be given to Increasing the width of the braSee-stcp and increasing the usable length to permit both feet to be placed firmly on the step. This will give the sperator a secere footing with both feet ui a level support which Is the first funda mental requirement in attempting a lift Increasing the usable length of brake-step will cither involve an encroachment on Interstate Commerce Commission end-lad der clearances or necessitate relocating the hand brake toward the center of the car sufficiently to avoid end of brake-step pro jecting into die continuity of end-ladder clearance. A railing approximately hip height can be attached to the steel cod of the car tu enclose tbe outside edge of the brake step. 'This will provide a definite measure of security to avoid falls which result from the operator losing hts grasp or his feet slipping. Such a railing would en croach on the Interstate Commerce Com mission requirements for end clearance because m order to permit the operator ample room to move about it would he necessary to have the railing flared outward from the edge of the brake step. This encroachment is more of a point of view, than otherwise, as at present the operator must of necessity, due to his breadth, ex tend a portion of himself beyond the imaginary clearance Use. It would be pos sible to increase the clearance and stay within the I,GC. regulation by modification in coupler striking castings to preserve the present end clearances. The problem of applying a railing to running boards does not'pose any special insurmountable problem. With something to grasp at convenient height, the trainman can guide himself safety over ears day and night, regardless of weather or under foot conditions or the unexpected move ment of car that is usually associated with accidents of this type' This raiting would not strike overhead structures daring train movement* but would* require some changes in sheds and other fixtures in some indus trial track where at present there is in adequate clearance. In 1863, when the first Pullman car containing upper berths was built, some railroads found it necessary to reduce widths of station platforms and overhead structures before a car of that type could be operated over their lines. These measures cannot be handled to morrow. They should be contemplated In new equipment to keep pace with the needs of humanity--to tend a helping hand to those we are anxious to help. From a Train and Train Service Accidents Railroad Section 13 cost standpoint aside from the humanitarian angle wt can't afford to neglect it. In Europe they provide a complete struc ture enclosing the hand brake--a roentry where for the fast generation life ha? . vea pretty cheap. Yet their original concc; .ion of comfort and safety for trainmen was more encompassing than ours. The things to come tint appear strange and fantastic today will be commonplace tomorrow' and those innovations that en hance safety of workers--the product of concern for fellow men--will serve as a measure to those to come of our effective ness today. We must if we arc to be worthwhile be daring enough to think beyond tradition. We must think in terms of tomorrow for dunging railroad technique. The Association of American Railroads has a Committee on Safety Appliances which is concerned with the safety features applied to railway cars. They are anxious to improve the i'acihtie* provided to safe guard railroad workers. The safety . gamrations on the American railroads bj, virtue of their intimate knowledge of ac cidents and their supporting records an the togicad sources to furnish recommenda tions to this commitlee on matters Uk> deal with. Through concerted action sni prevalence the metal running board ana hand brake step were adopted and in year* to come these appliances made of weed will be only a memory. An additional side hand bold was applied to cars because ex perience showed it was essential to sxico Only tor the lack of experience were tltese changes omitted from the original requirements. And today we have suffi cient experience behind us to justify a thorough exploitation of constructive m*iurcs that will make' it safer for men tv operate hand brakes and safer to move about oh the tops of ears. leadct is a person who can exchange ideas with the maa in the field and make that person realize the importance ot hts posi tion, the necessity of doing his best--making the individual fed that he is appreciated, and cause him to realize his part on the secondly, because in 1945 the most disastrous accident, after almost one hundred years of operation on the Burlington Railroad, re'suited from failure of an engine crew to obey the restricted indication caution signal. Forty-five lives were snuffed out in that team The most effective leader is a person aendent. and seventy persons were injured. vrt)0 thinks through all of his problems, I make that brief reference to emphasize inows the quaiifiations ot hts men, using (he seriousness of the subject before us. the beat or the more experienced for the so-jaBed difficult job*, pointing out certain things to watch for or guard against. The leader with these qualifications frequently works for a long period of time with un usual success and in many cases, his effec tiveness Is unnoticed by supervision. According to the Interstate Commerce Commission Accident Bulletin No.' 116, which is a summary of aa analysis on steam railroads in the United States for the year 1947, negligence of employees counted for 42,16 per cent of all train accidents reported to the Commission. And one of the princi Men are no different now than they were pal causes of accidents wherein negligence years ago. They still react to recognition. was a factor was disregard of signal indi ThQT likewise late to admit an error or '* cations. mistake. But, a word of praise, lifts the individual to his feet. His reaction it, "Well, possibly I am important.** Then, he usually derides, from now on, t will try to be more cucfuf and do a better job. There were 225 accidents due to disregard of fixed signal Indications, resulting in the loss ot life to 12 persons and injuries to 326 persons. Negligence due to improper execution of hand signals caused 430 train Some men do not know whether or not accidents last year, resulting in three deaths they are doing the right thing. Why shoutd and 32 injuries. Train and Train Service Accidents A Panel Diaaiarion Discussion Lcodcr; D. E. Mtmroco, Superintendent of Safety. New York Central System New York. S. Y. Participants: Tho Importance of Teaching and Training W. H. Bailey. Superintendent of Safety, Missouri Pacific Lanes, St Louis. Mo. Preventive Maintenance ,f. P, Wamwokth, Coenl Safety Su pervisor. Canadian National Railway Montreal, Qot, Canada. they, unless supervision expresses apprecia tion or criticism? All employees must be led. Supervision must be firm, but fair. When % mistake is made or a rule violated, correction should be made immediately. Talk to the individual in private. Show* him his mistake and explain in detail the Im portance of compliance. Make the job at tractive by a little more humor on die job. Create a team spirit with the men in any capacity. Keep them on speaking and work ing terms with each other. A cert in industry decided that they Every signal, be it a hand or a fixed sig nal. tells some train or engine man, s-ome- thinf. It Indicates to him a condition af fecting a train or a switch movement. There isn't anyone on a railroad that knows tins better than the train and engine man, and no one on a railroad knows better than the)*, the disastrous results that often fol low thrir failure to observe, to.obey signal indications. What auses men to disregard signal in dicationsf What causes an engineer to fail to reduce speed at,* caution signal despite Observance of Signal Indications A. . Davis. Superintendent Department of Safety, Chicago, Burlington & Quincy Railroad Co-, Chicago, 111. Operating a Hand Brake G, U. Dempsey, General Inspector, Divi sion of Safety, Chicago, Milwaukee, St. Faut it Pacific Railroad Ox. Chi The Importance of Teaching and Training MR. W. H. BAILEY: Train service ac cidents are usually caused by the'failure oi same human being, cither from non-com pliance with rules and regulations or the absence of ordinary care and good judge ment On meat American railroads, a very would stL, ! e men from spitting in the corner of HiikSng by pair rig all the corners white. What did the mm do? They just spit somewhere else. When leadership of the proper caliber makes up it* mind to lead the employees, recognize some of thrir accomplishments. mm will be rr^re thoughtful on the job a restnebve indication? Why does tie not reduce speed when he sees that signal dis playing the restrictive indication, to the stop signal, or where he can determine (lie position of the stop signal, at reduced speed? Is it because he is deliberately care less and he wants to deliberately, intention ally and willfully violate the rules? cago, 111. intensive teaching and training campaign and accidents u, train service will certainly No, I don't think so. I think we are r Motor Car Accidents R. C Sakxs. Safety' and Fire Preven tion Agent, Nickel Plate Road, Cleve land, Ohio. Yard Accident* t. R. Tkkxton, Superintendent of Safety. The Delaware. Lackawanna &. Western Railroad Co.. Hoboken, N. J. has bem underway for several years. Under this program, supervisors are tramed by attending instruction classes under the direction of an experienced teacher who usually Is an employee with wide experience in train operation. He U also qualified as a student of human nature As we have learned, the most effective be reduced. Observance of Signal* and Their Indications MR. A. E. DAVIS: There are two rea sons for my choice of subject. First, be cause it was a very important phase of a general subject for train accidents, and. going to have to look elsewhere for the cause. Did it ever occur to you that pos sibly it is because of his eagerness to make the time, keep his train on schedule, and do as well as the other fellow? And, the faBc belief that if he ignored the signal ana got away with- it; everything would be all right--nothing would be said? MO 24 Train and Train Service Accidents It is n fact that oficotane, when that occurs and nothing happens, nothing U said. In fact, sometimes the boys are gives a little pat on the bade for imlring a good' run. Did it ever ocas' to yon dm possibly other members of the crew are leaving it up to George to keep then oat of trouble, instead of calling the signals; clear board, red board yellow board, whatever it might be? They are just leaving it all up to the engineer, and be is a htanan being just like the rht of us. Whereas, if we had team work, where cveryooe was on the job, timed in, helping to run the job, everyone would keep out of trouble. Assuming that our signals arc properly spaed so that aa engineer can bring hU train to a stop at a signal displaying the stop indication, failure to do so caa only be attributed to one thing and that is, fall* ure to observe and comply with the rule that requires speed be reduced when you find a caution signal displaying a restrictive in dication. I say again, that is what caused the de plorable accident on the Burlington a couple of years ago. The engine crew could see the distant caution signal as they approached it. They could see it displaying a restrictive indication. It was located a sufficient dis tance from the step signal to have per mitted a service application of the air brake, bringing the train to a stop before reaching the halt signal. But no, the boys figured by the time they got around to where they could see the other signal, it would be clear. Everything would be all right, so they disregarded this signal. In my opinion, of the two signals, tlie stop signal and the caution signal, in many' respects, the caution signal is the more im portant. If our boys will properly observe the restrictive indication displayed by the distant signal, they will never get in trouble or get by the home signal. The surprise check or signal test has been very effective an oar railroad in keeping mm alert and on their toes. Beyond doubt, these checks if conducted fairly, are helpful in bringing about a better observance of the rules. As already indicated. I do not believe all ncgCgcnce U due to willful or intentional viofatiow of rules, and accusing men of betag and indifferent, threatening them with discharge when lijey do something that is wrong, isn't going to change their ways. Some men are prone to err. la fact, to err is htanan. and although it is often said you cannot change htanan nature, I believe that if we will, by edoeaUooal method*, instill in our employees the desire to be safe, die desire to observe the rules, we can stop a lot of accident*. Pat, first, we must prove to the mea tint we are sincere in this safety movement In practicing what we preach, Moreover, me must be able to understand aim and know how to handle them, keeping in mind, the two cardinal virtues of handling men are fairness and firmness. The first requisite of the safety officer, or any officer, for that matter, is to win the respect and confidence of the men. That cannot he done by continually telling mm that they are careless; that they arc in different. In the first place; the word care less applies to something you have done intentionally or willfully, and I don't be lieve the' men do the tilings wrong pur< posely. or intentionally. How much eker, easier, and how much better it Is, if you sit with the men, if you just use the ex pression, tack of care, lack of forethought, instead of using the word careless. Every operating officer knows, and every safety officer should know the rules for the safe operation of a railroad and certainly, no credit applies to you for discharging men. The credit goes to the officers who build up an organisation of safe, loyal and efficient men, I don't want you to tiunk for one moment that 1 don't believe in discipline, because I do. Nothing is more essential to the safe operation of a railroad than is good disci pline. But, to be effective, it must be ad ministered fairly and justly. In fact, the effectiveness of discipline is found in tire certainty of it rather than in the scveriiy of it You don't have to beat a child to disci pline it, and I don't think yon have to severely discipline a man ia order to get across a safety mange. From my experi ence In training service I am convinced that train service men appreciate their jobs, that they want to do the right thing, and far ther, they have a keen appreciation of their responsibilities. 'From the day the train service men enter the service; they arc schooled on the oper ating rules. They are taught to obey the Railroad Section 25 utes,* to respect the observance of signals, lagging, whatever it may be, and they are aught to take the sate count in case of louht or uncertainty. Generally spoking. he*c men are above the average in Intelli gence and also la skill. These boys are out train service caption, that there was an in crease of one fatality in the operation of hand brakes, and a very tidy little decrease of 113 reports of injuries, or 24 per cent I should like to start from the beginning rather than talk about the situation as found sere running our trains, and they arc doing after the train man reaches the hand brake i good job of it, despite the fact that we location. First; it is necessary to safely save accidents now and then. What they board the car, which may be standing or U a little pat on the back, a kind moving, and when moving, the speed may rord, instead of giving them hell every lime something goes wrong, Nothing 1 have said has been intended as a eulogy to the train sendee men. I realize just as well as you folks that you can't run a railroad on sentiment or emo tion, Neither can you run it by instilling fear in the horn of men. It takes real cooperation to tun a railroad safely and effitimtiy, and cooperation win from dol ing fairly and justly with mas in each and vary considerably. Perhaps it is dark and the train man is carrying a lantern. Per haps, a brake club, too. If it's raining he may be wearing a raincoat which may re strict his movements. There may be a sleet storm, or snow and ice on the group, on the stirrup, and ladder rungs and brake platform. Then, toe, he may be young and inexperienced, yet agile. Or, he could be an old-timer, with plenty of experience, but lacking in agility. every situation, and I aea viable to under- Of course, from a statistical standpoint, stand any other viewpoint. this would not fall in the category of ! have a letter here which I would tike operating hand brakes. Nevertheless, it is to read. It is dated, Chicago, October 14, all part of the operation of getting up to 1944, and it ia signed by sixteen local that job. chairmen of the vanous railroad organiza For that same six-month comparison in tions on our Chicago Division. It came those statistics, we find an increase of two unsolicited out of a dear sky, in the mail fatalities, a decrease of 303 injuries, or 14 yaterday morning. TXe letter shows tiuti per cent. Let's go back to our brakeman. in the final analysis, the secret of safe rail- Now, he starts to climb the ladder. It is r*** .ng is personal contact with these men, not placed at an angle such u would be kttmg them know you are interested in the case with a portable ladder, but straight than and that is along the lines this letter up. When he has ascended to a height of is written. It is addressed to the officers seven or more feet, he cannot expect the and members of the Sitrty Department of protection of a ladder cage such aa is re the Chicago, Burlington and Quincy Rail quired in many state* by law. where fixed road vertical ladders are involved He must rely "Dar Sirs: "Please accept this a* a testimonial of out treat appreciation for your wrtiring efforts ia the program of safety on the Chicago Division in the past year. And, may the representatives of the Chicago, Burlington and Quincy Safety Department go before the Thirty-Sixth National Safety Congress entirely on secure footing and on his ability to hang on. In climbing a box, auto, stock or refrig erator car. he must climb to a height of tl to 14J4 feet la order to reach the brake platform or the top of the car. On many railroads where such heights arc involved, permanent scaffolds with handrails are pro with tiie fuff confidence of the rank and vided. file (tut they have no superiors or few It Is necessary to climb around the cor equals in the promotion of safety in the ner of the car to the end ladder. All the railroad Industry-'' while the car is swaying as it moves along Operating Hand Brakes MR. GEORGE DEMPSEY: Yesterday at tiie meeting; Tom Canow passed out some fine statistics for the first six months of this year as compared with the one period a year ago. It showed, under the the track, possibly over a low joint or two on its way. With his left foot OR the ladder rung, he now steps over with his right foot onto the brake platform, having mtnumsn measure ments of eight Inches by twenty-right :V::;>v i-mq 26 Train end Train Service Accidents incites. He must immediately size up the situation, because he docs not necessarily have any previous knowledge as to the type of brake on the car. Time may be an important factor, doe to the car moving on a track on which other cars were standing. He must carry out the duty he started out to perform when he boarded the car. He may find the horizontal wheel staff brake, a vertical wheel power brake or a. lever type brake. If a power or lever type, he places the brake dob os top of the car, fwcause he renumbers that a power brake does not use a brake club. If it is a hori zontal wheel type, he must place himself in position with both feet on the platform and, if necessary, insert the brake club through the wheel and against the brake staff. .c old-timers are more familiar with the horizontal wheel type brake and seldom are injured handling it Most of their troubles are with power brakes and, to some extent it is just the opposite with the younger men in the sendee Imagine the predicament a young switchman may find himself in while riding a car in on a yard track on which he bows other ears are standing, and there he is with a power brake he knows nothing about Suds a situation can occur and probably has oc curred many times on all railroads. What is true of high cars is likewise true where open top tank or fiat cars are concerned. Much of the action incident to setting a hand brake is likewise carried out in reverse when releasing the brake. In other words, you have to get down off the car. Side and overhead clearance restric tions and operating conditions may prevent changes in car construction to a large ex tent. So. we must rely on the individual involved until such time as improvements in car construction are made. T have a great deal of respect for the hazards inherent to the hrakeman's job. Training the new man and reminding the old-timers is a responsibility we must recog nize. In the operation of hand brakes, it is necessary' (o emphasize the extreme im portance of a good hand hold on the safety appliances provided. The actual handling of the various types of brakes in order to become familiar with them is most desirable for die prevention of accidents. Numerous means for carrying out such instructions have been employed on the American rail roads, but on the Milwaukee Railroad we have found our land brake instruction car of inestimable value in that respect. Since the Spring of this year we have had ap. proximately 4,500 trainmen go through that ear and receive instructions. We have beard it said that a railing might be installed around a brake platform. There have cvai been conuncnts in the past about taking the side Udder or the end Udder, preferably the side Udder, I pre sume; and extending a railing up to tlie root of the car such as you have at (lie rear end of an engine tender. We have heard all sorts ' comment* about saleguarding the nan after be has reached the top of the car or the brake platform. Might l throw o*rt one more thought? With the near types of geared power brakes that are corning into vogue on all new car construction, perhaps someday, the ingenuity of the mechanical people on the American railroads will figure out a way whereby these geared mechanical power brakes an be rootmted and, if necessary, recessed to a certain extent Into the side of the car just to the left of the side Ud der. When we reach the point where the geared power brake am be handled by a man on the grotsvd, we won't have men fallWig off the brake platform.- I was happy to hear from Leonard Hoff man that the safety officers and the me chanical officers of the A^VR. were going to ffive consideration to this power brake subject. When you start to consider there are approximitely 30 or more different typo of brakes on cars with which the switch* man -and the trainman must beccmc fa miliar, surely it is a subject worthy of consideration. I believe that there is enough ingenuity among the mechanical officers on our railroad to develop a method of put ting the hand brake or the powered gear brake on the side whcre'it can be operated from the ground, or next best, while the man U standing In tire stirrup of the side Udder. Motor Car Accident* MR. ROY SABENS: Each year, we have many accidents on the railroads caused by motor cam being strode by trains, and if* we axe to dirainate these accidents, we must improve the team pUy ot oar em ployees. The Interstate Commerce Core- Railroad Section 27 mission, investigated 23 accidents involving motor cars and trains, which occurred be tween the years 1933 and 1946. inclusive: si fatalities and 36 injuries were sustained on account of these 25 acridecta. Seventeen of these accidents were earned by failure on the part of tlie motor ear operator, Xioe of these 17 acridmts were the result of motor can being operated on the time nt first-class tfaina. Seven were due to the failure of the operator or dispatcher to restrict trains or give correct line-ups, train and the lineup indicated there was a northbound train coming. When he asked the operator at the next station in regard to it, the operator told him that the train had not been eaboosed in the yard a short distance south, so he continued on south, figuring he had plenty of time, but met the northbound train a short distance from the station and the motor car was demolished. As it turned out, they were caboosing an- other train which was following the one that struck the motor ear. (>ne of them was due to the failure of the A section foreman asked for a lineup of flagman to flag as Inrinsclcd, a dispatcher at 3:35 pjn. and was told that During 1947, and so far this year, on our railroad, we have had 21 accidents mvolv. big trains and motor cars, of which two resulted in fatalities. One was caused by the motor car being operated on the lime of a first-class train. The other was caused by a makeshift seat on the back of the motor car, so that when the section man heaped from die car, he landed in the center of the track and was nm over. a train had just passed a few miles east of him at 3:09 p.m. He put his motor car on and was struck about one and one-third miles from where he had received die lineup. Figuring the running time of this tram, H should have passed* the location where he was hit at 3:34 pm, one minute before he asked about the location of the train. Nevertheless, he operated the motor car in the face of the cmcoming train. If we arc to reduce the number of motor Eighteen accidents resulted from a fail car accidents Involving trains, operators of ure on the part of the motor car operator, motor on must not be allowed to place such as poor judgment in figuring the run motor cars on the tine until written lineup ning time of freight trains* Two wart M Is received from an operator or, correctly, account of incorrect information being from a dispatcher. These lineups must show furnished as to the movement of trams. the name of the motor car operator, the Another was caused when a conductor pilot time and location of all train* in that ter overlooked a first-class train. A signal ritory. These lineups must be repeated. maintainer had been advised to search for Many times, operators and dispatchers a signal failure. He found a hot wire was have discouraged a motor car operator in down across the ridge; and he was greatly concerned as to the danger to himself and others until be had moored this wire. After he lad removed the wire; be there proceeded to repair the signal apparatus and while returning to the job on the motor car, overlooked the first-das* train. Even asking for lineups, but the written lineups will make the motor ear operator, the dis patcher and the operator'more conscious of the fact that human lives depend on correct information and good judgment, m the figuring of the time of the train. Also, the day of smoke Is over since the diesel engine his helper did not do his part and look behind. This accident which resulted in a fatality could have been prevented. Is being used on many of our railroads. Several years ago, it was understood by every motor car operator on our railroad Another signal maintainer going west did that whenever anyone had a motor car not ask for or receive information in regard strode by a train, that he was through to outbound trains. He was advised as to working tin our railroad. And, tlie result the movement of the westbound trains. He was, we had practically no train accidents entered a controlled siding to clear the involving motor cars at that time. Every track for the westbound train following motor car operator on our railroad is being him* The westbound trains were being han furnished with a portable telephone and is dled through the siding m order to meet instructed that he must contact die dis the outbound train and the motor car was patcher before placing his motor car on the struck and demolished by the westbound main track. train. We hope; through this practice and the A patrol snaa received a lineup of a toe of the written lineup on the prescribed Train and Train Stroke Accidents form and also by the application of disci pline, to eliminate train accident* involving motor cars on our railroad. We must have teamwork in the operation of motor cars if we are goinf to prevent such accidents. In some railroads, the job* are bid from the switchman's roster, but on our railroad we appoint the men who are best qualified for job. And, wc do make mistakes, because none of the men answer those six qualifi cations that I fed are paramount to their The foreman in charge of motor cars job assignment. must have other employees on the motor car read the lineup and have an under* standing as to what the plan of operation is going to be. Many accidents which re sulted in fatalities could have been pre vented if only one of the employees on the motor car had been part of the team and Jiad looked back for following trains. t speak of the yardmastcr as the her nun in the yard operations and in the safety of the yard. The yardmastcr trie* to bring his men into Ime with his policies of sale operation, As director* of safety wc should establish some form of training program for yardmastcr* on the workable method* of administering safety to the men under Train accidents involving motor cars can their direct supervision In yard service. also result in injuries and fatalities to When this has been done, the yardmastcr engincmen and trainmen on the train, and is imbued with the fact that he is the key in the case of first-class trains, a possibility man m eliminating personal Jejune* in his of casualties to passengers. Wc should do particular territory and he will be sold on everything in our power to eliminate this the idea of building safety into the daily kind of accident or we will receive an order job. Then we can be assured that when a from the Interstate Commerce Commission new man is hired in this field, he will be which will require that motor cars must Instructed very thoroughly on the methods be run on train orders, and I am sure we of safe operation. He wilt not merely be don't want that assigned on his own, with a lamp, a bock Yard Accidents of rules and a brake slide pot In his hand, and be told to be careful, as has beat the MR. J. R. THEXTON: Safety i* the practice in past years. watchword of American railroads. There has been a continuous improvement of safety records and that is the objective of ir railroads. As a requisite to safe oper ation, we must consider train supervision. When a switchman operate* with safety and according to the company's policies, he To the newly-hirtd switchman, his in structions are never complete until be is trained on the various brake* and the opera tion and construction of each, by a competent man, a car man, on our property, -jf is a "must" on the Lackawanna; we in sist that new men who are hired lor the is a direct reflection of the yardmaster's yard service spa*d some time with the car attitude. The yardmastcr must be Cutty in men and get instruction on &e various accord with the company's policies on safety and their operating rules. He must have a sincere interest in the welfare of his men. He must have the respect and. confidence of these men. He must know his job. He must know the hazards that are inherent operations of those brake*. The yardmastcr has an extensive influence in controlling a yard operation and he should be reminded from time to time of the im portance of elaborating on some of the to it and know what safety practices to safety rules. apply to it He must be a man of open We have, on our property, the nil* of mind, one who can receive suggestions from the week, which is posted by our operating hi* men and explain satisfactorily to them, superintendent, and also through our shop, any suggestions on the job. and we lave endeavored to enforce that. He must have the background to insist that safety policies are carried out and at the same time, not be brutal or offensive in his discipline. These specifications should be considered as a list and turned over to the superiatmd* ent or train master or those who are re sponsible for the employee. The supervisor* check the men and find that they have read the rule asd knew what it nuron*. They sboold be impressed with the fact that say deviation or violation of the rales will oot be tolerated, and a strict compliance is maadatocy. We should, at every opportunity, empha size the point of thinking on the job, and at Railroad Section 29 no time should the supervisor let himself get out of the habit ot the follow-through process of checking his men a* to whether his frequent instruction* in rale conduct la operating switches, getting oe asd off car*, awpling car* and many other duties aeces**ry to yard operations are being obeyed. This constant driving by a tralntd yird- auter sows the seed of safety, tt never fails to bring certain dans among the crew te look forward and seek daily message* m the subject, with the result that self-preser vation becomes desirable and a great amotmt ef pride is crested, established, maintained and directed to avoiding accidents and In juries. Accidents la yards can be controlled by ur having what I say is the key man of any terminal, the yardmastcr. properly su pervised and chcdted. He will be told to follow through asd be made to Investigate bis own action*, not leave it to the trainmatter who is the higher ranking officer in the respect of territory, but to make out what we call the four form, and tefl tas the cause and what is being done to correct it. They didn't like it at first, gentlemen, be cause they thought they had enough of a job in the train yard to d&gatdi the high ball and get them out of town; see that the towage was properly tabulated and that he didn't get In the yard office along there with the caboose and have than sal! on the hilt. One of our trainmasters in talking to me some time ago raid. "Bois, I've got a little message I would like to lave your permis sion to put up In my territory for my beys to have a good record." It is a switching district In the ctmrat country, f said, "Go ahead, it won't hurt.** And. he pet the sign in all the cabooses where they hadn't had an scodent. This was a trainmaster's message to the crew and to the fellow working with the fellow who was rale. He put It that way: "This is a rate crew, and, brother, to keep k m , Is strictly up to you and you. So be careful what you do. Don't mar the record of this crew. Practice safety first yourself. Watch Ac worthy brother and keep him off the shelf. And when you see something that might cause disaster. Tell it to the trainmaster for what it's worth to you.** He got out those posters and put Aon m the cabooses. Thera were sane smiles about it, but the conductors were socct say ing,* "Did you read the poster? Well, we don't want you to get hurt." Prevent!re Maintenance UR. WADSWORTH: In approaching the matter of the control of train and train sendee accidents, there are two positions which we must consider; that of the ship pers, sod of the railway. The shipper prepares bis goods for move ment sad expects prompt, efficient service, with delivery at destination without damage or delay. The railway solicited the business and Is being paid for this type of service, but a failure os the part of an employee or a train accident, causing delay or damage embarrasses the railway to the degree of payment. This covers loss and damage, in juries or fatalities, and loss of the experi ence of the workmen affected. In addition, the incident may jeopardize the future busi ness from many shippers. Therefore; an on time, safe performance is essential to the railway side of this trans portation business. There are many conditions that contribute to these failures, such as delay at connec tions, switching, marshalling tile train, in spection, brake tests, condition of the track, and the handling by the train crew. For the purpose of this discussion I am exmiuung my remarks to the inspection and maintenance of the equipoKut. The Car Inspector--(a) He should be selected from the carmen, preferably trained through the apprentice system. It is essential that he is physically fit lo work m a train .yard, and has passed the periodical examinations on vision, color sense and hearing. (b) Training as a cannon oa Ac repair track i* important, and he should be in structed oa the AAR. rules of interchange; loading method* and safety appliances. This should be accomplished by regular dass instruction and followed by practical demonstration on cars, preferably on a re pair track where the defects are always evident. With ail the rules, ett, for inspec tion and maintenance there are nearly 2,000 pages, so you can readily see the need of 30 Train and Train Service Accidents segregated instruction for the type of work covered by the assignment to each inspector. The maintenance of safety appliances is a most important matter, and we should educate the inspectors to a full realization of their responsibility In the protection of their fellow workers and employees of other railways, by having all safety appliances in good condition. (c) It is necessary to develop good Judg ment and die ability to make prompt de cisions. This can only be accomplished by an adequate knowledge of the requirements and confidence in the leadership provided by his supervisor. (d) The inspector must Iearn to realize that to a targe degree he is in control of the safety of the traveling public, and of the safe movements of freight. We are all too familiar with the disas trous results of the failure to discover the missing cotter key, defective knuckle lock, brake hanger or inn, and the many types of defects that arise in wheels and axles. Prevention of accidents from equipment defects requires men trained to detect these conditions, and to act promptly * (o apply correction. Time Element and Protection of Work men--In addition to the training and de velopment of the staff, it is necessary to consider when and where the work will be performed, as welt as the normal time to be allowed for the service, using adequate flag protection for the workmen. This requires a joint study between trans portation and mechanical officers. If this is not arranged and properly carried out. it is quite possible that a yardmaster with a forceful flow of language will always try to hurry the inspection and brake tests. Trains are made up late and he will expect the inspector to hurry bis work, to help cover the yard delay. This is a natural human reaction, as a yardmaster'* responsibility usually avis at the yard limit board, but the mechanical department men are responsible for the care and service of the Car, until delivered and accepted by a connecting road. There are five important items that should be arranged: (a) Inspection on arrival in yard. (b) Reasonable time allowance panted for the inspection service. (e) Give empties proper attention, as many of them will be moved to non-uupec= lion points for loading. (d) Departure schedule to provide tune for brake tests and necessary adjustment*. (e) Provide adequate staff for minor re pairs la train yard, to eliminate switch, ing delays. Light Repair Work--Vlany of the train accidents are due to failure of scow small part of a ear, which oould easily have been replaced. We should therefore impress att supervisors and inspectors with the neces sity of completing aU this work, especially, when cars are sent to a repair track. Checking the following parts wilt save many a delay or failure: Cotters Brake Boms Sill Steps Couplers 9t Parts Test Hand Brakes Brake Shoes Grab. Irons Doors Brake Hanger Ptru Uncoupling Levers Wheels 4: Journals Adjust Piston Travel Waste grab*, which are frequently roused by impact in switching, can be discovered and oualy removed when cars are on re pair track for other work. The cost of one overheated and burned off journal will provide a lot of this pre ventive maintenance. Keep the car foreman and inspecttoo staff informed as to the results obtained in moving trains over the territory- Arouse and maintain their Interest in a good per formance. Inspectors .Alternative*--When a or i> offertd ta interchange and examined by the car inspector of the receiving read, he haonly one of four dcowoos ta aiVr, via: (a) Run the car m the existing condition. (b) Repair it, or send it to a repair track. (c) Transfer the load and return defective ear. (d) Reject car and contents. Att within the requirements of the AjVR. rules of interchange. l.bave placed these la the order in which we should desire the flow of traffic to be fondled, and provide a smooth operation at the interchange points. It is in making these derisions that tiw ear iatpecior does his pan in the mainte nance that prevents the train acddoU*. Railroad Section 31 Therefore, safety supervisors and operating officers should do everything possible to provide the best Instruction and training to such essential key met in the railway service.. Preventive maintenance is far superior to aeddent investigation, and Is qf direct bene fit to shipper* and the railways. It makes it possible to commence your safety efforts at the time the shipment is offered, aad pro rides for a program of work at the termi nal where all facilities are available. The auxiliary outfit with steam derrick is, a costly unit to operate, and pays best when on the siding prepared for an emer gency. la conclusion, would suggest as a first step towards elimination of train accidents, that we study and intensify the efforts to develop and train the inspection forces, using visual aids, safety instruction ears, or, any effective methods to support them and further your aeddent prevention pro gram. Color Power in Industry By OXOROB D. GAW Director, Color Re--arch Institute of America, Oticago Although the words "red." "yellow,** room. la less than twenty-four hours in `'Wo,** "great" have seme generally under- the room, the man called for food. His stood meaning, they do not actually present mriaochoty soon departed and he returned to specific values; because there are a great normal life. variety of rod values --d yellow values and A famous football coach used color in blue value*. At best, names--even of basic fitting up his players* dressing rooms. For colors--are generaffatioo*. the room where fbey lounged and relaxed The psychological power of a color is he chose a soft, restful blue: but for the prc'hcated by its exact hue. The effect frees room where pep sessions took place, be em a cold red (red and blue) is very different ployed rod. from' that of a warm red (red and yellow). A well-known hostess was out of ideas for A green blue wiU not affect us the tame way interesting parties, for which she was noted. as will a purple blue. A color specialist told her be could prescribe Rod 1* the a--e admaliting of colors. The something that would assure .her a most lave for rod is ustvcrsaL Children. primi successful party, provided she promised not tive people, the cultured and sophisticated to serve alcoholic drinks the first two hours. are all stimulated by rod. Dislike for red The hostess reluctantly agreed. The color is a psycbofcgkal abnormality caused by specialist instructed her to get magenta some --pleasant childhood experience as lights for every light fixture in the house sociated with that color. Red is not, how and place a eonber of the lights under .the ever, good for people who are easily over- furniture. She followed bis instructions. Re stimalated. sults: The party was a great success, al Red is awact beneficial for those who are is Use habit of bring morose or melancholy, A studs greater caaubtr of people are tw ine stimulated by rod color than by intoxi though drinks were not served at all, and the hostess also reported that husband* ware making love to their own wives and wives to thrir husbands. cating drinks, bat since the color prodaces The reason for the success was of course the stimuliting peyehologkal effect without that the magenta (redcBsh purple) is stimu going through the digestive system, we are lating and also flattering to the complexion. not conscious of the stimulus. ' Perhaps a little magenta in the heme can A wcB-known business man had serious make a major contribution to family rela reverses. Financial losses bad effected the tions. mas's mind, and he was taken to a psycho- A noted woman journalist often is ad politic hospital. Having refused to touch dicted to attacks of melancholia. When she food for many days, he was placed in a rod tH the symptoms, she goes into a room 32 Color Power m Industry decanted ud lighted with ned. After spend* mg yaw time to that room, she is ready to resume normal activity. In addition to the psychological power, colors have other service value. Tomato picking became a problem, when experienced farm help flocked to the defense plants. Tomatoes mast be picked when they reads s certain ripeness which is judged by the redness of the vegetable. The inexperienced pickers available coaid not judge the color and many unripe and overripe tomatoes were picked. This r*MW< great tomes. The mat* ter was pat before the agricnltanl depart* ment of Purdue Umvmity. Dr. Short pre pared a paint of the color of the tomato as it should be for picking. The color was applied to the fingernail* of the pickers, and ail they Had to do was to match the color on their fingernails with the tomato. Yellow produces the sennticn of Ratlight, although actually daylight is cold be cause it readies us through the blue heavens. The psychological reaction to yellow is not as positive as that of red or blue. The slight est changes in yellow will render it cold or warm, soothing or aggravating. This it a color that needs most careful handling, be cause the slightest change In the color value will alter its psychological character. A slight change in red does not alter its psychological power as much. There are just as many case histories of the power of yellow as of red Yellow has the best visibility and plays an important role in acddoit prevention in addition to bcingcftectiVe as a psychological force. Ydlow and black are the most effective com bination for visibility. Blade and white stripes are still used for marking dangerous points. This, however, is not the most effec tive way of preventing accidents because white and blade stripes have a tendency to blend in the eye and at a distance the space covered with the black aod white stripes wilt appear grey. Whereas; yellow and black stripes will remain distinct at the same dis tance. A building in a New Jersey community was painted a certain yellow. The residents asked the owner to change the color because it made than ill. He refused to make the change and the residents petitioned the Oty Council to force the owner to remove that sickening yellow, as a health measure. There are msaerou* case histories of cer tain yellow colors causing vomiting. YeBow is particularly unpleasant in a fast-moving, swaying vehicle. An airplane pointed yellow in the cabin caused indigestion and yooBitwf to the occupants. What the cabm was re painted m cool green, (he digestive disorders were rodoced more ihu 59 per cart Blue is the coldest of the colors. It is a psychological sedative for people who are disposed to being overstimulated. It is often depressing for the morose type of person. Tboee who are a&ffcted with mebochelie attacks should avoid blue mad shock! nrround tbaxwdres with red. Of coarse; colors o/m produce physical reactions which are not easily traced to the color. Often a pm wiH say: 'This osier makes me tick," or "I juet love Ant color," But more often color pwu acts on dm sys tem without the person being aware e the presence ot the color. A cafeteria n a large industrial plant had warm neutral wall* timt were clanged to bhe m the vmail elesang, Dencns of complaints began coming into the occ that tbe cafeteria was too cold. The plant engineer knew that the temperatar* ha the rods had not bees changed. A sew coat of paint was applied to the walls. The blue was changed to orange. Tbe .chairs were alio given orange covers. Cbmplaints began cemiag in that the cafeteria was too boe. The engineer had not changed the temperature this time either. The orange chair covers were removed, but the walls remaiaefi orange. Tbe temperature became satisfactory. A visual sensation had produced a physical reaction. The diners saw blue and fdt cold. They saw red and felt hot. although they were not aware that the change of color caused the sensations of cold and beat. We speak of gay colors and somber colors. We have heard people dtdut that mtaln colors depress them and tint other colors give than pleasure. We have gone to places that made n* fed gloomy, and we have been in other places that Inspired gaiety. More oflet than not the mood was caused by the colors in the room, but few persons were aware of that Most of us are not conscious of tbe power that color has over us. Railroad Section 33 Whereas red produces cheer and alertness bs normal people i to the abnormally excitable radrndoxl red is over-stimulating, Blue is nfamw for most people. But to tbe morose or depressed individual blue has a negative effect whereas red has a curative power. As whippy looking friend told a color specialist that his wife had the `'blue*," that she had hardJy talked to him during tbs last six months and had beet consistently mo rose. Ke askod the color specialist, who was a friend from schooldays, to visit bis borne He iheogbt perhaps a visit front as old frioad would do some good to his anhappy wits. The mack worried husband stud he did not suggest going to a psychiatrist be cause be feared rive would get la believe that riw was insane aod that would make matters worse. The visit was uneventful. The young wife was pretty and morose, as her husband had aid rite was. She served tea mechanically and auetrri inquiries politely. Otherwise she did not utter a word. In answer to tbe question of how she liked her apartment, the replied that she hated It This she said with aooticn. It was the only emotional utterance rive made tbe entire evening. At the dose of tbe visit, the husbond mid that he appreciated his coming, bat at the same time he betrayed disappointment Hie visitor had failed to stimulate his wife. If anything, he seemed to have aggravated the situation with his coBstast questioning. Os the following day the color specialist called his did friend aad emphatically ad vised hot to have the apartment redecorated and to purchase a few small accessories for their home. The man, who laww tbe power of color, urged that the blue waits should at the first possible date be changed to a warm color with red in it--peach or a neutral orange. The blade woodwork, be insisted, shoold be changed to white or ivory and a ncesber of pictures, eeramka of some type, vases, piece* of sculpture; all predominantly in rod or orange, shoold be added to the furnishings of the apartment. At fint the young wife was indifferent to the changes a the home, but in a few days she participated with enthusiasm m the arrangement of tbe new piece* aad within a month she became a normal happy mile. This case history is one of many rod* histories, and it is an emphatic danoostra- tiott of the psychological power of colors. The blue and black environment undoubtedly contributed to the psychic illness of the young woman, if it was not tbe sole cause, Tbe introduction of the r*d environment un doubtedly produced the necessary stimulus for normalcy and happiness. The following is a case where red had a negative effect A young lady married a mas who had a beautifully furnished apart ment She had visited his hocne on numer ous oocuions before they were married. In preparation for the new lady of the house; he had called in an interior decorator to redecorate the apartment. The blue walls were changed to orange and red was made to dominate tbe entire color scheme. He wanted to surprise her . , . and really did. She had always been an overly excitable young lady and the hot color scheme did not help to coatrolling her temperamental out bursts. Her sodden and consistent erratic behaviour was attributed to many causes. However, a change of the color scheme in the apartment bade to blue and other cool colon was followed by the return of a more rational character. Perhaps there is a lesson in these case histories (or other husbands with troublesome wives.' The man, who contemplate* changing hir wife because she is melancholic or overly nervous, we advise that he change the color scheme in tbe home and keep his wife. The last two case* demonstrate beyond doubt the tremendous psychological poten tialities color has both as a constructive and destructive force. They show dearly that color is a major `factor in the psychiatric field. Colors do not have such violent effect on most normal people, merely because most normal persons do not react violently to any stimulus. But the case of the cafeteria, where the feeling of cold was brought about by bfr aad the sensation of heat by red on Uk walls, is an example of mass color Tbe tremendous increase in sates because of the use of color in advertising in all staffs is another proof of the universal psychological potency of color. Statistics show that a pink reply cagf or envelope will bring-more returns than a card or envelope of any other color, because pink, being of 34 Color Power industry the red family, is energetic and inspires action. Green produces the most normal reaction* of ail colors. In light, green is a primary color. In pigment, it U a mixture of yellow and blue. This color is associated with nature, growth, food. We are constantly surrounded by green and the color produces no extreme reaction. However, the color subconsciously is associated with nature and health and is pleasing and invigorating. The Black Friar's Bridge in London be* came known as Suicide Bridge because many people took their lives there. The authori ties derided to have the black bridge painted green. After that was done; suicides de creased more than half. Whereas the black color strengthened the desire to die the great forth life, growth, nature; and often counteracted the morbid desire to die. Orange belongs to the red family and it therefore warm and stimulating. Purple and violet belong to the btoe family and sue cold, distant, and sedative m character. In daily living in die bexae, pore colon can be taken cdy in snail doses. It world be overstimulating for normal people to live in a room of pore red and depressing to spend long periods of time in a blue room. For interior application on walls ad other Urge areas therefore. colors are diluted with white. Pure colors are used only as accents on small objects or iiacH The psychological reaction to color is very much like the physical reaction to drags. Colors, like drags, should be administered in the right doses. In color, as in drugs, there is the danger of overdosing as well as of weakening the application. The mixture of white with color is aaalagons to water (Sta tion in internal methane. We are aware that the sun promotes health and growth, and we know that sun light has through the ages been symbolic of life and that darkness meant death. Not very many years ago we learned that the sun also is the mother of color. Color is light Where (here ts no light there it no color. White light is a mixture of alt the colors. Blade is the absence of colors. When a surface reflects all colors equally, we see white. What a surface absorbs all colon equally, we see blade. Host thihgs in nature are neither pure black nor pure white. because they partially reflect and partialt} absorb color. The odor of aa object is the reflected part of the light When aa object is red, it means that the surface of the object has absorbed the other colors from the light Colors, Hke sounds, are transmitted through wave lengths. Chonists are evolving hundreds of odors. They work with, organic and inorganic ma terials and prodace compounds that reflect and absorb tight m various wave lengths. Like air and water, we use color every day. W< have it before us every waiting moment. Color docs mighty things to us but not very often arc we aware of its subtle action. We use color on the walk of our living quarters; we demand odor in the furniture. We purchase colorful rugs; and we have paintingson our walk. Yet we rarefy realize how much the color does for us or So us. Many people have distinct color preferences. Some choose blue as the favorite fete. Others prefer yellow. Many tike green best, and most people like some shade of red. Generally, we go no further than personal preference in our pursuit of color. We unally take color for granted as we do air and water. Bet scientists have been itudying the power of color. Knowing that the sun pro motes life, growth and bent, they sought to iciru what colors'-the components of sun light--promote? Sorely if man's life is predicated by sontigbt, colors'-which arc elements of sunlight amt have an effort on nun's well bong. Medical met have been stadymg the power of color and the Color Research Institute has ben gathering the statistics available. Case histories of color power are multi tudinous. On the basis of scientific analysis and statistical data, we have teamed the hasic nature of each color. The primary colors are now easily analyzed. However, subtle mixtures present a more complicated probJen, The primary hues and secondaries, which are mixtures of two primaries; can be desig nated by a re~prMt\ word hsc rt;itiixi such as red, bloc, violet, orange. However, word designations become meaningless for colors that coorixt of more than two hues and black and white. RaU/oad Section 35 In plg"*r, yellow, red and blue are baric We use red to identify fire-fighting equip colors. This means that out'of these three ment, because red has long bees established all other colors can be mixed. Green is as a symbol for fire fighting. We can all derived by mixing yellow with blue; orange, identify the red fire-fighting tracks. How yellow with red; violet, red with blue. Vari ever, through scientific experimentation with ous shades are produced by adding blade to colors, it was found that red docs aot have the color and tints are created by adding the visibility power of a warm yellow. white. In order' to Steep a man constantly im la tight the problem is different Yellow U pressed with the fact that he ts using a art a primary color in tight but green is. dangerous machine, the Color Research In A warm red and a purplish bloc are the stitute recommend* that orange paint be two other primary colors tn light. The pri applied to the machine, Orange consists of mary colon of tight are secondary mixtures a mixture of yellow and red. It therefore in paint or ink. Isas some of the high visibility of yellow Since tight is the original source of color, and some of the danger symbolism of red. the basic colors of tight are the true pri It Is psychologically stimulating as well as maries. We must mix two basic colon of subconsciously symbolic of danger. pigment la get the baric colon of tight Psychologically, red Is highly stimulating; Yellow-green. orange-red, purple-blue are yellow Is tea stimulating; Hue is cool and secondaries in pigment that tt. each is a gristing ia character. In' symbolic meaning, mixture of two colors. Actually, these are red stands for fire aad danger; yellow is the primary colors of tight eomexmly associated with joy and sunshine; Color for modem industry cm- blue is often symbolic of respect and order. inco, in addition to the psychological fac From the point of view of visibility, red tors, the symbolic valors of colors and visi has good visibility; yellow, strongest via bility aspects. bility; blue; weakest visibility. The symbolism that colors have for people A --**"* that has been treated with is important. We ha.c become conditioned color is a more productive machine. By pro to associate red with fire and danger, green viding a distinct color difference between with samre aad safety. This ecn&tkaung the working area of the machine, the ma Has become part of the subconscious arind. terial that ia bring processed, aad the mov Confusing visibility with legibility is one ing dangerous parts, all units are easily seen. of the common errors made in color usage, The color difference provides constant warn today. Ia direct-mail advertising and m ing to the machine operator of the dangerous magazine ads, in all types of advertising moving parts. where ink is used, legibility is the primary The color creates Increased visibility requirement. la machine shop, industrial without glare, whereas a blade surface does pluit. or on the highway--anywhere where not reflect light aad does hot provide visi paint is used for aeddent pcevcntiow-viribil- bility, and white reflects maximum tight ity is paramount. The principles of color but is blinding and irritating to the eyes. combination for legibility differ radically And there is also the psychological power from those of visibility. of the color. Color oo the machine mid on A warm yellow next to blade has highest the surrounding object* aad walls Is stimu visibility. Therefore, yellow aad black are lating. best where quick attention Is csseatisTand Because the lighting situation aad type of where routing at a distance Is a factor. This structure; as well as the load of work be is the meet effective color combination for ing daec In the place, are major factors in meriting highways, for designating curbings color planning; plants must be given indi and deed end*, and for meriting hazards ia vidual study. There arc, however, sane gen plant interiors. eral color principles applied to all places of No color has as strong visibility power as work. ydtow next to blade But a yellow and Except in special cues, ceilings ia plants blade stripe design should be used only for are always painted white; this being the visibility purposes. It should never be cm- color reflecting the maximum light. White ployW when legibility Is seeded because ts not used oo wall* because the workers this color ia cutting to the eyes should be surrounded by color* that make aad will not hold sustained attention. them fed at case and do not cause eye 36 Color Potter m'Industry fatigue. Tbe color oo the walls mast be la keeping with tbe coion ea tbe imrhinra and should be la harmony with tbe function of the plant Tbe old type sodnstrial plant with Its whitewashed interior la devoid of effective means of kkrtificatioa of danger, puts great strata oa the eyes of tbe waployees, runes general Irritation and results la inefficiency, increased mber of accidents, sad lowers the workers' morale One interesting case history Is of a plant where mcrcbaasc packed in black boxes was bring loaded into can. The workers showed fatigue an tbe early afternoon aad were often reporting iOnw. A color spe cialist visited the plant and minted that the boxes be paiteed a specified light green. After this was dope, there were few ont- plaints and ahsmtewwa was cat down- Rea son: black is depressing aad heavy. Green is cheering and inspiring. A plant that is scientifically "timed in" with color is psychologically conducive to work and provides unroot visibility and maximum safety. Everything in the plant, walls, ceiling, and axe treated with colors that aid prortocticn, A scientific application of color in the industrial plant results in more aeesmte and faster wolfe happier and tea* tired em ployees, a lower rate of accidents, aad better tabor relations. Color inspires respect, encourages cleanli ness, and promotes orderliness. Color is a universal language. People of all Rations and of every race are affected by color be cause color sensation is instinctive. We have seen tbe great power of color in selling. We have multitudinous case his tories demonstrating the tremendous psy chological power color has over people. When colors are used unsdcntifiolly they , have little meaning and often produce harm* ' ful results. But color use that is planned, color that is harnessed for a purpose U of the greatest value to us. Color tdls us to go and color tdls us to stop. Color causes eye strain, and color brings eye relief- Some colors say danger, others my safe. Color soothes or stimulates and color irritates or screams. Color Is power. We have learned to use the resources from the earth. Wc have harnessed water power. Now color is befog harnessed for the benefit of man. Dlacutrioo QUESTION: What Is the easiest color on the eyes? DR. GAW: I believe it is agreed tint a certain value of green or blue-green is probably more comforting to the eye for long periods of time this any of the other colors. That is probably because green is a combination of blue and yellow, and is very mild, but just to tell you green, that isn't the full answer, la other words, you can't describe a color. You know what 1 mean; it's a light green tint The tints are easier on the eyes than tltc pure colors, and if you don't mind me add ing a little additional answer, there seems to be quite a bit of confusion who* we speak of colors in chroma and achromatic and all those darned things that get me mixed lip, but her* is how simple color terminology is: When you soy hue, you merely mean a color that has neither white nor black content. That is a hue, or a pure color. If you add white to that pure color, you get a tint. If you add black to that pure color, you get a thode, If yofe add both black and white, you get a lone, or, in other words, gray, the tones arc colored down. There are only four colors in the spec* turn that have no resemblance to each other and they are red. yellow, blue and green. They are the colors that have the highest retention or memory, or identity qualities because all of the other colors arc tarts of those particular four. QUESTION: Would you recommend that blue-green for offices and homes? DR. GAW: Yes. sir; we find that k is difficult, as yotf perhaps know, to ever get one color that Is going to be the preference of all people. Preference In color, some* times is caused by the educational back ground or the physical condition, or perhaps the economic condition of people, but for blue*green and Its complement which Is In the peach family, we have never known of any people who disliked that color, which means that it Is a safe color to use `where many people arc going to be. Now, as IndwAialt go, it Is probably as nice a combination as you could ever hope Rtulrocd Section 37 for, because the blue-green has the sedative of the blue ha it, and the cheering qualities of the yellow, but they won't sap you. In ether word* you cos relax in a blue-green environment without taking anything out of you. QUESTION: Would "set foam* be more of the answer? DR. GAW: Ulster, I'm going to tell you that I actually don't knew what you mean by "sen foam,** We have a directory.of colors where there are over six thousand swatches. There are u many as one hun dred different names for any given same swatch. These mutches were collected In at! the English speaking Rations from car peting, linoleum, flooring, and point shops, and so an, and I honestly don't know what you mean by "sea foam,** but I presume it is related to the green family, with a brt of white In it. QUESTION: Yea. DR, GAW: Well I eeukfe't my. That sounds like it Is a tittle cooling. You know, you on make colors change the appearance of the size of a space; the coo! colors mean colors with blue con tained b them; the warm colors mean colors with red la them. Now, the cool colon, optically go away from you; the warm colon optically come toward you. In ether words, if we were So a room and you wanted those walls to appear further apart, if you paint those walls in a coot ester, yoa would, due to mi optical illusion, swear they were wider apart. If you put warm colon on, they'd pull that room together for you. la other words; if the ends of a tong narrow room are pointed la a warm color and the rides of the wall ia a cool color, it would balance that room up to the eye. It wouldn't change it m any way, except m the sensation that you would get from it QUESTION: Suppose you put a lantern down oa the trade, a lantern with a blue tight and .walk bode 200 feet; the Woe disappears at the cad of the 200 feet aad the Same bums yellow. What would yoa do ia that drcarutance? DR. GAW: Did you say the blue-white would look yellow? QUESTION: No, the blue disappeared entirely, and the flame would be yellow by watidng back 200 feet away from it. DR. GAW: Maybe it's the after-image. There arc case histories in the Bureau of Navigation In Washington where there have been courts-martial for accidents on the high seas where green and red tights were used. The person got the after-image of a red tight, we'll say, and looked at a sail boat coming and saw green where be thought it was red, and they didn't execute him, CHAIRMAN ROBERTS: I might say, we use a corrugated globe, and it doesn't change. QUESTION: I have been using or advocating the use of orange on all moving equipment in our shops and factories, is that correct? DR. GAW: Yes, orange is one of your best colors. Orange is a combination of red and yellow, so the high visibility of the orange and the stimulation that comes from the red contact works on both the conscious and unconscious mind, fa other words, experts have found orange to be better for that particular purpose than any of the other colors. They use yellow for caution signals at distance, but where it is on a piece of moving equipment, I think you will find the combination of the visibility and the stimulative qualities. A room painted In orange win probably be In sensation, the hottest room you can go in. Football coaches Knute Roclaw and Stagg both used red to pep up their team just before the game. They'd get them In a red room and let them lave both barrels tor a few minutes. But during the halves, they'd put them in a bfoe-green room to let than relax. QUESTION: What would you recom mend for the bqmper on a truck, black and white striping, or black and yellow? DR. GAW: The best combination for a bumper on a truck or any mobile vehicle is diagonal stripes of black and yellow. Nothing grow* ia nature ordinarily, except up and down. By crossing that diagonally we attract attention, and the vibration that yellow and black set op is the most power ful combination you can put together for that purpose. When you say yellow. It doesn't morn pure yellow, it means yellow with a tittle bit of red. Cord yellow doesn't have high risibility, but the warm yellow doe* have the maximum. Black with a blue content embellishes the color of the yellow, and. likewise, of the black. S>f Xm-Trmm AcadatU Noo-Trcdn Accidents (A Puri DteaMiM) {tffautt** Leader: JL P. Hamilton, S^cratmicct of 5tfty, Sc I.imi Sm Franc!v> Railway Co, Sc Lows, Mo. f'crtu-ifieMtj: H Rama. Principal AwWnl Eaci* mtr, Sew York Cn(nt iSystan, CSn- ctnrali. Ohio. \Y, V. Mmh, Sujxrimaifent of Motive Power. Sc Louis-Southwestcm Railway Co. Tyler. Tcx- H. R. Pilchm, Superintendent of Safety, Wabash Railroad Co. SC Louis, Mo. O, F. Richaiasok, Agent. Southern Rail* way Systran, Birmingham, Ala. K. F. Tuck. Master Mechanic, Sc LouisSan Francisco Railway Co. Springfield, Mo. Bexyl McLauchuk, Assistant Superin tendent of Safety aad Welfare, Duluth, Missabe and Iron Range Railway Co. Duluth, Minn. CHAtRMAN HAMILTON*. The latest yearly figures released by the Interstate Commerce Commission that 1 was able to obtain show there were 195 persons tailed and 21,721 injured on railways of alt classes in non-tram accidents. The classes of accidents, as fisted by the Interstate Commerce Commission are as follows: employee on duty, (a) shop ms* chincry, stationary engines and motors, cranes, etc; (b) locomotive cranes, steam shovels, dredges, pilrdrivers; (c) trans mission apparatus (belts, gears., shafting and ropes); (d) use of band fools; (e) flying particles; () explosives and flam mable, hot or corrosive substances; (g) electric current; (h) collapse, falls of ob jects; (I) handling rails, ties, bridge tim bers; (j) maintenance of way and structure* hand cars (non-train accidents only) ; (k) maintenance of way and structures motor cars (non-train accidents only); (1) han dling freight or supplies; (ra) falls. of employees not includable in class** fa) to (1) ; (n) miscellaneous non-train accidents. There were a total of 131 emjdbyera killed and 19,997 Injured- in non-train ac cidents during that year. Also 34 other persons were tailed ami 12524 Injured, making a graed tool of 19$ IriSed, and 21,721 iajand, la atulyang that report it ts aotui that the last three daises of accidents listed as items (1), (a) and () which are: han dling freight or juppliti. falls of employee*, not includable in classes (a) to (1). and miscellaneous non-tram accidents, resulted in approximately 40 per cent of the fatali ties to onpScyeew and 37 per cent of the injuries in non-train accidents to employee* on duty. New-Traka Accident* fas ICaSatciUflCe of Way and Stnetim Dspurtmerit MR. BAYER: In the maintemne* of way department the pwvwda of motor Car accident* is a subject for discussion which may never be permitted to grow old tn the seme*. It is through constant and dose supervision and Assonination of the facts developed m motor car accidents that we may ever hope to hold Ac accident ratio to a reasonable figure. -The motor can arc particularly suscep tible to accident*. Not only do we have the human element involved, but we are also faced with the fact that we have a machine, a motor car, which, in itself, may contribute to accidents doe to improper handling, use, maintenance and Inspection, Road crowing* are a prolific source of accidents doe to the introduction of the second human element, the driver of the automobile. Like situations occur With col lision between trains, engines or ears and motor cars, or between two motor ears. During a 14-year period from 1934 to 1947, we had, on the New York Central System, 441 motor car accident* resulting m the deads of 37 employees and injury to 366.. Of the 451 accident*, tit were dec to coIGmul There wow 60 with vehicles at pobUe crossings, 26 with engines or cars, and 25 between two motor cars. As a result of this experience, we have. Railroad Section 39 vote the M fear years, revised our mo de or ruin carering public crossings, and jrt togetai dal they will be effective in -educing rrlian doc to that cause. of doing the job. These suggestions and hints usually appearing in the form of a bulletin and are discussed at all safety meetings. To oMfiae die amice or car and motor Tn connection with motor cars, we have ear ealsieo. we have just recently placed firmly held to the belief that practically m eMeet a arw rode of rule* for a portion all motor car accidents are preventable. So of oar rood where we have sufficient tele- we rule out and do not accept excuses or pheae service, both wayside and portable. alibis for carelessness. Here we ragwre that permits be secured hy the motor car operator from the signal man for the wc of the mam track, and his reporting m the dear when he Has ar rived at his destination. All motor car accidents are carefully Investigated by the supervisor, and m case* of a serious nature, by the division engi neer or his assistant. The results are care fully considered by our safety department This perwussioa ts entered upon x form , and become the basis of reports for bul and prorides protection for the motor car letins to the system employees. Any pro net only from trains but also from other gram for the prevention of motor car motor ear*. This give* positive protection accidents, to be successful, must be predi from opposing movement and foliowing cated upon the recognition of the serious movements. It is expected that as addi ness of any accident, no matter how small, tional telephone equipment becomes avail- the determination of the acts leading up aide, additional mileage trill be operated !o and causing the accident, the education under these roles. of the operators on safety practices, and, At the initiation of this protective meas ure it was felt it would, perhaps, result In delay* to trains and motor ear operation and an Increase in non-productive time. As finally, a constant and close supervision which stems from the management. Any chain is only as strong as its weakest link. Don't be a weak link. of this moment tbU apprehension has not materialised to the point where it has be Safety he the Mechanical Department come a burden. MR- MYERS: f want to say that safety, All motor car operators are; and have lo me, is' something that we live with, been, for a number of years, examined on tomething wc must understand, something track motor or and operating roles. Cars w* must experience. may be operated only by qualified opera tor*. We believe that this provision has been the nxnt important factor in our cam paign for the prevention of motor ear ae- All of you have an objective tn mind; you are looking for some means to ac complish that objective. ridatls. I came up from the rank and file m the Where the size of ttx gang is more than the ear will comfortably carry, p trailer is provided. Our roles, however, specify that the trailer must be equipped with scats, safety rails, wheel guards and brakes to mechanical deportment- I speak to them in a manner ta which they can appreciate because they believe that l have done the things they arc doing, l am very appreciative of the fine re he so used. Tn our opinion the dose po licing of these rotes has resulted m the prevention of many personal injuries. Motor cars must be Inspected datjy. with particular attention being given to the treads and flanges of the wheels and no loose bolts In the train or running gear. Defec tive ran must not be operated. On the New York Central System, since the beginning of the safety movement; we ception t have received because of the men's having confidence in me as their superintendent of motive power and the director of the mechanical department. They say, "He knows whit he is talking about," We are groping for a light ahead, for the entry to the intelligence of the indi vidual wbo la working on the job. We want to see if there is a window in his soul we can look into and see how he is have always tried to provide a safe way thinking. 40 Non-Train Accidents I think from an academic standpoint for IS or 20 minutes to him or the that wt have accomplished a treat deal. under his jurisdiction. The rule* that we have available in our One of the mechanics who had heard libraries, safety encyclopedias and record* me talk said to me sometime taler, "Mr. in the safety engineer's office arc sum* cient to guide the destiny of the mechanical department or any other department into a perfect operation, free from personal Myers, what I appreciated most in your talk was your stating the purpose of safety, who gets the benefits out of safety, and why the railroad is behind safety." injury. But what i* wrong? I think every me chanical officer should instill into the rank and file down to the last and least super visor* just what it take* to get over to hts working personnel the necessary in formation to make them safety minded. I tried m this discussion to say what the objective of safety was and who was the benefidary. First, that no man or woman wanted to get hurt. Second, Hot no employer wanted any employee injured or hurt The objective of management is safety for the purpose of benefittiog the That is what we are after. I feet a deep employee, lifting the morale of the rail 5cn$e of interest in everybody because road and creating a better environment m we are alt human beings. We have homes, which to work. wives, children and friends, so why should not we, as mechanical officers, make the necessary effort to indoctrinate and instill in the working personnel, through our supervisors, the necessary information to make them safety minded. Let us not have too great a distance be tween the academic and the practical. You know what the boss had to say to make you understand, and you know what he said that you didn't appreciate. Remember this whet talking to the men. We mutt recognize that the greater asset in the mechanical department is tbe employee*. We mart cultivate their sooraJe and l^ep them safe. I want to outline briefly how a c4nni<al department can operate efficiently and safely: First, the management most pro vide a definite safety policy. That safety policy most be publicized and made known through the various administrative officers down to the supervisor of the woHeine personnel. AH of us are individual*, and in the studies of human relations and psychology of handling of men, the wise supervisor must realize and understand what is before him in understanding the different per sonalities of his various employees. In tny department, the superintendent of motor power must dispense any necessary information to the master mechanics and general foremen to help them in the ad ministration of the safety program. Next, careful selection of supervisors I think the outstanding things for any mechanical department supervisor to under stand arc the factors that he has employed in the handling of the particular job or unit of operation. The thing I want to emphasize today is that we must create an atmosphere receptive to safety infor mation. Men are men wherever you go and wherever you find them. Thor have a must be made. First, a supervisor rmM be selected for his ability to perform the work that he ts to supervise. Second, the qualification of supervisor must be that he ts able to dispense to the worker the necessary information as to how to perform the job properly and safely, combining production and safety. window In their soul you can look at and * chord you may play on which will re spond to your instructions, favorable or unfavorable. Tbe administration of work in the shops or engine houses must be carefully super vised by the general foreman; that is, he must be able to tine up the work taolu I was very much gratified a few months ago after 1 had spent some time in making an extensive campaign over our line to talk to the employees. 1 called every su pervisor away frees his work and talked for the various departmental foremen. Sec ond, the general foreman most understand and be able to judge the efficiency as wH as tbe safety consciousness of any wiper- visor. Railroad Section 41 When we have a system like that, and all supervisors have the ability to dispense the information (many of them have the abil ity to perform the work, bat it Is quite different to do the work yourself and t*2 tbe other fellow bow)--who* we have such a system tbe superintendent or master mechanic should go over the railroad and risk as many points as possible. let the working personnel realize that safety has the support and interest of management, t think that the greatest asset is that the men (mow that what their supervisor has bee* telling them has the support of every body from h{* rank up. It won't hart anybody to bend his bade. Spade to John, BiH or Harry, and Id him know yon are Interested in him. The Safety Uia'i Idea cm What Should Be Done ta Have aa Effective Safety Program o the Railroad MR. PILCHER: When Mr. Hamilton assigned me the subject of "The safety man's Idea of what should be dose to have aa effective safety program on the rail roads," I thought of many Utopian ideas that have been hatching in the brains of railroad safety men for years--such as unlimited amounts of money to spend, large forces of capable safety inspectors, a great big place in the sue for the safety d*perUnM and many other sock things, but we have to be practical ki order to survive in tills difficult business of rail roading. Consequently I have confined my hkee to things that are in the reach of all of u*. There are no outstanding innovations in railroad safety. Through a period of years we have experienced probably every kmd of accident that will occur for many years to come. Factually our accidents are now and have been for a long time occurring from a centfatal repetition of the same rouses. To have an effective safety pro gram it seems to me to be a case of intelli gently taking advantage of' what we al ready know and effectively adnmtacriag preventive measures on the basis of our post experience. For these reasons it seems to ree there are several fondamcstal ideas which are essential to produce an effective safety program os the railroads. These are given to you, not necessarily in the order of importance. 1. The whole-hearted, liberal, enthusias tic sincere support of the safety program by the top executive as well as ail other executives m every deportment. Thank goodness nearly all of us have this type of support. The old resentment of safety died out many years ago. Whether the safety department should report directly to the chief executive or to the head of the operating department is m matter of choke. The program can be made effective either way--therefore it resolves itself into s matter of policy for the Individual rail road. 2. Effective Supervision--the man di rectly m charge of the work and res ponsible for the actions of the workers is the prime factor in m successful safety Program. Toe often supervisors are chosen for their ability to produce only. In order for a supervisor to properly take his place in an effective safety program his individ ual safety knowledge, attitude and ability should be gives as much credence as bis efficiency, technical ability, honesty or in tegrity. After ail, efficiency without safety is dangerous and inhuman. Naturally it is assumed that an effective supervisor must be able to handle men in a manner to create confidence and instill a favorable morale In the individual. J. A safety department headed by ex perienced and capable personnelsufficient farce to administer the program with intel ligence, Safety Inspectors or agents must be vitally interested in their duties and enthusiastic in their'actions. They shoufci be selected on the lasis of their experi ence. For instance an inspector assigned to contact shop employee* and inspect shop facilities should be an experienced shop man. These men should be able to demon strate and do the job by experience and talk the language of tbe people whom they are contacting. Railroad employees in this day and age know whether a man "knows his staff* or set. A wrong answer to a vital question ce the safe way to do a job will lower the safety morale of the worker quicker than nearly any other thing. 4. Rigid pre-employment requirements as to intelligence, fitness and physical condi tion are vitally important and too often 42 Non-Train Accidents overlooked. It is amaring how often physi cal defects are missed by the examining doctor, 1 know of a case where a young veteran was hired, a big strapping fellow, for a Job as a bnkenun. After He had completed his student trip satisfactorily he umi to woric for pay. On his third pay iri|i he fell down on perfectly level ground and injured his hand. When he was hos pitalised they discovered he had a collapsed lung and three toes off one foot, which in alt probability accotmtcd for lus fall Posr-ibly the scarcity of labor during the war period it still having its effect hot careful, thorough pre-employment examinations are a "must.** Regardless of cost a thorough examination should be made. It is better to undress him before he goc* to work than to take off Itis clothes to set a broken ltone. 5, .-in educational program should m/ hr a by-product of softly, but should be Hue .Vo. 1 requirement. Many factors go to provide education far the railroad worker such as instruction schools, safety meet* in**, posters, placards, publications, data sheets, reports of all nature, slide Aims, motion pictures, ehartt and other such items. Some are enthusiastic about all or a portion of them but we must be careful not to overdo it test the employee might term them propaganda which immediately Wings to mind the secret or clandestine dissemination of lies or gossip. Fortunately there is no occasion for untruths or a re touching of the railroad picture. Our busi ness is bused on sound factors open to public ami governmental investigation, the truth must be and Is at all times adhered to, Safety education should not be confined to the safety rules alone but should include all rules operating, maintenance* mechani cal and so cm. Actually every railroad rule has safety for its foundation. This matter of rules education is a most serious one. it must never be an "I guess so** proposi tion. but always a definite "yes.** or "no.'* It goes without saying that men should be effectively educated on the rules by Intelli gent instructors. They should be instructed mi the proper interpretations of life rules and advised why the rules exist and what results may occur If violations are indulged in. The old employee at well as the new man, no matter what his background, should never be takes for granted but a tolerant process of education should be offered him so that he may know his obligation to'hintself, his family, the public and his employer. 6. Rule compliance is m very esseutud factor m any effective safely program. Once the rules are in effect they most first In completely understood by all supervisor* wlwther safety or tl erwisc. There are tv\u theories with rritat-- to safely rule com pliance; the one ti which the management feds that the safety rules are so simple ami of such importance to his physical well being that the employee can and should Usold on voluntary compliance. The other, (he prohibition theory where strict dis cipline is assessed for violations. Certainty in the first theory the flagrant violator must be disciplined. Strict safety rule cornpUaaee is essential to be secured in what ever way is best fitted to the particular railroad, but first all of u* must be abso lutely sure that (he individual's education Ita* been, adequate and that the rules art based on good common sense and judgment 7. Preventive Altikitenattee--ll'e are daily gelling to a paint oh the railroads where u* are coming dote to mechanical or physical perfection as pertains to safety In recent years the bulk of (lie unsafe conditions have been due to deferred main tenance. There again enters the education of the supervisory staff. Many times per sonal injuries have occurred because a bal lasting gant has surfaced through a switch aad left tbe footing bad for the trainman to step off and fall To tbe dark of the oaghi. Tills type of work comes under the head of deferred maintenance, A condition which might cause an accident sltould never bv deferred even over night when it can ta avoided. Supervisors should be as thor oughly alert to correct unsafe conditionas they arc to detect unsafe practices. 8. Irtvetligollonr--After accidents occur am intelligent, thoroughly honest and impordot wrestimation should be made la deter mine ike actual cause af accidents whether they be of a Muter or serious nature. Our efforts should not be confined merely to reportable aeddenu, often the so-called minor accident or "near miss** has more serious potentialities titan those which re sult ia a reportable injury. We are quite often prone to blame accidents on the n k fellow who gets injured rather tha:, to place the responsibility on lack of supervision or education. Such reports must leak Radrosd Section 43 into drtry safety department that actually dodge the iuoc. For example the report cf afl toJared trade laborer will show tfcnt he slipped white polling a tic into a crib rather than giving the fact that tbe tie toog was dull and defective. Only by com pletely aad honestly determining all tbe factors involved is tbe causa of accidents on we mtdllgentiy aad effectively take corrective action to prevent a reenrrence. 9. Prevention af molingenng-^efter ac cidents have occurred there should be sufficient fare* md interest an the fort of those responsible to follow up on ad acci dents to prevent motmgsring, Malingering it a beams nature factor, fetrt thank good* ness those people who habitually try to pot (her hand in your pocket constitute a very small percentage of the total. But ao long as there arc a few of them arowtd safeguards non be ta effect to prevent a repetition. Agents RtiMsinMlHy h tbs Pranotiaa of Safety MR- RICHARDSON: In indent Rome it was believed that bad lode was brought to a beosc by a person who crossed the threshold with his left foot This belief was so strum that oftentimes a boy was stationed at the door to make sure all visitors sound the boose right foot for ward. This superstition eventually died out bet k left m with the saying of "putting oar best foot forward." We oas't da as tbe Roman* did and hare a boy at band constantly to see that every person with whom we arc connected pets hi best foot forward, or in ear case, that titrjxi performs his daily tasks in exactly the safest manner, and that 2s where rvspoatiba&ty as agent descends upon us. Since arc can't do as the Romans did, it two aecesary tlat we arrange and devise other safeguards to throw around the mot aodee oar snperrisicu that will caosc there to think and act at all times coder ate cooStions. To accomplish this I offer a few suggestions. I, Whether we wiU it or not w* must be a part of the safety program of our ecnjpcay, town, state aad nation, so wc might as vrtfl accept the respootibiUty and make it a very personal matter, aif let our mew know that we or* ready interested m their welfare from their standpoint and not fust talking safety. 2. It is left to tbe agent to stimulate and pursue at all times a genuine interest in the safety saevtmcab continually cautionlog and observing the men as the chance permits, and ever alert to detect any faulty equipment with which the work most be performed. 3. We most at all times be tnmdfttl of the fact that no more interest in safety will be shows around our platforms and ware houses than is manifested by us. 4. Make oar safety meetings of interest and ha such manner and language as the men we are trying to reach will understand. Allowing the men themselves to take part thereto, aad we are sometimes surprised at what tiny may id! a*. 5. Use every mn at band to reach them. Ia my case I have a public address system encoding over ay entire space and this is Bled to great advantage. 6. Stress tbe use of safety shoes all possible. When "wiring yoor rounds stop and solicit them personally, assuring them always that it is for their benefit and that the company is Dot profiting financially from the sale of the shoes. Unfortunately vre, like the old Romans, oftentimes appear as yet. to believe in what we term lode; be it good or bad and if things go right then oar lack is with us, if not then we just had a bad-hack streak. Or it it that we believe that wr arc just bound to have accidents and that apparently so many arc assigned to oar platform and they are going to happen - regardless of what w do? If wc hold such beliefs we arc defeated la the Meaning. Not so many ytars ago wall pox and typhoid were two of oar worst kilter*. Today seldom do we hear of either. Why? Because a few folks derided that this did act need to happen and proved it by practically stamping it out. As it was with these two killers, we too must be ever ob the alert ia oar effort to stamp out the alarming accident rate, and at the aaase tune devise ways and means to sell of put It over. Cooperation Between Supervisors aad Shop Safety CemtiUts MR- TUCK: Cooperation between the superviilce aad shop safety committee is of paramount importance. If it doesn't RtUroad Section 45 44 Mm-Ttofe Accidents exist; the efforts of the committee will be to work. This can be due by the proper approach of the representative foreman or A History of the Railroad Section National Safety Council futile. Considering this, the responsibility general foreman. We have very few men of the supervisor cannot be oventressed. The supervisor, first, most be safety con scious sad folly cognizant of his responsi bility in reducing and preventing personal injuries. Extreme care should be observed in the selection of safety committeemen, the same manner and care that we take in selecting a supervisor. It is my thought that mem bers of the committee should be changed from time to time, allowing some to serve ia our employ today who willfaUjr overstay the length of their disability, m we do have some few. It is up to the foreman to know who these as are aad put the props* amount of pressure oa than to return tn work. The foreman's committee will largely be what be makes tfc. Ninety-fir* per cent of the personal injuries we have are fine to thoughtkswwM or cardcuncm. or unsafe practices. Very small percentage arc dne to The "Fin* Cooperative Safety Congten, held under the auspices of the Association of Iron aad Steel Electrical Engineers," took place at Mfiwatdcse, Wisconsin, Septtmbcr 30 to October 5, 1912. A resolution was adopted at this Congress directing that steps be taken toward the formation of a rational organization for the promotion of safety to human life by appointing a committee on permanent organization. were to meet annually daring the Congress. Other meeting* of members could be held on dun cafi aad order by the Sectional Ex ecutive Committee. The Executive Committee of the Section was to be composed of the Oulnnan, Vice-Chairman and Secretary of the Section, aad the Secretary of the Na tional Safety Cbuoai as an ex-ofSdo mem ber, plus the Cbaimoa of the following foar standing committee*; (2) Membership Committee, (2) Standardization Omnilli*. longer than others ia order to keep ex hazardous conditions. The Organization Committee appointed as (3) Canrnfttre to Study Carnes and Reme perienced men at all times on our com We wilt not eliminate personal injuries Erected & the resolution included, among dies of Hazards in the Section's Field of mittees. among ont maptoyccs uad wc get every ethers. Commissioner Charles C McChord, Activity, aad (4) Program Committee. The supervisor should take the respon sibility of training and educating the members of his safety committee. He shoald realize that he cannot expect them to be man safety censrioue, and as long as the foreman is too busy to devote aay personal tune to the education of his oosunJttcemca and employees, we can't expect a great deal of dm Interstate Commerce Commission; L. R. Palmer o( the Association of Iron aad Steel Electrical Engineers, who for 33 years thereafter was ckwdy associated with the The preparation of "bulletins?* (posters) for the Railroad Section was begun in 1916, and the first Steam Railroad Section News Letter appeared in 1917. It U interesting to more interested or observant than be is. He should frequently express his apprecia tion for the assistance he receives from the committee. If be does what he can,and should to keep them interested, they will be more observant aad of greater benefit to him. It cannot be expected that the com mittee will entirely do the job. of Improvement. Let n remember that one thooghe for safety worth a thousand regrets1 (UR. BERYL UdLAUGHLIN pre sented a short talk on "The Value of Safety Rules.*) CHAIRMAN HAMILTON; Are there safety movement on the American railroads; aad S. C. Richards, Chairman, Central Safety Committee, Chicago and North Western Railroad, who was afterward re ferred Is as the father of the American railroad safety movement. Mr. Richards presided over a Transpor tation Scraion held at the 1912 Cwgnis oota that at the 1917 Congress the "miri Railroad Section Secretary maled that In spit* of picas to the membership, he had had to do practically all the work of getting oet the News Letters Hnuelf--that he had had only one contribution. News Letter Editors of tins day are will ha?big the same trouble, All suggestions made by members of the committee should be seriously considered. A large per cent of the suggestions, of course, will not be practical. But. sa effort should be made to go along with than as much as passible, encouraging them to offer suggestions. If they are not given doe consideration in this respect and the condi tions which they report coircUnd promptly, they will lose interest aad feel that ther are merely put on so that the foreman's any questions? QUESTION;Issny apodal consideration given te the men that arc sdocted to serve as committeemen? I bring tone np fair this reason: On our rood we do give special consideration to members of the fire com mittee. snch as 1** kinds of an annual CHAIRMAN HAMILTON: On the Frisco Line, wc have Inangui md the fol lowing sytocm: Aay time tint any shop, At the 1913 Congress there was a "Divi sion! Session." it which Mr. Richards (poke en "Safety In Transportation." At the 1914 Coagrcm there was a Transporta tion and Public Service Session. At the HU Congress there was a Rail road Sectional Meeting, presided over by Harass A. Dev of the New York Central Lines, New York Gty. Ia 1915 the Siam Railroad Seetioo was Tb* activities of th* Steam Railroad Sec tion were greatly stimulated by the entry of the United States cate the first World War, aad by the very active support of the United States Railroad Admaa-ttration. The fine Aanaal Green Book appeared in 1923. It vu a repriut of.an addrem by Lew R. Palmer entitled "Th* National Coat of Railroad Accidents," MicftJ by Mr. Palmer before the Steam Railroad Section at the 12th Annual National Safety Congress conscience will be eased to the extent that he cut tell h superiors he hu a safety committee. A supervisor cannot be relieved of any responsibility ia cocmeetioa with acridcart prevention, correction of bad practices aad division point, itrnrnl, goca 60 days withoat a reportable injury, the safety com mittec is grim a banquet, Wc recently had three darners at one tieg and in one of the large shops bad five fisntn lined up within the sett week. organized, and Mr. Dow was elected as Gen eral Chairman of the Section for the year 1915-16. Daring the 1915 Congress a committee of the Railroad Section was appointed which drafted a set of by-laws for the Section. Is Buffalo. The fifth Aonosl Green Book appeared In 19% sad cant*load the report of tb* 1st AanasI Award Ia the Railroad Employees' Nations! Safety Contest. 1948 marked the 25th Annual Green Boole and toe 21st award bad conditions ia his shops. Accidents oc MR. MYERS: I think herein ITes one The by-laws provided that the officers curring, regardless of how minor, should of the most csscctial factors of the pro be thoroughly investigated and, if possible, motion of safety. A safety committeeman the cause determined, tbea necessary steps should be a man that thoroughly under taken to eliminate the hazard or condition stands Us department. If be U a careful which contributed to the accident. wotfear, bis record w8 stand for tint, and Unnecessary loss of time from the job his work must also serve as an example to the other men., A safety record which has can be prevented by close cooperation be tween the supervisor and the medical staff. achieved results certainly ought to be rec sboold be a Chairmen, Vice-Chairman,.and Secretary. Naeokietiofts were to be nude by a Nominadog Committee of three appointed by toe Chairman of tin Section, which was to select a slat* of officer* to be followed at the same meeting by the election of officer*. Other nomnutfocs were permitted from the Boor. The members of die Section Is 1924 die railroads adopted a resolution setting up a goal of reducing railroad acci dent casualties 35 per cent by the. end of 1990, using the 1923 casualty rate as a basis . of comparison. This goal was surpassed far ahead of schedule, aad a new series of goals was adopted, culminating in the ultimate ob- Instill in the men the desire to eotae back ognized. 1 46 A Brief History of tJu Railroad Section Railroad Section 47 jctxvc of a 75 ter cent redaction by 1933. This final goal was surpassed by 1931. At so time since has the casualty rate for any year, era daring World War II, exceeded 40 per cent of the 1923 rate. With the con?mg of the depression in 1929, die suggestion was made that the Steam Railroad Section and the Safety Sec tion of the American Railway Association combine their meetings, since it was felt that economic conditions made It undesirable to hold two railroad safety conventions each year. The arrangement was finally conrummated in 1931, at which time die two or ganizations consolidated raider the name "Safey Section, Americas Railway Associa tion -- Steam Railroad Section, National Safety CbandL'* The consolidated organiza tion for several years held one asms! scries of sections at the National Safety Congress. For five yean, beginning with 1931-32, offices were elected for the consolidated otgsra'ration. When World War II came, organ* satiety oo the railroads was wsrfciag u effectively that the highest employee carn alty rate reached by the American railroads during the war years was 60 per oent ku than the 1923 rate. During the war the efforts of the Sum Railroad Section were greatly rahanrrd V) the active enmoragemtut of safety activi ties of the United Shin Cwuiitat. and by the War Fend te Cunerm ILspnu, Aided by money from tint fowl, the Stem RjE/mJ Section pmhtid safety films and a great deal of stiff otimianal nmiriid Toward the dm of the second Werid War, a grea* nation arjdr fogim for the redaction of ingfcnsj imT grade nrvenug atdtn^umgmitiaSamlwMvid the Messing of the Grade Cieomeg and Tres passing CimniiUxtHii of tic Steam ffatinmfl Section nd the Safety Section, dmtium of Amerinm Rjflroade. This wiB hwrgimf piogtaai is aov fnactienieg nmtily aaf afl the vasCpehSeity rtsomvxso'fthcNwiorcJ The consolidation was comumtaatad sym Safety CpuwcJ thrrmth At nidi of pro* bolically at the 1932 National Safety Cor- and ndo are being ntlBffd to etieesoe At grass by a "loimag hands** ceremony, par metering ptifie in the ubm 11 am. of grade : ticipated la by Mr. Warfd, the previous aottiig signs sad tlgmk he An mmt Chairman of the separate Steam Railroad rnmr as it b terig abated Bo observe Section, and Mr. Bailey, the first Chairman all other traffic signs and *t-- of die cooaolidaied organization. During the 34 years of its t^-4*TM** the In the middle of the decade, the consoli dation was dissolved, since the economic necessity no longer The Stems Rail road Section continued to hold annual ses sions at the National Safety Gwgiaa Tu 1936. 1937, and 1938. W. W. Wood. Super intendent of Safety and Welfare of the Bal timore and Ohio Railroad Company, served as Chairman, In 1938 the Section was for mally reorganized, and E. L Henry, Super intendent of Safety of the Chicago and Railroad Section has pruhnd lmdrvdr of poster*, a series of aoond cBdcfihna. aod many other rmtrnvlf for safety odneation for the benefit of the railroad ladnstry. The hmt schhumeat fau been the liem fi mg of the SAFE RAILROADER, a hi* monthly t intended for distribution Bo railroad employees. This pnbGcatkei first appeared In Jms^ 194R and its tircofatios from the start has bees in excess of 100,009 cofiun per issae. North Western Raifway Company, was The Section has leapt abreast of the ties. elected General Chairman for tit year 1939- It las sever failed Bo avail Itself of the 40, along with a complete slate of officers latest Ideas la safety odaeatioa. la keeping and committee chairmen. Mr. Henry pre with its forwaxd-looldng character, the Ex sided at the aerrimix at the 1939"Can^rtir ecutive Committee of the Steam Railroad Thus, through the ontiriag effort and the loyal support of its members, the Railroad Section has preserved its ountinmly react the very day when the railroads took an active pert to the organization of the Na tional Safety Council Since the firyt sec tional icwwBt were held m 1925, there have been Railroad Section sessions at every one of the National Safety Congresses. Section of the Natiocal Safety Coemrii on Jane 11. 1947, changed the aanae of the Sec tion by from ft the ward "Steam." This was done for iAike ra- soot. The adSfal name of tit Section since that <*** has h<s RaSraad Section. It Is a great heritage which the piwarm of the Railroad Section bm left ns: a whole new generation of railroad emtieyees who are, to a greater or leaser degree, jnfety mtadffd. Throughout the entire rail road carom of most of today's railroad era- fbjwi, they have been constantly exposed la safety adacation on every hand. How ever tiwngfetkm or antagonistic any of them nqr he, there is not one bat has absorbed seme of Its infioescc. Times wiB chance, and torheltpaa with them, bnt the fimrismenfil principles of safety education remain. We can stiU learn much from the wisdom of Ralph Richards and Lew Palmer and Marcos Dow. And by the enthusiastic and raitiring application of tint principles which they set forth long ago, we ms go on to accomplish in the future greater things than these piooeers ever dreamed of. And the Railroad Section, if w* so will it, can always be a powerful force in this cause. ^rat General Chairmen, Railroad Section National Safety Council 19(5-14 Masccs A. Dow, New York Cen 1926- 27 J. D. Warn, DfinoU Central Rail tral Unas road Company 1914-17 W. C Wtzsoir, The Delaware. 1927- 28 E. R. Cost, The Bodring Valley Lsdnamt end Wester* Railroad Co,; Railway Company roamed daring year, snemeded by: 199-29 J. E. Lona The Driaware and hsufi Ettt Atchison. Topeka and Hudson Company Suate F Railroad Mr. Brie wee malic to be present at tie 19(7 Gengnas. at wUti the Raffnd Scmiona won presided over by: H.J. But, Giaio and North Western Railway Gampanj 1929- 30 C F. Labsoit, Missouri Pacific Railroad Ccupnay 1930- 31 Graz H. Warn. Urion Pacific System 1931- 32 C T. Bauxy, Oregon Short line 1917- 18 K. J. Brti. Regional Supervisor Railroad* of Safety. Uritcd States Railroad Ad- 1932- 33 Cxajut* E, Hsu, New York Cen mfiriuration tral 1918- 19 R. C Kkxah*, Chicago and 1933- 34 C L. LaFoxjktaiwx. Great North Notti Wnmcza Railway Company ern Railway Company* 1919- 30 Fn> Minna. Wabash Railroad 1934- 3S Txeokas H. Caoow, The Pean- Company; resigned during year, and syiva&Ix Railroad* Railroad Srmlons at the 1920 Congress 1935- 36 C F. Laxsok, Missoori Pacific were presided over hy: Lines* Rmxr Scon; Atlantic Coast Line Rad- 1936- 37 W. W. Wood. The Baltimore and road Ohio Railroad ComfBy** 1920- 21 Tmohas H. Gajoow, Pennsylvania 19J74SS W. W. Ween. The Baltimore and Systran Ohio Railroad Company-- 1921- 22 Isazak sod Santa F* Halx, Atchison, Railroad Company Topeka 4938-39 W. W. Woo* The Baltimore Ohio Railroad Company** and 1922- 23 L. G. Borair, Chesapeake tad Ohio RaDread Comuj.n/ , 1923434 Fm M. Mctcalr, Northern Pa1 clfie Railway Coracasy 190445 Ckakjb E. Hjll, New Yorie Cen 1939- 40 E. L. Hckxy, Chicago and North Waters Railway Conunuy 1940- 41 J. R. Tnraxr. Western Maryland Railway Cunpail tral Lines 1941- 42 O. F. GxAsncx>, Elgin. Joliet and 1925-26 A- V. Rmwxkk, Duluth, Misnbe Eastern Railway Cwnpiny and Northern Railway and Driuth and 1942- 43 F. A. Boot; Oucaga Rode Island Iron Range Railroad and Pacific Railway Company past General Chairmm, ReUroad Section 43 *C3salrmaa of CoreoUdated Safety Section. 1943-44 H. A- Daaxz, Erie Railroad Com- Amcrieaa Railway Aaaoriatioa-Steaa jany Reread Scetioa. Nmtioeal Safety 1944^5 G. W. Elan, Tb Baltimore rod CcBDCll Ohio Railroad Company --Frait Sum TUilrai Soak- mm- 194M* C. W. EiwTbi Baltimore rod a*. it NllkraJ S.f> Ctmfnma.. Ohio Railroad Ciirfiy Mr. EWe waa i--Mr to W pr^ * t&c 1946 Coacroc. at *SaA tbc RaBtoad Semk-- were peroded over by: L. E. KomcAW. Sc Lreia SuuUweitB* 1945-47Railway lire* C U. BowtiMt TW LoawviB* * 1947 4KukrPk Railroad Coafroy . * W, H. Roacars, TW Oucaco aad Nortinremcra Sya*wo Tic foBknrinc ** Fraite* ot 6- Niboml SiLcty C-ool: 1916-17 Lm R. Pwb 1919-20 Rjura C Ejcmam. OUcuc mi Noeih W--(era K--hBy Cemtmar 1922-Z3 Uuen A- Dow, New Yoric C*n- tral Uo 19SMS Torn* E. Loi*c, TW Delaware It Hadaoa Railroad GorpanWa % Officers of the RAILROAD SECTION NATIONAL SAFETY COUNCIL 194S-49 Cement Ckairmme--XX E. MUMFORD, New York Central SjtWm. Hew York. N. Y. Vue Chairman--R. P. HAMILTON, Sc. Louis-San Francisco Railway Oi[wiy. Sc Louis, Mo. Secretary mi Hems Letter Editor--t. R. THEXTON, The Delaware Lsdawuaz and Which JUilnad Hohofegt, N. J. Contest Committee--*C. t_ LaFOUNTAlNE (Chairman), The Grot Northern Rjilwiy Cornpan}-. Sc Past ; /. , LONG (Vjoc-Qttiiia)< TW Dtbawc aid Hudson Railroad Corioruiaa. Alias}', K. Y.; L. . HOFFMAN. Sc Loois-Southwestern Railway Uses, Tyler, Tex. Health Committee--DR. GEORGE P. MYERS (Chairman), Kerr York Central System (Retired). Grosse Pointe Park, Mich. Higkway-Ratfroad Crossing Committee--C. E. KIMBALL (Quuiaa). Sowthem Railway. System, Washington, D. C; V- R- TENNEY (Vice-Chairman). Woacn UaryW Railway Company, Hagerstown, Kd.; L. J, BENSON, Chiragp. IDwsdxe, St Paul and Pacific Railroad, Chicago, 11L; "C. M. BOWLING, LonmiDe and KaahrUlc Rail* road, Louisville, Ky.; A. E. DAVIS, Chicago, Burlington and Quwcy Railroad, Chicago, IIL; E. L. DUGGAN. The Atchison, Topeka and Santa Fe Railway* Company, Chicago, IIL; *G. W. ELSTE, Baltimore and Ohio Railroad, Baltimore and Ohio Building; Baltimore, M<L; *0, F. GNADINGER. Elgin, Joliet and Easter* Railway Company, Joliet, 111; *\V. H. ROBERTS, Chicago and North \Vaan Railway System. Chicago, IIL; J. P. WADSWORTH, Canadian National Railways, Wot, Montreal, Quebec; C R. YOUNG Illinois Central Railroad, Chicago; 11L Membership Committee--L. E HOFFMAN (Chairman), St. Leaia-Sonthwcstcrn Railway Lines, Tyler. Tec.; *J. E. LONG (Vice-Chairman), The Delaware and Hndmt Rail* road Corporation. Albany. N. Y,; W. H. BAILEY, Missouri-Pacific Lints, MissouriPacific Building, St- Louis. U&; L H. PICKRYL, The Hmr Terminal Railway Company, Cleveland, Ohio; J. R. NUTTER, Kentucky and Indiana Terminal Railroad Company, Loaisviltd Ky. Nominations end Elections Committee--*W. H. ROBERTS (Chairman), Chicago and North Western Railway System, Chicago, IIL; *C. U. BOWLING (Vice-Chairman), Louisville and Nashville Railroad, Louisvitk, Ky.; ROBERT SCOTT, / -`antic Const Line Railroad Company. Wilmington, N. C; *0. F. GNADINGER, Elgin, Joliet and Eastern Railway Company, Johct, IU, Statistics Committee--*T. H. CARROW (Chairman), The Peanryfvanta Railroad. Phila delphia. Pa.; *0. F. GNADINGER (Vice-Chairman), ETgi*. foGet and Eastern Rail way Company, Joliet, IIL; J. W. THOMPSON, Seaboard Airfine Railroad Company. Norfolk Va. Trespassing Committee--mJ. R. TENNEY (Chairman), Westers Maryland Railway Com pany, Hagerstown. Md; R- C. SABENS (Vice-Chairman). The New York, Chicago and St. Louis Railroad Company, Cleveland, Ohio; S. D. COULTON, Wheeling and Late Erie Railway Company, Cleveland, Ohio; J. F. COREY. Erie Railroad Company, Cleveland, Ohio; R. F. REANY. Lehigh Valley Railroad, New- York K V. 50 film omd Somid Committee--R, I. GREENFIELD (Chairman), Canadian Pacific Railway Company, MoetnaL Quebec; SL S. JAMES, Denver and Rio Grande Western Railroad Company, Denver, Colo.; E. H. BLEWER, New York Central System, New York, N. Y. Sefetygrapk CommdHee--J. A. CLANCY (Chairman), New York, New Haven and Hart ford Railroad Company, New Haven, Com.; F. R, BRADFORD, Boston and Maine RaBrood Boowt. Maia.; C. E, BELL, Reading Company, Readings Pa. Fester Committee--G. M- DEMPSEY (Chairman), Chicago, Milwaukee, St Paul and Pacific Railroad Company, Chicago, IIL; C. T. DeWITT, Northern Padfic Railway Canpony, St Paul, Mokl; C. R. DIAMOND, Kansas City Southern Railway Com pany, Shnqwct, La Safe Practices Pamphlets Committee--F. B- LEWIS (Chairman), Union Pacific Railroad Cumgmqr. Omte Nebr.; J. P. WADSWORTH (Vico-Chairman), Canadian National RaUways, Uontrod. Qacbce; H. B. PILCHER, Wabash Railway Company, St Louis, Ua,; O. H- BRYAN, Western Pacific Railroad Company, Son Francisco, Calif. Safety Devices Committee--D. W. NAFF (Chairman), Norfolk and Western Railway Company, Roanoke, Va.; E. E, SEYFARTH, Brit Railway Company of Chicago, Chicago, UL; G. A. ROBINSON, The Cheeaperice and Ohio Railway Company, Richmood, Va.; C. W. DOWDY, The Virginias Railway Company, Roanoke, Va. Safety Instruction Card Committee--L. B. HARPER (Chairman), Illinois Central Rail road. Chicago; IIL; D. C. IRVING (Vlce-0*alrman), The Pocurylvania Railroad, Philadelphia, Pa.; H. H. ORR. Chicago and Eastern Illinois Railroad, Danville, UL Association Liaison Committee--'JOHN E. LONG (Quirtnan), The Delaware and Hud son Railroad Corporation, Albany, N. Y.; *A- V. ROHWEDER. Duluth, Musabe and Iron Range Railroad Company, Duluth, Mina.; C, U. KIMBALL, Southern Railway System, Washington, D. G Stef Representative--L, W. DUTTON, National Safety Comal, Chicago, Illinois. Past General Chaims. 51 '"I OTHER VOLUMES in thia Series Many users of this volume will aljo find modi value is its conipealon voheue*. Ho* U the list: TITLE VOLUME Ne. Annual Meeting. Banquet, Women's Activities, Index to all Volume* and Ethiliton..., 1 American Society of Safety Engineers and Subject SiiuioM.......................... . 2 Aircraft Manufacturing Section*.............................................................................. 3 Air Transport Section................................................................................................ . 4 Automotive and Machine Shop Section............................................................ . Cement and Quarry Section.................... ................... .................. . 5 6 Chemical Secttoa ..................................... ............................................................... Coal Minin? Section................................................................ ............................. .. Commercial Vehicle Section........................... .................................... 7 t 9 Construction Section .......... ................ .................................................................................... It Electrical Equipment Section........ ................... ........................................................................ 11 Food Section ......................................... .................... .................................. 12 Glass asd Ceramics Section................................................................... .................................... 13 Industrial Nursing Section,................................................................................... *............... 14 Marine Section ..................... ................. .................................. ................................................. 1. Meat Packing, Taming and Leather Industrie* Section................................. It Metals Section............... Mining Section................ Petroleum Section ............................................ .................................................. Power Press Section............................................................................... . Printing and Publishing Section....... ............................... Public Employees Safety Committee........................................... 17 M 29 29 21 22 Public Utilities Section.................... Pulp and Paper Section................. .......................................-.............................................. Railroad Section ............................................................................................1.............. Rubber Section .......................... Textile Section ...................... Tratc Section ...................................................................................... Transit Section ................................................................ Wood Products Section....... ............ Farm Safety..................... ......................... ...................................... ............... Home Safety.................................................... ........................................................................ School and College Sessions.............. ......................................................... . The Human Side of Safety (Early Morning Sessions).......... ........................ 23 24 2J 26 27 2t 29 39 31 32 33 34 PRICKS OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO UKMBUS VOLUME SIZE Less than 24 pag 24 to 48 pages-- 49 to 96 pages-- Over 96 pages-- llo9cotf*t. Each - $045 .30 .40 40 10 Is 99 cofiei Rack 9030 25 45 45 lOOt*999 c*fr* Each ' PUS 20 . 40 40 1000 ar mart Math 1S 40 40 40 Complete set of Transactions (34 ruhaucs)--f&OQ NON-MEMBER prices ant dosble member price*. exxxpt rekiwi R 31, 32 and 3X NATIONAL SAVmr COUNCIL 20 K. WACO* MOT CKfCAOO L IU. r*im is s.f.a, 52 ISM--449-VtHF Current Safety Topics in the RUBBER INDUSTRY As prMMta* I. IA>ir 5ilwi * Hw IMS Srfriy C.,91.11 lUcat'Dmlapnwih In lnduriri.1 Acddmt Rnpwtfna nd Injury fUt* CulaiUtion*................................. 3 Silling SriWy....................................................... 9 Iwiring RiJI.Uora............................................................................ 12 VsfHins 26 Trasiactioas IMS Natioial Safety Cosqrau \ --1 rV-*' 'ZOtuzfa 'Jtexa... In safety, as in all, other human activities, the question U repeatedly asked, "What's new?" Many answers to that question are riven every ywr by those who participate in the various sessions of the National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a rmkable tool hi their accident prevention programs. Publication of the Transactions in snail votiancs eoe for cadi Section or Division--permits wide distribution of pertinent portions of the Congress material to man* agement and supervisory personnel at snail coot. The 34 volumes of the 1948 Congress Transaction* are listed on the last page. Distribution of these rnliiri to hey is suggested as a valuable aid la tbc safety program. In preparing these Transactions the proeeedmgs of the Congress have been condensed and edited for reference purposes. Complete original mamucripu, with any charts or illustrations which were wed, arc available in National Safety Ceimdl files. Views expressed at the Congress or in this record are those of tbc Congress participants, and not necessarily those of the National Safety Cotmctl. THE RIBBER SECTION This volume is a record of the sessions held at the 1948 National Safety Congress by the Rubber Section. Tbc conduct of these Congress sessions each year is only one of the many cooperative activities which the Rubber Section carries on m befall of its members, and for the benefit of accident prevention work In the rubber industry generally. Tbc Section gives guidance in tbc prepara tion of a great variety of technical and educational material useful tn the day-to-day safety programs of rubber plants. The activities of the Section are under the direction of its Executive Committee, tbc members of which are listed on page 15 of this volume. Rubber Section 3 * Recent Developments in Industrial Accident Reporting and Injury Rate Calculations Diicuuion Leader: IUksy G. Lams, Safety Engineer, American Standards Association, New York Gty. FerlicifmU: Thomas J. Cain, J*, Safety Engineer, The B. F. Goodrich Co, Akron, Ohio. Rolan* Kastxll, Assistant to Supervisor of Safety, U. S. Rubber Co, New York Qty. GeajoN Tiank. Safely Engineer, Hewitt Robbins, Inc. Buffalo, K. Y. both in correspondence and in debate at meetings, to this type of question. Souse cases have indicated a lack of clarity ia the wonting of tbc present stand ard. These lave alt been noted for consid eration in any revision of the standard. At a meeting of the sectional committee 214 on November 12 and 13 of last year a subcommittee was appointed to consider CHAIRMAN LAMB: The National possible revision or clarification of the pres Safety Council lu* taken a real leader- ent standard. To expedite this work four <lup in developing the Amman Standard subcommittees are now actively studying Method of Compiling ludsatrial Injury the various parts of the code, as follows: Rate?, Z16.MM& This document has been the basis for the industrial injury rates shown in Accident Facts, published annu ally by the National Safety Coundl and of the injury rate* published by the Bureau ef Labor Statistics. The National Safety Council, Safe Practice Pamphlet No, 21 on Computing Injury Rates is technically coexatcsU with the American Standard and either may be used to obtain the same re mit*. At the time of the 1945 reviivon. U was rallied that certain cases ought arise, which had aot been clearly covered by the standard. In order to provide for this, a Committee of Judges was established, to reader derision* on doubtful cases. In 1947 this Committee of Judges made a compila tion of the first 29 cases upon whidi de* tisions lad ben reached. A compilation of a second batch of. 20 decisions was made on Jane 2, 1948. Annoimcemcnts of the availability of these 40 decisions have ap peared in most of the safety publications, and the American Standards Association has received a very large demand for copies from all over the country. Almost every section of the standard has been the sebject of one or more questions presented to the Committee of Judges, As you would probably imagine, about one-third of these question* have been ou whether or not a particular injury arose out of and ta the course of employment. Some have been very modi oa the borderline, and .the Com mittee of Judges has devoted much time. 1. Introduction and Section 2--Scope of the Code. Z Sections 3 and 4--Classification and Time Charges. 3. Sections 1, 5 and fr--Calculation, Ex posure and CompUing Rates. 4, Occupational Diseases--.which ones should he included in the injury rates, and bow they should be handled. The question of frequency and severity rates la a very Kve subject at the present time. There are many diverse opinions as to what Injuries should be included in the rates and which ones should be excluded. This question involves the very funda mental Issues of. why do we keep injury rates and what do we use them for? Until 1945 if there were any question as to whether or not to count an injury, the code said to apply the ruling of the local workmens compensation authority. The American Standard was divorced from the rulings of workmen's compensation commissions by the 1945 revision, m order to obtain greater national comparability of rates. At that time the committee staled that any injuries arising out of and ht the course of employment should be included in the rates with 5 or d exceptions, or clarifications. Paragraphs 2.1J, 2.1.6, 22, 2J, 3.4J, and 3A1 might be considered as exceptions. Since the approval of the standard, the committee has received two further re quests for exceptions--one, concerning bade Recent Developments in Industrial Accident Reporting injuries, and second request, cooctroag proper compiling of injuries m * result ul aiatraphiet or other oou-pfsnl exposure* and hazard*. Whether further exception* should he made to the cowling of injuries arising out of and in the coarse of employment, or whether some of the present erntprint should be abandoned will be one of the mo*t fondameatel point* to be derided by the sectional committee. The severity rate is now shown a* the daw fort for time charges per thousand man boars of employment. In order to provide easier cxphsuSoB of this thn to certain ntcwnY* or other people who are nt too finaVir with aoiakat prevonkm work, n ha> been snooted that the rM should be computed an the t-M t a wdhnu mao hmn. the some a- tbr trnjomo TW Surety Cuanl m toe bud few years !i- Wen !( rise **eaer taue charges m <ia> it- .tcrWro* Aerfz. that tore rniMm of the - Although the .\ntma Standard pro* rides six classification* o( injury: death, permanent total disability, permanent par* tial disability, temporary total disability, temporary partial disability, and first ad cases, standard comparison rales and all national reporting at the present time are based on only the first four classifications. It would unquestionably be of interest to die American Standards Association to learn how many safety engineers are keep* ins records of thrir temporary partial dis abilities and first aid cases, and whether or not such records are of value'in accident prevention activities. At least one individual has suggested that it might be simpter to report all injuries arising in the course of empoyment. with* nut regard as to whether or not these injuries also arose out of the employment. The standard would state that such rales will unquestionably include cases over which management has either no control or very little control, but that some acri* -ma, over which management decs have vontrol canse only temporary partial dis abilities or firs rid diet, or no personal injury whatsoever. These accidents may be o importance u indicating measures which should be fatwi to prevent future injuries. The in* clarion in the rates of all injuries arising ta the course of employment mighty in a certain measure, compensate for aeridoiu which do not result ia personal iojur). and rates so kept would be of real value ta the prevention of future accidents, I would certainly appreciate receiving comments other at this meeting or preferably by letter from any members present, who would care to praam* their epanfora oo the revision of this cede, JIJL THOMAS BOYD ISafcty Engi neer, Manhattan Rubber M--fwtnring Divirion of Raybesto* Msntonn Inc, Fhsraie, N. j.J: The reason tins he subject oi nporting was UimgU up ta the Rubber Section is that we are net aB reporting m the sm way. We wanted So me if *e cealda't iron one these dfooRc* 1 am from Kcw Jersey, where we taw to pa> for h grete many injnria which are w* payable in altar states, so I taw to rum tw>- **CHAIRMA5C LAMB: Thm is actl> the picture, and H ta the rowan why this standard was pm on lb* bmi* that the Workmen's Compensation Bnfing* do sol hold in alt esse*. In Sew Jersey a man could fracture a finger mri p bade to work immediately with his finger to a spSet or ease He has no lorn of fine. * UR, BOYD: That to exactly R CHAIRMAN LAMB: According to the American Standard, those eases would not be counted in your contest. MR BOYD: Not in the Coral contest, but we have to count them for management because every clean fracture with no perma nent disability pay* at least 5 per cent. CHAIRMAN LAMB: They would not count m frequency. MR BOYD: Wouldn't you penalise your self for severity charge on that? He lost no time and had no disability tot just be cause he had a fracture and had a scar, he received -some money. But yoe don't count tliat in the Safety Cotmdl contest MR R M. BOYLES ID!rector of Indus trial Relations, Midwest Robber Reclaiming Co, East St. Louis, Mo.]: Suppose that were Iocs of wee, MR BOYD; In that case, we count it. Rudder Section CHAIRMAN LAMB: If the award U accident and actual pain in toe region of based on it, you would have to coant it both the hernia at the time of the accident, and jn frequency and severity. the pata must have beet so acute that the MR THOUAS J. CAIN, JR: Is there toy strong movement toward throwing out employee was forced to stop work until toe pain subsided. something distasteful to us and, that ts, This hernia standard has come up for occupational disease? We challenge throw* rertrioo. Should mQ tanas that your Com- tag it right ia with other injury. mtasks accepts be included or should no CHAIRMAN IAMB; The present stand* ard baa a ray brief sCatoneat In it. It says this metadea afl tabntriil injuries. It dam not say MUatritl accxleats.'* so St tortoise nmrpnriunnt fiinus Tto present dxnuwt wa verr w'aafc on One ta taut i of iw- lni- l* H--a i lUt*.- afi . a(c There is also a guLstiun as so wtoe the lime chary riwH to for rntrin hjnta. hfag Kke V4mW berrias be included? For instance, there is a group ta New Yurie sate that for contest imposes has stop!/ said that they don't octet any berutas. That works out very wc9 ta New Yerk state because that ta one of toe acral win, Practically any hernia fJrewcuri tag to a mau while working results taag awarded. It does tout you have one set of tor toe esuuesc and another set of (Wtitof your rifim and cents pay- aC toe tod of tor year. st duefird as a per* bumiic ifctsMwy. Of rome. there ta loss of time for a bcafiug period and you cocmt timtatoy wtarib writ to it for toss totebfltay or injury. If there is from toe irrili-- A tree. Riuxast (SaariSty, you would cam a peeper dtfimei.a fo and tow toty shotaH to hariOcd to toe rates. Ke doubt the recom* of tout subcommittee will ' eceuiderad whoa a milieu of this docu it as a pttmamme pumaI (Stability. If the man recover* oonptatriy so that, for all mdoetrai pepua, be was just as good as hr was before toe injury, you count just the days tact ta toe bealtag period. ment ta matted. MR KASTELL: Tbe pry I repre UR ROLAND KASTELL: I think toe sent clasrifics cray accident on which we prmmt code allow* too many loopholes. For pay compensation a* a loot time case. What example, ia Indhxn you are held liable for are the other opinions m this? practically every hernia. We don't fed they UR JOHN KUMPEL [United Rubber are aB viang oat of employment, but the Workers of America, CIOl: Our organiza taw states that they are. In South Carolina tion likes to see a company receive plaque an employee wmtaming a serious laceration or an award for doing an outstanding job may receive some permanent disability tone* in safety. But we believe that any time a fits. | worker gets injured 'and cannot go back in CHAIRMAN LAMB: I know only about hts regular line of duty and do his job, it the American Standard method. I am not should be classified as a lost time accident sore as to just hew many people use tL We We like to see people go baric to work certainly hope to encourage people to use as soon as possible alter toe injury, but if it and to use it correctly so that stoat you the worker cannot do his regular job he is do send bt your figures to the Safety Coun a loss to the company. It ta costing the cil or what yoa fill out one of the ques company money to put hfcn on a different tionnaires for the Bureau of Labor Statis job, and, m a lot of instances, it ta costing tics; the result* will be on a truly com the workman too. We think this problem parable bans. can be worked out if It ta done on a national As far as the henna cases are concerned, the present standard provides that firmia fall be coanfdcred as aw IriMral mjmj basis so It will be fair to everybody. Then we will really knew where we stand on Irafajtrill accidents. only If it ta mdpruul by suddna tfwt You talk about hernias. Would you read and severe strata wed metes | of toe fel* that ban point you mentioned again for me? lowing cmfitioas; a dear hisawy ef toe CHAIRMAN LAMB: The immediate 6 Recent Developments in Industrial Accident Reporting |wm was so acute that the Injured employee was forced to stop work until the pain sub sided." MR. KUMPEL; I know from past ex perience dial there are a lot of hernias that happen tint have immediate pain, but the injured employee doesn't have to stop work except for perhaps fifteen or twenty min utes or half t hour or two hours. They may stop momentarily and complain about a pain and then work a half hour and then it has to be given consideration by an out ride agency, we all know that it is likely to lake anywliere from days to months before you can determine technically whether the case slwuld be called an accident or not. If we were to (use our rating ttpott cite decisions of tlie courts, we would be in volved in interminable question* that miglit never be solved. We would not know what our rating was at any particular time. I believe that the attitude which the stop fifteen minutes, and maybe the next ASA is taking in making brood definitions day they have a hernia. They might have for purposes purely of contest is the right an incomplete hernia. 1 flunk If a person sort of attitude to take. This question as (a is injured in the shop and can't get bade to whether it U going to make it necessary his regular duties, we should'call it a lost to keep two sets of books, a* Mr. Boyd lime accident. It is costing the company says, is for the present ooe of those things money to put him on another job. we might have to do. Ja other word*, j CHAIRMAN LAMB: The comment* Kccm to break down into two parts: As far as the hernia is concerned. I know that the committee of judges believes that they should interpret that one phrase to the effect ttiat even if the pam wss such that the worker only stopped work momentarily think we must not forget that in one ease we are laving a contest few the purpose of creating rivatry in order to Improve our acadent situation, and the other case we are trying to determine whether a man is en titled to compensation for an injury. That often takea the opinion of a court. that probably should comply with the stand MR, C. L. DEAN (Firestone. Memphis]: ard and should be Included. In our plant we have quite keen competition The other part concerns disability assign ments. The American Standard recognizes six different classes of injury. Death, per manent total disability, permanent partial ifcabifity. and temporary total disability, are the four classifications which are used toihy for comparison. between departments. They like to txrild up record*. We had a case in one of our de partments where a supervisor broke hi* wriit and went a couple of day^ complainmg about it, but he did not have it looked at.. So then the doctor fixed him up and J>e went hack to his regular job. Temporary |aitbl (Usability or disability But in another case a worker broke hi* assignment refers to the case of the fellow arm in the same ptsce--lhe same kind of who comes tack to part time work or to a break--and they wanted to bring him in. different jot* after an injury. It aim recog Naturally, he wanted to come in and work, nizes medical treatment cases. ,i since he would be getting more money even It Is recommended that rates be kept on nil six of tlvesc classes and not just the four for lost lime injuries. Rut if anyone keeps these additional rates on disability assign if he worked In another type of job. So the two departments raised sand and said that we were breaking the good record because we would nor let him work. ments and medical treatment cases, they We have a job for him; we are honest should he kept separate so Out the figures about it We are not making a job for hint. can be compared with those of other com Wc actually have got a legitimate job tbit panies. he can do. It pat me right in the middle MR. PAUL VanCLEEF (Secretary. Van because he had as excellent rating. Cleef Bros, Inc, Chicago]: I think- there are two phases to this question. One has to do with the contest and the other has to do with the case of the taw involved when compensation arises. I believe the purpose We had another case where a man was hit la the eye. He immediately went to get first aid. They dida'e want to touch it, so they sent him to the regular eye specialist who told him to stay off. Bat the eld boy of the contest is to create rivalry In order came bode He wanted to work. But we to improve the general record of an indus had to send him home and caS it a tom* try*. When a rase gets to the point where pensatlon case. Rubber Section 7 CHAIRMAN LAMB: Was the fellow who broke his arm brought back or was he told to stay home? MR. DEAN: We didn't bring turn in. He just came in. CHAIRMAN LAMB: He had no feet time ana was put on a regularly established job. MR. DEAN: That's right. CHAIRMAN LAMB: Then what is your question? MR. DEAN: That Is supposed to be a lost time aeridem? CHAIRMAN LAMB: No. MR. DEAN: Writ a minute! The ASA deration says be mmst be put on his regular jb. CHAIRMAN LAMB: See me after this is over, wifl yew? MR. GORDON TRANK (Safety Engi neer, Hewitt Robras, Inc, Buffalo, N. Y.J: The question I have in mind Is whether there has beet any pattern of accidents brought to the attention of this committee which would toid la plug some of the loop holes in the cxitriog code CHAIRMAN LAMB: 1 would say defi nitely--yes- Here is sai IJ, If an injury occurring a the course of employment ag gravate* a pee gristing physical condition or wmkacso, die resultant disability shall be considered an todniitrisl Injury and shall be classified in accordance with the ultimate total extent of the injury, except for these wend injury casus, which are a very spe cial problem." Take the case of a man who cuts Ms* fiogorand then you find out that he is a dubetse. If his finger is amputated to cure him and prevent gangrene, then you have l* count that in your rates as one amputated finger and permanent partial disability. There is another kind of injury that boa come before the committee of judges. A man was sweeping out a box car and sat down on the platform and fell forward and hit his bead on the platform and was seri ously Injured. It was learned that be was am epileptic and fad a fit. That was a case where his pre-existing condition resulted In an Injury and that la not covered here. Now, the judges have gotten to the point where they think there are about three or four cases In this general category. T don't know* whether they have come to an exact decision as to which ones we should include and which ones wc should not include. MR. KUMPEL: Why wouldn't it be good compensation law if any injured worker who goes bade to work on light duty and is away from his regular line of duty longer than seven or tea days, be classified as a lost time injury case? CHAIRMAN LAMB: According to the present rate, as long as he had a light duty job, none of that lime would be counted. The committee is giving serious considera tion to that I don't know that there is any particular proposal for change at this time. However, one company has listed a group of injuries, including a fracture that has to be put in a cast, and even if there is no lost time they put it in their retard* as a lost time injury with one day lost They tried it the first year with the pres ent American Standard, and the next year with this new system, ami at the end of die year they had a difference of eighteen cases. la one year they had eighteen cases that were disability assignments and not in the rates and in the two years they had practically comparable experiences. At the end of the second year, they went to all superintendents and foremen and said. "Boys, here are tiro systems. Here is your record for one year and here U your record for another year. Which do you want?" They all said to pot then in the rates as a lost tune injury as one day. I am just giving this to you as information of recent developments of what same people are try ing on as experimental bast*. UR. LANGLEY (General Electric. Bridgeport!: I think we are all interested in finding bow effective our safety program is and that should be an outstanding purpose for the American Standards Code. We have contests and perhaps like to compare our results with those of other industries. But kt us take as an example, the one you (Sted, the diabetic with a cut, I doubt if two per cot of those present, who might pro fess to be following the Code, would have counted such aa accident as a lost time case. If the finger had to be amputated, the ampu tation does nothing to reflect how effective the safety program ia So wc are not going to count It. I think the American Standard Code and any other code ought to bear that la mend. I do my best to follow`the American Standards Code as It Is written today, but S Recent Developments in Industrial Accident Reporting it hurt* very much to have to take accidents, such u a fellow who finds he can't straifhtcn his knee after bendin* down to pick up an object on the floor and therefore loses time. That is not a reflection of how effective my in employment in your frequency and sever, ity rates on the basis that there definitely will be some of these that rennet be fore, seeably prevented, but in ether eases in juries don't happen purely by dance. safety program is. MR. RHODES I Midwest Rubber): All CHAIRMAN LAMB; That brings up of our jobs are put up for bid. How are a very fundamental point that is being de yon going to put a fellow who is injured bated right now. Should these rates only in that kind of a set-up? include those injuries which the engineer CHAIRMAN LAMB: What do you admits he could have done something to mean--for "bid"? prevent. Or should these rates include all injuries to the workmen that are affecting the workmen and affecting the financial picture as either medical losses or caa^ pensation losses. As far as the diabetic is concerned, cer tain companies have examinations for their employees. If such examinations show that a man is definitely a diabetic; he should be put on a certain type of job, and maybe there are certain jobs in your plant that should not be open to that man. There are many large organizations that lave pre pared a fine analyses of certain handicaps and have given suggestions as to what jobs should be open to those men. Apparently there are some safety engi neers today who recognise chat it is only a part of good management and of accident prevention to properly place handicapped workers. I think that takes care of the diabetic. The second point is that the. employee who bent down and could not straighten up was considered as a case. There is a small group of Injuries which everybody will agree arose out of and in the course of employ ment. As far as I knew, there doesn't exist x safety engineer who knows how to pre vent them, but I would say in -the course of a year or in the annual records of the MR. RHODES: For seniority. If they can do it, what are you going to do--take the other fellow off of hi* job? CHAIRMAN LAMB: Jt says; "the regularly established job Is one which has not been established especially to accommodate the injured employee other for therapeutic reasons or for counting the ease as a tem porary case of disability, ff die person is rctumed'to the job other than his own. the injury shall be classified as a partial dis ability." This question came up before a committee of judjps: A fellow given oae of tliese "other regularly established jobs" which would be open and available to him would work on ft for three days. At die end of that time, there would be a certain number laid off and due to seniority somebody else would get that temporary job, and he-would be laid off. There would be no other regu larly established job open and available- to that man after that third day. Therefore, the committee nilcd that after that third day the case would become a temporary total dis ability few the rest of the time that the man was out from the injury. HR. RHODES: It looks to me like U 1* a ease of luck, then, if you happen to have a job open. Accident Facts of the National Safety Coun CHAIRMAN LAMB; Definitely. The cil. that represents a very small per cent. wage loos is not directly considered hero. If It is true that if some particular depart*- ment has gone along for a long time with a perfect record, they fate to break their record with that kind of a case. But ex perience has been since the 1945 revision that there has been more controversy and more complaint because of the few excep tions to this arising out of and in the course of employment, than if you would he ts put on a temporary partial disability, the case Is not counted hi the regular stand* ard frequency rates. If yen are interested ui getting Into the detail*, there is a publi cation of the Bureau of Labor Stariuku on computing rates which show* * fur--la far compating day* lost on a temporary partial disability. It U on the ratio of the our/ he gets to the money he weald bare grew count all of them. In order to cut oat seme ccmtpmreriaa, de One or ntofe people are recommending American Standards says a charge of ourthat you should include all injuries arising half of the calendar day of fintiky --* Rubber Section 9 be made to eralmtc the severity of tem porary partial disabilities or disability as signments UR. CARSON (Eau Claire. Wisconsin) : Why doesn't the American Standard Assoristkn take into consideration the relative value of fingers on a hand. In the state of Wisconsin it iiishia quite a difference whether it is an index or a little finger and l think It is fair. There should be a differ entiation. CHAIRMAN LAMB: That is a good suggestion. 1 don't think that is before the committee at this rime. UR. GREENHAUS (Chairman of the Foremen's Club, Safety Committee, ft F. Goodrich Gxl: I am woodermg what the undmandiag is if a man gets hurt and Is not able to perform any part of a day's work, whether it is on his regular job or any other job. In other words, let's ay that a tire builder breaks his arm and you put him out counting stacks of tires. CHAIRMAN LAMB; Is it a regular job? UR. GREENHAUS: They call it that. Who takes care of those regular jobs when you don't have an injured man? CHAIRMAN LAMB: Let's put it this way. I don't think there is anything now in the American Standard that will keep a man from being dishonest. 1 don't think we can put anything m the American Stand ard that will keep a man from being dis honest. MR. Van CLEEF: It seems to me that we are losing sight again of tlie purpose of some of these records. Even though we might have to put him on a job that is not open regularly, first of alb we want to save thad man money, although we do pay time lost due lo an accident. We want to have people get bock on the job a* quickly as possible because we believe it is good for the monk of everyone in the organization. I think the rule for him in the ASA standard on that Is purely a basis on which everybody can agree. If we are going to throw more and more complications into what may be regarded as an injury or acci dent, we are going to make it much more difficult to carry on these contests. We are going to have, then, a board of directors that will have to be sitting all of the time because there would be innumerable ques tions arising as to what we should regard as this of that injury or that accident. Selling Safety By BSNSON G. MtJNYAN Salsa Analysis Institute of IPfoofa In this country most people are trained from childhood to believe in democratic processes. Children get practical experience democratic processes aa they vote for rises officers, representatives to student council*, youth centers, and die like. They are said that they can have a voire in gov* trwnuit and they grow up believing that it is tbar right to lava opinions, to express their rpuicni. and.' above everything, to aW teuinw in matters affecting .their own pertreal welfare. As their parents, we spend a good deal of time during thrir early fife briber Am to assimilate this view- Tearing then to think and make dadwees as we do, can we expect than to deiqt when th^r become adults? Can we expect them to be enthusiastic about rules in the formulation of which they have had no port? Actually would we want them to? Yet f>ow many times that you know of have employees bees asked to help draw up codes of safety rules? In how many companies are the employees handed a book of rules tint n effect say "Follow this or else?" Consider another thought. Employees gen erally feci that they are held responsible for production. To put ft bluntly, they fed dot they'U catch hdl if they don't get it out and sometime* they feel that safety measures Interfere with their making pro duction. Is a case that comes to mind, there was a circular saw osed at the shipping room of a large company at Illinois. The men 10 Selling Safely there had to handle sharp material so they the start and prevent misunderstanding u wore heavy leather gloves. When they used to our motive, if we first mention why we the saw they would keep thrir gloves on want our listener to do a thing and then and, because they were big and heavy, it tell him what to do. was awkward holding the lumber bong For illustration we might taka the case sawed. Sometimes the lumber would get of the man wire buffing defective tares who away from them and their hands would should wear goggles ess his job, but wbe be thrown into the saw. Many injuries re isn't doing so. We have to talk to him sulted and yet the men. were reluctant to about it. To meet supervisors the important remove their gloves before using the saw thing to talk about is "wearing the goggles/' because, ms they said, it slowed them down. But ts that most important to the worianan? Employees sometimes shirk safety rules No, for him the reason for wearing the or forget them, causing troubles that can goggles is more important, that it, the pro greatly discourage the man whose main fob tection of his eye*. is safety. Accidents continue to occur and If we think of our real purpose to want tower his prestige. HU voice and ideas carry ing him to war Us goggles wsftl see that less and less weight in the organisation, we actually want the same thing that he and more and more often he is overruled wants, the protection of Us eyes. We both in his ideas and frustrated in his efforts to have the itme objective he this respect Wc wards an accident-free organization. He U actually don't ore so --A how he protects often looked down upon as a nuisance who his eyes, just so thry are protected Accord interferes with important work. ingly, if we wB kim "to protect those eyes Our experience indicates that most super visors welcome definite type* of things they can say or do which wiU make employees give safety the prominent place in their minds to which it is entitled. There are toots that properly used will accomplish this but, unfortunately, there U no quick or easy way to do a thorough job. In fact, before it can be accomplished, most of us must first train ourselves to present our ideas in such a way that the employees will want to epoperate. That takes time and plenty of it. It is impossible to even men tion all the tools available in the fifteen minutes we have here; but there are a few that are easy to lam and simple to use that will help in many situations we face in our dally lives. To make the most of our rime here; I am going to ask you to go along with me on a couple of thoughts. The first thought is this: The only reason we do things is so of yours, BiB, yon had better put on your goggles," he wid tsiKm that wc are trying to Help him and that it is to his advantage to do so, and to will more than likely go along with us. Oa the other hand, if we do what is snoot natural and merely tell the man to wear Us goggles, he too often feck that we are using oar authority to push him around He will probably do what we asked, but he'll make up his sdnd to get even with us somewhere else. - Sometimes we do remember to tell him "why" after we teh him "what/* but too often by the time we get to the "why" his mind is already so busy alibing tint he doesn't give fair consideration to our pur pose. He ts stall resmtfuL Now you may fed that this Idot is ail right, tart that it isn't always accessary, 1 know you can thude of many cases where employees; when told merely what to do, have snapped to it cheerfully. As we aaalyzo the sfatadoes where this has happened, we wnaBy tod shot we may benefit, that is, so that we may improve our conditions. The second thought is: t^r cooperate more intelligently if we understand the purport of tokat nr ore that what he was told to da was part of his routine duties and he looks upon yoor direction as a signal as to which of Us regular duties to do next, asked to do. it is a safe bet that where a change is In the course of our lives, we fonn many involved^ at least half the time we'll nm habits and because they make our day to into some degree of reluctance to follow day life so easy, we tend to resist changes `our directions. So if you will first determine in them. our objective and mention "why" before Keeping this in mind, we will find that "what'* when giving safety instructions, yog we can nuke the proper impression right at wiU find that in a short time many little JtaWtfr fsrfisa 11 disagreements- tov itounnil and toot your met arc goatMatog less and follow ing more willingly year direction* regard ing not jest safety, bat also prodoctioB. quality, and all toe etocr factors tost must be considered a maanfactariog organisa tion. There is so kto bat what safety must to sold orally by people dose to the person bring sold. However, we can get an assist, but ooly an assist, from property worded signs. You can go nto nearly any factory (hoe dayi and yea sec many signs, some saying "da this." or "do that," "wear safety shoes," or "no smoking." Hoar does the average employee feel about these signs? Moot of toon feel that rt is a ease of someone showing his author ity. Now, of course, that Is not the idea behind toe signs at alL Management has spent a lot of money tor these signs and a lot of time figuring out the need of toe rig*, but do employees realize that? For the most port they don't. Ia a southern plant they were liaving trouble in the set's shower room where only bar soap was supplied because the men were very partial to a particular land of liquid soap used in other parts of the pilot, and they would cany this liquid soap into the showwr room in a coca cola bottle. These bottles would be kit on the floor and get knocked over and broken. Several men suffered cots cm their feet doe to this. So wwfttgtrome pot up a sign in the shower room saying "Do not bring battles into toe shower room." Still bottles kept going to. So --inigrmml derided that some thing waa mhring m toe sign and added the word "perirively" to it. Stilt bottles were brought in. Finally toe sign was changed to usdade the purpose and said, "Ts protect poor feet from cuts and keep your eamwngi intact, leave bottles outside the shower room.** Since that time several month i age; bo bottk* arc (mown to have bom brought late the shower room. Instead of haring ndcs aed regulations shoved to their faces eonriaaeusly, now they could tee seme one waa trying to help toon. la toe plant f mentioned before where tocy wee hating trouble on the circular saw to toe stopping room, a sign waa put up over toe saw. "Remove your gloves be fore otiing tout saw" How did the mea accept torn sign' la toe same way we mentMBod brfora They kept their gloves on and lmdsoti kept happening. FtoBy toe sign was changed to read, "To pcoseet yoar hands, remove your gloves before using this saw." Immediately the men saw toe pazpojc, thrir attitude changed, they removed thrir gloves before using the saw, aad accidents stopped. Now it is easy to .say that in both of these eases toe reasons for toe requests were so ebvioos that there should have been no trouble, that the men should have thought of the reasons why they were asked to do these, things. They' should have, but toe peremptory toacs of the original signs were sod* toot they became so resentful that they didn't want to think. As the men in toe Illinois plant said, "This place it full of nsks and regulations--to hell with them." Oa the other hand, few men want to de liberately hurt their chances of realising their objectives. Properly-worded signs, by constantly reminding them of thrir objec tives, help keep them thinking and acting straight. r think every supervisor realises how difficult it is to keep the employees in his department thinking along the line of im portant objectives. For example; a super visor may 'give quite an extended talk to employees on the matter of safety and all of than may agree that they are going to be very cartful in thrir operations in the future. Often it Is only a matter of days until some of them forget ofl about safe prac tices and do something that violates every principle of safety. This naturally dis courages' a supervisor and makes him feel that it is impossible to keep toe idSnds of his employees on important objectives. Wouldn't it be a tremendous help to have some means whereby wc could keep every person thinking about safety and yet pre vent then from feeling that we are hound ing them or giving too many talks on Safety? We can do that by watching for cases where they are practicing safety and compliment them for it, following the com pliment with mention .of the reason why tliQr deserve the cnspBmeQt aad the bene fits to than that come as a result of what they are doing. Suppose while going through toe tire room we sec a truck tire builder carefully 12 Ionising RedisRons straightening the band of two ply before spinning it onto the building dnxn. We could say something like this, "I'm glad to see you getting that band straight. That's the way to protect your arm from getting pulled in a fold up." The tire builder might have straightened the band without giving, it any special thought. He might have done it through habit, but when we make a statement of that kind, he can't help but feel a lift and then he would recall and think favorably about the talk oo safety where straighten* ing bands was mentioned. All the other thoughts brought up in the talk about safety would also come bade in the employee's mind in a favorable way. The compliment would pep him up and make hhn feet Liadly towards ns, but just as important is the fact that mentioning benefits along with the compliment remind him that it is just good, sound business to continue safe practices, and so His mind cooperates along a reasoning line as well as an emotional one. Too often supervisors feel they are doing the pttoper dung if they just look for notations, then try`to correct the violator. Wc do, of course, have to correct people who are not following proper methods but the stronger method by far is to guide the thinking of everyone by means of compli ment* and benefit statements, so that their minds force them to do their thinking In the right way and so they want to cooper ate by following good practices. If wc do this, we make them think of safety in con nection with every operation of thdr job?, and yet wc stay away from continuously lecturing them on safety. In summarizing, we most.realize that men tend to think of their own interests and their owa desires before they think 9! what we want them to do, and if we are to get them to take the right action* ee safety or any other important phase of their work, we must talk to them in terms of those interests. If we do, our rewards will be increased production and unproved quality records; and the satisfaction of seeing men become enthusiastic and self-disciplined In regard to safe practice*. Ionising Radiations By BEX H. WILSON, UJX Medical Director, The B. 7. Goodrich Company, Aloes, Ohio 'Hie impact of the atomic age has made it necessary for all persona interested in industrial health to become cognizant of the problems arising from the use of ioniz ing radiations. Ionizing radiations- is a de scriptive term for that type of energy which has. as one of its chief character istic*. the ability to ionize the matter through which it passes. It has been recognized for many years (hat certain types of this radiation arc harmful and precautions must be taken in their uses. The damaged hands, amputa tions. development of.multiple carcinomas, and the painful deaths which have occurred to many who have used x-rays and radium bear mute testimony to this fact. Experi ence gained during the first World War showed that radio-active compounds, if improperly handled, can be fatal to per sonnel. It required, however, the splitting of the atom and the birth of the atomic energy industry to crystallxe the fact that additional knowledge must be secured with respect to radfation hazards. Ionizing radialioQs may be of the follow- fog types: alpha, beta, x-oc p"*1, and neutron. The alpha, beta, and x-oe ganem radiations are of most industrial impor tance at the present time. A* da a*e of atomic energy increases, acutroa radiation* will take on increasing importance. The alpha, beta, and pant radUtion* alt re sult frees nuclear fission. X-radiation is quite similar qualitatively to gsuuna radia tion. excepting that the wave length of x-radiation is considerably greater, and It Is produced artificially in elertnadr devices- the most common of which ia the x-ray tube. The ttsc of x-rays in indastrial applica tions ha* been tremendously expended In the past few year*. This increased use bas Rubber Section 15 alto been accompanied by increased operat ing voltage*. It is well known that the penetrating power o x-rays increases as the operating voltage increases. Operating voltage* noting up to one million are not uncommon. X-rays are bong used industrially at the present time for the examination of such things as metals, welds, food packages (Cor the presence of foreign bodies), munitions, liras, rubber belts, etc. The x-ray machine is kept hr constant use at many of these operations. Proper protection must be pro vided to opeating personnel from exposure to the direct rays, and to the less penetrat ing secondary radiations which result from the scattering of the primary rays. In most industries the x-radiattons arc created by x-ray tubes. However, industrial radiog raphy in which radium ia used as tbe source of gamma rays is also practised. A possible exposure to x-radiation may also result from the use of electronic heat ing tauts. This type of heating Is finding increased usage, especially la the rubber industry. Theoretically it is possible to ob tain x-radiation from die electronic tubes used ia these devices, if the operating volt age is tea thousand or greater. The x-rays so produced will pouch little penetrating power unless the operating voltage* are considerably higher and wtil probably be stopped by the metallic shielding of the unit itself. Tbe amount of x-radiation pro duced should be determined when design ing any ot these mails ia order that proper protection can be provided. It ia also well to check the electronic nits daring their operation to determine tbe existence of any x-radiation ia the workroom arm. The amount of such radia tion can be rmdfly determined quantitatively by ajiag any of the commercial instruments now available for this. Qualitatively its presence can be delected by locating at strategic pomu mar the amts, small dental x-ray films and 'noting the darkening of sods films after 24 to 4S hours of exposing. Tbe health committee of the Robber Sec tion of the National Safety Council is nuiuKly engaged fa determining th<extort of die x-ray hazard which may exist at these --ri Bod alpha and beta radiations molt from tbe aormal radio-active decay ot cer tain radio-active materials. The static elimi nator bar* which have been recently placed on the market use these radiations to re duce the possibility of fire or explosion in solvent vapor atmospheres by ionizing the air to prevent excessive static charges aris ing. One type of static eliminator device con tains radium as the radio-active material; the other, polonium. Radium is an alpha emitter, but some of its decay products emit both beta and gamma radiations. Po lonium U a pure alpha emitter.. Prom tbe standpoint of external exposure alpha rays present little or no radiation hazard, provided the source of them U kept more than three inches sway from the skht. They are stopped by approximately three indies of air and by any thin mem brane such a* the skin itself. Beta and Gamma rays vary widely in penetration, with the beta rays of radium C---one of the decay products of radium--having a maximum penetrating power of about M feet of air. The gamma rays resulting from this same radio-active process have even greater penetrating power. It Is, therefore, self-evident that proper shielding, to pro tect against harmful exposure to the beta and gamma radiations resulting from these devices, should be used. Tbe use of radio-active isotopes in in dustry is stilt confined largely to tbe field of research and deveJopmaJti Thar asc is certain to increase and they will us ail prob ability be applied to various phases of manufacturing within the next few years. Theoretically it is possible to'produce radio active isotope* of a great majority of the chemical elements. A limited number of these Isotopes are at the present time com mercially available. Their production and end use is controlled by tbe Atomic Energy Commission. The types of radiation resulting from these isotopes vary quite widely both quan titatively .mid qualitatively. Not only must adequate shielding be used to protect op erating personnel from the various types of externa! mfiatlons resulting from the Isotope, but personal contact must be avoided mid proper person] sanitation em ployed to protect against the accidental ingestion or mhxhUiou of any of these ma terials. Tbe disposal of the radio-active isotopes is also quite a problem. Icmitug Radialioni The use of radio-acuvc isotope* in medi posure lias no indication* that exposure, is taking place. There is no pain oe altera cine has bees practiced for several years. tion of sensation, and there no way in This usage has been confined largely to which a person easy {ears by hU own sen radio-active pborpbocn* and iodine. More sations that he is m a region of danger. recently radio-active carbon with an atom Consequently, adequate safeguards to sup. weight of It- has become available. Hus ply this-missing information arc of im material offers tremendous opportunities for unlocking many of the secrets m the biological and physical sciences. When it is realized that carbon is the common cle ment of all organic matter the scope of this opportunity can be somewhat visual ized. The production of radio-active plant species, radio-active animals that may in turn produce radio-active serums and even radio-active viruses and bacteria would not appear to be an impossibility. Just as these radiations ionize gases through which they pass, so do they ulti portance. Personnel who arc engaged m operation* presenting possible exposure to ionizing radiadoos should be given stedkal exami nations, which should include a complete blood count, at regular intervals. Their removal from exposure should be de manded at the first indication of an abnor mal hw white count. The operation* themselves should be routinely evaluated for the quantity of radiation odidag The present thinking Is to auintiia all radiation level# below a valo* of CLJ roentgen per right mately ionize human tissues. The demon strable effects arising from thar physio logical action on the human organisms vary Iwur day. It is also well to use a aroaitoring sys tem foq exposed penoermf This cut be quite widely. done by having the personnel wear smatl Every land of iodizing radiation it simi pocket kmimtwo dumber* in the shape of lar in its clinical action. A slight amount a fountain pen which discharge at a pre of radiation is sufficient to damage white determined level- usually (U roentgen. blood cells, whereas the nervous system Fibs badge* can also be worn and devel seemingly caa withstand tremendous oped at the end of each day or week and amounts of radiation. At the present time the amount of radiation received by the the most sensitive indicator of possible individual quantitatively determined, A injury to personnel coming in contact with service of this type is ceemnerriaHy avail ionizing radiation is the white blood cell able whereby the badges arc smtfilial, de count. A lowering of this is the usual veloped, and read for a small service result of exposure to a pathologically ef fective dose. The lymphocytic elements of the white blood oell series seem to be the most affected. Epilation, reddening of the skin, atrophic changes or hypertrophic changes may occur with skin exposure. The reproductive organ may be affected with changes occurring la the gonads. jSterillzs- ties may occur or there Is a posubttity of caluussiinngg alterations i..n......t.h..e- offs-prin~g. , . charge. la conclusion. 1 should Uke to onphasize that the use of leeuzag radiations is a problem which require* dose scrutiny on the part of safety, industrial hygiene, and medical persomtdL. Its use presorts tre mendous opportunities to industry and will be expanded constantly. This use Is haz ardous aod must be properly controlled or serious injury and death may result to op It is of Importance to **"***? *? the person at the time of immediate cx erating personnel. Officers or tne RUBBER SECTION NATIONAL SAFETY COUNCIL 1948-49 General CMrirtm--T. H. BOYD, Manhattan Rubber Manufacturing Division of Raybestos Manhattan Inc, Passage, N. J. yUe^Chmrman in Chert* of Program--H. L. ANDREWS, The Firestone Tire & Rubber Company, Akron, Ohio. Secretory--S. A. WRIGHT. Inland Manufacturing Division, General Motors Corporation, Daytoc, Ohio. tfew* Letter Editor--R. M. BOYLES, Midwest Rubber Reclaiming Company, East St. Laws, UL Engineering Committee--R. W. FICKES (Chairman}, The Goodyear Tire Sc Rubber Company, Akron, Ohio; T. J. CAIN, JJL. The B. F, Goodrich Company, Akron, Ohio: W. M. GRAFF, U. S. Rubber Company, New York. N. Y. Trade Association end Lieisou Committee--M, L BADSTUBER (Chairman), Ohio Rub ber Company, Willoughby. Ohio. Health Committee--F. W. SANDS (Chairman), U. S. Rubber Company, New York, N. Y.; DR. ML.A- THOMPSON, U. S. Robber Reclaiming Company, Inc, Buffalo, N. Y.; DR. R. H. WILSON. The B. F. Goodrich Company. Akron, Ohio; DR. L. C HATCH, Goodyear Tin k Rubber Company, Akron, Ohio. Membership Committee--G. . TRANK (Chairman), Hewitt-Robins lac, Buffalo, N. Y; Publicity Cewwitice--GEORGE BURKHARDT (Chairman). General Tire * Rubber Company, Akron, Ohio. Poster Committee--C. E. BECK (Chairman). St. Oair Rubber Company, Marysville, Mich.; L. F. NDCON, Canadian Synthetic Rubber Limited, Sarnia, One Statieties Committee--J. T- DEAN (Chairman), Finstooe Tire k" Robber Company. Memphis, Team Hembers-At-Large--E- W. BECK, U. S. Rubber Ccmjnny. New York, N. Y.; R. A. BULLOCK, Corduroy Rubber Company, Grand Rapids, Mich.; G. D. CROSS, The Firestone Tire & Rubber Company, Akron, Ohio; R. 5. FARNUM, U. S. Rubber Company, Detroit, Mkh.; O. HOPKINS, U. S. Rubber Company, Providence, R. 1.; C F. HORAN, Arrow Mutual Liability Insurance Company. Chestnut Hill, Mas*.; ROLAND KA5TELL, U. S. Rubber Company, New York, N. Y.; J. M. KERRIGAN, U. S. Rubber Reclaiming Company, Inc, Buffalo, N. V.; Ji T. KIDNEY, Goodyear Tire k Robber Company, Akron, Ohio; J. E. LOVAS, U. S. Rubber Company, Pas saic N. J.; W. L. SOINEIDER, The B. F. Goodrich Company, Akron, Ohio; P. VAN CLEEF. Vat Clecf Brothers, Chicago, 111; DR. J. NEWTON SHIRLEY, Arrow Mutual Liability Insurance Company, Chestnut Hill Mass. Uef Representative--F. A. VAN ATTA, National Safety Council, Chicago, 111 OTHER VOLUMES im this Series Many users of this volume will ako find much value is it* the list: Her* U [Current Safety Topics in the title VOLUME No. Annual Meeting. Banquet. Womens Activities. Index to aH Votourj sad Exhibitor*..., 1 American Society of Safety Engineers and Subject Smlow.......... ...................................* 2 Aircraft Manufacturing Section................................................................................. 3 Air Transport Section.................................... ................................................................. 4 Automotive and Machine Shop Section............... . 5 Cement and Quarry Sec&ou........ ......................................................................................... .. 6 Chemical Section ................................................................. .................................. 7 Coal Minins Section.......................................................... . S Commercial Vehicle Section................................................. . 9 Construction Section ..............................................................................-.............. 18 Electrical Equipment Section................................................. ..................................................... 11 Food Section ............................................................................................................ ..................1' Glass and Ceramics Section.................. li Industrial Nursing Section..................................................................... 14 Marine Section ............. .......................................................... . 15 Meat Packing, Tuning and Leather Industrie* Section........................... ........................ . 10 Metals Section.......... .............................................. ............................................................ 17 Mining Section .................................. ................................ . If Petroleum Section ......................... ......................... It Power Preas Section.................................................... 3D Printing and Publishing Section........ .........................................................................................21 Public Employees Safety Committee.............................................. 22 Public Utilities Section..................... 23 Pulp and Paper Section.................................... ................................................................. 24 Railroad Section................... ....................... ................................................................ . 22 Rubber Section......................................................................................................................... 2* Textile Section ............................................................ . 27 Traffic Section ........................ ........................................... It Transit Section ............................................................ ............................................ . 29 Wood Products Section................................................................................. J$ Farm Safety ......................... ......................................................................................................21 Home Safety.................... 22 School and College Session*,...................... . 23 The Human Side of Safety (Early Morning Sessions)............................................... 34 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME lie 9 copies SIZE Each ' I.css than 24 pages-- $025 ' 24 to 48 pages-- -30 49 to 96 pages-- .40 Over 96 pages-- .60 10la99 copies Each $020 JS J5 JS 1001*999 copies Each *U5 JO JO JO 1000 or more Each $0.15 20 JO JO Complete set of Transactions (24 volumes)--$6jQ0 NON-MEMBER prices are double member prices, except volumes 23. 31, 32 and 33. NATIONAL SAMmr COUNCIL 20 N. WACVSt^ttVl CHVCACO t, ILL 1A ?w--24P-WW TEXTILE INDUSTRY As pftwiftd fa fft* StsdHt mi tto Toxttto SkHh M1W 1MB MsHamI Safety Cfmi Industrial Hernias ...... ........... Safety--Your Bast Personnel Program............ Hazard* of Taele Chemical*................... Introducing * *** Worker to Safety................ A Pattern for Safety. .... ,.. Industrial Eye Problems in the Textile Industry Standard Method* of Injury Reporting....... Getting Results ftom'Saftty Incentives (A Panel Discussion)......................................... Velma 27 TrMMdfni NsHcsol Safety Congress TO&afa 'Heca... la safety, as in all other human activities, the question is repeatedly asked. "WWi aewr Many imam to that question arc gives every year by those who participate is the various sesrioo* of the National Safety Congress, iCaaj saw methods, devices, sod ideas which taler became generally accepted first ware presented at a Congress NSflta. Became of & fact safety imten throughout the aatios bare always fonad the Trwnactioof of die Congress a valuable tool in their aoeifist peenuticat programs. PahScnticn of the Tnuacdees in small vahaimi i,nc for taeh Section or Dmiioo--permits wide ifaftiwtlaB of peitiunV portiaot of the Congress material to man* Coent and aiptuhoty pasamel at small cert. The 34 vohirmj of the 19tt Ctaimi Transactions are listed co the tasC fuge. Platt Elation of these volumes to hey perxuotl is suggested as a nhwTilt aid in the safety program. In pupatnc theseTnanetioet the proceedings of die Congresshave bees eaodumid and edited for rt fiim.ii purposes. Complete original imam rTjitr, with any charts er IBumirioos which were used, are anddfe fa National Safety CnriT files. Views expressed at the Congress or in this record are these of the fnncrmn and not necessarily those of dm National Safety Council. TIE TEXTILE SECTIOR Thes vefane is a record of the sessions held at the 1948 National Safety Coaitm by tbc Textile Section. The conduct of these Csngress aaariona each year u only ooe of the many cooperative activities w&ch dm Textile Section carries on In behalf of its num bers, and for the bmdit.ef accident prevention work hi thh textile industry generally. The Section gives guidance in the preparation of a greet variety of terfeuril and educational material useful m the day-to-day safety programs of textile plants. The activities of the ant wader the direction of its Executive Committee, the uwmIwjs of which are listed oo page 31 of this volume. Industrial Hernias Industrial Hernias By W. a. THUas, 1CD. Thass CSafcy Birmingham, Alt. "Htmtii'' seem to develop or appear with the greatest of ease, and I have long since )earned that it is a good idea not Co fell a patient, even though a "hernia" is not found on original examination, that be will not develop one. I can stilt recall my em barrassment after laving examined s man. and assuring him that he would not develop a rupture, to have him return in about three months with one fully developed. The medical literature contains many de tailed articles and references about "Her nias"--their embryological development; the symptoms, both subjective and objec tive: the findings on examination; the various operative techniques and procedures and die postoperative care, ms well as the statistics as to the final results. The term "beenla" or "rupture" U used to denote the protrusion of any organ, or tissue, from Its normal position through an abnormal opening or a defect. The Popu lar use of die term "rupture" as a synonym for "hernia" implies a violence which Sel dom exists and should be avoided. "Hernias'* have always reminded me of the casing of an automobile tire. The tire might teem to be perfectly sound and good for many mSes; however, a sudden puncture develops, or it unexpectedly "blows out." Who the tire is takes to the repair shop the man examines the inside and says that the cords lave been damaged, causing the tire to weaken and give way. Obviously, it Is fcn* l>ossible to teil whether this damage to the inside of the tire results from a sudden shock such as running against a curbing, or whether it results from the original con struction of the tire. An "industrial hernia" it one which satIsfic* the requirements of the Workmen's Compensation Act of the particular state in which the person is working. With the rapid spread of workmen's compensation legislation, there has come up for judicial derision a mass of cases involving the ques tion of whether a specific "hernia" was date to strain of lifting; a fall, a blow or some suiter inddent of employment, or on the other hand was a result of an inherent weakness. This important matter has t%: aspects which must be separated. First, d* stody of "hernia" from a scientific stand point as a pathological entity; second, thf interpretation of the law as applied I* `group* of people. If a deriilpa grants con. pemtioq -to a workman for "hernia." h does not necessarily follow that the "Iter, nia" was caused by his work, but stmpb means that under the interpretation of tk* law. as applied to thit case; the man i< rotitled to coraperration. For the purpose of this discussion. o*u> "hernias" of the grots will be considered, all others bring comparatively rare. Fw the sake of convenience we will group these "hernias" of,the gross Into: (1) ** direct, (2) direct, (3) femoral, (4) port* operative, and. (S) recurrent Briefly, Jr indirect "hernia" is a "bend*T which protrades from -the internal ring; extends alon; the inguinal canal te later present itself v the external Inguinal ring The direct `her nia" comes directly through the abdominal wall at HefScffry triapgfe The femora,' "hernia." comes through a patent fonoral rinf, or one wbpte closure is too weak io withstand the.'' constant Eatra-abdocniro] pressure. Occasionally claims are made in Industry for postoperative "hernias." Tins Is tlx type of "hernia" that develops m a vorgkal scar. The sear following aa appendix op. cratfoo, with drainage. Is usually the man common. This dee* not present a very fre quent problem. Recurrent "henuaa" are well explained by the term and need no particular discussion as they arc; fortu nately, not too frequent What, then. Is the cause of these "hermas1*? Stone has stated that one essential coodhiOQ for the existence of an abdominal "hernia" is the presence of a defect in the limiting structures of the abdomen which permits part of Its contents to protrude beyond the normal confines. There are many theories as to the etiology or cause of "hernias'* from aa anatomical standpoint; However, I on see no point In du* cussing such a deferable issue and will Textile Section 3 briefly state that the opinko, as expounded "Relaxed rings" and "potential hernias" by Russell, Is the most muversally accepted. are Overworked terms in industrial medi Tbe Russell theory I# the saccular theory and explains the etiology of "hernias" on the baaii that the processus vaginalis fails to become normally obliterated, either In cine, which should be revised. CoIconf carefully examined 6,000 men and. of this number, estimated that 500 bad relaxed rings or potential "hernias." Ultimately 25 whole or in part. This means simply that as the testicle descends into its normal posi tion In the scrotum, there is s closure failure. A defat is left. If act opening develops, and there is a protrusion, we cal) of the 4000 men so examined developed "hernias," but. It is a strange fact that none of the 2S were m the 500 group, which had bees classified as having relaxed rings, or potential "hernias." this protrusion a "hernia " lasosf states, that legal discussion ra the Indirect "hernias," n' * * are by far the most frequent of the group, result from this faeexnpirfe obliteration of the peri toneum takes Into the scrotum when the testicle descends. Tfai* failure of obfiterariea My be complete* with the sac extend United States and elsewhere is to the gen eral effect that the contributory role played by industrial occupation places "hernias" in the general category of compensable In jury and concludes that, white the sac is always present and preexists, the "hernia" ing aremad the testicle, and this Is tbe %& may be aggravated by trauma if the force ciBcd "Coaqgenrtal hernia." More fre Is adeqtee. quently, the peritoneal pooch Is obliterated, Dr. John Uoorchead* of New York City and te rest ri dm waS sticks together, presented an analysis of 1376 herniotomies pnudly an grix way many year* later. and came to the same conclusion. Since Tfe mpitm of "benks" ia fodustry ft wbriana. a* sc Is probably the greatest unde awe of rejection on preemptoyraent eomntnn Opinions vary as to the per- emcagr af "teams" among males between. iB awd 7# years; although it Is probably abone It pa cent, some industrial examiners tee esriiaid as high as 15 per cat. A large pcrcamage of the companies, for winch arc arc the physicians, lave preen= pieymm* ex'mainslions. These companies his rioting roiWiks are of interest, I think they should be quoted "I may ay that, in so far ms tbe Compensation Board in New York Is concerned, it does not make very much difference what our preconceived no tions are,' or what the anatomic basts may be, or what the surgical or pathological foldings may be. Tbtir view-point is that the son didn't have it--meaning a hernia-- before be goe hurt, he bas it sow and that Is the end of that" rrpukiinC a cinM section of industry in the It Is tbe general consensus among indus age imp frees 14 to 60. We hsrr found that congenital "hernias" arc more common m the younger mm and tins the acquired "hamasT arc more freqwsrt la the older racn. The reason for this soon* to be obvious. "Hernias" de veloping following proemptoysnent examina tion are more likely to fall In the category trial surgeons that a true traumatic "her nia" Is aa exceedingly rare condition. This term ' would presuppose the aerial and Im mediate giving away of the tissue with tbe descent or formation of a herniating mass, severe pala and symptoms so distressing that the attendance of a physician would be required within twenty-foor hours. of "traumatic hendsa." I donot fed that Aboot fifteen years ago. Dr. C N. Rob the term "traunmtic hernia" U as descrip erts; at the Nineteenth Annual Meeting of tive as tbe eee apparently first mod by the International Association of Industrial Uod^--"compensable hernia*." There are Boards and Commissions, made a state wide variations of compcruabiKty. depend ment which seems to me to have set the ing on tbe Interpretation of the taw m vari merScolegal pattern. He said, *Tt matters ous stales. The actual presence of a "her not whether a hernia existed before an al nia," as a matter of fact, must be established leged strain, certainty the fundamental do- by a physician on physical examination, feef was present It canaot be denied that while Its compensability is left to the claim injury alone is an extremely rare etiologi* adjusters of the various insurance com- , cal factor of hernia, but It does matter parties, or to the medical referee, or possibly whether the hernia, which antedated the to the court. Injury baa, by strain, been changed from a Industrial Hermes Textile Section Industrial Hernias By W. G- THUS8, 1D. Tbuas Clinic, `Birminghtm, Al*. "Hernias" seem (o develop or appear with the greatest of ease, and I have tong since learned that it is a good idea not to tell a patient, even though a '`hernia*' Is not found on original examination, that he ' not develop one. I cm still recall barrassment after having examuj and assuring him that he woul' a rupture, to have him rettu months with one fully de^ The medical literature tailed articles and refe^ mas'*--their embryaloj the symptoms, both sj tive; the findings various operative tc and the postoperath statistics as to the The term "hernia* , to denote the protrush tissue, from its noma! abnormal opening or a tar use of the term "ruptv! for "hernia" implies a vitJ dom exists and should be iw^ have always roninded me of an automobile tire. The tire to be perfectly sound and good . _ miles; however, a sudden puncture del . or it unexpectedly "blows out-** When .. _ tire is taken to the repair shop the man examines the inside and says that the cords have been damaged, causing the tire to weaken and give way. Obviously, it is im- l>t>*fible to tell whether this damage to the inside of the tire results from a sudden *liock such as running against a curbing, or whether it results from the original con struction of the tire. An "industrial hernia" is oae which satis fies the requirement* of the Workmen's Compensation Act of the particular state in which the person is working. With the rapid spread of workmen's compensation legislation, there has come up for judicial decision a mass of cases involving the ques tion of whether a specific "hernia" was doe to strain of lifting a fall, a blow or some other incident of employment, or on the other Hand was a result of an inherent weakness. This important matter has tvs Y aspects which must be separated. First, the study of "hernia" from a scientific stand- *2*kal entity; second, the as applied to 'rise grants com* "hernia." k the "her. 'tft simplr loC the Van u Tone fat "herrod femoral % femoral roo weak to Ctra-abdominal are made la industry jve "hernia*." This is the type of "hernia" that develop* in a surgical sear. The scar following u appendix op* cration, with drainage is usually the sno> common. This does not present a very fre quent problem. Recurrent "hernias" ire well explained by the term and need ne particular discussion as they ore, fortu nately, not too frequent What, then, is the cause of these "her nias"? Stone has stated that one o&ential condition for the existence of an abdominal "hernia" is the presence of a defect la the limiting structures of the abdomen which permits part of Its contents to protrude beyond the sormsl confines. There are many theories as to the etiology or cause of "hernias" from an anatomical stand point However, I can see no point la dis cussing such a debatable issue and wifi briefly state that the opinion, as expounded by Russell, U the most txuversally accepted. The Russell theory is the saccular theory and explains the etiology of "hernias" cm the basts that the processus vaginalis fails to become normally obliterated, tidier is whole or in part. This means simply that xs the teslide descends into its normal posi tion in the scrotum, there |$ a closure failure. A defect U left. If an opening develop*, aed there is a protrusion, we call thU protrusion a "hernia." Indirect "berafas," which are by Car the mart frequent of the group, result from this incomplete obliteration of the perifewew* taken into the scrotum when the testicle descends. This failure of oblitera tion aasy be complete, with the sac extend^ fng ground the testicle, and this is tlu called "coegwital henua." Mot * qecntly, the peritoneal ponds it and the rot of the wall stief possibly to give way wear "Relaxed rings" and "potential hernias'' are overworked terms In industrial medi cine, which should be revised. Colcord* carefully examined 6.000 men and, of this number, estimated that 500 had relaxed rings or potential "hernia*." Ultimately 3S of the 6,000 men so examined developed "hernia*," but, ft is a strange fact that none of the 25 were in the 500 groups which had been classified as laving relaxed rings, or potential "hernias." Idas* states, that legal discussion m the United States and elsewhere is to the gen-* era! effect that the contributory role played by industrial occupation places "hernias" in the general category of compensable mjuQ^g^mgfgy^^hat, while the sac is `ts( the "hertua" if the forte M City The importance of is obvious, as it is single cause of rejectee examination, Opinions ceatagc of "hernias" 20 and 70 years; all about 10 per cent, some it have estimated as high ; large percentage of the which we ^re the physicu pidyment examination*. T represent a cross-section of age group from Id to 60. We have found that t am mere eanmun an the yuan' that the acquired "hernias'* ar quest la the older men. The this seems to be obvious, "Hernias' veloping following preemployment cxammS lien are more likely to fall la the category of "traumatic hernia*." I do not ltd that the term "traumatic hernia" U a* descrip tive as the one apparently first used by ModA--"compensable hernia*." There are wide variations of compensability, depend ing on the interpretation of the taw in vari ous states. The actual presence of a "her nia," as a matter of fact, must be established, by a physician on physical examination, while its compensability is left to the claim adjusters of the various insurance com panies, or to the medical refereb, or possibly to the coart. the Te , ftitneasing fsician would ^lour hours. XbSuW^Hi^^Srs'age, Or. C. N. Rob erts, at the Nineteenth Aimual Meeting of the International Association of Industrial Boards and Commissions, made a state ment which seems to me to Have set the nsedkskgal pattern. He said, "It matters not whether a hernia existed before an al leged strain, certainly the fimdamental de fect was present It cannot be denied that injury alone is an extremely rare etiologi cal factor of hernia, but it does matter whether the hernia, which antedated the injury Has, by strain, been changed from a 6 Safety--Your Best Personnel Program quiescent development 'defect into one of greater decree; Common seme supports tite view that although traumatic hernia m the *trict sense is most infrequent, com* pcnsablc hernia, because of aggravation by strain, is exceedingly common.'* Our work has brought us into contact with the question of "industrial hernias'* un many occasions. Excluding for the mo* mem the man who comes up for preem ployment examination and is found to have a "hernia," it seems to me that ir makes fettle difference whether we name the baby "traumatic hernia" or "compensable hernia." Industry ha* a problem which rightly de serves broader consideration than has here* toforc been given. I mention the "hernia" found on preemployment exunination. Assuming that a man is otherwise a good risk, we will not pass a man with a "hernia" until it is re paired. We feel that this defect will give him trouble; that it definitely decreases his efficiency* as a workman, and that he pre* vnp an industrial hazard. Repair of the "Ivcmia" is a satisfactory surgical procedure and, as Dr. 1*. S. Fallis* reports, 93.4 per rent can be cured. At a rule wc fed that a "hernia*' operation on be compared to an, appendix operation--usually not so much an emergency, but just as necessary. in passing, I would like to stress the mine of preemployment examinations. I like the term "placement service" better. The idea is to put a man where he is physically able to work. If a man is handi capped, employ him to his own and to in dustry's best advantage; but do not put a cripple to work digging ditches or coal. A recent court decision in our state not only made legal history, but actually brought this subject to industrial attention. An em ployee of one of our large steel milts was found to have a "hernia." The insurance company investigated the ease and came to the conclusion that the "hernia" had existed prior to employment, and they denied Ha. bility. The claimant brought suit against his employer but, before the case came to trial, the insurance carrier offered the min an operation which he turned down on the grounds that such an operation would en danger his life. A claim foe permanent total disability resulted, with a decision in favor of Ihr injured employee by the Cir cuit Court and later affirmed by our State Supreme Court, It is our practice to advise operation for all industrial workers vrho have "hernias." The risk is slight, since the mortality rate is well under one per cent, and the proba bility of cure it well over 90 pa* cent. I do not agree with Brairtxf that, "Any em ployee or prospective employee; who de velops or Is found to have a hernia, should be immediately fitted with a well-fitted truss." Wearing a truss has little to com mend it and few actually accomplish what is expected. largely because they are inex pertly fitted and, in many instances, actual harm is done by pressure atrophy of the musculature of the inguinal canal. Occa sionally we will advise a man of rather advanced age, or a poor surgical risk, to try a truss; otherwise, wc are m favor of the operative procedure. References 'Russell. R. H.: TV Saccular Theory of Hernia mtd the Radical Operation, Lancet. Nov. 1906. *Wocx, Hajoey E.: tndtulrial Medicine & Surgery, W. B. Sawder* Co. 1919. "Cotcoea. A. W.: HenUm, Penn. Med. Journal, 1917. *1asok. Airaco H.: Industrial Medicine. Jan. 1942. `Moohehiab, J. J.: Am. Journal of Surf,, Feb. 194a *Falus, L. S.: Medical Record, Dec, 1940. 'Bkatxuv, A, F.: Surgical Clinics of North Am., Aug 1942. Safety--Your Best Personnel Program By JOHN U. SCOTT, JR. Personnel Director, Rocky Ifoast K23*, Rocky Mott, N. C. To my mind safety is your beat pence* nei program because it contains all the elements necessary for industrial peace. But more important it contains a magic formula which can be applied to almost any problem in industry. Properly applied this formula oa do mock to help caps* (aUtts is its straggle against the various Textile Section 7 forms of collectivism which arc opposed to Second, but far more important to every* it today. one. is that safety betters human welfare. There can be no doubt that this formula exists. Other industrial plans and programs come and go (ike the seasons of the year. But safety carnet on. Our problem, then, is to see hew this formula can be applied in other industrial situations. Psychologists teU us that we are driven in the main by selfish aims. If this is true I doubt if more than a few of us are C. J. HysJup, safety director for the Chat ham Miff. Co. and winner of all kinds of safety awards, expressed it in these words to this same convention last year. Speak ing on the gains that management can ex pect from a safety program he said: "The greatest of ail gains or dividends to man agement is the prevention of human suffer ing" deeply concerned with what will happen to At the same tune haven't we helped the apitatism a hundreds years from now. individual? This human suffering Hyslup Each of us is concerned with what is go talks about boils down to me and you. it ing to happen to me. That in describing recalls the Safety Council's admonition: this magic formula m safety we must do "Stow down, the life you save may be your so in terms of individualr. own." Can you think of any other indus Someone has said that the problems of a nation or a society are merely personal quandaries multiplied many times. From trim! I have *eta of the textile industry this is true. If you will ask around it won't trial program which carries that much personal appeal? Can you think of any other plan or project within your mill which pays such large dividends to both management and worker? take yam long to find out that most of the Ethically speaking I think we can all people m 6c iwhuery are having trouble agree that human brings should come first wide the nm ioric issoes you are faring in any industrial situation. But let's get ia yomr mttL Wick few differences these down out of the pulpit for a minute and tame ruiriiw edo* at all types of plants. into an industrial manager's office. Like os S* il am find a way to attack the he preaches that the individual is king. He grab!-- *f tkc aertfle industry, won't we likes to pay high wages and give his em be amhnag a eoocdotkm to American in* ployees all the lush benefits that were en l orry as a. whole? joyed by most of us during the past few What me ke ml results of a wcil-rua safety pragxmu* Wm decs safety accom* pfitk m .tmsrirau mkmjf m the way of sootamad rcsafcs Woe are sot foood in other fwilaerrial I sgn II I? TW answer la so sim ple we amy bans woiwlod it bemuse of fraqmsey nee. wuu. awards, and the years. But what will happen in his mind whea employee benefits bump heart on into competition? If history repeats itself hu man personalities will take second place to competition. Any program which does not afford a profit as well as better hunan re lations may get the ax. Let's see why. . many other dfcn*3a dot go into administer- Our country is founded on two idemJs or taga mJery program. principles. We operate under a democratic Safety amamgS*fce* two things. First, from rite Wan* mu's point of view, it wi> ywe yen m % better eecnpetitirc post* rion. It any be fifcsk to measure the ravloga shoe are alartltd la exact dollars ami coma Bet it has long beta an axiom, of American imlmcry that a safe phot is Kkcty So be an cSrient plant. Otherwise yon can he sure time safety programs would political philosophy and a capitalistic eco nomic philosophy. To understand part of the turmoil which exists in the world today wc must distinguish clearly between these two systems. As citizens in a democracy wc choose our governing bodies by individual votes. We dedicate ourselves to abiding by laws passed oa the principle of majority rule; haw caM ia the scrap heap long ago. The f doubt if any of us wants to change safety dnxtor who does not give his boss this political system in favor of what other at least an mrimated savings report is doing nations have today. Although relatively th cose of safety as injustice. The facts young our republic has passed through are there, especially Is those states where enough storms to prove itself seaworthy. worlescs's cenpcBSatioa funds are handled Our most severe critics had to take back i merit rating basis. much of what they had said whet we sue* 8 Safety--Your Best Personnel Program ccssfslly negotiated World War II. They only mark of value is die dollar mark, in saw tbee that we were capable ot efficient good times this doem't matter. When every and concerted action in time of stress. business is making a profit capitalism can Today the world is bct&| flooded with propagand* oa the wonderful advantages of communism and other forms of collectiv ism. This pressure is particularly m West ern Europe. 2c is not my intention to wave a red Sag before you. Ill leave that to afford to be big-hearted. Management can practice its preachment that the individual cornea first But in times of stress, when sales are low and bustorsi fails off, all but the most efficient plants are drives to the terd of the lowest operator. people who {mow more about world affairs. No need to tdl most of you what hap But I wonder if we have stopped to realise pened in the textile industry during the last that most of the mud-stinging today is depresses. Tbe lowest operator took the directed at capitalism--not democracy. may way out Rather thaw, take a dance A short time ago some people would have us believe that tbe communists were the only ones who thought that present day aptiliaa could be improved. Then came the meeting of the World Council of Churches as Amsterdam in September, la ctx of their reports they had this to says "The Christian Church should reject the ideologies of both Communism and capi talism and should seek to draw men away from the false assumption that these are the only alternatives.1' Now all of ua know that we cannot hope to reach perfection here on earth. The dis tinguished group of mew who drew up this report know that la effect what they told us is that capitalism can be improved. It's the same aa having a state labor inspector tell your management that your plant's safety record could be improved. In sods circumstances I have seen two different re actions. One masager gets mad, says he's doing all he can, that his employees refuse to cooperate, and that be isn't going to do any more until his employees come around The other manager accepts the repertas friendly criticism, analyses his past mis takes. and tries to correct what- he finds it wrong. he let people go; tt was a case ef tndb vidaals tike me and you. It was a case of coospetition and the dollar costing ahead of human welfare. And it wasn't long before even those manufactures with a sense of moral obligation were forced to follow suit. If present newspaper reports are my indi cation, the same thing la underway in the textile industry again. With this kind of amomoitioo the ctxnmuniit* can fire at will as onr way of life. Tbe tactile indtatry It now sproding mil lions of dollars cadi year through pres and radio to tdl m what a wonderful land of opportunity we live la. WfaeS good are these words to iohn Don loomfixer, who is bring told that/as of December 31 be no longer has a jo&. Jobe Ime spent his life in a weave room. Through competition he proved himself best and got his lob, Now he's goag to lose it became the man who has bm telltag him cspftaffan it grand is noC as efficient a msusgu as his competitor. Tbe gret minds of Amnoa industry are beginning to realise the necessity ot action which wSf prevent cases like that of John Doc They know that the brutal cimacnt which would better its competitive position by means which take advantage of less forttmaic individuals must be cubed. Capitalism is faced with the same alter Tbe present emphasis on competent per natives. American industry can go blindly sonnel administration Is certainly aa indi forward to another depression, or it can cation of this awareness. look at the record with an eye toward mak ing something good a little bit better. I like this business of capitalism, and f sin cerely hope we will have the'sense to choose the second alternative. So let's take a look at some of tbe poor faturcs of our eco nomic structure. ' 1 > The challenge tn pwwMd adauriUratoo is that they must find ways and meats of giving capitaliwn a sod. It is necessary that we find processes whereby human dig nity can be maintained ia the face of com petition. Although this challenge must be accepted, I do aot contend for ooe minute In theory capitalism is dog eat dog natil that It U the sole province of so-called pro only owe dag is left. It is survival of tbe fessional personnel executive*. I have sees fittest. It bis no tod, no morals, and its ynsoaad programs which take a realistic Textile Section approach to the problem as mills and plants whoa personae! fanetioos have never been divorced frees prodnetiou flections. However, owe tiling was tbe same m each of these aosQa. Each one had aa ex cellent nfety program, la my optaioa ooe reason for this is that safety is the only program yet devised which allows coropeti- ixw and human welfare to live together under tbe roof of caprtaBms. Whether for mal or informal the approach does not crtsRer. The aim a* view nest be tbe sole judge And that or gen! nut take brio amsiocratxm hnm bongs aa wall as competitMK. The# I jg at bed better get busy and apply the principles of a good tafdjr m to ill industrial pro- grams. It is hoe dot the amgtc formula of safety can help o I wish f could tdl yea that I derived this formdm by myadf. 1 did not. It is d forth aa tbe National Safety CwedTs sSde fib "Fallow the Leader." A* such k is At result of years of tapciiuus. ft 1pro a At iemfit of tbe thinking of sea ri At best brains (his couutiy fans ever known. Tbe only thing I bare done * 0 change the wording slightly so it aa, be npp&erf to say odostrial sttentka. H'i b Ae formats: 1, Urn t worn be cammend Am St is ap to as o proakb csprishsm with a me of metal to humanity. Tbe prog ant tmder OBeddustka shendd be durigmd for the twin goal of Tba lasasge- 2. All levels of mperiiriuu should par ticipate he pokey tiackfcas as to bow the program fimU bo nt. This "way may be' slow, bat it is sura. Ia the cad tbe supernsor w33 carry the harden of the pres tm. and out of his experience he cm malm many valuable suggestions. 3. Responsibility for tbe program should be assigned to aa individual worthy of the assignment. If a person of poor ability can rua the project It Is not worthwhile and should be abandooed la the-begimung. d. An aaelysU of all past experience bear- Rg on tb* subject sboold be fo order to validate the premise* of the program; nothing from tbe past should be overlooked which will ware as of pkfaSs to come S- The company must start by giving con crete evidence of its faith ia the undertaking. This may man spending large warns of money or using other mans to provide two- auy farihtks. But most important manageawat must begin to practice what it has beat preaching. 4. The active participation of every worker cost be Sahensl Is the plan. Each worker, whether be understands the theory of rjpitilfwa or ao^ has a personal interest at stake. That promise muse be proved in day-to-day activities ee tbe job.* He must participate an a proportional bass with manafaecM, and the benefits he derives must be * tarns he can understand without highpressure publicity. 7, A contireang emphasis must be as sured. It Is aot gh to start the engine and expect it to run indefinitely without additional fad. This is management's job. Those arc the seven parts of the magic formula in safety. They tells us why safety ** your best personae! program. It is so ample it can be applied to 'my industrial sitamtion, yet its implications arc large enough to hdp us toward a better world. How well tbe formula is applied is up to di of us. Will you accept tbe challenge? Hazards : Toxic Chemicals - By PRANK X~ OOLB1BY Xndnrtrial Hygienist, Teeacmea Butman Corp^ Kingsport, Tenn. 3d corrodcriag tbe impact of the multi tude of chemical stimuli, with which mod em mas is beset, it is well to begin with the eouniatk* of $c object of the attack --his body. The animal body---including mao'* of coane -lai the ability of certain quantities, admittedly small in in stances of all lands of toxic agents, with out any evidence of injury. It does this by employing one or more mechanisms--excre tion, detoxication, and isolation. By excre tion, tbe body is able to eliminate certain 10 Boards of Toxk Chmtcm amounts of toxic substances before injury can occur. By detoxication, the harmful agent is broken down or combined with a naturally occurring metabolite so that die resulting form is less toxic or more maty excreted than the original. By isolation is meant the writing-off, or corering-over of the toxic substance m relatively inert tissue, as the deposition of (end in the bones. The sum of these activities permits the handling by the body, of a limited amoont of a toxic substance In a given time without resulting injury. In considering the action of a toxic mate rial upon the body, two functions of the exposure must be related; (1) The copccntntion of the tnfcrtwa; and (2) the time of effective exposure to the body. It is very important that this quantitative relationship of concentration and time be readerstood by those concerned with the evaluation of in dustrial hygiene problems. Tbc exposure which may be quite safe for one or two able atmosphere. In the standards, the con centration of the coatnxunoaC is welly given in parts per ssiBSoa (for a gas or vapor). ta milligrams per cubic meter (for a solid), or in paxtides per cubic meter (for dusts). This concept of safe exposer* is usually referred to as the marisww floieo&le concentration of a crwtanwaent hi the working atmosphere, for cwtimui oc cupational exposure--that k, right bows a day, five days a week, over a period of many years. This is a useful concept, but unfortunately has considerable limitations. Such values provide a eaesmest reformer throughout the iai4mtrial hygiene field. The {mutation* are imposed by the BKntiinties of analytical and cHnlral examinations Let us look critically a* iirinan allow able concentrations--at some of the limiting factors involved in their origin, and in their use. We have seen srky tbty are established --new let us see bow they are esfahllihcd. and wed. hours, stay prodace severe injury if con Superficially an UAC is a --nrricil tinued for an right hour work day. Carbon valoa--10,100 or 1,000, Certainly, as a nu monoxide serves as an example. Four to merical in Itself, It 1ms no mraiwng. What five hundred parts per million (400-500 then give* It significance--what makes it a ppm) may be tolerated for approximately convenient yardstick of the iadwtrid hy one hour without appreciable effects; but gienist? It is only through consideration of for an right hour exposure, only one boa- the factors involved b tbc establishment of dred ports per million (100 ppm) may be the value, that . Its tree worth cast he tafcly permitted--these values bring based assessed, on normal activity. What are'the practical steps by which an It is well to remember that with increased .MAC is developed? exertion the volume of air talon Into the In the first place, the amount of contremlung* is greeter, and therefore, the absorp rant the air bring breathed by the work tion rat* of the toxic material. At twice ers was determined m are actual phet situa normal exertion, 400-500 ppm might be safe tion. Samples of tire air were taken for for only a 30 minute period or so, rather analysis--obviously these samples mast be than one hour. One might well niggrtf, representative of the worker's ccpereux, If therefore, that an additional ( factor for a tree picture is to be obtained. Actually degree of activity be introduced into the this is one of the most diffieafc phases of formula, effect as concentration X time Industrial hygiene field studies--the amur- These relationships are easily determined la anee that samples obtained are representa the case of carbon monoxide since the car- tive of actual exposure. The TftrrpTmg of bon-monoxide-hcmoglobin complex is easily the general room atmosphere is sot as aoes- and accurately measured. ratc measure. ' Is many cues, the operator's It is obviously. quit* unpractical, and fortunately quite unnecessary, to completely eliminate all possibilities of human absorp tion of chemicals. However, It is necessary that the eaposores be limited to safe levels. In industrial hygiene control of dtp occupa * greatest exposure is localised and samples most be obtained at a point or position as near the woridag soar level of the operator as possible. Even vrbea this is dona, one still withes the analysis could be made on the air actually breathed, tional omiu--mat. standards have bees de A further factor inffoascing the pcm- veloped winch are now widely accepted as bifity of variation in resales b the wide the best giadc for providing a safely respir variety of sanpUag kdripm fajtmucnts. TextU* Section 11 sod `asCr To same bnt a few of those in common use; the large srepiager, midget tstpiager, electrostatie precipitator, various bubblers ssd absorbers, specialised iastzu- mettts such as the carbon monoxide indi cator or henaol indicator, red a host of others- Seme were developed for specific purposes, aad have sine* boss adapted for others. For certain apparatus there is a wide choice of absorbing media--as with the uapmgGr*. targe aad small. With many methods, the ffidmqr of absorption may vary widely with epuatsag conditions--1vol ume of saaopk* per resit time, absorbing neifia^ operating voltage and ether factors. Tims,'eves though the srenpfa U taken at a representative site, variations in the effirieacy of the vtiwgliug technique itself My rnutedy init the *hc of tire measuresmt The sample tin ubrslncd ant be aulysed micas obtained by one of the direct reading indicators. Tbc method of analysis* may range from a very simple colorimetric ten performed a tire field by the addition of one or two ragouts, to very complicated chemical analyses requaling considerable time aod effort. Another important and fre quently difficult to control variable is added, requiring tire greatest of accuracy, pre cision and reprodactafeiKty. And finally, to correlate with the environ mental factors, there must be a medical or cSolcal tfody of the effects of the exposure on workers. The form of tide study and its csapletrects will my widely. Some differ ences win be doc to tire use of dttituular intheidi, but la wuy instance*. m eooridtreble variation will be found la the inter pretation of remits by different laboratories aad mcrfiril departments. And It is upon tills interpretation that tire level considered safe for a worker will be based. It nay appear that too great an enphasit is bring placed upon the sources of error in deriving aa MAC value, but unless these are fully understood, there fa a real danger in attrib uting to the stosdard as accuracy asff reliability which is not warranted. As kreg as the conditions under which the MAC vahm was developed arc carried along la describing the standard, the limita tions of the vahre are apparent to tire critical reader. Bus in time w find our MAC iadoded la a list of values without reference to its source. It still has value for comparative purposes, but unless the background of its derivation is known, one should not place too great a reliance on its absolute value. Less onphasia should be placed upon whether exposures ore a tittle above or below MAC values and more em phasis placed upon the interpretation of medical and clinical findings in correlation with these values. Another source of caafasiaa in the use of MAC vokree should be tantkoed Some MAC values are related to the concentration whkh is just below that which results ui real physiologic fajery--even though slight --while others are set on a "discomfort** factor, at a value below the one where any injury occurs. WbBe both are necessary, some distinction sbocld be made between them for the information of the user. A practical use of MAC values Is la the comparison of relative toxiritics of organic solvents and other materials. Where there is a choice among several solvents, each of which may be acceptable for a /oh. refer ence to their respective MAC values, in con/unetiou with the consideration of rela tive volatilities and nature of their physio logical action, will aid hi jrfseting tire one lem Ekdy to cause difficulty. For example, with the benzene hcmolegues, benzene, toluene or xylene,' tire level for benzene is bring constantly reduced as evidence that injury develops at levels previously con sidered safe, and is now at 50 ppm, in stead of 100 ppm of a few years ago. Toluene and xylene are each given as 200 ppm. On the basis of MAC values alone, either toluene or xylene is much to be pre ferred to benzene. Consideration of the relative volatility 'of bauene, toluene and xylene would further woficate tire desir ability of substituting the fatter two less volatile compounds. la many practical cases a very hazardous use of benzene has been eliminated by substituting of a less haz ardous solvent. It is difficult, cvcm for tire chemist, to visualize the relative toxidties on a "parts per trillion** bona--some reference factor Is needed to relate the amounts of liquid solvent 'fids can be done by calculating the amount of liquid volume for each of the solvent MAC values for a gives arbitrary space. If in a space of 1000 cu. It, a space lOxlOx 10, tire amounts of the solvents shown in the test tubes were volatilized; the vapor coo- 12 Retards of Toxic Chemicals centratiacs, if equally distributed through* fined areas, with the high temperature de out the space, would just give the maxi composition products bring a factor ia the mum allowable concentration value. For a injury. Because of its uoa-fiammabtlily, number of solvents and other chemicals, and excellent solvency for greases and other this amount is; benzene (50 ppm) S.1 ml.; impurities fotnd la soiled clothes; it bas a toluene (200 ppm) 24i ml.; xylene (200 wide usage in laundry and home cleaning ppm) 28.4 mL; gasoline (1000 ppm) 1703 operations. The home user Is under the ml.: carbon tetrachloride (50 ppm) 5.6 ml.; impression that a perfectly safe cleaner U tctrachloroethanc (S ppm) 0.6 ml.; ethylene being used. Recently a radio program In lUchloride (75 ppm) 6.8 ml.; trichloro our smalt city; a program under the span ethylene (200 ppa) 20.8 ml.; carbon disul worship, by the way, of the local safety fide (15 ppm) 1.1 ml.; styrene (200 ppm) council, advocated tbe use of carbon tetra 26,6 ml.; butadiene 1-3 (1,000ppm) 96.4ml.; chloride for horse spotting wad cleaning acrylonitrile (20 ppm) 1.4 ml.; vinyl chlor purposes, rather than the commonly used ide (500 ppm) 39.4 ml.; acetone (1500 ppm) naphtha type cleaner, and without warning 127. ml.; dt tnethvi formamide (20 ppm) the public of the very great board Involved. 1.4 ml. The home me of carbon tetrachloride as a Let us consider more specifically some of the solvents; First, pointing out that white these MAC values refer to inhalation of vapor, some of the materials are readily absorbed through the skin, and care must be exercised to prevent this. For Instance; cleaning agent should be entirely avoided, excepting in amounts required only for oc casional spot removal. All industrial use should be with adequate ventilation, con trolled by field studies, and supplemented by clinical examination of exposed workers. the compound ethylene chlorohydrin, a sol Elfiylene dkhloridc baa bee* the source vent lor cellulose acetate and a reagent in of some trouble. Its use bas boos followed organic synthesis, is extremely toxic by- in a few instances by a psychogenic reac skin absorption as well as by inhalation. tion to the odor. It is definitely less toxic This is by passage throughout the intact than carbon tetrachloride but should be used skin; not just where an injury or break ia with caution. \ the skin has occurred. Many other com pounds, among them the chlorinated hydro carbons, we similarly hazardous. Obviously, the maintaining of an MAC value for in halation may not help the patient if he is permitted to absorb the toxic material through the skin. Tetrachlorocthane la the most toxic of the group. Ia fact, its extreme toxicity has led to its" virtual elimination from uses where free evaporation is possible. Serious difficulty would accompany Its use In such materials as paints and cements, as a dc< greaser, and in practically any use in smalt Of the solvents, the chlorinated hydro industry or home. Tetrachloroethane Is a carbons as a group are among the most good solvent for cellulose acetate and Is hazardous in use, because of the serious used for that purpose In running viscosities nature of their effects. Their primary on acetate dopes. Even its laboratory use action is on the liver and kidney, producing must be carefully controlled. hepatic and rani degeneration. This may result from cither a short, heavy exposure Tri-chloroethylcne is one of the most to the vapors, or by long term exposure to useful of the chlorinated hydrocarbons; be lower concentrations. They are excellent ing an excellent solvent fof rubber, fats, solvents for a wide variety if materials, and it Is unfortunate that their use most and gums, and an efficient degreaser. Like carbon tetrachloride It Is oon-fiacnmable. be so carefully controlled due to their tox Its toxicity is somewhat lower than that icity. of carbon tetrachloride. Unlike carbon tet rachloride, which usually affects Use liver The dangers in the use of carbon tetra chloride cannot be too strongly emphasised, particularly in view of its widespread use for such a variety af purposes. Being soa- flammable, it is used frequently In smalt fire extinguishers. Serious ot. fatal poison ' and kidneys, trichloroethylene exerts its ac tio* opoa the central nervous system. Two hundred ppm has been considered a safe working level, with a recent cuggesBoa for lowering that to 150 ppm. ing has resulted from such usage ia cue- Many of you are .quite familiar wit i Textile Section 13 exrboo* (Ssulfidc, and what I have to say about It will be nothing new, since you I(anted kng ago that It is a bed actor-- see that mast be kept under strict control. Its use sa your field Is an excellent illustra- liea of the employment of every toxic chemical ia large quantity with control of the hazard. Carbon disulfide was important in rubber ruksoiratios abroad before coming into use tn the textile field la this country. Consid erable knowledge was gained as to what H could do if wumatrolled--knowledge of value to the yunug tortile industry. Due to its (rat solvent actios for fats the chcraktl attacked the brain and central oervoos system, prodecsog first, fairly mild symp toms of headache, errimhfltty, fatigue, dis turbed sleep; bur following heavier ccceentratkxM, emotional disturbances, psycho sis, and fcaally severe mental derange ment Some of this yon teamed from the experience abroad, some from bitter ex perience at home. You found that with tuecemrations of the order of 100 ppm yon were quickly la trouble. That with these reduced to 40-50 ppm. yoa still had symp toms of atdd poisoning. By keeping the exposure bdow 20 ppm now you find that you era out of dagger your workers have aone of the symptoms of mental disturbance followsag these exposures. This yon have accomplished by conversion to closed sys tems ta so far as possible, the use of ade quate exhaust ventilation, and to supervised control of these conditions. May I emphasize bare that such problems a* this have bees met and controlled by the me of good sodastrial hygiene proce dures. Any material, however toxic, may be used if the proper precautions are exer cised In !ta use. Where substitution of a tme tmric material is mot possible control must be exercised through the design of equipment and process, ami application of veatiktioa. In loo many instances, however, the need for such control measures Is dis covered later--after --drippy experiences of actual operation--rather than by moos of prior conducted investigation, It is cocouraging to sou that more and mere pertinent toxicological data on new chemicals is bring developed btferr their ms* an a large scale ca production. There arc many other solvents which we might consider, but time will sot allow. We will but mention a few others briefly. Gtstshoe, as you saw from the MAC value, is of low toxicity. However, the addition of Utra ethyl lead, and other materials to high test aviation gasoline, does materially after the tojcfeity. Inhalation and sldn con tact of these gasolines are to be avoided, Acetone la a very important solvent with wide usage. It Is about the least of or ganic solvents. Extremely high concen trations are required to produce any degree of narcosis, ami exposures of 1000-2000 ppm. have but a mild discomforting effect upon the eyes and upper respiratory tract. Among the gases of considerable import ance, certainly from a toxicological stand point, is hydrogen sulfide. That it Is de serving ot respect is certainly now well recognized in school and in industry. There have been unfortunate incidents in both--1 but a full realization of its really dangerous character Is now more widely accepted. The fact that the sense of smell may be paralyzed thus destroying one's warning of exposure is more generally known, and fewer chances are taken that dangerous levels wilt be ignored. Hydrogn sulfide in high concentration* may loll with extreme rapidity--by paraly sis of the respiratory center. Lower con centrations produce first stimulstion. then cessation of breathing. Experience has shown that if coecentrations are kept bekm 20 ppm for continuous exposure, no trouble is likely to be experienced. Of considerable importance also are the oxides of nitrogen produced by the decom position of nitrates, by the burning of nitro cellulose, by the action of uitric arid on organic material, and In numerous other reactions. Tbe term "oxides of nitrogen'* U used generally ia reference to the nitro gen diosade--tetraoxide system. These-are capable of producing severe lung Irrita tion, giving rise to edema when tbe expo sure is sufficient, with possible fatal re sults, The effects of such exposures arc usually delayed, sometimes as touch as twelve to twenty-four hours. In the period between exposure and onset of symptoms, rest is extremely important and may mate rially influence the severity of the case. Eves In cases where the exposure Is thought to be relatively fight, it Is the wise thing to take it easy until danger of severe lung 14 Hascrds of Toxic Chemicals Injury is put, In the order of 20-25 ppts. viduals are usually more susceptible to pri of nitrogen dioxide has been considered mary irritants than dark skinned oees. Dry safe for continuous exposure. The vapors of the metal carbonyls, nickel, cobalt, and iron and etc. are somewhat similar is action to the nitrogen oxides, but possibly more delayed in the onset of symp toms. Since there is little warning of tbdr action through immediate Irritation extreme care must be exercised in their use. Pre cautions following exposure are the nae as these for the oxides of nitrogen. Oaa ppm. has been suggested as a permissible limit. skinned individuals may encounter excessive difficulty with solvents--the action of the solvent befog to further remove the fat from the rids causing cracking and faflim* station. Soaps also lave a defatting action upon the skis, and certain type*, particularly when used excessively may prolong; or even produce a dermatitis. The slda has a pH on the add side; and the use of soaps of high pH tend to Interfere with this normal condition, aad may well favor the develop ment of a dermatitis. It Is for this reason that those under treatment for a dermatitis In a subject as broad as the one as are offoa taken off all soaps and placed on signed It is rather difficult to pidc for dis the use of a sulfoeated oil cleanser "for cussion those few chemicals that the time the duration'* and beyond. will allow us to rtHcmt. and at the same time select those In which you have the greatest degree of interest. When oae realizes that there are some 25,000 Inor ganic compounds end more than 500,000 known organic compounds--<e sees how hopeless is the task. Sensitization dermatitis U really the tough not--the one that give* the headaches to those looking for the cause. For sensitiatioa dermatitis is acquired through re- poted contact with the carnal agent. And that causal agent stay be about anything under the stm--occupational or sco-occcpe- One of the most common forms of injury tiomL la many instances finding the guilty from chemicals is Irritation of the skin-- agent Is truly a fob of "looking for a dermatitis. The diagnosis, treatment and needle hi a Ipystadc.* One may be exposed control of occupation! dermatitis provides to a given ^lesntcal or material for days, one of the more difficult aspects of the in months, or even years and experience no dustrial bypgMt job. difficulty. Theft without warning,.a beauti Dermatitis may be defined as any inflam mation of the skin. A bum, suds aa sun burn is a dermatitis, although we are pri marily interested in those directly traceable to the action of chemicals. ful dermatitis b!u--<sms out. Unless the cause can'be determined, and the expoewe can be terminated, the mflimnation can be- come severe, sometimes calroady discom forting and often disabling for a considerable time. While such a sensitization may Dermatitis may be classified according to develop to a very great umnber of mate the mode of action of the Irritating mate rials, certain chemicals have been found t rial, as either primary irritation; or as sen possess stronger sensitizing properties than sitization (allergic) dermatitis. By primary others, and will sensitize a high percentage irritant is meant that substance which pro of people coming to contact with them. We duces inflammation hi all types of sldns at are ell familiar with one of them the about the same concentration and exposure active principle of poison ivy. Among the time. Hus is numerically the most impor chemicals *nig into this d1** are t many tant industrially. It may be produced by a dye intermediates and dyes, various photo very wide variety of substances. Some of graphic developers; and s number of oils. these may require long continued contact The latter may find application in the tex before producing demonstrable effects, tile industry as aa ingredient of lubricants. others may require but a short period. The various adds and alkalies, salts, many sol vents, and a great many other compounds fall in this classification. On the control of occupational dermatitis, prevention is by for by the most important feature. Frequently the patient must be removed from the exposure mtH the acute U was learned long ago that different Symptoms and signs subside. The length of types and conditions of slda have widely time required to effect a complete clearing varying susceptibility. Light skinned indi may be weeks or eves mouths, and any Textile Section 15 contact with the offendlog substance may cause a new Hire up. The search for the causative agent nay at times be a laborious and tune consum ing operation. Those materials with which the patient Is knows to have contact are placed on the aids sad allowed to mam a prescribed time, usually 2d boors. Natur ally, they nut not be used la concentra tions sufficiently greet to cause primary irri tation, or a false reading wB be obtained. A small pledget of cotton placed In the property diluted liquid is fastened against the ski by adhesive. SoCd particles may be held directly against the slda. The reac tion of the rids to the material is then read at the time of removal, and at interval* of 24 boors up to several days. The amount of erythema or reddening of the skto and the presence or absence of vesiculcs or blisters Is noted. The Interpretation of the results is -^tietimes difficult; a positive reaction is *. proof that the particular agent is the -u* causing the der stills. A positive motion from a properly conducted test is merely proof that the sloe the area patch-tested U sensitive to the agent used. This and other clerical information must then he used is determining the diag nosis and future required precautions, la many instances, change of work, or even transfer from the area may be necessary. Such conditioning chemicals used during the processing of the warns are removed during the processing of the doth, and so the possibility of sensitization is limited to the workers la these plants. Of greater im portance, however, is the possibility of re leasing to the public doth containing a finishing material or a dye which may cause aa appreciable amount of dermatitis among its users. Such situations have occurred, and my have serious consequences for the processor. The blame frequently is at tached to the new fiber, whereas some other factor is responsible. Time docs not allow os a complete review of recent developments in the synthetic field. It is fortunate that many of the problem* arising with the development of new products may be recognized and studies initiated for fiber evaluation and control, while the process is still in the laboratory or pilot plant stage. Certainly with the con tinued development of industrial medicine; there will be leas and less excuse for failure to determine the haxardoas nature of chem icals before their use reaches a large scale of production. Introducing a New Worker to Safety By ROBERT BARR Safety tafwrvlaor. laduatriol Rayon Corporation, Fatoewrillc, Otto Probably moot of you bare some method of hirtBlug sew tajilcyia la yoor induc tion program is regard to safety, If so I aae sure that yew bin found your safety program has improved since yow segmented your regular safety work by developing a worthwhile safety indoctrination program. I da sot kaow whether whet we do at oar plaot to enough, bat I do kaow that If we dost give the sew employee an Insight into oer safety program we may never reach him me affectively at any later data Atoo wfeaa safety matter to brought to Iris attention either by his foreman or a safety representative I fori quite positive that be wall be ia a more receptive mood foe it There are a good many plants where a new employee's first introduction to the safety program occurs after be has beta mimed, caused aa accident or bod a "near arise." He than to sbowa the error of his ways aad becomes acquainted With what ever safety policies are coaacried with bto job. Undoubtedly the first question that enters that individual's mind Is, "Why didst someone toil aae about this sooner?" Perhaps after having learned about "safety" the bard way, he may become a safe worker but the rhanree are be won't bear modi more aboct safety nutfl he-again become* involved is some mishap. We all kaow about the companies who issue safety rule books to oil new era- 16 Introducing New Worker to Sejtty ployces, aloof with their plant past. They plant. We hnvc what we feel Is a quite no donbt preface their remarks by status, complete formal induction program. Tbit "Here is the company safety role book, ladudes: be sure to read it when yea tare time." 1. A complete physical examination in How finny oaployees do really read the cluding sight screeoiag. booklet? 2. An explanation of why we fed an in We believe that a new employe* should duction program seeeaaary. know aboot safety at the outset of his X Giving the new employee an insight employment. We want to prepare him foe Into tiie workings of oar plant through the hazards of Us Job so that when he actually get* oathejobteewateontte the median of production samples, a saoud-stide film, iow chart* and finally alert for those hazards. a trip through the plant. We fed by telling the employees about 4. A mfety talk with cither appropriate safety we are conditioning them mentally sound slide films or a movie os safety. and physically for their Job. Athletic teams, too, condition themsehres mentally and physically before going into the first con* test. Can yon imagine m football team getting together for the first time on Ac day of the game? They have been tadgbt fundamentals and "know how* of their 5. Information about rules and common practice* at the plant along with com pany policies, 6. Information about the union, contract. 7. A full explanation of ear insurance plan. jobs. They've been taagfet how to protect A A rfinrr to astc questiona os asy of themselves and what equipment they msst the above mentioned subjects wear in order to avoid Injury- They are shown what to do m the trad of emer gencies no matter what they may ha. We believe that ia so far a* is possible new employees should he conditioned in the tam* manner. The safety talks and fiat vary with the type of new employee. If al should hap pen to bn hired for one department with the -- joke thm the talk would center on their job* and hazards thereof, la a large plant tiki is a rarity, and we gener The induction program may be compared ally fcnve several different dtpu (meats to fighting a fire, la order to prevent the represented,SiwJ as a result a typical safety fire from spreading and getting out of Oik woold he something like thiir hand, it Is best to get at it at once. The "We met yen all to know that we fat same Is true h safety. Don't wait until a this pleat are interested tn "safety" and person has worked for some time m your safe working conditions. We know that plant and picked-up onsafe habits. It is yon should be interested too for reasons much easier to start him off right with which I hope to bring oat in my short good work habits and have him receptive talk with yon. to safety suggestions from the beginning. "We do not talk about safety at the In order to insure continued cooperation outset of year empieymest box ta order in safety by the new employee we must to prepare yon for a fansardona job in a be sure that those to whom he reports on ducgenxm plant Our plant has always bad the job recognize the value of safety and a good record, and we have maintabled, stress its importance. All our jobs arc sfoee the plant started, one of the lowest written up m a job procedure manual and industries cosnufuioa rates is all industry safety fo an important part of every pro* within the state. For comparison I will cedare. When the instrartors on the job rite yea the industrial commission rates of tatw over we expect them to emphasize types of work wfakk yea aright be ftmffisr safety during the training period We also . with. Barber steps and tesvty parlors expect foremen to continue with this prac have a base tnto of $30 per $10000 of tice after they taka the new employee under psyrolL Grocery stores $160, depmteeut their supervision. Following is the program we actually me while we have the new employees widerour wing on their first morning at the stores $.15. Oar base rate for years was $30 and on the first uf July thfo year it was reduced to $26. "Sven with this background. amuagtrocBt Tsrilt Sttllott it derided to do something about mfety and tire amount and ia tb secosd week he gets a program was started in November of $25259 all told he lost $75.00 for missing 194$. Ia 1915 the company had forty-one two weeks work. Can you afford that? I lost time injuries with a total of over don't think very many people can. four thousand days lost iuelading time charges and a frequency of IU la 1946 the number of lost tune scridenU was redoetd to twroty, The days lost decreased by 50 per eat aad the frequency rate dropped to 4JL For this record we re- exited recognition from the National Safety, Ctxmcfl by befog presented their Diitiaxc!sbcd Service to Safety Award. We also received the U. S. Deportment of Labor's Safety Achievement Award. "I*m sot going to discuss safety rules with you at this time. There arc too many fobs represented here and yotr will each be mstructed in safe practice* and safety equip ment by your job instructor. I would how ever like to nuke this comment I believe that all safety rules coold he thrown oat the window if everyone would remember one thing and that is to do the job has to be dose with common seat. After all each safety rules is nothing more than a "In 1947 we set a goal of twelve lost frxnmcn sense rule tunc icdd<s(s bat through cooperative ef forts ea the part of everyone ia the plant from top management on down we were able to get through the year with only ton* lost time accidents with only 122 days toet and a frequency rate of 22. For sola materially redactor accidents and for working 1,249,299 mas hoora through one 1 "We arc continually toolang for unsafe conditions and unsafe practices throughout the plant and doing what we on to efiminatc them. But 1 want you to macaber one thing--eighty per cent of all accidents are caused by human failure; Accidents arc caused fey carelessness, failure to follow pro cedures or orders, taking short cots, he stretch, we received oar second DUtin- dolling tn horseplay or any of a hundred grished Service to Safety Award from the other different ways. Fm tdlmg yon this National Safety ContiL because you more than anyone else can pre Some mathematical uuod ted figured out vent injury to yoonrif. from our 1946 record that the average per "Wc also want yon to me the dispensary. son could work a life time in ear plant We want yon to go there no matter bow without sustaining a lost time injury. Since slight the mjury i*. It emy only be a our 1947 record was twice as good, f as scratch but a wiki can bacuoit infected sume one could work rivo fife times here and cause needlnr pam and loss of income. without a dizihCng injury (if anyone wants There isn't a foreman in the plant who will to work that long). object to your going to the dispensary. Just "Seriously, however, I am torn that none secure a dispensary pass from lust aad be of you want to get hart nor do any of you well taken care of. Oar wanes are on full want to he responsible for hurting aayeee rise, Everyone works for one reasorv--to ' time duty venience. for year protection and con make a firing. At kart 1 have not met with "To conclude this pert of poor Induction anyone who works just for the love of we want yon to see a film wc recently se working. Therefore, riser you arc working cured. It's called "Vltrade in Paradise to make morwy ia order to Uve, pay your Valley" There's very Tittle ba it that per bills, mjoy recreation and save semetfasng tains to factory work, but the message it for the future, yon owe it to yourself sad brings and ton leasees it teaches will be your tamQy to work tray day and take rtacTibcicd longer by yon than anything I heme a faS pey. Yon can't do that if yon have aid here this morning." are dfoafclid by * loot time ajory. ^After the stewing we cerement briefly in "In Ohio the Industrial ConanUrion doeaaft pay compensation for the first week of iftrinity and marring an toe eighth day yon get two thirds of year income bet never in uan of $2&0Q. For am example, left take a man who makes $S(X00 per wwie, timing the firat week he's oat Ids e&- "Now that yoa have seen the film I am sure yon wiU all agree that it really hits yon where it hurts. Remember what it showed you and work and five accordingly. "If at any time you have any suggestions about safety see me; your foreman, or your IS A PetUm fee Safety <fc, > teat safety oomraittceuas. Remember the more people we have thadoug and talk ing about safety the fewer accidents we will have.'* That ends the safety department's work on the new employees first day. We fed that we have (awed a friend and we want to keep Ma on enr ride by _ safe job, a cafe foreaa*, and a in happy anoa&cs. AS kith of A Pattern tor Safety (At OvOine) By D. C. DTFNCAK _ _, -- _ System Safety Director, Appalachian Electric Power Ca, Bbcfidd. W. *- My purpose is to give a pattern and a blue prist for organized action. Is brief, we nay look at the parts of the pattern as it is cut. 1. Safety salesmanship--need and value of doing the best possible selling job con cerning all people and all phases of accident prevention. 2. Employing the best and most up to date visual aids. 3. Procurement, use and distribution of current safety literature, as well as estab- fished basic material. 4. Inaugurate and do constant research in field of accident prevention and its allied fields. 5. Get the new onployee properly in ducted and aligned with the safety work of his company, clubs and community. 6. Chart a course--have definite objec tives--strive to attain them. 7. Accidents can be prevented by proper job analysis. 8. Safety meetings must be instructive; properly plumed, efficiently and interest ingly executed and conducted. 9. Good employee relations and enthusi astic employee partiapntioe is essential to a well rounded comprehensive accident pre vention program. 10. One hundred per cent supervisory participation in the Safety Observation Plan as used by the A.TAT. Companies, Appa lachia* Electric Power Company. mri a* recently outlined for industry W, Ae Xutkxml Safety Council is a aut is a mI organised accident prevention 11. Proper selection, use, tenure of personal prmcctire 12. Complete orgtnlration a for fire protection. U. Pint Aid an integral yurt of a safety program. First Aid is the baud mridae ad safety. 14. MiwuimSwg good padSe displaying good corporsW the peemakw of smdws w < Beiag of service to the pub&c and th pwMfe msere* by Mi*g gnri the message of safety tbrmwh nriow amtied agenries. uni dak local safety organization, etc. .The results to be obtained tfenjqgb the strict following of the above patten of safety are as follows: 1. Safety bemwq the first ooesideratioA. 2. Improved personal. 3. Improved cSritncy of operation and production. 4. Improved acodcst experience. 5. Seduced compensation and Insurance rates. 6. Reduced eoocmtic toes. 7. Improved wnpfoyec relations. &. Improved public relations. Industrial Ey Problems in die Textile Industry By DR. HSDWIQ XUHH Secretary, Joist Commltto# oa Industrial Ophthalmology The previous speaker said that there are work We have plants la our district whin plants in which the doctor deride* as to the safety min derides oa who goes bade to when a fellow is all right to go baric to work. Textile Section 19 This Is a formidable assignment first be came the problems are intricate; second, because the need U great--the seed of a virioe program; third, because profeswoeal guidance is more accessary than usual; fourth, became qualified--and by that I rotas experience as well as book ksowt* %e rxamftatioa is not too easy to get; fifth, bocsnnr the returns arc tremendous and aa textile plant can afford to be without wane type of crystal-dear, carefully-thought* <*e eye progrww. la nhr so erywaBii* the whole thing ra Aa tagmmag I wiB give you the several cwyami of aa overall industrial pro- FJe*. the ncdos industrial eye safety pasgeaas ie based oo a surrey of eye hazards and da ostial choke of eye protective gripawat to fflUdi the hazard. Hoe a Sake* between the safety Baa and the eye lfcj is of benefit to both, and without it meaty thap bog down. Second. a modem firet-aid sod emergency care of eye injuries intMm waoetty "don't*** which are touch more important than "do*." Third, modem riiusf wstiug, tailor-made for the plant; ting is the thing we are gong to amplify. Fourth. detersuftstka of miiumum visual standard for placement purposes. Fifth, choice of oployees for apprentice training based on careful and detailed evaluation of visual reqummrr.ts. And there is the gold, the retom ia dollars lad calx. Sixth, a corrective program, worked out ta close cooperation with your professional consult- ant. What Is a visual testing program? There are four types: the phot survey; that is, of payroll employees; pre-employment test- tag; pre-pbcttBcsx testing (which U <Sffwwat becaasc it tnriades sore things); aid periotfic t*4cda. What Is dm purpose? First, to acquire nreva nemik of visual ildSs of each rfioyre. A SosBe* aexaty indifferently Bhua grew* false ssearity sad Is legally liasaidou* Sscend. a krekdic of baric visual skills k realty a requirement ta all iedaftrict whare eye* are obviously essential to exedk* production. Lay mmsgamat is not qualified to daride where it is sad where it is aot accessary. That doesn't mean that I deprecate and do not appreciate lay man agement ability. It means that they cannot see that particular picture. Third, ,a knowledge o the basic visual skills hi plants where it is less obvious or not yet proven. These bask stall* consist, first of all, of acuity--'that is, sharpness of vision; distance and near with and without correction; phoctaj" that is. muscle imbalance--how your two eyes work together; judgment of distance; and color. Those are the four . things that go into a battery test for visual skills. There is additional information required in many industries. In setae of your de portments, ia looping; and in some of the bariery miOs, la the printing mills, in some aboormal parts assembly, there Is some thing else required. But what I have out lined is the A-B-C for any mill ia which they put things together. Secondly, by having accurate visual data the plant can do the following: It on set nrrJm] visual standards for a specific job. It re* discover payroll employees la boring radcr visual difficulties. It can de tect visual difficulties before training, and thereby place an employee where eyes fit and not reject employees--this is the "eyes for the job" concept. The word "screening" is very bad, and 1 hope that you will eliminate it. It implies "screening out;" actually it "screens in." But the past reputation of the word "screen ing" Implies a discrinunatioc against; and if you will substitute a word tike "evalua tion" your industrial relations will be much better. It is absolutely essential to realise that a basic evrraU, modem industrial eye pro gram is the seed, .aot ooe that is focused only oo visual bottlenecks. The Impression frequently is, especially ia Use textile in dustry, that you only need an eye program where it is obvious that you seed it. It isn't that way. It is obvious where you don't realize jfc What Is the mtniWTutitinn for such a program? There are several so-failed bat tery testa. A battery test instrument U the bringing together btdrrid&al tests so you cxh do thug uniformly, rapidly, accurately, with the same Bha&matibs, and with the teebairiaa who doesn't affect your testing results by his own personal equation. 20 Industrial Eye Problems if* the Textile Industry Some of tb instrument* VC the Td*binocular made by Krystone, dm Sight Screcner made by American Qpriral, dm Ortho-Rater made by Beach fc Lamb. Tbc Welch-Aflya people, who mode the Mantra, now bang used in eye schools, ere modify ing it for use in industry. You can do Che new thine with individ ual teats that yen do with battery tte, except that they are limn ccvwiaung; they arc not standardised; and they hmre this unevenness that individual Wto introduce, Henry linos, of the Office of Naval Re search has, through tbc last two yetis, made a painstaking analysis of these in struments as instruarats, validating the in dividual testa, indicating which it more valid than the other. That hat been pub lished in `Transactions/* tbc publication of ihe American Academy of Ophthalmology and Laryngology. It is being psMMwf In several magazines in the next few Booths. can here it by nnmnltstina service, suds at Petto Uaivetwty offer*. De not get ama teurs to analyse your reesed. The research has been dooe. The fwiSite* arc irshUe for roneeltsHcn serria, U you wane it Yenr analysis of Records should go farther and be nwailid by your gcofrwL-ml mnmteirt That mttfcnlsT pest of your analysis of your records Is hyortm It adds dn tag of uhimsi visual standards by Bus aments, phs tU* renew, and Aeiitnsks sane to indostsy. Very importwd in year program k ike choke of whom you are gang to ttfr to for cermlin prooetoe. Km yen weed to work with your profcaekatal oaauhaa to avoid f'mgtii*, rarer betttioae. aad beerarsngj, This plant guidance, does not secern that cases 'cannot be referred to their phy- Alt three battery test instruments arc valu able. AU are sufficiently accurate for their specific purpose in the tainstry, except, per haps, the test for color, whkh U never satisfactory. Ia fact; there are very few tests, even ia the lintfe; individual tots, at this time, that are satisfactory. Where color appreciation is important (aid that is tme in some of the textile mills where color is used and where color codes are foUowed), then supplementary tews are Indicated, such as Farnsworth's dlchtonutous test an* for even more discrinunattoa, Fxnuworth's 100 Hue Test These are not tests that you cam put in a battery strie* or do quiddy. They require very painstaking attention. However, the instrument is only a vehicle for a sound program, and it is the program that pro duces results. , You can have an uutnsncnt and have no program and no follow-through on it, and >cu have nothing. The same tests, properly administered and carried through as port of a program will produce a banner in your company or a gold star on your record. Ot wfcst does the pragmas consist? First, a choice of your testing technique--wbetor it is battery tests, individual tests, or a com bination. Second, an analysis of the records. This can be ia the plant. Western Electric has a large statiidcal staff. They th a9 their analyttng; minimum job requirenMntc, studying, and research ia the plant. Or, yon dut you here one pone htlpkg you to femulate your program. Ninety prr coat, or more, of to refemk are, or dhauM be, for the promt, eo to basis of acuity' defects, etor dkbnct or nor. That k to one mfe thieg to scad with it But send dsn, if toy go out, with from to eyes tot tbrir work is; whether it .varies; whether one dey toy do thk or that, and what they do to other day. An employee taaaot carry an aecarate picture of his job to to mm who makes hk ghates. Your umsrte kkhea refemk Jyerf entirely on whether tore is accept able, and qualified pftoptin tnuakg fa cilities in your specific community. It is dcficate and diitalt to ddiae who la or is not qualified. The person with Dear-virion smock im balance problem* it in reel trouble, and be can profit greatly by orthoptic training You want to be sure tore arc or aren't facilities for such inioirig. Such tnUnmg cm raofly be a rsdam There arc more colored gadgets called *tnking** far sansclr khihacr ton tore arc quilTlkiT pngmL . Sltrcopsli. or depth pweprias, if k is oarroct&fe * at ah, is corratM* through ratrccuug the refraetkn and/or --jt imbalance proems. You who have wo Textile Section 21 depth prrrp*TM**--else being norul--arc attack; you can't acquire it; you can't train yourself to get it. IS you ban* no kpb perception, or if it is low, became itanr eyes fiatfl work together, you can be trainoi to bare a better degree of depth perteprian. Be* if the fellow has dock, all to training to world will sot give Ct to him The same is tnm of color. You either have k, or you don't have it New, win* do yoe do with the roeord of as employee's visas! skills, assuming that rt k accurate? This forms the bask of prsgrcasrrc management-employee joint ef forts toward iocresscd production, de creased waste, improved public relations, abend and better results hi hisnen engi neering. This particular angle needs much more consideration by management, especnlly *o these toy* when nolens arc asking for service* and protection from all phases of physiol deeaparities. By having to coufirimcg of the employee in safeguarding hk eyes *ad his visual Halls, we have the key to a nmJi doaer coetact Your record enables you to discover the people who are m trouble vismBy. In ooe of our piaats, a man mautiag all to visual standards did not rcuSae he tad trouble but the pcofcsriomlfy-ndjinted record sheet indicated He was refracted aad did have trouble. The trouble was corrected, and he came bade to management and said, "you know when I used to go home to my wife I wouldn't go anywhere at night. I couldn't go to the movie*. I had a headache; I was tired; I was tense; I was griping all to time; 1 wouldn't go out to ate people. Now I can. since I had my glasses." The reason for his trouble was to ter rific effort he made on to job. He did top work, aad he used up everything be had in nervous tension, so that by to tine he reached, home he ditoft hove anything Idt Your record provides information neces sary to direct people into proper channels for correction; without it, you are ia a base: yoe don't knew. Your corrective program is actually to greatest contribution, with one excsptiorv made by to visual testing program in your type of industry. The exception is to dollars-aad-ceot* vahse to kduso/ where ex pensive aad lengthy appctntictilup tnhuog is necessary. Four orrihre years training of a men who is going into to color desert- meet, or to fine quality deportments of a printing industry, for instance, is expensive if you find out, after his third year-, that you have to' wash hna out. That U why the aviation tests were so very, very rigid. Now for a few more problems. Companies often do not visualize to tangible returns is dollars and cats unless presented with reported experiences and cold facts, of which there are bow many available. Secondly, management often has a' com plete lack of tmdersttnding of what con stitute* a .modern program of industrial medicine. They fed that it should be cura tive; first aid---take care of the fellow who has fallen into the arid bath. Actually, it is preventive; and this visual program forms tort of it The contention that a visual pragma k is applicable only to certain type* of joba aad operations k a fallacy and an assump tion. It is already known that acridert cor relations arc difficolt Yoe can't esc those as your first criteria. There arc too many dungs that * enter iota that picture, The careful experiments in California on traf fic accidents, where they got all through and found there were no correlations is an instance of this. Somebody said, "Weil, did anybody make a record of which eye was bad. and which side to fellow was hit from?" So, they didn't. It threw to whole thing out. You can't have a eorrektiee with vision unless you have all of to facta. The very UDeveaocss of reporting h a problem. CSS Soogbner's story k an in teresting one in thk regard. Ha is dead now, bet when be was ia to Gary Mills, he used to go out numedrinly after an accident and teat to virion of everybody involved^ iodwSnj the witnesses. Yon have knows o witnesses of all loads of acadents, murders aad holdups. If their color is off, they can get to person's hair wrong or toy can get to color of to car wrongIf their virion is down, their reports te court are discounted accocdmgty, because toy can't see what they actually look at when they report. Agate, th* assumption that near vision menus 14 teebes or leu, aad tot week done farther away does not belong a to cate gory of visual problems k falkoota. Your greatest problem, esperiafly among men from 40 up, ts with to people who work a Industrial Eye Problems m the Textile Industry at arm's length. Your problem cooes is when they are wearing bifocals. Very often you have a lack of reafeatxm of what muscle Imbalance and steraopcis are for near vision- You figure it applies only to the fellow who is operating a owe or a truck or something like that, but you try to thread something through a hole and your eyes won't line up, and it gets fuxay because of that and nothing else. Near muscle imbalances and depth perception for close application are important is the pic ture. One of the main reasons for this unawareness is that the lay staff are aable-- not through intent but through lade of train ing--to recognise this. In order to tie that up, you should bring your consultant into the plant; and take him through all the job operations from A to Z. Then take him out and play the 19th bole with him. You will really have a program as a result. Your looper*, of course, are very vital; and 1 want to correct something that Dr. Kcphart implied through the title of an article in the Kay issue of your "Textile World.** The article implies that standards have to be different for ail the plants for the same job. That isn't what he meant. There la a baste visual standard for each job operation. That does not vary. But in this town your workers may be of a lower physical stamina, undernourished or something of the sort, so that you would have to exdude every body in order to meet that standard. The standard still stays, but you admit people that don't meet the standard. After ym have admitted them, "nrwarf* them, tested them and corrected them, you Sad they will meet that regular basle standard. Our experience in a hosiery that is in teresting bacrese It points at my own pro fession. This company had chosen an eye doctor for their looperc. They knew they had a problem. He tested the eyes of 200 girts in his office. Vast of them were near sighted. He gave them foil cocrectaun and told them to go bnck to their Job. The nearsighted person who has never worn glasses who is told that he mat wear thou all the time for close work ( Inches) nelly goes into a tailspaa. So. that plant. of being better off, was worse off, and it was bemuse they neither asked the doctor nor did the doctor offer ta go into this problem to see what they were doing That is illustrated hi the dart in Joe Tiffin's book, where, after we went through the whole thing tew. we were able, by oeceparicrel knees, prims*, and unifica tion. to increase proefactwn. I premised to caB everyone's attention in the Wife Qw) Osh, and I hope you go down ts the National Society for the Pre vention of Bfinhw and see this wonderful tww idea, which is jeiiHir id the Caterpillar dub--the people who had to ball cut fraa a plane. Little pins, with small raMeirf, are given to the fellow when be fans bad bts bye saved by safety glasses. The pan bes me symbols on it; that forces the person who secs it to say, "Wht is HIT That spreads the education that is the goal of the Qeb. Standard Method o! Injury Reporting By OENE MILLER Senior Statistician, National Safety Couudl Injury reporting and the determination of injury rates is aa after-the-fact com ponent of a safety program. Still it is a very important part of a program and should be given consideration in tins discoaaion of safety work and safety objectives. The Standard Method of Injury Breed ing oa American Standard Association Code; does not change but questions are con stantly arising; and It is helpful In here a greeral discotrion of the subject occasion ally to clarify amy questions or interpreta tions of die Cod*. I have had safety men say to me that they don't keep accident record*, but that if 1 can ever show them a statistic that stopped aa accident, they will Icnep then. There Is setae troth is that statement, of Textile Section 23 court*. Accident records, as such, wilt sot stop accidents---but they must be given con sideration became they arc an essential component of a complete accident prevention program. Many safety men fed that they arc keep ing these accident records just for the National Safety GeastiL Just the other dsy a company in esc of our contests wrote hs red inquired about the land of re award they were gotag to get for having tht splendid rate of 06, in our Metals Section Contest. Out of a group of some SO com panies they naked fourth, which certainly was a splendid achSevoacnt, but brow* they did aot rank is the first three place*, and because they did exit participate in the previous year's contest (which is a require meat for getting a redaction award), ikn fast wasn't any award available for tint record, as good as k was. After I told the man this, his reply was that be tdn*e sec any reason foe afl the time and effort be had pet into Imping those records, re if the only gmpini was foe the contest, overlooking the fact that recwd-Jceeptag is only re red product. We don't work all year toug just for the rec ords. We work all year long to reduce in juries, aad the red predoct is the injury rate. Injury rates have their purposes. They arc used, as yen know, for determining tryill within aa organisation, for waiting comparisons frees year to year, and for malting comparison* with the Iswfcntry as a whole. They arc ako and as a method of cvaleatizig plants which arc partic^atmg in various aafety contests. As yon ere appreoate, all this raquue* the aee of a standard method. It would not^suffice for each emspssy to keep records te It* owa particular maaoex. Each com pany has to keep the same loads of records and include in those records the same hands of mjertes; otherwise, the resulting rates would not lend themselves to comparison. It rca&y Isn't important what land of in juries arc included ta the rates as long as everybody is ioeludmg the same kind. As re example of the difficulty which is encoreteasd when rates arc not kept oa a comparable basis, about a year ago m large department store right here is Chicago inquired of tha National Safety Cowed about the kind of a program that we could give them, and what they might expect cot of it. Our staff representative for that particu lar type of industry discussed with the safety director what w could do for them, and what they might expect out of our ser vices. Is tiie course of discussion, the sub ject of his injury frequency rats came up, and he said it was around L5. We showed hha the band of services we could give him, but we told him, quite frankly, that there probably would be very little that we could do to reduce injury rats already as knr as 1.5. Recently t was informed tfn* following a change m personnel there, and as a result of using some of our services, they became better acquainted with exactly what should be Included m the injury rale; and as a re mit. the rate of that organization was not really 1J, but something around 15. So, yen ere see how the rate he was wing Mri to (Sadose the conditions which were really present la his plant. Not so keg age I bad a letter and a numW of reports fraa a large textile com pany. Tbt safety director asked me if I wrefd look qver the reports red see what I could fiad in them. Would I pkase interpret them for (dm? The first thing that impressed me was that be fad a very high rate, somewhere arored 50. Bet on examining the material farther, I focmd that he was including in his rate not ouly disabling injuries but also Jess serious injuries. Because of the lauds of injuries being included Is the rate, it was not possible for me to tell whether it was better than indus try as a whole, or whether he was showing reprovooeat, or whether the trend was in the reverse direction, because he was not determining his rate by the standard method. la a number of instances, injuries included (a rates are still Jofioenctd by particular state laws, and as you know, the compensa tion requirement; of various states are al most as varied as there arc numbers of states. If the compensation commission hap pen* to be particularly lenient is coe Stat^ or has a surplus xa its fund, it might declare injuries compensable which would sot be determined compensable ta another statn As a result of this, difference, the injury rates 24 Standard. Mctkod of Injury Reporting ai plants in various states would not be and permanently incapacitate the euptoycr comparable. for farther gainful occupation. We found sndi a situation to exist in mc Permanent partial disabilities are injarics Urge meat-packing company whkh bad a which permanently handicap a worker, bar number of plants scattered over various dif* do not completely incapacitate him. Be the ferent states. The safety director was par loss of a finger. ticularly perturbed over the fact that the Th* fourth type of injury whkh ts in* records of the various plants codd not ha daH aod whkh k the very coatrovenail compared directly, and vrfast X suggested to type, is the temporary total disability-an him that they use a standard method, be Injury whkh is only toapocary m nature, said he didn't think it meld work. Bos be bat whkh totally iocapsq'tstra the worker is using it now, add be is toy satisfied for at kut one day. These are the four with it became it gives bfca exactly whs* classes of isjuries which should be mdodsd he wants. He can now compare das experi in the injury rates. ence of all of his various pleats aod sake direct comparisons. He can tell exactly bow each plant is progressing io comparison with the other because the plants are no longer including is their injury rates just the In juries whkh are determined to be coopensabte in those states, but instead all of the plants are including the nine lands of cases. I have emphasised the importance of in (There are two other of injuries-- temporary partial injuries, and fine-rid cues, neither of which sborid be hchM in computing injury rates.) To be reportable, an injury must arise oat of and la the ooarec of swplftjtamt, and be soffiocnlly scrim* to prevent the injured employee from returning to his own job, or another regularly-estafclLibed job in the cluding m a rate only injuries whkh are plant, whkh k open and available to him. determined m accordance with the standard within 24 boors of the end of the shift on method, and the question might arise, "Why not include ah injuries instead of limiting it to certain types of injuries?" Yaw rawnrf go right down the line and accept every injury that occurs in a plant, became as you progress towards the more minor in juries you SoaSy get to a point where the injuries are so minor that it would be im possible to obtain agreement on their report- ability. Questions would arise on how serious a scratch has to be to be included, and as you continue to accept die less serious in juries, yon finally gel down to a point where you're derisions oo pinpricks. To get comparability in reporting, there has to be a definite stopping place, and one purpose of the standard method la to set such a place, which necessarily has to be well above die minor type of iqjniy. Types of injuries whkh should be need si com puting injury rates by the standard method include: deaths, permanent totals, permanent partial*, and temporary total disabilities. which he was injured Bccanae of soch factors as the phot mot operating oo the day following the day or whkh as employee was injured, became k Is a holiday, a Sunday, or some other txm work day, it is nrermry to put m the 24bour danse. If this clause was not included, then injuries which occurred oo Friday and which permitted the employee to came to work or Ifandsy, would not be eoaatod; whereas, the swat type of injury might be counted if ft occurred on Ifooday and the worker could not get back to work mil Wednesday. In ' the standard method, mpfcaria is placed on ability to work. The Code Mates that the hijurad employee moot he able to return to work vriddn 34 boots of dm ml of the shift on which he was mjmad. The reason for the emphasis oo the word "abflSty" is to prevent a company from bring pentiaed shook! the injured employ** de ride to stay home oo the "foOowing day. Deaths, of course; need tittle dUeuuierv evm though the injury itself wan art nifi* except that, regardless of when a death riently serious to cause riot. If dm injured occurs, it will be included if the injury arose esptoyo Is *Ur to vwk oo the following out of and in the course of employment. , day, the injury should nee be mmi Fermanmt total diabilities include such injuries as loss of two eyes or two hands or two legs--injuries of the type whkh totally The standard method is cnogletefy 4vorced from state compensation Inrs Each injury will be judged oo the basis of dm Textile Section 25 pnrtkalar circumstances and will not be hifirn"T1 to any extent by the oompeombrfity of the injury in the particular state in which it occurred- la doubtful cases, the opinion of the attending phyitean is ch ained to deride whether or not the case shook! be reportable, becaase it is felt that in general, medical opinion wilt be more uniform than state compensation laws. Another port of the Code which requires a tittle additional explanation refers to that term, "soother regularly-established job;" because it nays that eves though the injured employee cannot return to his own job, `if he can return to another regularly-eitabtished job m the plant, then the ease need not be charged. This other job, though, must be one that is regularly set up ao the payroll, and dur ing the time that the persou U injured, that particular job is not filled but is open aod available to him. If the Injured employee is not able to return to his job, bat tic can do the work required in another regular|ycstabtiibed job, the case U not reportable. The Standard Method of Injury Report ing is referred to as the American Standards Association Code, and it has relatively little to do with the National Safety Corneal. The Code was not established or determined by the National Safety Cdondl It was set up by the American Standards Association, whkh is Urn woe association which steadardiacs weights and measures, threads of screws, sad alt other itons and dements of oar economy whkh are standardised. The Code set up by this association was determined only after careful and measured gonrideration of safety representatives of aO types of badnesses, organizations, and agen cies. A few of the organizations which are included among those who determined the Cod* arc the American Iron b Steel Imtimte, American Gas Association, American Statistical Association. Association of Amer ican Railroads, and the ICC. There are any number of losaranoe oampamea and various state labor departovertts, tnchxSng the On tario Workmen's Compensation Board, whkh atlas it international ta scope. The Navy and War Departments also arc os the list, as vreQ as the National Safety Comsat Representatives of these organizations ate persons who have hadsamqy years of ex perience with safety work, injury reporting, and record keeping. Tbc Code Ss really established by operating personnel, who have to use the Code. f have emphasized that in using the standard method, injuries of only a certain seriousness will be included, and the purpose of this; as 1 pointed out, is to obtain com parability with other companies, with the record of your own company in previous yean, and with the records of other indus tries. But as you can readily appreciate, excluded from the determination of injury rates are many less serious injuries. Does that mean that the less serious are not con sidered to be sufficiently important to be given any attention? Of course, the answer is, "Mo, they should be given attention." They are excluded frees the Code only be cause it is difficult to obtain uniformity, on these various other injuries, but each com pany is urged to give adequate consideration to all of these minor injuries, to study them and analyse than, to find out bow and why they happened and take the necessary steps to reduce their occurrence. Era with the Standard Method there are many cases in whkh it U difficult to de cide whether or not they should be included. For that reason, included as port of the Coda U a provision that a committee of jodges shall be set up to adjudkate goes tionable rases. If ar situation arises in which it is diffi cult U decide whether or not the cue should be included h your Injury tepeeting. first we at the Council will be gkd to give ear opinion e* the case and iuterptte the Cede sc it applies in that particular statebon. If we find that the case is Mill very modi a borderline situation, or if w* render a derision and yon fed that we have prob ably not taken into consideration aS derants of the Code, then the ease aeay be referred to this special coeanittcc of jndgts, which will talc* a vote and deride whether or not it should be included. There are certain kinds of injuries which are particularly difficult to interpret. One of these injuries is the hernia. It is often very difficult to determine whether or not a herein actually resalted from the employee's work, or whrther it was congenital m nature. So, to facilitate the determinetioa of sods cases froaa the standpoint of reporting; the Coda las inchxkd m it certain reqmnmseuu 26 Standard Method of Injury Reporting which most be satisfied for a. hernia to be considered rat industrial injury. One requirement is that there must be a clear history of aa irddent In other words, if a nan cooks store and says, "About a week ago 7 think I strained myself when I eras Siting this or that," writ a case would one be considered reportable because there is no dear history of an accident. An other point is that there must be severe pam in the hernia region at the time of the accident The third point Is that the pais ean, after bring requested to. He was off the job, and he claimed that he was bet and Infected; he was asked to see the doctor and did not That happened several different time*. Eventually he died Before be died, he said be was rick because of an Infection that he never did report. We doubt it But mamgemait, for bonus public relations has accepted it, to settle. Now, should we charge that up to our frequency rate? MS. MILLER: There would have to be must be sufficiently sever* that the em definite evidence that the injury, no matter ployee is forced to stop work, even though bow slight it was in the original instance, momentarily. did occur oa the job and arose out of the All of this, you see, is deadened to insure work In the absence of that information, shat the hernia actually arose out of the the case would sot haw to be charged. course of employment and was not inherent MR. ARTHUR KINSMAN [KMonan in nature. Wonted Mills, Rhode Island]: You say it Another type of injury which we have U all right if a feftow come* bade to a* round causes some difficulty in interpreta established job, even though it is not hU tion are cases like dermatitis and bursitis, own job. Does that mean that a man out where there is no definite incident or acci caae back into another department where dent whkh causes the (Usability, If these he eats do a regularly established job; even ailments arise in the course of employment though it Is foreign to his actaal department and are a result of an employee's work, or the work that he had been doing? Would they should be counted, provided that the that not be considered lost time? limitations on time are satisfied, UR. MILLER: The Code mys if be is MR W. A. HAHN [The Graniteville able to reiurm to work and fulfill all the Company, Graniteville; South Carolina]: requirements of a regohriy-estshtiibed job, Can hernias be accepted for htananifeoia the easf^reold ant be coasted, The available reasons and still not be counted in our fre job la sot restricted to the department in quency r*t? Which the maa was injured, t Let's say a man has been hurt in the * MR. SNODGRASS: In that cue, if you course of his work, but he does not fulfill have a plant that Is not pokimrcrf. and you any of the requirements of the rules; yet, aay you have a nun injured la the spinning we feel that it is good humaq relations to division, but you move him over to the go ahead and accept his claim. Does that textiles for a day, cm an established job have to be charged to our frequency figure? there--it doesn't took tike that would be UR. MILLER; No. For a hernia to be fair to a plant like ears since we are charged, it would have to satisfy the throe s unionised and can't do time. specific requirements. If a company derides, MR. MILLER: I would my the other lor morale purposes, to compensate the em job was not open and available to hia. ployee, that would b* strictly a company policy. We are trying to get uniformity in reporting these cases so we want everybody (o report the same way. MR. HaHN : We had a death that oc curred because of an infection. The circum stances are very doubtful, but for public relations purposes; management has accepted the death and are going to settle according to state law. Yet, mere is no way to estab lish that the person did die aa the result of an infection that be incurred, because he refused, repeatedly, to report to oar phyvi- UR. SNODGRASS: But I can't com pete with some company that permits this. Maybe a maa scratches bis finger; be may be working in an arid bath and Is not able to work on his regular job -we go by wfut the doctor any*, and the doctor says be has to be taken off time job--if we could move him over our record would be good. UR. MILLER: Wouldn't the limitations placed by the wim on these other jobs operate quite mtifocmly throughout the en tire industry? Textile Section 27 MR SNODGRASS: Not necessarily be cause soma of the plants are not csakniaed to the extent that we are oniooixed, UR MILLER: I eae tee in a ease like that where it would be operating to your disadvantage but at the tnqacat 1 can't sec any way that it could be rirezusveated. LIEUTENANT KENNY [Bureau of Medicine and Surgery, United States Navy]: The question was brought about a patch-press operator who slips os an icy pavement coming is the gate. Who is charged for the injury? MR MILLER: An injury occurring un der these drounsonccs should be charged to the overall plant record without bring charged to any spcdfic department. LIEUTENANT KENNY: Has a time charge been sat up for hernia, or should you drirge only the number of days he ts absent from work? MR MILLER: AD hernias are charged 50 days, regardless of the timber of days the worker actually loses. If a hernia can be repaired, its is classified as a temporary total injury, bat if it cannot be repaired, it is classified as a permanent total injury, la cither case; 50 days lost time arc charged. MR C HYSLUP [Chatham Manu facturing Co.]: Workers suffering hernia injuries are sow caning back in three or four stria. Arc we stitt charged 50 days? MR MILLER: Yes; that is the present standard method. Getting Results from Safety Incentives CPasul Diacnsekm) Chainnm: H. E. Wauuo, Safety Engineer, Fitldcrat Mills, Division of Marshall Field & Company, Tim. Spray. N. C. PertvifmU: Roarer M. Muxxay. Chief of Inspection, Department'of Labor, Rhode Island. J. Fxaxk Hay, Safety and Training Di rector. Rocky Meant Mills; Rocky Mount, N. C. MR ROBERT XL MURRAY: Nsxriy every state has sent division or Imran which is charged with at least partial re sponsibility for the safety and health of the workers employed ia that state. When the various states were passing waiwmcn's corapeatatioo legislation requiring the mfcgnudlng of certain specific machines and equipment, the thought was to secure cerrsetioa through laws enforced by in spectors armed with potice power. The present tread, however, is to substi tute education. for enforcement. This Is hosed on the fact chat if both the employee and the employer fully realized that sectdartfs da crate s pceratzblc km* to both of than, they would both take action for their rtlmfmtion, This does not mean that we should do away with enforcriaent^beeause I think we all know that there are a small number of plants who will not meet even minimum requirements unless they are forced to do so. la my position as Chief of the Division of Industrial Inspection, Z received many requests from various men who art starting in the safety field with regard to a type of incentive tint could be applied in a par ticular plant I have to advise than that I have no definite pattern--nor can I suggest a definite pattern for the particular plant until 1 know something about the plant One incentive might work satisfactorily m one plant and not Is the other plant. We know that creating and maintaining interest applies to employers as well ts to employees. Keeping guards in place is one of the many phase* of industrial accident prevention ta whkh the work of creating and lotcrest is a vital factor. Evn more important Is the part which foremen aad employees play as members of She safety committee; or leaders ia safety meetings, in accident Investigation, ia find ing Kid reporting tmaafe practices mid con- Thc necessity for tndmdoal interest and the methods of crating aad maintaining it Getting Result* from Softly incentives arc fundamental to all phases of industrial safety. The interest of individuals may be aroused and maintained by making use of what we call "known" incentives- With human nature what it is, many of us arc desirous of financial or other - forms of material or personal gala. It is often true, therefore; that interest In safety may he created if associated with a reward of some kind in recogntion of some outstandtng performance in safety. There are many ways that this can be accomplished, such as excellent accident record over a tong period of time. Preview to Lend-Lease it had not experienced any peat turnover in the labor force, bwt T cad T nirr changed this. With the turnover, aa upward trend of aeddents was noticed in the plant It was derided that something should be done to create a more active interest in safety among the foremen, as this plant wa> a staunch believer In the idea that the responsibility for accident prevention ruts with management. j bonuses, personal gifts, banquets, picnics, The system devised was a quarterly con and so forth. test for foremen. The following money A textile mill was experiencing difficulty in getting quills picked up from the door when they were thrown out of the loom. Five dollars a day was taken from.the petty cash, and slips of paper were primed with amount* ranging front 10 to 50 cents, and rolled up and inserted in die edge of the quills. prizes were offered: $10.00 for each fore . man who had no aeddents; 10.00 foreman having the best record of for the penally points per worker; $10.00 for the foreman whose record shows the best improvement m penalty print* over the same period in tlie previous year, fn case of a tie, the award was dtvidtai proportionately. One of the overseers then took perhaps two dozen or so of these prepared quills, Any foreman with fewer than 10 em ployees was not eligible to compete and without being noticed dropped them For (lie purpose of the ccnicot, penalty on the floor in various parts of the room. charges were made as follows: there were A few employees were then told that each 318 pointy charged for a major acridcnt, day it would be possible to find quills with that is. oae that prevented the injured em cash award* in them. The result was that whenever an employee saw a quill on the floor, he picked it up to see if it contained one of the awards. If not. the quill was generally placed in the quill box, and within a short period of time; on the first day, all the money had been ployee from returning to work on his next regular/riuft; 38 points were charged (hr a sub-major accident--one that resulted in m* lost time but the injured received special medical treatment. There was also one point charged for what was known as a minor. Ml acridem. found, and die quills picked up. a slight cot or scratch. This idea was used for more than a . One point Is charged for a minor 31-3 month, omitting it on certain days to tat if accident, defined as a laceration, a bruise, a the employees continued to pick up die strain, and so forth. quilts. After some time its effectiveness di To determine the penalty print* per minished, but it did bring about a much worker, the penalty points are divided by the better housekeeping condition. number of workers. For example. Foreman The textile industry. I believe, has used recognition awards very generally. These award* have included such things as ban ners, flags, certificates, plaques, and letters of commendation. From my experience; such A was charged during the quarter with 20 penalty points. He had 28 workers. Divid ing the penalty points by the umber of workers, you get ,36 penalty points per worker. incentive* arc not always received too en At the end of each quarter, each foreman thusiastically by the employee, who is natu nulca oft * report of the number of acci rally concerned primarily with the recogni dents reported tty employee* under Ms stt- tion he. as an individual, receives, rather pervistoo, major, sub major, aad minor. This than reeogntion of the department. report * forwarded to the safety director. A targe textile plant employs about 2,900 workers and works approximately 7,000,000 man hours annually. This plant has bad an The safety director then checks that re port with the records of the first-aid departtaenC. The safety director then tabulates Textile Section 29 die results, and a espy is seat to each fortmss. Hera la as lastin jyWem that has pro duced rcaaka. Wadi tbs tracadous tabor turnover la As phot during the pact 10 years, this fins &* operated with a*^ seridett iraqueney average of IS, and In no year daring Ac period ha* (he frequency exceeded tint Cessna* have proved widely successful m itSmnlstjwg bkoat Is safety as between departments, among various plants, and on a local aul stale keel. Tn addition to gisij prises or awards, some enroertr provide o&er iacmtrrc* for tnunedabe suenam. Tropbka and ptoqoes appeal to mnconaS for ** these Items haw good value for oaennmtnity pub licity, where** cash awards, peat, perchset- dCTiMieappsnriisaeshaiptpehaalvetosothrteedemsupglogyeeset.ionSowmy%e- tzraa solely for their wbt is good will have continued support of such lymaa with fall awareness of the profit to be derived frees than. A gwttlanas told me that in 1947, his plant fand paid oat, a drrue* coot, 25^00 'm rompuisatiou--merited, hospitalization, and to forth. For the first nine month* of (hi* year, they have oaJy paid out 750.00. And his laeingrmiiit had told him that if they coeld operate at a SO per cent reduc tion ia cost over lut yew--50 per cent-- that they would take the entire plant out to a dineer. Agate, ve have an incentive sys tem that we mate netpua UR. J. FRANK HAY: X am not going to toll you what onr frequency rate was for 194S. bat it vw irnutnikm. In 1944C ow frequency rale was 1&2&, In 1947, it was ; 10. And in 1948, at then end of June 30th. it was 23. We fed a great, deal of this reduction is due to the esc of safety incen tive*. Of course, we put en guards, and we used peelers. But t believe that the main factor was this sample contest that I shall describe. \\ have our context set up with a grand prize to the department with the best record. In meb drparfuwnr, each shift has a com mittee of workers, net foremen. We have a first, second, and third prise ia aeh depart ment. / Xa addition to these, in this past year we offered a prize of a 25.00 bond to every committee member. If there was no last tune through accidents in the plant. Even one lost-time accident would cancel this offer. It is not enough, however, to rive a few boods or a few prizes, even though 1 do think that a prise is much better than a cash award. It is important to emphasise the prestige of bring a committee member. You single the worker act to appear ou a committee. Hu goes to weekly safety meetings ia Vila department, aad it builds ius sense of pres tige. One department era ha* an election to elect members for the oonanittee; and we get new committee members each year. Sometimes they are merely selected by the foreman or supervisor. But this prestige rally help* a great deal As X mid, oar contest lad this offer of the 25,00 bead if ao zeedot* occurred. W bud a lost-time accident. We went through the ptast contacting the various committee embers and talking to thm about this particular accident, and I was quite surprised at their reaction. They didn't give a` dam about the 25.00 war bond. What they set worried about was that they ought lo*e the dance of going to the diimtr that we always have at the cad of the contest. CHAIRMAN WILLIAMS: Are there any questions. UR. JOHN BURGER {W. J. Didwy Compony]: What if Department B has half the somber of employees of Department A, and therefor*, onty half as many hours of exposure--end both have a zero frequency rate. Which department is the ultimate MR, MURRAY: It U general practice to give k to die dqmuuit with the highest mmber of umtt boon. We dp that, cvoi in our state safety contests. 1 mean, if there happens to be a tie ia frequency, die one with the highest somber of man hoars re ceives the award. MR, BURGER: X have a silimar situa tion, and the snail department says, "If we go along for a famdred years and don't bare a leet-tima oeadeat, well never win the plaque." So; they dahu they have two strikes ee them. What arc we going to do for them? MR MURRAY: If you say that the ooe who bas the best record U the wiener, you Getting Remits from Softly Incentives must recognize the fact tint the one with the largest number of man hour* has the best record. I realize that it U unfortunate be cause in that matt department they suy have done a perfect job. but ""'"'"f that the other department has operated say twice as many hours and it showing g frequency rate of zero, I still believe we must recog nize the fact that they do have the best record. MR. BURGER; There is a psychological thing, under the aoe draanst^ncee, isder the same department heads- the foreman, of course, are different; but the department hods are the same. Then we say to that group; "The group (we will call it Shift A3, if Shift A has ih* best safety record, that group can elect ace of thdr race to get an award." They elect the man. We bctjric it down into that single Doit hocaaitc we don't give one dam whether we give one gold watch or (actor involved there. Department B, with hall the ntanber of employees, after a few years, will say, "What's the use? We have zero; everybody is on the ball; we don't We have a mitt with 2JXQ or J.000 people it. and if you. can nm a mill without any lost-time accidents, brother, gold watches get anything." I think they should be re warded in some way. UR. MURRAYi When you plan your contest, you could make it definite; either that in esse of a tie; the ooe that Has the highest man hours would win; or that in cue any department has zero frequency, Is your crafts you do the same thing there; You let the cupolas stand oe their own. If the carpenters do not hare any aetddeatt, they get a dinner, and then they elect one of their group who has done the fTXfft So contribute the safety record of they would be entitled to something. that unit MR. ABBOTT SMITH [The American Mil MURRAY: You mentioned that you Viscose Company]: We )Ust started in our have the three shifts or four shifts compete company on a contest. We don't attempt to for the best record. Is Acre a possibility of rate the highest department on the basis of having a ftnatter number of employees on anything other than what we are trying to any ooe of/the shifts than Is on the others? do, which ts to keep people from getting MR. SMITH: There would be some vari hurt. ation, but very, very little because they arc We broke them down into individual*, doing tfie same thing, into what we call "natural units," and we called them "legs," because everyone knows what a leg is. la the spinning room, where we run continuously, we have four shifts; so, those four shifts compete against them selves. They are doing identically the same MR. MURRAY: Let's assume there would be five exposure hours difference; who would be the winner? MR. SMITH; U they all had a perfect frequency, they would all get the prize. Officers of the TEXTILE SECTION NATIONAL SAFETY COUNCIL 194S-49 Oourml CUnu....H- E. WUXJAUS. Safety Enpnrer. Fidderet Mills, Division of Marshall Feld ft Company, Ino, Spray, N. C. Vkt-Chmrmm for Memberikfj--RQBERT M. MURRAY, Chief, Division of Indnstrial Inspection. Department of Labor, Providence, R. I. Secretory C. J. KYSLUP, Safety Director, Chatham Manufacturing Company, Elkin, N. C Ifewe Letter mnd Publicity Editor--HAROLD HAYDEN. Safety Director, Columbian Rope Company, Auburn, N, Y. Associate Editor--WERNER HAARDT, Manager Safety ft Health Department, Forstmano Woolen Company, Passaic, N. J, Program CmutHw--NEH. NELSON, District Engineer, American Mutual Liability Insurance Company, Manchester, N. H. Statistic*! and Contest Committee-*-LEWIS P. SORRELL, Deputy Commissioner. North Carolina Department of Labor, Raleigh, N. C. Qff-ths-fob Committee--'T. B. JPOCK, JR, Safety Director, Firestone Textiles, Gastonia, N.C Health Committee--MRS. SARAH VAN SANT, Supervising Nurse; Graniteville Com pany, Granitevilk, S. C Pinto! Education Committee--JOHN SCOTT, Personnel Director, Rocky Mount Mills, Rocky Mount, N. C Engineering Committee-^THOMAS R SELF. Southern DivfsIoQ Engineering Manager, American Mutual Liability Insurance Company, Atlanta, Ga. .Synthetic Fibre Committee--ROBERT BARR, Safety Supervisor, Industrial Rayon Corporation, PaincsviUe, Ohio. Wool and Worsted CemimH/e--JOHN BURGER. Safety Director. W,, J. Dickey ft Sons, loc, Pella, Baltimore, Md. Trade Association* Committee--GUY C. COLLIER, Safety Director, Aponaug Manu. facturiag Company, JacJoon, Miss. Cotton Committee--V/. H. TAYLOR, General Superintendent,-Pelzer Mill*, Pefzcr, S. C, Dyeing wad Finisking Committee--RAY KETCHMARK, Safety Director, Dan River MM*. Idc, Danville; Va. Members-at-lnrge--E. G. PADGETT, Safety Engineer, Employers Mutual Liability Insurance Company of Wisconsin, Charlotte, N. G; W. B. WEAVER, Safety Direc tor, Ftddcrat Mills, Division of Marshall Field ft Company, Inc, Spray, N. C; T. A. WILSON, Chairman. North Carolina Industrial Commission, Raleigh, N. C; FRAN CES BETHUNE, RN.. Employers Mutual Liability Insurance Company of Wisconsin. Charlotte. N. C.; R. W. LAUpHLIN. Supervisor, Loss Prevendoo Department; Liberty Mutual Insurance Company, Portland, Me.; C. 5. LINK, JR, Assistant to the Superinindsit Avondale Mill*; Sylaranga. Ala.; ROBERT SALTONSTALL, Assistant Agent In Charge of Industrial Relations, William Whitman Company, Arlington MBls Division, Lawre&ce, Mass.; RUSSELL T. FISHER, President, The National Associa tion of Cotton Manufacturers, Boston. Mass.; E. A. ROBERTS, Eastern Division Engineering Manager, American Mutual Liability Company, New York, N. Y. Staff Rebresentative-o-fL G. BENSON, Senior Engineer. National Safety Council, Chi cago; III. 31 OTHER VOLUMES in this Series Many users of this volume will also find much value m Us compmvom the list: Here is TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Zndex'to all Volume* and Exhibitor*.... 1 American Society of Safety Engineer* and Subject Spoons................................................ 2 Aircraft Manufacturing Section................................................................................ 3 Air Transport Section...,................. ...................................................... 4 Automotive and Machine Shop Section..................................................... 5 Cement and Quarry Section..................... ................................................................ 6 Chemical Section ....................................... .................................... ........................................ 7 Coal Mining Section......................................................................................................... . I Commercial Vehicle Section........ ...................................................... ...................................... 9 Construction Section ...................................................................................................................... 10 Electrical Equipment Section...................................................... 1! Pood Section..................... .................................. ................................ Glass sad Ceramics Section. 1...................................... ............................ Industrial Nursing Section................................................................................ 12 23 24 Miriac Section............................................................... ................. ....................... Meat Packing. Tanning and Leather Industrie* Section........................... 14 IS Metals Section................. .................................................... ..................... ................. Mining Section............................... Petroleum Sectioa ................................................................t............................................ . 17 14 19 Printing and Publishing Section............................. 21 Public Employees Safety Committee...........................................22 Public Utilities Section.......................................................................................... . 23 Pulp and Paper Section.......................................... ....................... ....................... .......... . 24 Railroad Section................... ........................... ................................. . 2S Rubber Section........................... ....................................................................... ............. 26 Textile Section ................... ..............................................^ ........ ,...27 Traffic Section ..................... ............................... ............................................................... 28 Transit Section .......................................... ....................... ....................................... 29 Wood Products Section.............................................................................. ............... 30 Farm Safety.................................................................................. ......................... . 31 Home Safety ......................................................................... .............................................. . 32 School and College Session!,........................................................ .................33 The Human Side of Safety (Early Morning Sessions)................... . 34 PRICES Of EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME SIZE lie 9 copits Seek less than 24 page!t-- $025 24 to 41 pages-- 30 49 to 96 pages-- .40 Over 96 pages ,60 lots 99 copur Bosk $020 25 25 53 ,109 lo999 sopiti Seek $0.15 20 a .30 50 1000 or more Bock gais 30 50 50 Complete set of Transactions (34 volumes)--$600 NON-MEMBER price* are double member prices, except volumes 28, 31, -- and 33. NATIONAL SAttTY COUNCIL Jf N. WACKKI MIYf e CHICAOO 4, IU. 32 Current Topics in TRAFFIC SAFETY As prtsniHtf ts Nm Sessions ef the Traffic Section art the INI Motional Safely Ceaymi Uniform Enforcement 4 What Can We Do with Traffic-Accident Repeaters?...... 14 Round-Up of What's New m Traffic Safety......... ....................JO Pollen Specialization .............................. 29 Current Police Training Problems {A Panel Discussion)....................................... Judges and Prosecutor* Conferences............. 35 40 84$ Traffic Engineering Regulations, Device* and Dacian at Accident Reducers (A Symposium) S|iA wt tnlotod litirudiMi.,................ Om-Tijt SSm4 ............................ furSaSf fottUtfMS ............................................. . Stop* ........................................ .. Sp>mi Zan* ......................................................... tffftvwr OOP--eton ..................................................... (CwtiwW r Mcf ^t|; Valnaa 2S TraaMcfiHi IMS NaHwul Safety Ceagrasx 41 41 45 Current Topics In Traffic Safety fContisasd In* Pt*i Operation Safety at Work at the State Level (A Symposium)................................. .................................. *.......................S3 Operation Safety at Work at the Local Level (A Symposium)......................................... ..................................................*3 Are We Meeting the Challenge?........................................ ......................... ?1 The Annual inventory of Traffic Safety Activities-- What It fs--How It Works---'What It Doe* (A Panel Discussion) .................................................................................. 75 The Manual for Traffic Court Judge*.......................................................... V? Public Support for Traffic Courts............................. .. W Uniform Laws (A Panel Discussion).................................................................................. 92 Progress In Intoxication Test Study...................... ................................ 97 Uniform Enforcement (A Panel Discussion)............................................... .................... ............. 99 The Engineer Looks at Accident Records {A Symposium) Arm Dntm ttplm Mmy Oimdtmtia *mI Cter Wkrt SpecU#tmfml ArmAUctntUimtMt f*PUtrpnoCraifgXLmmr?....Oiritti m (it .............. lit ....................................... Iff H/W/aokwwmtCCoomn DMtoirrpalrHLOigonhcwtaotaioynPDroagtaamMmfAmImmparoveSdktmtf 111124Oo (It It (fid?...................................................................... is ?................. ?........................... US How Support of National Organisations Can Make Local ' Programs Click CSSSOPuuourtmppaphpkprpedloomorirrarmttTto*rataoaoattfiJntOiOOnNMrgrrgoggaotaaodiomtaaiianvhhmonotSititiiomSaoMamuptpppaeaaorttttrttChthfmmomprLimNmotcahatiolFiraatgrUaMnrtoamlt.h.f.r.Program 111122229134S(A Symposium] ...........................................................................................IIMI .............................................. f. (Ac State Unf................................................. UrW.......................................................... Specie/ ,,,.............................. Specific ,............. Public Support for Police............................................................................... I2S Planned Enforcement (A Panel Discussion)................... ......................................... Recent Traffic Engineering Progress..................................... Public Support for Traffic Engineering Programs........... What's New in Public Safety Education?............................ What Operation Safety Can Mean to the Local Program The Forgotten Gty.. Two Years of Effort..................................................... Putting Operation Safety to Work in a Gty...................... 134 I4S 149 152 152 155 .156 159 'W&evfo 'Hem... Ia safety, as aa all ether human activities, the question is repeatedly asked, "WWi new?" XLpay answers to that question are given every year by those who participate in the various ioboci of the National Safety Congress. Matty new method^ device*, ast! Ideas which later became generally accepted first were pccamted at a Congress session. Btraac of this fact; almtj liadrrs tbronghoet the nation bare always fond the Transactions of the Congress a nfaablt tool ha their arriAnm* pentatiefl programs. 'Publication of the Transactions in small vufwnm cia for each Section or Division-"-permit* wide dirtriboticn of pertinent portions of the Congress material to hey tadhridoals at small cost. The 34 volumes of the 1948 CoagTt&s Transactions are listed on the last page. Distribution of these volume* to lacy personnel U suggested as a valuable aid in the safety program. fa preparing these Transactions the proceedings of the Congress have been ccodcofed and edited for reference purpose*. Complete original manuscripts, with any charts or illustrations which were used, are available m National Safety Cooed! files. Views expressed at the Congress or in this record are those of the Congress participants, sod not necessarily those of the National Safety Council. TIE TRAFFIC SECTIOH This roltne is a record of the asericoi held at the 1948 National Safety Cwgjsn by the Traffic Section. The cnadact of Coegresi sessions each year is only one of the easy cooperative activities which the Traffic Section carries on a behalf of Its members, and for the benefit of accident prevention work in patttc safety generally. The Section give* guidance h the preparation of a great variety of technical and educational material useful in day-to-day safety proemTM. The activities of the Sedkn are under the dfrertion of its Ixsddn CwiriUte, the member* of which are listed on page 163 of this value. 4 Uaijonn Enforcement Uniform Enforcement By MAXWELL HALSEY Executive Secretary, State Safety CoeuttMoo, Lansing, ***** The law enforcement, traffic and safety and safety council officials of Michigan haw undertaken to jMooccr some new traffic formity of programs to replace Dce-rristed programs carried o saualtaaeacsly in dif ferent cceunutia j accident prcvtntioo methods, procedures and The more this puml ids* was explored system*. It is the function of the author of this presentation to report on tbdr behalf the progress that has been made and to refer particularly to those part* of the program drat have a direct hearing on the subject of uniform enforcement. In the year 1944 the Michigan group, hav ing believed for some tone that die public was being confused by various cities con ducting non-related programs, decided to develop a series of special emphasis pro grams is which all communities and all groups interested in safety could participate the more it was realised that while public*, support theses were effective, tt was even more important to apply toe ide to the fundamental actions of poSee departments and court*. la other words, it was aS very wed to develop an operation which would get mote public support for an cnfocecount action, but that It was equally important. If net actually more important, to improve the enforcement actions themselves which the public wore being asked to support., If the public were to be asked to sappert traffic law`enforcement snore strongly in the future and if enforcement activities were to be simultaneously- stepped op as awn support developed, then The first subject selected dealt with the pubub had a right to export an improve "Brakes'* because this would not only help ment in fee quality aa * as the quantity reduce traffic acddoifcs but could also serve of the eaforcaaot action tky were being to encourage motorists to have their equip ment repaired-"** important item hi vies of the war-time transportation situation. asked tiy support. Thls^kd to a scarchiag aanSysi* of the subject of uniformity of traffic tew and the Thus there was launched the first state mforeenent of traffic lew. wide action program in which 99 communi ties participated. Twelve aasodatiou* and The Tmgortun . of Uniformity group* participated and 1,000,000 leaflets The obvious aigiaixut ha favor of ani- and 30,000 posters were distributed. This forauty regarding traffic regulations is that was followed by the second state-wide the gigantic free-wbed transportation sys emphasis program ou pedestrian safety. tem of America would cease to function, if, These two marked the beginning of a for example, seme stales or cities required pattern which wu enthusiastically raedni vehicles to drive on the left-hand ride and There were requests for six or mare of other jorisdlctiona required then to drive these per year. or the right-hand ride. The first two Michigan programs resulted This sawpic teawaring resulted bt early in the adoption of the National Brake efforts to obtain untfona traffic hw as states Check Program which was carried out a and cities. Substantial progress hat been second time on a national basis under the made. The traffic and safety experts have title of the Nation-Wide Brake Emphasis agreed upon the "Uniform Cod*,* parts of Program For Traffic Safety. which have been adopted by mast states These were the forermmera of the pres and cities. More recently the Automotive ent "Operation Safety* program wfadj util Safety Foundation, through Its Uniform izes the identical principles and expands the number of subjects or themes from 6 to12 per year. It should be noted that the basic reason behind this Michigan development was uni Laws Division, hu been doing sp&nchd co operative work with states and dries which is resulting in their smiting "eonpurisen stndieri* of their statutes and orri'imnrrr. The hmetories resulting from snefa stadia TnfcStfMj 5 show precisely whet changes are Beaded to bring them into conformity with the mnfora code and with national standards. Thus within the foreseeable fetere each jursdlctioa will have inventoried its laws and taken step* wblds wifi give ns mri(omity of the written hv in jtotes and dries. This Is an exceedingly saportaut step which most be token became the writtm law is the foundation upon which all the rest of the traffic control stiminie most be built, Bat even with m good foundation it is possible to boOd a fesorderiy boose which makes the foundation of fittie value m -such isihiicu as far as the word enifnnn fry is concerned, to.lt toe ludhrirfail violator's personal siw- Uaifcnrity of public etoxation. Thai it takes uniformity is six ways to bring about uniformity at toe tod of the fa*, where it really esasaits and that is, a tarns of toe motorist actually bring pre sented with practical toy by day omformity. Imports*-tt of Uniformity to to Safety Movement--By and Urge our Uws regard ing driving os toe right-hairi side of road ways --hum, agosBiog, stopping at stop signs and traffic signals, etc, are fairly uniform. It would be hard to prove bow many aoridmtt ran be traced to a. lack of uniform wording of law today, without going through aS of the stages previously Thu* it Is necessary to think through the problem of uniformity far beyond the foun dations. The following parts of the problem are apparent to ertryuae. Tbs uniformity of dm wiliua tow, wfaBe an imperative fint steft is of Sttie practical value if: Perhaps toe moat serious aspect of a lack of uniformity k its effect upon the acodeut prevention program. It is generally conceded that toe great hope of reriuring traffic accidents Ik* In obtaining voluntary compliance with traffic laws cm the part of motorist*. (a) Every patioe chief jetorprua the law It is glee generally agreed that the most dWcrtstiy and Instructs has men dtffercatiy. effective way of encouraging voluntary coea- (b) Every potice officer ialuprtU k dtt- pBsac* is an accideat prevention program ferentiy. which is a combination of traffic law en (c) . Different charge* are made for iden forcement precatod by and supported by a tical Illegal driving acts. vigorous pub&e educational program. (d) Every violations bureau posts differ ent fines to be paid on a pica of guilty for Identical offcasts. (e) Every judge interprets toe tow rfif- ferastiy and a different evaluation ipea as fdoBriesJ ofiese wrier Idenrieal er- suautanocs. (f) Every safety Qfgirdtition engaged in proridlof public education interprets the taw differently and disseminates different, divers*. coaSctiag pragmas. l*g) If every motorist, noticing toe dif ferent hticrprirtitlom, makes Ms own still different lottrprrtatioc. Thus to make raformlty a reafity it is necessary to tan: Uniformity of the mitten tow Uniformity of aduHratitretive interpreta tion Uniformity of charges Uniformity of fcutiwegeas to officer* Uniformity of court treatment (adjusted How can we hope to obtain voluntary coBtptfxnce to a mumraa degree if the tnefividuals ou toe safety tram present to the public a aea-mtiform and ms-coasutent program in so Hr as the traffic regulations and thrir violation are cooegntd. If the police ran't agree, if toe fudges raa't agree asd If the cdueattos can't agree on ioterprstatioe and actions against violators, bow am it be expected tost we ran get the public to agree--airi to comply voluntarily? You may. bear Mr. and Mrs. Motorist say: "Officer Joint would not have stopped ate for tUs left tarn* "Why doesn't oar police do what toe po&cc of T* tows arc doing* Why did I have to pay twice as Ugh a fine in a neighboring city as I would at tent?* So long as toe pub&e ess* make these ltrlcimuli. it is sot Body *Mt the public will be Impressed with tmifon&hy or believe 6 Uniform Enforcement that police departments are well organised outfits that are operating under a carefully thought out uniform accident prevention pro gram. Xa other words, a lack of practical simple uniformity injures the reputation and good will of the enforcement and safety officials and redpeea their chances of getting more public support in the future and of thns ultimately getting much greater voluntary compliance with traffic law on the part of motorist*. Conversely, if the police, the coast and the educators can develop and agree on a plan which will produce practical onifonnity from the point of view of the motorist, then their public relations and public support petition will be considerably improved. If the chief of police on my to an im portant citizen, **We are operating under the same uniform syjtem as the seat of the dtie*," the citizen is Efcdy to fed kas criti cal shoot Ms friends bong "piadbed" than if the chief ooeld act any tint and tins the citizen would be likely to think that his friends were partially the victim of some "catk-dora" pha winch was strictly a local product. If a judge can my to an important drisen, "The aamemts of the fines used in ow traffic violations (arena are identical with those of nrightwring atka/* then the attorn is more likely to think they are reasonable and fair compared so readnag in the paper about a local sqrsbMe as to whether tie fines were too high or too low and tie com plete absence of consistency or uniformity with other communities. Thus it is believed that uniformity is a word of some importance in tarns of fatore public support for traffic law enforcement program improvements which are certain to reduce accidents if supported. This line of reasoning on the part of law enforcement and safety administrators is Michigan during many months finally tod to a movement to do, something about ft June 13, 1943--A. large grotto of officials met with Ur. Daniel G. Reynolds, Director of Field Service of the International Asso ciation of Chiefs of Police; and began the development work. July 1946--A 31-page printed training manual was prepared. July t-ll, 1946--Five training schools were held, for all officers of five "yOot" cities. AuquH 2946--The five "pilot" dries be gan using the new system. Afrit 2, 1947--The Michigan Association of Chiefs of Polk* formally ^approval en dorsed and recommended? tie system, based on six months favorable experience. Jwe 7, IW-iTbe Michigan Asnxtotioa of Monidpsl Judges endorsed and reeommended the system. *JmJy i, 1947--A marling of the chiefs of police and beads of traffic dhrisfena of to of the remaining larger cries m Michigan molted in these dries pint their neighboring dries agreeing to adopt tie system. /snowy 6-23, XW#--'Tea training school* were conducted for 29 additional police de- Primary 1942-- Tweaty-aiac cities launched tie new system. Primary i9fS~Twehr* Kfehipa dries fwgan osing tie Michigan Uniform Traffic Fine Schedule for Violation* Bamrn. Afril 2ff, 294S--A apodal comratetee pre pared a "Govt Support " peofijm -- tie leaflet "We Don't Wot Year Money." /one 1, I9M--'Twenty-three dries h^sn tat 119,000 copies of tie const leaflet. May 10, 1942--A ri-wnraitteM began de- Afprdxoaot of Speeders." /one 7, 1942--Seventy-one police depart ments condocted training schools using the July 29, 1942--'OerAofeoeBt work begso on an "Open Highway Speed Policy." Thera stiB remain additional detailed ex panded iwaennl* on each of tie Items In cluded la the Michigan Plan hot the over all framework of a workable system has been completed. 1 la summary ties, the law eofoccemeet asd safety officials of Michigan, with tic assistance of the Traffic DMsion of tic International Association of Chiefs of Po lice and the Traffic Court Conference of the American Bar Association have developed a new system of traffic tow raforeexseot. What Xa the System? . The system has been called the "Michigan Uniform Eaforeeaent PoEcy" became em Trefic Sefcty of its. more important advantages U that it makes it possible for police departments, courts and safety educational organisations to operate hi each a aaaxr that tie public vnQ tad that It Is bong treated consistently and mafonaly tfcroegboot the state. To develop a "system" which would make H possible to have "practical uniformity'* it ms naturally nrrrniry to first make a great may other fundamental improve- satotx. Only whea these were completed and assembled mto a single package was it possible to proceed with Its application to a group of cities which naturally began to have wriforauty and ccosLiteccy, at be pceted the same by a police officer, a judge or a motorist. (3) The six "conditions that increased seriousness of violation" are printed on the ticket. There are 17 boxes after each spe cific term to be cheeked when they apply. The 35 boxes for checking after each of the specific term* are of facet significance. They represent tie agreement between hun dreds of traffic and safety administrators aad mad* it possible to prepare training maraala capable of giving police officer* positive directum rattier tea generalities fncsjnMe of producing either uniformity or tween each other, because they would all be operating under the use identical plan The moving violations not printed on the which had bees previously agreed epos. ticket am "wihtea m? by tie officer in a Th system to composed of tie fotknmag specific items: (t) A greatly improved traffic ticket. (2) A "hazard rating scale? for ldmiuii- tratirx me, (3) A written warning pitta vhb teeth space mated "other violation." But this handwriting t* oafy* ragolred h two case* oat of ten. Moat dries have parking meters and a separate book is castocoarily used by a `'parking drtifl." In more strioos charges sock as "driving (4) A mifona Sot KtoWe for traffic violations hmisr. (5) Friated training wk (6> A public cdoctlkw---pribftc program for enforcement. <7> A pobBe official confercooe program. (8) Twenty am or area training schools. The Tm/vemd TrmJU Tuk*t--Tbe sew traffic ticket la called tie "MfcWgaa Uni form Traffic Violation Notice." Tbl* Iden tical ticket is met by the 34 Police departmeats which have already installed tfa* system. The only dUtczmce to the name of tie. tity and tic ititanat at tic bottom u to where appearsace should be made TMc ticket has thus become tie symbol of uni wader fle Sstiucace;" "reckless driving," "car eat of central." "careless driving," etc, the 35 printed hones are of eatrea* valoe to limatog mfcy the more serious charge was made. With these hexes available h be comes mack easier to do m good tratotog job on when swek charges nary properly be nri and wfcoi they should net be owl Sacb charges ere "written is* to a space wartad "other violations." It Is fawritody apparent that the ticket establishes a stogie set of ground rales un der which the game of accident prevention ess be played with less confusion and Irri tation by the public, the police asd the courts. formity to tic police, tie court and the public The foUowmg are tie more impor tant advantages of the ticket: What Xa the "Haxosd Rating SenW? Daring tht analysis of hundreds of con (1> It hoa printed spewIt tic "Six prindftl violations earning most acridraU." Then in eight out of tea stops which am officer make* for a moving violation, be merely chsda the proper boxes and docs not have to "write V tic charge in long hand, fusing terms; charges, politics, etc, it was soon discovered that It would never be pos sible to reach agreement oe the part of officials waless toms framework could be created into which could be fitted all of these dements. It seemed logical to toy down some form (2) The 18 Illegal driving acts which constitute a violation of tie six traffic laws are printed on the tirinrty These are stated is specific terms snoot ukriy to he httcr- of scale at te bottom of which would be the least important teems and at the top of which would he the most important items. By amsgtog all of the items oa this scale; it might ten be poowMe to get agreement S Uniform Enforcement between police administrators as to what action should be taken on each item and to get agreement between judge# as to what would be a fair penalty for etch item--or combination of items. Next it was discovered that the phrase ology or wording of the traffic laws was so general that within any one law there were Several specific. illegal driving acts. It was thus necessary to use these specific driyiag acta for placement on the scale rather than the broad legal wording Thus, for example, the general charge "illegal left tarn" did not describe whxt the driver did. Did he fall to signal? Did he cut the comer, or did he turn left from the righthand lane? By "cut and try" it was discovered that the most practical arrangement was to divide the sale into three units. The left third were the least serious nueoven, the right third were the most serious maneu vers, and the middle third were the middle serious or `'more serious" maneuvers. In similar fashion the six conditions were arranged-cci the scale. With ail of the maneuvers and ccodjtioas placed on the scale, these were then con verted to three columns. The first column was gives a unit rating of ooe unit, the second colon**--two witi and the third column three units. Once the scale was completed, attention could thes be gives to the use of the scale by the police and by the courts. From the administrative and operations point of view, the following decisions have slteoyr had to be made: (1) Was the illegal driving act tmder the conditions serious enough to require: (a) No stop at all, or <b) A stop resulting in a warning oe fc) A stop requiring appearance in court and a fine. (2) How much of a fine would be fair and in keeping with the threat against public safety produced by the l&egal driving act hi combination with the conditions prevailing at the time? (3) Was the combination of the illegal driving act in combination with the prevailing conditions relatively seri ous enough to require: <a) A trip to the violation# bureau, or (b) A personal appearance before tic judge. (4) Was the combination of the illegal driving act or acts sa eembfaetioa with the prevailing condition or con ditions relatively serious enough to use the more serioas charge of -reckless driving"? These seven different derisions have to he trade every day by thousands of officers directed by hundreds of chiefs of police and heads of traffic <fivisioos and by Hmdrrdj of judges, clerks of the court, city at torneys and prosecutor*. With everyone "o his own," with 6 vio lation*, 18 illegal maneuvers, 6 renditions and 25 items, it was quit* obviously beyond the capacity of the harem brain la have everyone come to a allots ceecktioeimlos a simple scale with rest values could be developed and agreed upon. After boors of healthy debate and gen erous adjustment of intirridnal preferences for the good of a sored phre, the pabtic agreed as to where the aihMiiiitretivt Ones should be drawn. Tbtee were as fellows: Oae unit requires oe stop by the officer. Two units requires a atithB warning (first offense only). Three wuts requires a trip tn caret red a fine. * Six units or more require* conniViatic tx> using the "reckless driving'" charge. The waralog level of two ante we* later raised to three units (with the tbM cebn aa exception) beaus* the ten twit lord failed to produce a fair proportion of warning type cues. Thus by administrative agreement, the pooling of the belt thftiHag of dr police administrators, four arValnistratirr Goes were drawn tmder which k wea passible to train officers and give than preferc di rection sufficiently specific that motorists In different communities might motive retfora, consistent treatment by the police. In similar fashion the judge* agreed on their administrative krik This wtS be discussed later in tills pmststion. Attention U ffiractad So the fMX dot the great sigmficaoee of this ilmipust is mot the detailed pouts and mot the ar.tral levels Tr*$c Safety 9 selected, The tremendous gain is the pooltog of adralnlifradie judgment and the cooperative agreement among the leaders. The cooperative atifona plan was made by them and ere be red win undoubtedly be changed by them a* future eoadxdans change. But the dougUtg of the small pieces does not detract from the all impor tant structure and framework of the ueiforaa phut red policy. tf'hat is fir H'nflfli Warning System with Teeth i* /if--Wh3* kgithul* steps of violators which result in coart fines are the backbone of enforermanf. it is generally agreed tint the teal arehr of official police contacts with motoring regttacatt the total educational pcmirae exerted by enforcement efforts so racourage. voluntary compliance with traffic laws on the part of motorists. The moot cecaiaan non-fine producing type of officer action is the stop which results Since verbal warnings too oftea remit ia the violator congratulating himself on baring Calked the office oat of a ticket the new system was otiSrcd to provide a written wmrefaig tqatisg a trip te court to have the record checked red the fitiog of the regular Michigan Uniform Violation Notice- against the name of the violator where its presence will pre-rent any future warning said ptixhaa a fine. Such "iBitnxtioaai waning" tickets serve several valoehle purposes, la the abarnre of auric a system most of the margkal vio lators rcertiane on tber way without benefit of ray restraiaieg action for the legitimate hmean reason that re officer is reluctant to write up what he thinks of aa a very amor rialatfam became he fcaows m advance what the anweit of the fine will probably be and believes this to be too much. If be does stop * rgirwl violator be docs not hnve too much faith In the restreiafac effect of his verbal alhaowltlon. The Michigan system requires the sens# trip to the violations bureau aa if no warebg were involved. It result* hi a warning omy after the record fans bees checked and the violation U found to k a first offense in-12 months. The potential fntnre cawUt.ii of this sys tem are atmort ndbiMd^UUnldy, a* in duce a need for additional enforcement actioo, this warning yeTM sri& permit doubling the nonaber of police contacts if accessary without nsoltieg in the negative public motion vrhkh would be produced by doahSag the mtinr of traffic fines, Whet h the UUkipm Uniform TrnfSc Fine Scheinle for Fhhfw Armuf-It ts geoerally agreed that tin pert played by the coart in the total field of traffic law atforemnent is /rat as important as the part played by police 4tp*\tinu*t, If the action taken by the court fails to deter the violator from eoetisaoBg fa vio late the lew then In a large amamirn the action of the paKce officer in apprehending the violator las bean wasted. There U fittie qurerion but that when a violator steads before the judge, receives a fair -and impartial hearing, red if found guilty is bed re equitable aaotatt accom panied by re eapbaation of hew accidents are anted by violations, that the violator u impressed Cuttitetibty and home his future attitude toward driving is jaftuenowl ta the direction of afety, Uafertnntdy tins effective /official proc ess, stiU reccramended by wuya* was not ccotltmed aa the regular proeetfare for all traffic cases as automotive transportation sky-rocketed in America. The sheer volume of traffic oscs swamped the corat* and made It dfficnlt to spend the vitally needed time to deal wnb even more serious awt such as those involving murder. Since it apparently was not possible to greatly in crease toe masher of /edges to her fit greatly increased number of traffic cases, the traffic violations bureau or so-caBed cafeteria court was invested and adopted by most large communities. This violations bureau provided a pre determined fine for cads offense which cooJd be paid upon * plea of guilty or upon forfeiture of a bell bond. Such fine aebadales were generally ininwufiaphed or printed. Thus m practice today in moat jurisdktiont die majority of moving vioktew are handled ia rioUtiows buimo without bene* fit of the impressiveness of a personal ap pearance before the judge and without benefit of the altiBnl rwy of the judge ia JfN nn/uiug from the facts la the case how much of a fine would be equitable. 10 XJmform Enforcement The result wu that violations bureau rating scale to serve as a basis for court dues were flat fixed amounts which for a action. particular violation did sot talcs into con sideration the degree of seriousness of the rtolatioe oor the degree of seriousness of the conditions present at the time and place of the violation, Axtd the amounts of these floes were in most cases quite different in most communities. The new traffic ticket called the Michigan Uniform Traffic Violation Notice has printed upon it the essential information arranged is a form which made the hazard rating scale obvious. Therefore, all that was required to cre ate the Michigan Uniform Traffic Schedule The present court situation is thus about for viotatios bureaus was to pot dollar ae follows: signs over the columns. The violator pays (1) Only a small proportion of moving violation cases are heard pcrsocofiy by a judge. (2) Strenuous efforts must be made to obtain more judges to bear personally a higher proportion of moving violation cases. (3) It does not appear practicable within the foreseeable future to obtain enough judges to bear personally all movhig viola tion cases. a total fine composed of so nany dollars for the degree of violation committed phu so many additional dollars for cads of the conditions present which Incroued the scrioasecu of the violation. Thus the total floe cmacs far closer to representing equi tably an anoint in keeping with the threat against pubSe safety. The actual amount of floes represented by the doSar rahxs ever each column was determined by "cut and try" to average out (4) Thus at the moment, and to a large about the same as the average fine previ degree for the next 10 years, the fact re ously assessed by the cities prior to the mains that most moving violation cases will adoption of the system. be'handted by violation bureaus. By the simple process of adopting the (5) It therefore follows that violations systaa, the cities automatically obtained bureaus represent the part of the court uniformity, greater consistency, and greater operation where improvements wilt affect equity dr fairness to violators the majority of cases. The board rating scale may also he (6) Since the posted fine schedules are scored for the total mxnber of wits so neither uniform, censutmt nor eqmtahtc, it that those above a pre-detenstioed level may appears logical to undertake development be pmutal from paying a the violation work to improve the characteristics of uni frircan and be raquuud te have their me formity, consistency tad equlzablenes*. beard personally by the judge. (7) Unquestionably such improvements a* traffic violation bureaus will make the bu reau process look more intelligent and rea sonable to the violator and hence it is Horn Dots Ae SjxUm Help Ae /ndf* ~v--* Fo&e QJUerTt lodtvxkol police officers Uke the systea for die following reasons: likely that the paymmt of a fine can be Cl) The ticket physically and rofchani* expected to have a greater effect on the tally is caster to fill out because of checking violator's future behavior. rather than writing. (He also tikea the snap This line of reasoning was an important influence which led to the establishment of out carious wafciog it mauennry tn stuff used carbons bade m the bode) the "system" called the uniform enforce ment policy. Once the court problem bad been thought through it became obvious that it was Im (2) The specific terms printed on the ticket remove any question so Us mind about what is meant b* ordinary verbal hzterpretation of the law. practical if not, completely impossible to (3) The fact that the muform ticket and improve the uniformity; consistency and the uniform system are being used by doe- suitableness of fines tatil a system had css of departments and hundreds of no, been worked out which would improve the . <hawa violators complaints away frees him uniformity of actios by police officers, pro* ' personalty. ide more accurate and comparable informa (4) Because the ticket contains most of tion, and create am administrative hazard the essential Items, it serves as a re- TrtfeS*lety 11 sunder and be is 1ms apt to omk items and thus less apt to be criticised for such oolsdon*. (5) Because the ticket cantains most of the essential information, the jadge Is kas iikrly to call the officer tsto court te ex plain In person just what he sew the vio lator do that was dangerous and SkgaL (6) When the officer If called iuto coart to testify, the check maria aa the ticket serve to flesh his memory as to what hap pened much better than could a few notes written la loogfitnd. (7) The officer feels much surer of Ids ground in jiknfiudTng that the policy of his departmcEtt and the court is when this policy U in printed form rather daa being passed down to him verbally through sev eral different persons each of wbcau uses his words a little dfc/wdy. (8) The printed ticket sod training maul sake It poariblt for him to get much mere out of the training schools be attends. (9) The system, hecauae it lenck itself tn an especially effective public edamtioeaj ia approaritisg the viafanar * he kaows that the violator hug boot told ia two-confuting flngmge just what be should do aad ;oft what wtff hsppru to ham if he fails to do H. txtaaoship with the awwt '*--** he lams that his department and the court are no operating mkr the mmc gruwd rei which have been jointly agreed upon. <ll) The officer feats Wpkr sheen slot ng motorists^ for Inaar dtgius of vioi in u written warning rather than % fine if i{ is x first offense (12) The officer feds better about unhiag stops become be fads that the new fine lekdale is hirer bacanse It Is higtor whuu the threat against puhBc safety is higher and tower whoa it h lower. Him Diet He Sjttem Htlf At CKtf if Petteef OucU oS po&e tn, tmMrnml tb. Uny Bee t&c tptca (or t&c feSo-i* rr. paper edttocs, safety administrators and all those who are hoiking the system. This taka the "beat" off of the chief's office and removes the personal element as a tar get of criticism by violators. (2) It improves his dty-by-day working rdotiocsfalp with the court because the court has agreed to support a system, which be cause it is in print reduces opportunities for BUtmxkrstandlng. (3) It gives ban the support of the city government and removes the opportunity for a citiza or a violator to state that the mayor is agamst a plan developed by the chief of police. (4) It makes rt much easier for him to explain to his men his enforcaneit poli^. (5) It makes it easier for him to con duct a training schooL, (6) It mikes it easier for him to explain to an hnportant citizen just bow bis depart ment operates beeacae there is a "system" printed in black tod white. (T) The improved public education made possible try tire system improves the pobtie relations system of has department and enbuurae bis own penal and professional situation. (8) It improves has petition with the local newspaper toonae the editor eras a party te tin original mcrfuig at which it t.as adopted aad brrsusc the printed system min it earner for bam to explain to the press hew has ibyrtanut operate*. (9) TW chief of pefice of a sculler cauwuatifj mouse he n^1" ! of "raanaig a spued trap" when be is able to state that Ms department h mtog exactly the seme system ae ether larger eomonmities and peotfnee a printed document in proof of Ms CIO) The system provides tin with addi tional information reganfing the perform ance of each of his officers thus malting it easier for him to de a better job of super- (XI) The wiksas wajnlog part of the system ytacss the chief'in the position of being very &k to the motorist who is a fine offender and ae soffi In* pnbBc sym- (I) It gives them the support of a mote amity other chiefs, judges, tity atsormjA. proncataa mayors, dtty i (12) The primed qam provides a spe cific fi namorir to which the chief can dr tetach stray items and loose ends which tihrriu nt hard to top track oL 12 Uniform Enforcement How Dou the System Help the Court? The judge* nd other court have indicated that they like the system for the following- ituoas : (9) The use of the same aalform fines ia violation bureau*)by many dries helps to prevent easy one judge of bring artiwid of being a "tough judge?* or a "soft lodge" (1) It improve* their relationship with the police department became there is a system ia writing to serve as a bass* for good cooperation as to policy and pro cedures, (2) The new ticket provides them with the foil information which help* theca to visualize what the officer aw and thus be better able to determine an equitable ae if the individual is galtr of the offense. (S) The specific terms make It less ncemsary to call as officer is to determine wfaat was the exact driving act or maneuver which constituted a violation. (4) The ticket, is two colors, doe* a safety educational job which makes the action of the judge is assessing a fisc look more fair to the violator. (5) The written warning system places the judge in a more favorable position wf>ai dealing with a second offmsc case because he can mfona the violator that be was gives a fair warning and since be failed to respond to this fair treatment the court Is left with so other alternative but to take a more stringent action which ap pears to be necessary to care the violator of his habit of driving illegally and dangerouriy. (10) The system as agreed upon by the official family makes it easier for the judge to explain to the press bow the com work*. (11) The exchange of tickets of non residents between communities give* the judge more past information regarding the driving history of a resident violator. (12) The printed system utilised an a thorough tnim'ng school makes 2e possible for the jodfc to tarn aside violator* charges that the officer did not know wfcnt he was doing and point out that what thie officer was doing was hi accordance with a specific plan whkh the court helped work eat How Does the System Help tike Vwloioef Violator* have -indicated that they tk the system for the following reasons: (1) Since the same identical ajsian ts bring used -by inrij dries they farve mere confidence tint they are bring treated by the police department hi a fair mrf eanrictcat manner, (2) Beetesc the printed Syrian was need in a coaprchentrinc training idml they lave more confidence that the officer who apprehended them was doing An same flung as any other officer would have dean. (4) The system because of its spcctficness results la the officers more properly using charges and kss often using charges improperly, especially in regard to the charge of "reckless driving.1* (3) The printed Items on rim tklcct tdl them in specific tanging* exactly whoa they are befog accreted of doing rather then some generalities whkh might be Inter preted a masher of dUhnet way*. (7) The support of the "official family" of the comsnmity places the `judge in a more favorable light with the public, and this ha* speetel value* due to the fact that (4) The items printed on rim ticket tdl . than vmeihiog about the policy of tbe police deportment whkh eelky had previ ously beet eonfaoeg ts them. the action* of the court "cost violators (5) The written warping an a Seat of cash" aztd that most violator* apd motorists fense for a minor violation appeals In them are constituent* who will vote* at the next a* befog much fairer than a tea*. election. (6) Tbe fact that the violation bureau (!) The "self-leveling" and "self-adjust- s fines are the noe a* in other atics make mg" characteristics of the Uniform. Fine them realize that their dtj I* mot brief Schedule represent a partial, extension of etpectefly severe with them. the judges analytical discretion to violation (7) The fact that the viebtiem hrtM boron cues, thus adding considerably So . fines are lam for Jem severe cnees and more the fairness of the fines. Since the viola for am severe am appears te be fair and tors believe the judge sets these fines, this rrrif*T? to them why k is rcnmaebfs tint increase in fairness reduces tbtir cocspiaists some fines shotdd be higher or lower then against ban.* other*. Trofc Sejety 13 (ft) The fact tint the pins has the sup port of off city officials pm the violator aewe confidence in H does if it were just the plan for one son. (9) The fact dm the pubtic educational program has been geared to rim pine gm* than the feeing Alt they were told ex actly wfm was goto* to happen to them wad thus should hardly twl sneprimt (10) Tbe fact that fine* am higher for those violator* who drive illegally at night, on wet pavement, k heavy traffic and cute people to dodge, almost fak someone, er actually bang a fender, supports tbtir own oesrtmiioc* and makes them less un happy about their own case. (ft) Because they believe police officers should have mom training. (9) Because they know something about bow the system works they can answer questions asked by some friend who ha* Scot "picked up" by the police. Wkoi Are Some Oeer-AU Vohue of the System? The himdeeds of administrative tenders who have helped to develop the system point out the following over-nil values of the systoa: (1) By puffing together the offintsTi ** each community and those of many com- jcsoitics on a cooperative project it lay* the fowadation for wotVtog together mem doscly in the future with obvious advan tageous results. aspect* tends to give the violator the fad ing that he la drsllng with a wtB-ruu outfit which (sow* what fc b doing rather than merely bring victimized by an iufirital officer er coart offiriaL (2) It give* such state asuriatioos as the chief* association or judges auoczatioe specific worth-while service projects whkfa unit in bedding 19 the organization. (3) It pools the best administrative thinking of administrator* aod product* a than eoaeaderahle safety information whid wa kip to hsep them ftsn ben* appre hended or involved in an hi tin better system than any one administrator could develop sIom. What About th* Judgment of nww eject toe aytum Help Other Mo torists? Motorists who fame net Wen appre hended by the police for a traffic violation hem hdialtil that they Bn the system foe rim following reasons: Xnffivfciaal Officers? Police adaunisbralon arc generally agreed that an oupoetaat dement m boffdlog a good traffic tew enforcement program is the process of bwkfiag op the judgment of MbC Hat cither the pcCicc <* tfe mrt tmd * wcB-thoo^rf-a* Hn of o^rxticuL individual police officer*. Then It Is knpocteot to study the Hu-htgan syston to sec hew H affect* this situation. At tbe outset It must be remembered thin rim "lodgment of tbe individual officer" **y wootrf hope to be mud tit 9 is already restricted by the traffic tew itself. The dements of the Uniform Enforcement Policy System are manly an extension of wnm urn to be treated rite same h sac rily. (4) Because Ac city officiiIs am in agree meat rather time in eaaffiet on boar t radoce accWhats, (5) Because tbe craffie fine* am cxpbfoe sad look reasonable, these same tew*. Tbe development of a dearly defined policy expressed ia specific term merely give* positive direction to the officer and encourages him to apply his personal judgment ia a direction most likefy to reduce acrideots. Individual officer* have iadkalcd that they prefer such positive di rection in the form of a. printed policy beeaoKt k remove* any doubt a* to exactly (ft) Because tbe written warnog systan WP*il <o tbtir sense of "fair pier." (?) Bemuse they bke go be told about how tbe court and the police departments operate. what tbtir superior* wish them to do. It mem* logical riot good individual judg ment of aa officer should produce better results If applied within the framework of a plan or system compared to befog applied without `a plan pc system, 14 What Can W* Do mtk Trefic+AeddoU RepeoUrt? Whit About Violation* Net Printed m the Ticket? The six vioUtioos printed oo the ticket were selected on a volume basis. By vol ume they were found to be involved in more accidents than any of the other mov ing violations. Thus by volume more stops should be made for these than for any other violations. Thus they cover some 30 per cent of the dsy-im sad day-out stops by officers. A total of bx violations were derided upon because it would he impractical to print SO violations on the ticket, merely to cover then all when 44 of these woeld be used only infrequently and la proportion contributed to accidents far less frequently. Within the limits of space there is no rea son why 10 violations could not he used rather than six The selection of these six violations natu rally will tend to encourage officers to make most of their stops for them. But this should be helpful if they are involved la most of the accidents. It is not believed thst merely because a "one-way street" violation is not prated on the ticket that this will prevent aa officer from stopping a motorist be notices going up a one-way street m the wrong direction. Nor is it believed that the printing of the big six will prevent officers from stopping motorists for illegal "XT* turns, double parking, etc Highly specialised problems at particular intersections or on particular streets require special training and special inttructioe. This it an important application of selective en forcement. Training and instruction are certainly of greater mffucnce th$a the form of a ticket. For open highway use there are some nine additional items which should be added to the ticket. The test; in tbe long run, of `whether the ticket has printed upon it the correct *,*iolations or enough of them, will be whether or not they account for 89 per mat of the stops which should he made by officer* for those violations which by volume are in volved in SO per cent of tbe soddent*. The remaining 20 per cent of the violations will be spread over perhaps 20 to SO indivkhssj "other violations." Changes are certain to be made. But it is hoped that they can he made collectively so that just as modi uniformity as possible can be retained.. Court--ioa The author wishes to again emphasise the fact that this presentation is made on behalf of the Ifidtigsa group*. Ho one man nor small group of men developed this sysla*, It Is tbe product of the efforts of hundreds of officials. The Michigan group has developed a "tysttm." This system is the first of its kind. It may not be perfect bet it is a let better than no system at ati. It U Hoped that polks court and safety officials thretigboBt the coatixy will view this pioneering attempt with sympathy sad be Idad enough to continue Co assise in Its future development To reach its proper level of re&Mroatt it will need the lidp of everyone if it is to be of ivveraw assist ance In seducing accidents. There eta be no yatks shone the need for the development of "a system'* which would make uniform traffic law enforcement a practical reality. If It had not been de veloped la Michigan tt would hare fought its way to the surface an souse other ante. It is hoped that the ptooeeriag efforts of the inrhtgy.* group may serve to stianifate all administrators ta the direetke of devel oping and perfecting "systems'* of traffic law enforcement which will prove were value la the future. What Can We Do with Traffic-Accident Repeater#? By DR- HERBERT J. STACK Director, Cotter lor Safety Education, Knr York University It has been known for nmay years that far more than their share of accidents, and a relatively small percentage of astocnobtie are charged with far asore than their shore drivers, ranging from 5 to 10 per erait, have of violations. There are known as "re- Traffic Safety IS pesters," accident-prone, or chronic Vio lators. Studies hare thaun the* over a 6year period, 4 per cat of tbe drivers had 36 per cent of the accidents. These motorists hare tsrema one of oer serious problems, for cvoi thrmgk they an in the minority, they arc Ac *akk" diiitrs --tbe ones who need correction snout or, if accessary, removal from tbe highways. They are the trouble ankers wbe appear too frequently i* eur carets a* chronic violators. Snee tire percentage of these kimt Is small and tire harm that they do Is rela tive^ great, this group deserves the special attention of Ikemc authorities. There are aalcfau caret in other fields. The school*, for example, are focusing a good deal of attention on children with visual er ether dlsshQlties--the acetally retarded and tbe detiaqaente, Health disks are directing attention to patients inspected of Ascues sack as tuberculosis; rheumatic fever, and heart iflmantt. Aff through oar society today, effort* are bring made ta locate person* with dlsabtEtks red provide treatment or correction. It I* tire same in tire field of driving. While there are eenvindng arguments for periodic reexamination of nff driven, pcoftu* in this direction ta slow. There are variods reasons for this; an Important one bring tbe traacudoas rmnnficr of drivers involved. On the other hand, the Examin ation of the Sts 10 per onMlic problem driven--would not he toe daffiaalt. Xn fact, tins is bring handled to tone degree ia Cuunretitut and in ether states through drivers' dmka It was the firm confidence In tire practica bility of such dUa dat prrenptod the Hew York UshmHf Cualri for Safety Sdaothan ta cany on the investigation m Geoneetient ati UkMgan daring the past year. Tire Cmitr has bees provided with funds raramrieed for sndt research by the Eao Fi.mjilstioa for Highway Traffic Centro!. One study was conducted by a group of ten fiWrtr In the fields of mrioremnax asgureminc; and education, and wiB be pub lished this fall as a 200-page manual en titled Tie Driaer-Nu Nature. Needs, and Improvement} The second study was concerned with the physical and mental ddnctiriitici of aedkn-rtpetien. This Is sow bring pub lished as a monograph by the Foundation.* I will summarise tbe Brest important con clusions, observations, mod rcrrxnmendadona Before starting this htrcstigatioo, which was carried os in cooperation with the Groaeetieut Motor Vehicle Department and the Michigan State Police, the Center staff first reviewed all the related studies of the past quarter of a century. Research such as that of Lauer of Iowa State* and DeSthra at Harvard and Yak* covered several years and made significant contributions to oar knowledge of drivers. These and the other researches were carefully analysed and evaluated before planning the investigation. Tire staff considered also Johnson's inter* estiog criticism of past research studies, "The Detection and Treatment of AcridestProoe Drivers," pablished in the Prychological Bulletm. be 1946* ta the Eoo investigation in Connecticut and Michigan, 513 drivers were tested. Of this number 127 lad to be dropped because they could set be matched. In the final matching there were 386 drivers evenly divided Into "repeaters" and accident-free. Tbe repeater* were selected on the basis of bad driving; the "free" on tbe basis of a perfect record over a 10-year period. The accidents were considered oq the basis of mileage exposure. The accident rate for the repeaters varied from as low as 2 per 100,000 miles up to more than SO. An important point should he stressed right here: Sometimes we accuse operators of commercial vehicles of bring serious re peaters, when as a matter of fact they are no worse than the avenge driver; it is just that their mileage is much higher. Another point s Only a few women were smasoned to tbe clinics. The newspapers immediately concluded that the women were superior drivers. But the swage woman driver rovers only 2^500 miles a you-. That Is not roe-third the salcage of the avenge man, nor one twentieth that of the average comcncrcsel vehicle operator. Therefore, any comparison of drivers which is net on s uulmg* bwti U unreliable. The two groups were matched m pairs on the foSowmg basis: sex age, yearly mileage, occupation, and typo of vehicle driven. In some cues, as ia the Connecti cut clinic, this etching was not perfect; especially with regard to age. Tbe average 16 What Can We Do mtk Trafic-Acddeni Repeaters? nnai trulgagf for the two states was ap proximately the same, between twenty-rix and twenty-*cvea thousand miles. The strik ing difference between the poup* was that the repealers had 853 accidents and 1100 violations, while the "free" bad no accidents or violations charged against their 10-jrear record The accident-free driver* bad inn.w< a total of more than 40eii]lioB aocidait-free miles, which is equivalent to driving 1600 times arotmd Use earth at the equator, or ""^1 8,000 rooad trips across the United States. The repeater*, an the other hand, had traveled approximately the same mileage, but had had 853 accident* and 1100 violations. Why this strildsg difference between two groups of motorists, both of which were holders of drivers* licenses, bad the same rights under the Constitution and were em ployed in much the same type of work? It is impossible to discuss in detail the types of tests used In the cUbk. A com plete description of the testing procedure will be included in the forthcoming mono graph. Suffice it to say that drivers were given a complete testing for a period of an hour and m half with Urn most rcta&te instruments that could be found. The inter* view alone, which of 100 ques tions, took thirty minutes. A complete battery of vision-testing instruments wu included, together with instruments measur ing emotional stability, personality adjost- and driver attitude*. The clinical statt ui each state consisted of tea to twelve persons trained in the administration of tests and interviews. Raanlta of the 8tafly The following arc Use mote significant finding* of the study: !. Repeaters tend to be leas well in formed than the accident-free with regard to safe driving practice* and regulations. The more serious repeaters, those with as accident rate of 25 or above, have the low est scores on traffic tests.* 2. Repeaters tend to have more person ality maladjustments than the "free/* Here again, maladjustments tend to focrCasc among the more serious repealers. The Cornell Word Form was used for this.test.* 3, Repeaters tend to fasve poorer motor control under normal conditions, as well as under conditions of frustration and annoy ance. Serious repeaters tend to be more upset by anoyances asd frustrations ttan any other group. The tendency oa the part of some drivers to "lose their beads," "go to pieces," or *get emotionally upset" is apparently attaint among the repeaters. They arc not as weS balanced emotionally and md to be confused more by aanoy ances and frustrations. 4 Attitudes toward certain aspects of driving are significantly poorer among re peater*. To dcNxmaae this, attitude tests were used and the ugiafrirr of dfferaen was datiuuiliitd by using the chi square technique. 5. Repeaters tend to show a preference for higher speeds, both m daylight and a darkness. This was notably true in the Connecticut group. 6. Repeaters taScatc a higher estimation of their .ability to oaasumc mtaxkxbrjg beverages without taring their driving af fected.' This was most marked h Con- neeticat Some drivers frit that they coaid consume from ten to eighteen cocktails without being affected, yet even five codetails might ta hiBrunt to put such driver* ta a condition fcaowu as "aadcr the inffoence." 7. Repeaters also have been arrested more than the free ou charges of aslsdcmeaaors other than traffic. Thb may or say not ta as indication that is general they are lam respectful toward the law. 8. Repeaters also have many violation* charged against them. Is fact there is a high positive correlation between accidents asd violation*. la cue sense xrjirated viola tion* My be considered a symptom of a future accident- Drivers who esosistendy violate regulations are out "looking for an accident." 9. There was an significant difference between the visual acuity of acrideafc**pcaters and "free." Variations of acuity between 20-20 and 20-50 vision do net sens to ta important. Yet there were morn re peaters with serioos aeoRy dbsbtCtie*. 10. la Michigan, significant dlffcrcncca were found la the monocular and btnoenfar acuity, stereoscopic depth perception, and ocular muscle balance Both ctirics re vealed serious cues of visual deficiencies among the two driver groups. Frsjc Safety 17 U.`h tests of visual fields or rate of dark sibphita, there seemed to be so put dfutste between the two groups. Almost as naq pcrions with poor adapta tion, ci--mil/ known as glare recovery, were found amnug the "free?* as amoeg the "repeaaers." The complete battery of visual tearing wpMat of the Americas Optical Company urns used in the investigation. There wars certain aspects of the testing ttat muted bo significant difference* be tween the two groeps: t, Systolic and finstoUe Mood pressure 2. Recreational lomm X ffdarafkm 4 Waddy Income 5. Heahh afjucnot and practices 4 Heme adjnjtnuat. Stafiariy, repeaters bad completed about the sasae number of year** schooling as the free. appiinTsiiliTj ta WtaC CM We Du with ArtidtaltfUtm? Amoeg die driving population a small percentage arc chrome violators and re peat***. Ttaac drivers canoe far more than their share of accident*. A conservative estimate of the erne of accidents of the GaanecticaK amd Mkhsgas repeaters vu weff ever 88X1008. On the other band, the aeddeat-free group tad rest the uuoraaee companies little or nothing. Ia view of the facts revealed by this and other investiga tions, the foilowing recommendations arc Bade; L That the states establish dimes to in vestigate aeddat-repeaters and attempt to remedy disabilities. In small states this work could ta done by one large elide; in larger, by several disks located ia centers of population. 2L That every state set up an accurate system of accident reporting This is a baste responsibility and altogether too few states now have anjfwhuc scar an adequate sys tem. Series repeaters would be rite first summoned to the ditties. A point system related to aceJdetiU and/or violations might ta established, as in Cooncetlcut, and driver* called ia wfaea they tad four or five points against titan. A Ttat these Hariri bn operated by o* antisera of the Driver** License Bureau, examiners with experience asd training ia psychology to be assigned to the work. 4 Ttat in addition, dirties be used to secure supplementary data regarding drivers called on for hearing! where suspensions or revocation of licenses U being considered. A complete elude should hare the types of equipment listed ia the accompanying tafck. Per the Large Chefe EfmpmmT 1. Personal Record Sheet Z Sight Steamer far aqnrvalcHt) ------- A Perimeter ______ 4 X Knowtoday Test* ____ . 4 CWneSWerd Forte* 7. Motor Performances _ 8. Attitude Test* --___ 9. Rmetoneter TVxrie# Aemty, depth perception, tnusdc _ irabaiance, binocular vision --. -Field of vision ------------------TM .Light adaptation . .Traffic information ------..-- --Personality adjustment Stability ________ _------- ------- -Selective reaction *Ga be administered to several drivers at a time. .7 .3 .S . 15 . 19 .. 5 10 .5 It Is saggested that part of the equipment listed above be used, rock a* Items 1, Z A 5,6,7 sod 8. While we have discussed this subject largely from the standpoint of the state, obviously the clinical approach Is appBcablc eqmlly to the coeuaerdd fleet When drivers hare repaid ariinta they should be called ia tor conference*, la connec tion with these conferences, the sapcivlsor easy wish to have certain tests given that will reveal my disabilities. This is com monly knows as "spot" or "sdcctiW* test ing Bor example; a driver who has had several right acddsits woold be given the glare test One who showed emotional in stability would be given a stability test; suds as the Cornell Word Form. The object is to find out what Is wrong with the driver* and to attempt correction, or, if 18 What Cat We Do with Tregic-Accidatf Repeater*? the situation is more serious, to recom mend transfer to soother job. Cerrectirs M--arm Havinf discovered certain driver weak nesses or disabilities, whit can be done? This subject alone might very well take all the tune that is at my disposal. Our tests showed a surprising lade of hiforaaadoe regarding ordinary safe practices. It appears that die states have not discharged their obligation of seeing to it that drivers are well informed. The motoring public is not weO informed, and poorly informed drivers teod to have the scat accidents. Is a certain sense aeddmt* are indications of educational shortages. Somewhere along the line we have tailed to ptnade drivers to study dm regulations and follow safe driving practices. Curiously enough, m Connecticut the high school youngsters tested scored as Ugh as the average Con necticut drivers with 16 years* driving ex perience. Improving ririihides--'This and other studies have shows us that the attitudes of drivers are very important. We woold even go so far as to my that attitudes arc more important than drxviog slolis. What can we do with drivers who give evidence of bad attitudes soeh as discourtesy, poor sportsmanship, "hogging the road," fiancetaking; thoughtlessness, disrespect for law, and the many other faalty attitudes. Improving attitudes Is far more difficult b** imparting information with regard to safe driving practices. Attitudes are apt to be deeply ingrained and not as easy to change as other knowledge or ilriBt. But they can be changed. We are firmly con vinced of this and have seat many ex amples of it. - In the first place, the interview conducted by a hearings officer provides aa excellent way of changing faulty attitudes. This is true likewise when a commercial vehicle operator is called in following an accident He must be persuaded threngh direction and through an analysis of his record, to gether with the findings of tests, that Ida attitudes are wrong. We must remember that many of our attitudes have been brought about by emotionalised experiences. A driver who "hates cops" and who wall do anything to take advantage of ilfmtiom "got that way* because of ccrteia put experiences. The suspension and revocation of Scan-- is another method of girting a* fnitf attitudes. The driver must he convinced that be Is wrong and iha that If be continues Hi had practices be wifl he rate! off the read. Supervisors ef eemmerchd fleets can see the app&atioa of this in Mr work. Good attitudes meat he tin--d continuously. Several of the new vimnl aids, sodk as the Zurich pradnctlrm "Des tination Death.** are ikvoinl to impewriag attitudes. Emotion*? InsieMiUy--What can he dene for drivers who are emotionally a--able? Some snffer from m3d or mere mnom necroses; others, from the mere seriens psychoses. Seme are wmikd about futil/ and personal problems; others are nmiouf aad upset shoot other tftihht Under such esnStkoi they da met eene--c. They tend to beoa-- wpect in imiigraij situations, and am aoenfant may follow. This is a djfficalt problem to deal with on a statewide bails. Obviously, the more serioas psychotic cases or those with had neuroses can he referred to a psychiatric clinic or to the family doctor. But these emotional coedsttoot rise and fxS and are difficult to de tect Fleet supervisors have an fespoctent responsibility in their dealings with SedU ubal drivers to do what they as to dor sp any "gripee" or emotional dtstmbeoces that they mxy have. Fartmatety, ccrtela of the tests we hare used tend to show whkh indhddmls are meladjwtex^ hot un til the states fare either soda! case work* era or psychiatrists on their staffs, k will be difficslt to give aanch bdp. A fricadfy conference with a cfinic inrixr amy pro vide so-- help for this type of drlrcr. Remedying Eye Drfecti Phctuwtdy, many of the eye disabilities revealed ia the study are subject to correction or may be compensated for. Drivers who fall on visual acuity teats obviously should he told to visit an eye specialist. Those who here low glare resistance shedd be captioned about sight driving Those who hare a restricted field of vision shock! be asked to Imre additions1 mirror* installed on fenders or sides of cars. Astigmatism and n be corrected In Tragic Safety 19 --ny`cases. When visual conditions are hopelessly bad, licenses should be revoked. la this brief paper It has been possible to dlscass only some of the high points of the problem of the accident-repeater. Yon will aote that I have not talked about re peaters as being accident-prone. We fed that only a comparatively small percentage of the repeaters are scudot-praos. We take the stud that a large percentage of the accidents Involve some failure, some shortage, or some fanlty practice on the pert of the drivers. While the so-called "physical** cause of toe accident may be givm as "on the wroeg side of the read," "faulty pasting;" or "exceeding die speed limit," we are more concerned with the baric or underlying cause. "On the wrong side of the road" bealy the last physical thing that happened before the crash. We are concerned with why the driver get on the wrong side of the road. We are cocvlaced that there are certain personality factors that are the underlying causes of mast acodmte. These factors on be located and measured, and hi many cases corrected. Just as the health dimes are attempting to eliminate disease, the psychiatric dinks to treat acetal ills, so driver clinics can help locate and correct many of the disabilities which contribute to actidmts. Other Phytital mtd Mental 1TitehiHtiee-- Thus far wa here considered only those disrialitiei that are essentially poychopfaytiaL There are, however, a number of other disabilities that should restrict or exclude persons from driving. Mention of certain of these Is made fa 6* Uniform Vehicle Code, Axtide XL There is general agreement among atolnitiUn that per sons suffering from epilepsy, unless they bare certificates from their phystdaaa to the affect that scuurc* hare been elimin ated, should be barred. Both greed me? and petit met aw. If My are subject to utiwo even though only ceasSauafly, may be d--gvrrwii n the highnsy. These suffering front narcolepsy, who tend to fall asleep at the wised, should be restricted. Obviously, the nine u true of the more serious eases of spastic paralysis, locomotor ataxia, ml puferia. Oa the con trary, the record of tnpetm aod para plegia, provided they drive cars equipped with special controls, appears to be satis factory. As far as we have been able to ascertain, the driving record of the 17,000 veterans who have bees given cun by the Veterans Administration is as good as and even better than the record of the noodisabled, la addition, those with minor orthopedic disabilities of the hand or bdow-the-fcaee importHons hare as good as accident record as the normals. Persona suffering from very high Mood pressure aad the more serious forms of heart ***-- should be cautioned not to drive, even though Mir accident record may be favorable. Thia U true especially of those with serious angina pectoris or coronary thrombosis. There Is no question about habitual druokards and serious users of narcotics bring barred from the. highways. The diffi culty is to locate them. Tbcu there Is the difficulty of d***rr,{"*"g which are the serious cases. Here, pgvu, the advice of a physician Is aeeeaaasy. What can a state do to restrict the driv ing of those persons with the more serious mental disorders? The answer is given la the Uniform Vehicle Code: The Depart ment shall sot issue say license to-- "Aity person, as an operator or chauf feur, who has previously been adjudged to be afikted with or suffering from any mental disability or disease, and who baa sot at the time of application been restored to competency by* the methods provided by law" This provision is in the Code, but there are many states that have sot as yet adopted it There are others who hare It on the statute boohs but do not comply with it It Cs obvious that many of these condi tions would not he located fa aa average chain As s matter of fad; most dimes could not; nor would they be allowed to, diagnose cun aad prescribe treatment However, some of the conditions would be apparent or could be located by meews of tests. Ia coodusios; the percentage of serious acodcat-rcpealers ia the average state la not large. Many of the disabilities of the limited number of repeaters can be located 20 Round-Up of Wkafs New in Trmfc Softiy fa most iaitaxei remedied. While jhU group U Dot responsible {or any large share of the total aeddents is the state, it is responsible for fax more than its share. It is for the state or commercial fleet su pervisor to discover who is disabled and attempt to effect x remedy or make com* pensatiocL `Eoo Foundation for Highway Traffic Control, The Driver--His Nature, Needs, end Improvement. Saugatodr, Conn.: Th Foundation, 1948. Pp. 200. *----...-.... ...... , The Personal Characteristics of Traffic-Accident Repeat ers. Saugatuck, Conn.: The Formdatioo, im Fp. 40. Laser. Alvah K, Methods of Measur ing the Ability to Drive mi Automobile. Bulletin No. 115, Engineering Extension Serviee, Iowa State College; 1936. *Dc53va, Harry R, Why We Have Automobile Accidents. New York: John WZky fc Sou,- Inc, 1942. Fp. 208. Johnson, K. W, "The Detection and Treatment of Accident-Prone Drivers,* Psychological Bulletin, VoL 43, No. 6 Pp. 489-532, 1946. Center for Safety Education, Knowl edge Test for Automobile Drivers. New York: The Center, New York University. 'Cornell Medical School. Cornell Word Form. Round-Up of What's New in Traffic Safety By NORMAN DAMON Vic* President, Automotive Safety Foundation, Washington, D. C. It is my purpose to deal with recent inno vations that reveal that spirit of enterprise and action time has cabled the safety move ment to advance in the face of all difficulties. Since more progress has been made in the reduction of traffic accidents post-war than in all the previous SO years of motor vehicle use. let's confine our attention to this period These phenomenal gains have brought us the lowest traffic fatality rate fa automotive history, estimated by the National Safety Council for 1948 at 7-8 deaths per 100 m3lion vehicle miles. That means about 25 fniTiuw miles of driving for each traffic death. The fatality rate has been cut to less half the 1931*35 average. As to total traffic deaths, if the National Safety Cornual's present estimate of 31*100 for 1948 holds, then, with the exception of the war period, we most go hade 16 years to find a lower amnal total. But fatalities are not the whole story'. We must face the fact of a million crippling personal injuries each year. Nor can we overlook the two btitioo dollars or more, annually, wasted in accident costs. Further, lest we become complacent, we face an enormously inflated traffic problem. Vehicles in use exceed 40 million driven more than 400 billion miles ananally by more than S3 niw driver*. In Angust of tills year the 100 miUlontii vehicle was produced! These figures should temper asy everconfidence we. may lave or astj fading that the accident problem is ticked- They should convince us we mast be constantly on the search for new and improved ways to sustain the momentum we lan piodL We must use all the toola of bungfmtinfi, Kieses, research and training. We must use better psychology then we have fa the past We can't scare people into bring safe any more than we can scare them into bring good. Perhaps a more positive and effective approach Is to appeal to both "pride and pockrifcoofa." Because, after afl, the main springs of safety are both altruistic and economic. The developments I am going to review briefly *"** be darned as new h the acme of a new miracle drug tike pcmcHlfa or ; streptouiyda. Instead, tfity are hi the nature of revised and expanded procedures, which have stood up under test and can now be put to work on a non comprehensive scale. Trope Sofety Z1 with the at ri an aromed and rapidly giewing pulBe faetrufc Ta sinalfy thin wnl up of what's new --or ufariirij new .1 lave used five major ilimnfifirms* First, program: second, msdmsry; third. odimUtt: fourth, arm prob lem*: and fifth, near pools, L Action Fisgrmn Basis for Unify-- Laanchingef the Preridmt*s Highway Safety Conference in 1946 was a recognition by the high* st department of gavgraaagat that traffic a/rlfrass constitute a serious social aad threat to the nation. Tint action alone was the greatest single post war stinmfns to pabtie interest. Out of that conference came the Action Program- a pooling, of aH the moat effec tive plans and (eduxfaoes then available. That program has provided us with a com mon objective to which we can direct all our energies. 2. Machinery Focuses Responsibility-- New and newly effectiveTMarc the admfaas* trailve yrecrinm ruamnalri in the Ac tion Frogiam, focusing tbc spotlight of responsibility upon official action, backed by an organised and articulate public opin ion. Specifically, the blueprint provides: a. For national coordhatio* it provides a National Committee of Federal Officials; a National Committee of State Highway Safety Officials; and a National Committee for Traffic Safety. b. For state osonhutku ft provides for a Coordinating Committee of State Offi cials; and a tett pahSc support groap or state mfety cermcfl. c. For city coocdfaaikx* it provides for a coordinating committee of dty official!, and a dty pabUe support group or local safety council. 3. Activities--la dsaadaf activities, it i$ often to draw a dear Hoe of demarcation between those that are oflfctal and those that arc aon-effidal. W* reeog- aiaa as a basic principle of the nation wide effort that accident prevention Is pri marily the respecjftxZity of the public officials uitrma.il with the legal authority to buOd. msmtafa and operate the highways and control their use. But la many cases a program Is a thoroughly cooperative ven ture; both m conception and development, la choosing the foOoS^ug examples of official and aoo-offidal action, there is no desire to be arbitrary. They are merely intended to illustrate types of programs in which the initiative and basic effort has been supplied largely by ooe or the other of the two. elements--the public agencies and the public support groups. Recently public officials in the states of Arizona, Michigan, Iowa, Colorado, Texas, Indaus, Oklahoma, Kansas, South Carolina, aad in the cities of Miami, Fla^ Lansing, Mkk, and Washington, D. G, have under taken comparative studies of their traffic laws aad ordfaazuks with the Uniform Vrirfdc Code aad the Mode! Traffic Ordi nance. The purpose is to determine to wbae cxtt existing laws conform to* na tionally accepted standards and to provide x factual guide for such legislative action as may be necessary to revamp the laws for the sake of consistency, safety aad cDovecdenee. A special committee of District of Colum bia Commassooers Traffic Advisory Board has just completed a revision of the traffic aad motor vehicle regulations for the dis trict. This actioo is to be formally ap proved by the full Board and then for warded to the Commissioners and the U. S. Congress for approval This leadership by officials of the nation's capital U especially significant, since more titan 51 per cent of the vehicles on the streets of Washington. D. C. are from the 48 states. Tbc Puhlie Roads Administration has recently approved the use of Federal Aid funds for suds state and local surveys. Many private groups. Incidentally, have initiated aggressive public*information pro grams to support the adoption of uniform taira and ordinances throughout the nation. Td like to taxteracore the importance of this effort by citing a single example. A study on law enforcement conducted by the Legislative Council of the State of Wis consin observes that a driver with a broken headlight; traveling the 113 miles, between Appleton and Madison, would be subject to arrest by 41 different enforcement agencies fa 37 different jurisdictions. This points up not only the duplications aad conflicts that may exist fa the traffic laws which the states aad cities have been haphazardly accumulating over the years, hut also the urgent seed for coordination of oar jfcwiwUtratiw agencies. In other words. 22 Hound'Vp oj WhaPs JVew in Traffic Safety uniformity of application goes band in hand with uniformity of statute. Within the past three years the states of California, Michigan, Washington, Ore* gon, Kansas and Nebraska, amour others, lieve undertaken a long-range survey of their highway needs. 'These engineering and fiscal studies are designed to provide the essential facts on which to base a sound and orderly road program, with due coosideiatkn to future population growth The Texas Highway Department hu co operated with half a dozen cldcs during the past year or measures to incorporate safe street-design features os the layout of new residential areas. The Public Administration Service will shortly publish a brochure, ''Building Traffic Safety into Residential Developments." This new manual has been prepared by a special technical committee for the National Com mittee for Traffic Safety. and anticipated increases m traffic*-* pro* Indiana sow requires that doctors report gram that will insure that highway finds, to the State Board of Health, and they in limited as they always are, will be so used turn to the driver licensing authorities, all as to give the public the greatest possible cases of epilepsy or chronic drug addiction. return in services tod safety for every dollar spent. Each report includes a review of the The Kansas Highway Department and the Iowa Department of Public Safety have both concentrated on locating and correct current traffic safety program based on the ing "bad locations,** annual traffic safety inventory administered by the National Safety CoaodL Deficicicits in the state's program point the way toward stepping up the use of essential engineering safety-design features as well as other traffic safety features of the Action Program. For example, oe route 66 which creeses the southeast comer of Kansas j* a 13-mik sectioa, where motor vehicle fatalities, persortal'injuries and property damage totaled up to a financial loss of $274,000 during a our-ytar period. This figure Is based on $15,000 recoverable per fatality, $L$00 per In September, the American Association serious injury, and $2SQ per minor injury, of Motor. Vehicle Administrators held a plus actual property damage driver license rammer workshop at Mich igan State College and developed the foun dation foe an advanced program tn the treatment of the accident-repeater. The significant thing is that, according to expert opinion, virtually all future accidents of the kind that have bees happening could be eliminated through the expenditure of * The association plans at an early date to sum ao larger than the 4-year accident costs initiate a national program for the training to correct existing hazards on the highway. of chief examiners, to be followed by re More thaa 490 aties and towns and 21 gional training for examiner instructors. counties throughout New Jersey, with the Few will dispute that a drastic revision and upgrading of our driver licensing pro cedures would be the most effective single measure we could take for the .short-term assistance of the Motor Vehicle Depart ment, have established official traffic safety committees la accordance with the Action Program. {and certainly the long-term) improvement In addition, the weekly radio dramatiza of the traffic accident record. tions sponsored by the Department of Motor About two years ago the Commanding Officer of the North Carolina State High way Patrol went before the Legislature with a plea for more men. He promised that for every officer given him be would save one life m traffic. Given 223 more men, he set out to his goal and wound up a year later with the record showing 210 less fatalities; and to date this year a further saving pf snore than 100 Uvea, when compared with the 1947 total. Vehicles have proven so effective that they have been adopted tod adapted for use in three states and the District of Columbia. Under the sew coastitutioea] coert re organization, the Chief Justice of the state has set for November 30-Decenber 2 the first statewide traffic judges and prosecutors training conference ever held in the United States. Four regional judges' and prosecutors* training conferences have bees set up aad staffed jointly by the American Bar Asso- Traffic 23 elation and the Northwestern University Traffic Institute at Northwestern Univer sity, University of California at Berkeley, Tulane University and New York Univer sity. In Connecticut, new reSectorixing ma terial is being used os all vehicle registra tion tags. In both Connecticut and the District of Columbia, virtually all street wanting and directional signs utilize this material. Arison has used it to delineate both day and night speeds ob a single sign by a clever masking procedure on the figure "60" (daytime speed) to show the reduc tion to "50" (nighttime speed). I trust I may be forgiven If I do a little pointing with pride to Washington, D. G, wfckh, fey its effective program, has brought traffic fatalities down to the lowest figure a its history. The District's action la developing tztifonnity of rules,_ regulations, signs and signals may well give major impetus to the drive for uniformity throughout the astioa, having as it dees the spedal approval of the U. S. Congress and affecting hun dreds of thousands of drivers who aaooalJy visit the District from the 4$ states. Intensifying its pedestrian protection pro gram, aew "Watch For the light** robber strips have bees placed in the pavement at aQ important downtown intersections. Espe cially for people 13m myself with bifocal glasses this is the most effective possible location, since la watching for the stepdowa from the carb, oee actually sees this wanting before looking at the light. In cainop with sassy states, the Dis trict police and traffic divisioa rocs a traffic violators* school. Is addition, however, the District is probably the only dty or state that runs a special school to educate its traffic prisoners. The Department of Motor Vehicles, cooperating with the police and Department of Corrosions, conducts weekly daises in the District Jail! The sign modernization program calls for the Immediate erection of 7SJXX) signs and signals conforming with accepted national naafonm standards (A3 Federal highway markers cany a sew and highly effective rvffeetoriziBg material). * The first training school for driver ex aminers will be held in the District in November. One feature Is the new written driver examination which 1$ certainly one of the few, if not the only, such examina tion devised with the aid of psychologists and psychiatrists. And so it goes state after state and dty after dty. la Dallas there is a juvenile court on Saturdays tod a clinic at the County Hos pital for those apprehended while driving under the influence of liquor; m Grand Rapids, Michigan, special intersection anal yses are made to ascertain "cause" rather than "circumstance" of non-observance of lights and signals resulting fat accidents. Mississippi inaugurated a special vehiclelight checking program; Portland, Oregon, set op bicycle stands to keep pedestrians and bicycles apart. The same dty marks certain street crossings as "suicide lanes." In first place amoeg dor-official activities supporting the Actios Progrant, one must certainly rank the Annual Inventory con ducted by the National Safe^ Council. Through tins inventory and the subse quent technical analyses, state and dty offi cials and public support groups have ready at hand not only a progress report on past accomplishment, but a comprehensive pro gram for the next year's job of traffic im provement. Five special emphasis programs have been approved fey Use National Committee for Traffic Safety as a means of giving concentrated and timely support to spedfic activities. Thus high school driver training was selected as the first this Spring; driver Hceatzog- this Sisssmx*; with traffic court improvement, uajforra laws and traffic training to follow. On October 16 a meeting was held in Chicago that promises far better integra tion of field staff support for the Action Program thaa we have had In the past. More thaa 20 national organizations met to exchange information, oa baric function*, their current safety activities, and ways and means to utilise their respective field forces so as to get more effective coordination and maxzmuEa results m support of the entire actios program. Certainly adequate information is the keystone of public support. Action and sup- 24 Rotmd-Up of Who?* i fern t* Traffic Safety port will only follow oo the basis of such information. In a recent special study at the Nor York University Center for Safety Educa tion cowparing acridem-repeaters and *cddent-free pupils, there was found * signi ficant variation of nearly 8 points in safety knowledge favoring accident-free pupils, Small though this straw be, it points defi nitely to the need for a greatly stepped-up public information program. To the collection and diasemination of essential safety information, public and pri vate safety officials alike must dedicate their efforts. Within a little more than a year through the development of Operation Safety, the National Safety Cowed bas forged a paw-, ertui new too! creating public awareness of the traffic accident problem. The ailuential aid and support of the advertising industry has been mobilized through the Advertising Council. Concentration on, "the hazard of the month" has provided local groups with a specific "one-shot" service to traffic safety in their communities. We are definitely improving other ma chinery for public information and public support There is the National Committee for Traffic Safety, comprising ia its member ship some 85 national organizations. There are the newly formed National, State and local Inter-Industry Highway Safety Committees, sponsored by the auto mobile and tire manufacturers and auto mobile dealers. There are the state and local committee* sponsored by the National Association of Insurance Agents. There are' a growing number of effective state and local safety councils. In Des Moines, Iowa, the "Hey,. Bob" safety legion has enlisted 11,000 yowgsters from kindergarten to junior high school. Every Saturday they meet aa a junior safety comcil via radio. Ohio automobile dealers are tnffilrg safety with comic bodes; Peso^rhraaia dealers with animal cutouts. Kansas used a series of blackboard safety messages to greet school children at the beghating of the fall school term and Gtilfornia bas made effective use of vehicle instrument pane! reminders. Chicago and Detroit are con ducting police prtdact safety contests. The Oklahoma Qty Safety Council has developed a mfety speaker's manual which should be of inestimable value ia develop ing neighborhood support for traffic safety. I eight gp on indefinitely citing illustra tions of the many things being done to estate tfftfj mindrdares in motorists and pedestrians through public kifortsatiou ac tivities. AS of you have doubtless sensed the grwmliwdl of aew interest an trtJfk safety on the part of the various informa tional neda--the recent articles in the "Saturday Evening Pest" and other aaagatSaes on driver licensing; the greater promi nence of safety features in the press, and the increasing amounts of radio time being derated to accident prevention. I want to caS year attention, also, to the new Alfred P. Slow Radio Awards for Highway Safety which will doubtless open up to; public support groups modi greater opportunities Jo use the facilities of broadcuring in their public safety activities. Possibly the most Important single step that has lately been taken m the area of public information Is the use of public funds to conduct a tegular program of activities. Daltu. Texas, appropriated 925^000 for such public information work. Washington, D. &, and Cleveland, Ohio, are other ex amples of cities that arc uamg public funds m a cousocotioiw effort to alert the pabBc to stfety through the most suitable Informa tional media. In Washington, D, C these pobGc funds have permitted the --ploymwt of a full time worker in the local application of Operation Safety. More than 30 tdcriuce shows have boot scheduled whig children. Likewise, the wmor of a Mimg 2ms beta secured to display a flatiling won traffic warning; monthly movie trailers have been developed; mean cards that carry the monthly operation misty theme, and erm the weather report riven over the telephone now indudes a traffic message. Connecticut Motor Vehicle Department su&Sarly is taking leadership hi using tdevirioa to inform motorists and pedestrians of correct traffic hazards and help*. Throe other aew award programs de serve mention. There U the High School Driver Award program sponsored by the Trafie Safety iS Association of Casualty sod Surety Com- panics which, in cocjtxxtion with the Na tional Traffic Safety Contest and the Na tional Pedestrian Protection Contest, will serve to assemble the facts for the An nual lavatory. The first ante! Bmereft Award for outstanding service to traffic safety wsa made last year to Paid G. Hoffman; with the ascend award goto* to Commissioner Thomas H. MacDonald this year. That program u administered by the Society of Automotive Engineers. The American Bar Association las Insti tuted aa annual award to the city smiting the most progress in traffic court procedure and practice. Through a grant of funds from the Alfred P. Sloea Foimdatioo the Yale Bu reau of Highway Traffic is stndyiog some of the adrm&tstrativc problems involved in the effective application of traffic engineer ing measures. Professional traffic training has been stepped up enormously. Plans sow todode eenceetxation at regional traffic training caster* with expaarioa of the number and type ef courses offered. The First Waters Regional Training Institute will he held at the University of California at Berkeley, California, January 31-Febnmy 11, 1949, patterned after the National Institute for Traffic-Training. Northwestern Uefacruty Jaly, 1949, wilt inaugurate the ra( sods regional tramlag institute in the midwest. More than 500 persons took part in four statewide traffic ogmetring training con ferences sponsored by the Institute of Traffic Engineer* this put summer. During the current year, more than 100 short courses or training conference! will be hdd hi a wide rage of specialized traffic control and safety inactions, A recent survey by the National Educa tion Association of coOege and university safety activities shows a resnsrirable spread of traisiaffi research and participation m this firid. Motor vehicle fleet sopenrisor training courses have bua developed and bat year were held In 33 mrfvsrrititj and colleges in 32 states. * The California Legislator* has appropri- atod fflSOjOQO foe the establishment of a penauuKst Institute of Transportation and Traffic Engineering at the University of California. gMilar strides are being made in the field of police traffic administration. Three different colleges have resumed their full four-year undergraduate courses. One of them, Michigan State; has an enrollment of 148. The Chief of Police of Dallas has just instituted a 44-hour driver training schedule for all traffic police recruits. This is cer tainly one of the first, and perhaps the only such program in the entmtry. Increased safety and efficiency ia the op eration of school bases catering around the selection, training and supervision of toe driver was the objective of the reeat national school-bo* conference at Jackson's Mill, West Virginia, sponsored by educa tional organizations and administered by the National Commission on Safety Education. West Virginia also U pioneering with a statewide school-bus drivers* safety council with more thus a thousand mashers. Ia Bradford, Pennsylvania, the McKean County AAA Motor Dob helped, initiate a hew type of high school assembly safety program, based oa practical information about the causes of acridata. The mod erator was the school principal and partictpeats included president of the student noimril, a state patrol officer, aa insurance company claims agent and the high school driving instructor. Actual accidents were reviewed, as were |bc claims paid out on them and the rea sons why the accidents happened. Subse quently the entire school assembly partici pated in the discussion. Needless to my that program waa a lively one and difficult to shut off. Further impetus to safe driving by teen agers has bees provided by the new "Man to Utaf agreement for father and son or father and daughter, sponsored by the Na tional Later-Industry Highway Safety Com mittee. First developed In Michigan by the Detroit and Michigan Automobile Dealers Associations, the agreement is bring recom mended nationally by the Inter-industry Committee sad the National Automobile Dealers Association. 26 Round-Up of Whaft New tn Tragic Safety At Perihiog High School In Detroit! tfee driver training rroua^ equipment and in structors are utilized on evening* and Sat urdays to give adult lostructioa os a fee basis. In North Carolina, nearly 75 per cent of the school buses are soar driven by high school students, many of than girl*. The state's record for safety is outstanding and Its cost per student only about ane-foorth that for the highest state. Put of that low cost can be attributed to an original Idea in the training program whereby a qualified "mechanic instructor" rides with the trainee for part of the training period to insure proper instruction in the handling of brakes, clutch, steering mechanism and other parts where bad handling increases maintenance cost Many new problems are immediately ahead. For instance, what to do about mo tor scooters, powercydes, small cars and new types of automotive vehicles? There is an ever-increasing volume of automotive farm equipment using the high ways. There is a rapidly expanding and dangerous "ribbon" development of new Homes closely crowding roads that must be widened or growing traffic volumes shifted to other routes. There is the inevitable fact that the con tinually Inca casing overload on our streets and highways will just as sorely result in costly congestion and accidents. Other problems are aggravations of old ones. There seems to be an Increase in the popularity of that national pastime, drink ing sad driving. The little town of Berlin, Connecticut; reports alcohol a dominant factor zn five oat of seven fatalities for the first seven months of this year--an all time high. According to figures compiled by the American Association of Motor Vehicle Administrator*, four out of every ten operators who had their licenses re voked last year were guilty of driving while under the iafioence of aleoboL Nevertheless, corrective measures are be ing brought into play. It ts reported that all but one state now penult the use of choeucal tests for intoxication as evidence in accident cares. The National Safety Coun cil, Northwestern University and Michigan State University are concentrating oa this problem with a special grant of fads. Finally, isn't it time we quit scream log about lade of public support? For one, 1 believe public support is way ahead of us i* simply--what do you mot us to support? The fault, I believe; ties In the lack of adequate machinery by which the tremen dously unused power of now-dormant public Opinion can be utilized for the public good. la a gill way here and there, we are beginning to scratch tbe sorface of these possibilities. For instance, here's aa example reported by the Executive Director of the Virginia Governor** Highway Safety Com mittee: "In oae of the city councils the people were encouraged to become traffic stfinears and mailed their suggestion* and criticisms of the traffic situition a the commoity to a certain pose office am ber. Effective responses overwhelmed the clerical help and the Police Department was able to use many of the suggestion*.*4 Ia how many other communities do either the public or private agencies dare invite such actioo--oc will they continue to My, "Papa knows best"? From California, the Executive Secretory of the State Coordinating Committee, re ports:. "A new technique ta commercial driver conferences Is being tried In California, the first bring handled la Sacramento very effectively. "These drivers were Invited to attend six weekly meetings presided over by a ftWSrial from this organization. Each week aa expert In some phase of mfy would talk for fifteen minutes, and then the meeting would he thrown open for discussion. Both state and city traffic officials were present to answer questions and the driven were urged to express themselves freely. The meetings were scheduled to law for one hoar and never broke up tmder one hour and a half. They were welt attended, and all drivers me- pressed themselves as delighted with the opportunity to talk freely a ther prob lem*, We hope to extend this procedure to other eoaatmutics." In'Ms book; "A Little Democracy I* a Dangerous Thing." Charics W. Ferguson y*: . "The mass of pereoes concerned with almost any enterprise, whether it be the Trope Safety 27 stockholders of a large- corporation or the constituency of a ontvertlty or the membership of a religious body, i* looked upon aa a rabble which must be sold oa this or that idee which management initiate*. ... "The depressing consequence to be seen on every hand is that the busloess of the world U bring carried on In tbe candle power of executive nund* rather than with the immense power that might be generated by the dynamo* of demo cratic action.. . ." What X propose therefore is a new and bold dnnouatic approach. What we aright wdl try Is am actual referendum--cot a poll--for toe by a state or by a city. Let the people express themselves cm each traffic Issue as it comes up. Thee we can find out whether the popular will, for ex ample, is to send dnmVm drivers to jaS or to tun them loose. When we know the real answers to sock questions as these we can then provide our selves with exactly the amount of traffic safety we want and arc willing to pay for. Let some courageous sty or state safety cootil select aa issue--each as whether or set to institute high school driver trainsag--provide the public with adequate in formation about aU aspects of it--end time, after a reasonable period, pot the issue to a vote. Tbe radio and the newspapers doobUess weald be glad to provide the facilities for snch a novel and worthwhile prefect. When we start acting along these lines, I believe we w31 beget to develop full public respoeaibSSty based oa fuB pebtte participation in traffic safety. Only then, I beCcre, w!Q we begin to Mir men's fanagktitions with one of the greatest of aU activities for the common good--tbe saving of lift; limb and property. Oaly then we will approach that high goal set forth by William James: "What we now need to ducever Sa the soda! realm is the moral equivalent for war; something heroic that win speak to mot muversatty as war does, and yet will be as compatible with their spiritual selves as war fans proved itself to be incom patible." * So auch good additional material was provided by various sources in connection with this talk that some of the most note worthy items have bees summarized briefly. Automobiles from two of the worst wrecks ta the county were exhibited at an outside tent sponsored by tbe Sheriffs' De partment at tiie Allen County, Indiana, Fair. Intide tbe tent were blows-op photos of wrecks and safety posters. Scooter driving is befog taught in Ari zona. Tbe Arizona Accident Prevention Coun cil uses "orchids'' ustead of scallions for drivers. If executive officers notice exam ples of good driving or have notice of act* of cuartesy by drivers, a formal letter of commendation is sort to tbe owner of the car. Ia Arlington, V*., school children are checking up on the traffic violations of their elders between now and Christinas--revers ing the old technique of inducing good behavior. Ia Chicago old and unsafe cars were jacked at a huge bonfire, following a parade and formal ceremony of tearing up certifi cate* of title by the Mayor. A pictorial presentation of its coordi nated traffic safety program has been de veloped by Colorado, as well as localized accident spot soaps suitable for unlimited reproduction. A condensed version of the Concord, N. H, traffic regulations was sett out by a load electric company is its bflls to &000 Customers. A bicycle ordinance was passed in Eau Claire, Wis. A bicycle panel of 20 mem bers was set up to observe practices of riders who are warned of violations. Vio lations of a serious nature call for appear ance at a special bicycle court the following Saturday morning. The judge of the bi cycle court is the only adult connected with this work aad is a police officer. A public opinion survey ta Evansville, Iixt, shows that poor'driver performance more than any other factor is held chiefly accountable for traffic Irritations. School children were sold on safety dursg a special event sponsored by the Fort Wayne, lad, FoBce Department at the local amusement center. Grounds were 2S Romd-Up of Wkafs New m Tragic Safety opened early ud rides priced at 5 cents for rhUdrm of school age. Local merchants donated prises for contests. Ten thousand children were drawn to a central stand for an penny scramble The. oppor tunity was then utilized by the Police De partment to get across a safety message. In Fort Worth, Tee, the Lions Club lad two blind men with their smog eye dogs walk the street during a pedestrian safety campaign with a printed sign reading: "We watch where we're going--why don't you?" Ten thousand safety buttons were dis tributed by Fort Worth Safety Council during pedestrian safety week. Fort Worth u also engaged m direct mall fund solicitation few safety activities, A "talking" safety car is used by the Indianapolis Police Department. of traffic violations that the state or city doesn't want their aaoney--hot It does want safe driving. Traffic courts ta 61 cities ra that state distribute leaflets to this effect to all violators. A "He* Ride a Bus" program has been dev^w, id by the City of Milwaukee Safety Commission in conjunction with the Transport Company. Buses were taken on the school grounds and the entire school went through the proper procedure mader the guidance of properly trained supervisor*. Newspapers arc bring urged by Uhocsota Safety. Cooadl to report "causes" rather than `tinimtancta* of aeridents. GasoHne service stations in Mississippi et>operate with a Mississippi Highway Safety Panel la having filling station attendants check lights and brakes on all vehicles as an added service. A "/ay Bird" was used by the, Jackson ville, FUl, safety council to follow jaywalk ing pedestrians! Kansas City. Mo., merchants permitted painting of the Green Cross for Safety symbol on store windows with an oil paint for the period of the campaign. In Los Angeles a character called "Droopert" has been used to illustrate doing everything the courteous way. Last year the same character did everything the wrong way. Two radio scripts are prepared by tlte Coordinating Committee of State Officials oa Traffic in California about the 5th and 20th of each month. These are sent to highway patrol captains In communities where there is a small radio Station gjsd to get 'live'' broadcasts. All scripts are based oo highlights as traffic safety and always bring same organization before the microphone along with the highway patrol captain. "Angels'* In the persons of attractive young women were used by the 'Longview, Wastt, Federation of Busmen and Profes sional Women to hand out wanting mes sages to persons crowing against the red tights. Attendance at the txaffic violator school held regularly by Maryland's Motor Ve hicle Commissioner U a prerequisite to res toration of suspended driver licenses. Michigan is now telling persons convicted Higher speed limits produced lower average speed through small Nebraska: com- mnitits on main trank highways. An ex- pmnwt was tried by railing Ok speed limit from 2S miles to 40 mites with throe results: first, a speeding up of slow traffic; Second, a slowing down of fast traffic, and an increase of the percentage of total driv ing within the limits set. . la Oakland, Calif., metal signs on light pries warn, 'The short cut b the deadly way." ,,Fake pedestrian accidents were staged by haring za "angcT* hie while jaywalking Mr. Grim, a skeleton draped n doth, was mounted em a stand oa a bushiest district street center. Concealed pnhlie address wires were run into an adjoining ballding. Jaywalkers were tbca admonished by Mr. Gnm from daily clringed locations, with rather startling results. The Oklahoma State Safety Cbwol has worked out a plan with the Oklahoma Press Association, both for ftmd raising purposes and to stimulate individual kttcrest. Bicycle racks placed ea Portland, Ora. streets at prints where bicycles hare proved to be a problem arc used to display safety posters. Sbntier posters with special mes sages against driving or walking and drink"* tug are posted before state liquor stores. A women?* driver dktic with excellent In terest and support is a feature of the Port land, Ore, program. Tragic Safely 29 Sdotchlitc doth, one yard to a person, distributed by the women of the St. Joseph, Me* Safety Council throughout the com munity as demonstration. This was given to Girl Sccvis, Boy Scouts, Public Utility Service aien, blind persons, old people and others who aafccd for it. Instructions were that the material was to be worn on coat cuffs, collars, or lapels. Shnnlatcd traffic "ticket*" were used by St. Joseph Safety Council for special mes sages. "Take OoeM boxes were also put up in many public places by the St. Joseph Coun cil for distribution of safety material. Kindergarten and grade school trackers in the same oty were visited by the wom en's division aod presented with material containing a wq, "Slog a Song of Safety," with effective me by, aod Interest of, riuldras. Special pictures were posed by the St. Joseph Chief of Police for pebUdty pur poses, to show three illegal and dangerous postCions of the arm outside of the car. 1m South Dakota the bead of the state patrol, whose small force had been having trouble with stop sign ofeervaaec, got out of hit or to congratulate a driver stopping at such a Sign. Imagine his surprise when the driver reported he was out of gas aod wanted to be pushed, Oatdoor poster cards promoting safety are mod at strategic prints m Spokane: Wash* and Detroit, Mich. Several hundred Boy Scouts, equipped with long rods to which are fastened small pieces of red doth, help to control holiday pedestrian traffic la Utica, N. Y. Safety fund raising coupled with a vol untary brake-testing campaign over a two weeks period ta May was sponsored by Utica Safety Council. Attractive young wemea were stationed at testing points to solicit voltntary contributions for safety. : "Horror" boards with hard-hitting pic tures aad the words, "The Virginia Acci dent Situation," are used by Virginia Gov* door's Highway Safety Committee. A one-act safety play contest for high schools is bring conducted by the Com mittee. Ia addition, this Committee, In cooperation with the State Department of Conservation aod the Department of Highways, posts large Barken at entrances to the state to show panoramic views of interart: to tour ists within a 100 to 150 stile radius of that point. Small repikas with safety menage* changed monthly are to be placed in hotels, restaurants, etc. Anna! bicycle rodeo programs were con ducted by the District of Coltxnbia, AAA Motor Qub, District Recreation Club, Metropolitan Poltee Department and Child Traffic Safety CotmriL Driver reward programs have been tried successfully as stunts in a number of cities including Washington, D. C, Cleveland, Ohio. Indianapolis; Ind, the ten East Bay, Califonus, dttes and by the California Highway Patrol. Police Specialization By B. R. CAX3WSLL Deputy Chief of Pe&s, Let Angeles, Calif. "Police Spemttzatten" is a general phrase tiot has received aa abnormal amount of attention daring a comparatively brief pe riod of time. The present hterat is po riegTitioB may be attributed to several lidon, chiefly among those bring vigorous and far-sighted Indezihip of professional police official* encouraged to utilize all available modern scientific usplemerts and methods is conscientiously accepting a grow ing challenge to provide more effective and effident public service: Specialisation in poltee operations is not a saw venture. It has been a developing activity to the initial establishment of a recognised police organization. 30 Police Specialisation Beneficial results achieved through a tpcxslizcd approach hare become so well known that the techniques originally applied and upon occasions spectacular in nature have been accepted as standard practice ut gen eral police functioning. Attention is now directed to these forms of specialization only when refinements are perfected or when an unusual approach is discovered. It may be significant to observe the sur vival of special wits originally designed to execute these peculiar or extraordinary tasks. "Police Specialization" is currently receiv ing additional attention and die prominence may at least partialty be traced to emphasis on traffic control, considered to be one of our major modern problems im police ad ministration. It may be true that foresight would have more advantageously established traffic con trol as a public service to be provided by a less repressive agency than the police. However, it is pure speculation to assume that any agency could have anticipated traffic growth with sufficient accuracy to provide the most adequate control features in ad vance of or coincidental with the emergency demand. Injection of the motor vehicle into modem social and professional life and the rapidity of traffic growth has revolutionized police procedures, both in additional police demands and ability to meet them. Factors leading to police specialization ta traffic arc funda mental and well recognized. A considerable number of police adminis trators enjoy entertainment of the theory that police personnel can be sufficiently trained to adequately dispose of any field problem with which they may be confronted. Many police administrators have recog nized that the most efficient public service cannot be achieved by sole reliance upon this theory, particularly where demands for public service are overwhelming. It has been discovered that under these acute circumstances, wcQ trained groups whose activities are primarily devoted ta major pressing demands can economically be deployed to the decided advantage of agencies involved. The Los Angeles Police Department pro vides in its organization for a traffic bureau. Because of this theoretical separation frost general police activities, aa koraedtatc mferesee may conceivably he draws that traffic men under these circumstances are divorced from concern over oilier police activities. This is far from tme. As am illustration; 49 per cant of field calls an swered by traffic sacs la oar department are in relation to aontraffic events. The Los Angeles Police Departawstzl policy further provides that operation of the traffic bureau does not relieve dlvirion com- minders of thtir responsibility for traffic control within their respective districts. It is emphasized that the Traffic Bureau is a specialized function to supplement the general police activity of the patrol <S- virioos. Under this arrangement most acci dents are investigated by special units and the major burden of traffic enforcement Is assumed by our primary enforcement group. The traffic burets investigates approximately 90 per, cent of a repulsed accfdajts that are actually investigated aad contributes 7SjQ par cent of all traffic law enforcement. Using authorized figures as the hose, at tention Is Invited to the fact that 22j per cent of our total sworn penoond la allocated to the traffic bureau. This personae! is dis tributed to four' divisions: accident investi gation, traffic enforcement, parking and in tersection control, and service section. The first three divisions are each r***by a captain of police, and the last one by n lieutenant of police. The service section hi composed of four softs, each supervised by a sergeant of police: 1. Analytical tmit. 2. Educational unit. 3. Photography tsvlti 4. Special events. Eatabtishmmt of the Bureau gave rise to the usual predictions accompanying sperfsUration. This has been revived noon each approach to refinement. In view of tasks performed by the traffic bofcaa jadnrftag all phases of general police work, excellent training is provided thereby for our traffic officers to creditably prodace in arty field of police activity. There ap pears to be none of the cr3 remits al legedly bore of nechSistka. HeC results are gratifying and upco final aoalytis, this seems to be the meat effective teaL Tregtc oa/y Police Specialization By SDWAJtD J. HICKEY rrininileukmf CoaoKtiett State Poiico, Hartford, Ctso. Presented by SOT. LESLIE W. WILLIAMS CoQOsctiaat Stats Police, Hartford# Conn. For a considerable period of time police administrators have engaged in lengthy discussions of the pros and cons of spe<3iliration aad a great dead of nustmderrtasdiog of the subject has bees the result Some of this confused thinking fans arisen from discuss!cos of the evils of ovcr-ipar exaltation. Naturally, overdoing any good thiag invariably leads to bad results. We do net condemn eating became ovar eataog u as evil. So it would be with speosffratioa, It baa its place any modern polks department aad has hero used with great small for many years. Proof of the harmful effects of eversperisttatioa asd the results of Improperly administered specialized services have clouded the Issue and resulted la much op tion In spoken tad written opinions police administrators whs are at the same time utilizing specialized police serv ices la their own departmeots every day. The detective, the fingerprint expert, the photographer, the desk man, and the acci dent Investigator are all specialists devot ing a part or aU of thtir time u> a par ticular lex of work 1 doubt whether anyone would argue against some degree of spctialtsatfoa la any but the very smallest department, and so 1 believe that the question Is one of lb* degree to which specialization should be developed asd a deUnammg of the extent of such division of effort. It la the dty of every poSco administra tor to utilize to ike fullest extent of his ability and la the best possible maimer the resources placed at his disposal. The right ms in the right job Is an age old maxim which may he appScd 2a any department. We readily admit that reds man coder our command has dHTcrret aptitudes and abilities, different ielcrests red experiences, ffpncinTfnrTrm recognises, these differateex and utilizes to the fullest extent the special talents of the mdwidaaL Only a this way are we using the available man-power re sources in the best possible manner. la smaller departments this may mean part time specialisation but It is aa appli cation of the same principal. la that case the administrator U making the best pos sible use of the individual talents of his men according to conditions. All of txs who have spent the greater part of our adult live* la the police profession will recognize the growing complexity Of poSee work. The degree to which speciali zation is necessary is governed to a great extort by this growing complexity. It is impossible for any one Ladividual to be a master of all the techniques asd specialized tasks required of a modern police depart ment. Jack of all trades and master of oboe might well be applied to the police officer who attempts to meet all of the demands placed upon the police officer of today. Whether or not there is any planned program of specialization. some degree of special functions L almost certain to de velop Is aay police department of any size. It it a natural thing and It certainly it desirable. At Bruce Smith puts it--"such specialization permits training la highly de veloped skills and development of a degree of cxpertacss which could not otherwise be realized.** This can be referred to as the pro side of the discussion. Rather than the jade of all trades we have the master of coe skSI who applies his special talents and abilities to the brat advantage. The growth of a department brings with It & division of activities with the resulting specialization. In the large metropolitan de partment the detective divisions are further divided as to the type of crime each In vestigates. This type of specialization would certainly be classed as ovcr-spcdallzatioa in asoct state police departments and m many city departments. Thus it Is aa ad- 32 Pq8c4 SpedeBtarton minlstmtive problem as to how much speciallmtioa may be undertaken. Is my own department different areas of the state present varied demands for police services resulting in a grouping of person nel according to individual, abilities and interests. One station for example; has a require a high degree of Individual training In many of the techniques which would be classed as specialties in a large city de partment This Is trac to an even greater degree In other state police departments where the mas power Is spread thin over large areas. great deal of patrol activity on express Thus It I* that cadi administrator must highways with a minunma of investigative judge for hbnsrif as to the degree of work due to the coverage afforded by aaaay spetiaUration which wifi result in improved dty departments is that area. Mai who are police serried to the people his depart assigned there are those with aa interest ment serves. That is the baric reason for is traffic work as far as Is possible. Is soda division of tasks, assigning to each another comer of the state, a rural area that which he is best fitted to handle for with a minimum of highway work, the men the good of the whole department. As the are used mostly to the investigation of ability of the indmdoai to provide a seeded rural crime and the same policy as men specialized service increases, se Ac cffickoQ' tioned previously prevails. Men who have of the department increases for the work investigative ability and are interested in of say department Is the seen of the efforts this type of work are seeded here and of the sxSvfdoals who make up its per- are made with this is mind. socmcL Thus we have hi effect as elementary forts of specialization according to the character of the area covered. Specialization imposes many administra tive problems which must be met and solved if the proper results are to be obtained. In addition to tills elementary form of The selection of the right men for the specialization, we also lave a special service specialized task Is the first step. Somtilling or detective division which moves through must be known of the ahilitiq and Interests out the state in the investigation of special of (be hxfiridtnl before a proper selection crimes, a traffic division composed of men can be made. Opportunities for further with special training at the Northwesters training must be made available If such Is Traffic Institute, an emergency division with needed. its special equipment to meet the demands made for such service, a Fire Marshals Division, an Identification Bureau, and vari ous other specialized services administered from the state headquarters. In each of these sections men are selected because of special aptitudes and training A constant supervises Is necessary so h* there may be no weakening of the in dividual seas* of responsibility for aectoc that Ac entire task I* property performsd, When the specialist loses sight of Ac pri mary task of providing proper police serv ice at all times and became* engrossed h to fill these positions. The rest of the de Ids specialty to sods sm extent Ant he Is partment recognizes the necessity of inch specialization and readily utilize* the serv ices offered by these divisions. no longer a complete police officer be most be promptly set straight in no mwertahs term*. Sock an erroneous attitude on the In addition to this there is specialization part of the specialist it often cited as a within each barracks area. Station detit potent argument agamy* specialization but men, photographers, fingerprint nun aS represent a necessary form of station spe is, I believe, strictly an abuse which should be detected and eradicated by the alert cialization. Here again ability and special administrator. training, most of which Is msde available through in-service training courses, is made the basis for the selection of these hum Seme friction may develop within a de portment between a specxiTried sendee and the men assigned to general polka duties. Any greater degree of specialization in my own department, I feci, would result in a condition of orcr-spedaliiatioa. la a Here again there la a problem of detecting the cause of the trouble and applying stem measures to end it for the good of the state police department each individual entire department This too is a problem must be trained to meet situations which of command md Is rnmtly the remit of Traffic Safely sustmderstanding and petty jealousy within the ranks. It is not the result of spcdaliaUon but Is due to the nature of the per secute!, Thera art always those ie the tanks who, to their own words, are entitled to recognition which they believe they arc sot rterivtog. In dosing and by way of summary may I say that experience has proven to me that spedallzatioo, properly Initiated aad executed, is a necessity in the modem po lice department of today. AH departments specialize to some degree. It Is necessary doc to the complex nature and the wide variety of services demanded of a police department. It recognizes the special abili ties gad aptitudes of the. individual and utilizes them for the provision of improved police service to the public. It does impose certain administrative problems in detennfeg the store and extent of the specializa tion desirable, and su the planning and execution of the plans for such service. Every police administrator worthy of the name owes it to the public he serves to provide as much specialization as is needed and desirable, to provide the type of service which is expected of the police profession. Policffi Specialization By RICKARD R. FOSTER Director, Department of Pubtic Safety, Richmond, Va. Police specialization Is to the urn* cate gory with the question of eoe-ran or (wo rms cars aad the old aad andate contro versy regarding the ben and the egg. with the result many of our departments became ovtr-spedalizcd to certain branches, with the result that the remainder of the department considered the so-called specializts as bring the "fair haired boys," and Some years ago when law enforcement also being htsaan themselves too many times was first beginning to fori the growing acquired the habit of referring everything pains of modernization and it was ueeesmry to start practically from scratch to the rat ter of training and reorganizing, a great deal of enphsLsU was placed oa specialisa tion, which at that time was very new and and very interesting and intriguing. Up to then, except to rather rare in stances, fpedaltntiow or specialized shall to possible to Ae specialists. Another result was the ever increasing iiw of special branches of police depart ments, such ss detective divisions and traffic divisions, which to one sense wa* necessary, since at that time all the rot of the force referred any special matters to them and pretty much refused to have anything to do any partkadar phase of law enforcement was something sa individual acquired more pr las by todtostioa because the particular drill involved tolerated him. Generally speaking a poticeuaa was a policeman. He pounded a beat and maintained law sod with them. It eventually became evident that some sort of happy medium must be attained in order to arrive at a helaneed efficiency. Forgctttog for the moment all special order after a fashion aad to a great extent branches except traffic law enforcement, I avoided the technicalities with which pres fori that there should definitely be special ent day police officers are so feoroughly ists in traffic law enforcement to every familiar. potiec department, but tint Acre is a rea- With the coming of modernization aad the ssecssity for training to special phases of law enforcement, it was obviously neces sary to concentrate cw certain aea with the psmuy aptitudes specfillration then was a brand new field. However, being Imwa being*, as wdl'xs law esforcesKst officers, too many of os went overboard, minimum number of such now re quired and that the training of the entire knr enforcement personnel of any police department to the handling of traffic law enforcement, coupled with the services of the above-meatioued experts, is the answer t today's problem is that respect. I have seen naneroos experiments tried, 34 Police Specialisation such as requiring the district or heat ear or cruiser, or whatever you my call H, to handle and report accidents involving property damage below certain sums and/or minor injuries. But that, in my opinion, fails because it leaves an "out" for the officer, who in 9 cases oat of 10 will say to himself or his partner ''This is over $30.00 or $50430," whatever the amount may be, and/or "This individual' Is probably seri ously injured, so we will call the crash car or accident investigation unit and let them do it" I have also sees a combination of the above system, coupled with the assigraaent of a trained traffic man to each district station u safety officer for that district, I rather liked that system because under such a system die commanding officer of the district may. be made responsible for safety activities within his district and it is quite easy to establish a competitive system for safety among the districts. Of course, if you have one central headquarters and no district stations, that plan is oat, although it can be converted to use even then. 1 fed that training is the basic answer and that all law enforcement members of a police department should be trained in traffic law enforcement, just as they are trained is all other phases of law enforce ment procedure. I believe that each and every man, whether he is a beat mas or riding in a district car or assigned to the traffic division, should be required to have the necessary Smowtedge and skill to go to the scene of any traffic accident aad make the necessary Investigation and reports. He should also be sufficiently trained to be able to handle the various other phases of traffic law enforcement if and when the occasion might deaand. t also believe that there should be a oast* parativcly small, compact, fully equipped and competently trained traffic law enforce ment division in each police depaitmmi which should be Called upon to handle the overall program of traffic law enforemnent and to Investigate major accidents involving serious injuries, fatalities, hit aad run cases. or property damage cases of ends magnitude that they would warrant the attention of the specialists. I believe that there should be a thoroughly trained and competent safety officer la each district, who should, tinder the general - rectioo bf (he commanding dffieer of that tewdistrict and with the aid of the traffic enforcement division, tram and educate the peraoonct of the district aad itlto* their activities as to safety la genmf. as wB as hi traffic particularly. I quite definitely am coovmccd that the loss in time, man-power, general efficiency and public opinion engendered when over* specialization exists far outweigh* any pos sible benefits that could he derived from such a condition. The officer cm the boat or n the district car whose attention is catted to an accident ignores the accident both because he has iosufficeot training and his department has a large spcqallwd traffic dtvfriaa to whom he win uedoG&tedly refer the accident, since la his and Ait Is traffic law enforcement business aad sot his. It may be merely the simplest matter of tem porary congestion at as urtersoctioa daring a rush hour which the officer could straighten out in a matter of seconds but which he ignores, feeling that It Is a traffic matter and not his fwifrnst I don't believe any law enforcement affoer would dare disagree with me what I point out bow silly It would be for * peSceman assigned to traffic work to refuse to take action on a .holdup in Ida vkhtity on the grotmds that he was a traffic rasa sad, therefore, the holdup was none of his busi ness. If we expect the traffic sub to be an ati round potiixmaa, we should certainly expect other officers to be the same. To me the primary purpose of a police department or law wfowwimt body I* (he prevention of violations of aU kinds. AS members of the force are polfeeoea and. therefore, should be interested in ill phases of law enforcement. Quito frankly, I do not expect a number of the detective divi sion to occapy Id* spur* time timing traffic summonses or parking tickets (If be fans that much spare time maybe you have more detectives than yon need), but I most cer tainly do fed tint he should be capable and trained to the point that be codM do so er investigate the scene of an acodmt if neces sity. Uacy of us are still hiring taaa-powcr troubles for various reasons aad I am quite sure all of s* are in the throes of traffic problems. I know of no better way to merease traffic law enforcement and quite possibly education as well, than by rcqo&hg Traffic Safety 35 not only tbc traffic division but the entire force to show a reasonable amount of ac tivity m traffic tew .enforcement. Summing up, let me say that 1 do believe in specialization la traffic law enforcement aad In many other phases of lew enforceascot work but 1 do not believe it should he permitted to expand to the point when it ovsr-hnlaDcet tbc entire department. Rather, t begeve that there should be an adequate number of highly trained, fully equipped, speostistt wbo constitute the traffic enforce- meat divisions of police departments and wbo may be called upoa to handle those eases of sufficient severity and magnitude to warrant their attention. For the general overall enforcement of traffic laws from day to (toy, wialr la and week out the year around enforcement program, I believe the entire department should be adequately trained to participate properly and efficiently and that obly thereby will the police ad ministrators be able to realise the full bene fit of die man-power that may be available. Current Police Training Problems (A Panel Discussion) Ditnmum Leader; CXrrAtH W. L. G*qtk. Safety Engineer, Virginia State Police, Rich mond, Va- Pertkipmu: A, F, fbuKMT.%mx, Head, Police Ad ministration, Michigan State College; East Lansing, Mich. Gutaix JLlov W. Hrxxn, Traffic Di vision, Police Department, Charlotte, N. C Goals CyCoxxxix, Director of Train ing, Northwestern University Traffic Institute, Evanston, III Lxxuttxakt Td R. Suitk, Director of Training, Police Department, Pasadena. Calif. CHAIRMAN GROTH: There Is perhaps no other subject in policing that is so important as current police training prob lems, smee departments are nude or broken by the mm which represent therm Equip ping mea to do the job is generally tlc cask of the administrator; training Is a mmsis of oqulppaic mm with the `know how" to do the job. If we In the taw cnforocraest held are to continue ia our efforts to pet policing oa a truly profes sional plane; w* must give more attention to titis aS-totportant subject of training, which In sway respects Is the foundation upon which modem taw enforcement tech* niqpcs are bmk. We wiS operate this panel by asking the panel members to comment on specific Any ether daaef member may add Us views or ask pertinent questions. Let's start by asking Ur. .O'Connell: What arc the merits and disadvantages of the following training procedures? t. Short courses, 1 to 2 weeks 2. Year round m-scrvtce training. MR. GERALD O'CONNELL: In the matter of year-around service and training versus ooe or two-week training. I think this: The maa who receives long-time train ing is a maa wbo has indicated bis ability to do the required job and who Is sought after for upgrading. Therefore, that man is a key man ia his outfit, and it is next to impossible to get hart away for a year. Then, if you do get him away for a year and you did nor have a well-defined, agreedupon area for him to work in. what hap pen when be gets bade? He is then too good for bis activities. His opportunities within the department arc too limited. Well, that Is one side of the story. 1 tike to think of one or two weeks training not Ia terms of an attempt to tell aQ within a short period, but to use one- or two-week periods for unit training aad in this way give continuity to a training program through a unit Instruction which might be ooe loQ week, say, of 35 hours, or two weeks of 75 hours. CHAIRMAN GROTH: Short courses have their place provided they are followed up by year-nrwmd, in-service training of some nature in order to keep raising the standard in the entire department. 36 Current Police Training Problems CHAIRMAN GROTH: Let's auk Cap tain Henkel i! he will give us his views as to what sources a police faculty should be drawn from. You gentlemea taow that the Institute of Government at the Uni versity of North Carolina is dow doing most of the training for the State of North Carolina. It is something sew and a little bit different We weald be very much interested is yoar views. Captain Henkel, CAPTAIN LLOYD W. HENKEL: I liave seen schools nn both frets the out side and by trained police officers. I think it is more effective to get a trained police officer, a mas of more mature age. to teach policemen. We have oed this tystea to great advantage in oar local schools. Of coarse, we want specialised men for Certain types of work, bet just for general police training are find that the experienced police officer has more influence than same of tiie others. MR- O'CONNELL: The police. I thlv, have failed to take full advantage of the potentials of non-police instructors, and the error for that has been perhaps on two sides. First of all, police officers think only another police officer can give them instruc tion. They are super-sensitive about some one coming m and telling them bow to do their job. Some of these outside instructors have the attitude. "I ns going to tell you how to do yoor job better." However, I think the police by con stantly drawing on their own groups for instructors arc making a serious error. They are inbreeding themselves. Why sboulfr't outside people, why shouldn't noc-offitial, non-public people, have worth while things to contribute to us, and why shouldn't we seek after them for their help? The problem is to get outside instructors into a training program in such a way that what they have to say is accepted. In Evanston, we we running .into that quite frequently in police officers attending our classes. They thl^V, "That fallow can't know very much became be wasn't a police officer." I think it you ask several of than, they will tell you after a while, these noopolice instructors can and do ooatribute very effectively to their increased understanding of what is involved in good police service. LIEUTENANT TED R. SMITH: I agree up to this point, bat I would tike to make a qualification, I think Instructors from outside the department are very es sential and can be used to good advantage for certain coarse*, but I differ with lb. O'Coaodi on hU definition of training. I look on it as a means of getting your chief administrator's thinking dowa to the men in the field, and certainly your instructor is in no position to do that. I think the outside instructor can come ia and give the basis of instruction, bat it must be made to apply to your own department. I cast ghx you an example of what 1 noa front oar own organization. We have as organization where we make use of the coo-maa patrol We have a special black and white traffic investigation card with a man in there with the title of patrolman technician, a position which is foreign In many departments. Now. certainly, an in structor coming in and not knowing the organizational setup could not adapt his particular' course to oar training seeds. By coordinating that academic training to the ippQab'oe in the field sad by having the duector of training sit in the classroom, you can put m die pertinent points of the training where they will be adapted to local use. By going through the outlines before the instructor gets them, I think the thing Mr. CCotmcll moitioocd can be adapted to the sort of thing we get m our deportment MR. BRANDSTATTER: I am in gen eral agreement with the me of outside iosttoetors, but there is ome thing yon seam to forget. We have is the field of education today fellows who have years of police training, I feel that we must recognize the fact that when a man begins In the police pro fession and then goes into the educational field, be shouldn't become stigmatized. I believe these instructors are familiar with the problems of the law caforcencnt func tion*. They are able to approach that in telligently and cape with them aad provide the means by which the agency must work and better itself In the law enforcement program. I noted that Lt Smith said they make use of other agenda in bis program. There are other agencies at CTtspcI HUL More and more agenda are coming to universities and colleges to help prepare them for the classes tint are taught. CHAIRMAN GROTH: I doe* think we should overlook the fact that ia a ms- Trefic Safety 37 jority of instances, those going to the uni versities and entering the police training field are men of police experience. Let's not overlook the fact that the universities sod colleges ia turn we locking to police to provide some of the backbone for the training courses they are providing. We have attempted, over a period of years, to train police officers ia various schools. Do ye* believe we as police orgaaiations throughout the nation are gen erally cashing in on the personnel who have bees san to take this specialized train ing? Do you think that the majority of police departments are getting a return oa this training? LT. SMITH; I can speak freely from my own experiences, having sent representa tive* to Northwestern Traffic Institute and the National Academy. I feel there was a revolutionary change nude hi our traffic enforcement work doe to oar representa tive's being sent to the Northwestera Traffic Institute, We have two mat, our chief detective and the assistant chief of potiec. who have attended the National Academy. I do not fed we have cashed m ee that. I feel that the training was very beneficial to them as individual*, and the only reasoo ft is not bring used within oue own depart ment Is that the Federal Bureau of Invtstieatio* on the .West Coast has set up a sg program wherein they wilt send instructors right to our deportments. They have men who are proficient ia instruction teach the subjects which we bad been, call ing eo these two men at the school to (each. HR. O'CONNELL: The man who comes to the Institute comes as a representative of his department, sod we are interested In seeing not only that he has the ability to leant and carry bock but also that there is sense reasonable assurance that be will have the opportunity when he goes back to his department to put to use the informa tion that he acquired while studying at the Institute. I say, therefore, that the answer must be yes, la a large measure I think these men are cashing a oa their training I think ?t u good berioeu for their departments to have a man trained because be comes boric with useful mfonmtioQ for large seg ment* of the deportment? CHAIRMAN GROTH: I think that very definitely brought out the point that an individual sent off for special training certainly owes it to his department to at tempt through his own training programs to pass oa the information he picks up. Do you agree? LT. SMITH: I agree. I do think the Institute at Northwestern has done a swell job, and that the men from the traffic field who have attended come baric and do a good Job. However, I don't fed people who have attended the Academy have been utilized to the fullest extent I would like to be corrected if anybody here thinks I am wrong, but I understand the purpose of sending men to the National Academy is to have than trained for teaching the depart ment at the local level. - My personal experience has been that many of the men have been selected at random from the police deportment and sent to the Academy. They have received a swell job of training at the Academy, but they come back to the police deportment where a training program is not established. One of the reasons for this failure. In my observation, U that the police administrator or the bead of the department does not believe ia training. Z believe the police administrator has to be sold oa the philosophy of training; and, until that is done, I don't think we are going to gain the rewards and benefits of the training re ceived by men who attend these schools. MR. O'CONNELL: A trained man comes back to his deportment interested, willing and able. But it is important that there be an appreciation of his desire to do a job and as opportunity provided for him to put his ideas to work. , CHAIRMAN GROTH: I think we are agreed that if we are going to accomplish anything in the training field, we have to liave support at the top level and the ad ministrator level. One of the things that we very definitely need In the training field is some uni formity of police training. Do yoa have any views as to how we might accomplish that? LT. SMITH: In our vocational-educa tional program m California outlines are supplied to us by the state director of vocational training for police officers. These outline* give us a guide as to the type of training, the time to be spent on it and tiie 38 CwraU Police Pruning Problems general procedure to foBow on thi* type of work. We find tbrae onlines useful in our particular ease as they are a step n the direction of uoifonaxty. CHAIRMAN GROTK: Do you have any suggestions alone tbat line? MR. BRANDSTATTER: It seam to me we have cloaked training with a deep, dark secrecy and related to unveil what is going on. There it a lack of exchange of information. Wc are waking the aae mistakes made 10 years ago. If I go along with a training program and, through trial and error, find 1 am wrong, it seems to toe (hat other police departments should profit from my expe riences. Since all of us are engaged in the law enforcement work, wc should benegt from each others' experiences. I think we must enlist the cooperation of the police administrator, educators, and those working at training to define our local training problem. Next, we must analyze the problem. Then, we must agree on a training pro gram to eliminate the problem. Finally, we should make the program available for publication so all of us will be familiar with the training ideas, techniques and pro cedures that are being evolved in the vari ous sections of the country. CHAIRMAN GROTH: I would like to ask Mr. Henkel if It Is not true that one of (he basic aims of the Institute of Gov ernment Training in North Carolina Is to attempt to achieve uniformity in training and enforcement practices. MR HENKEL: It is very definitely true. MR O'CONNELL: 1 am not .too clear on what is meant by standardization and uniformity with respect to training. How ever, I want to comment on the previous remarks regarding the socrecy that sur rounds our polk* training. The. materiala of the Traffic Institute are useful only when they are employed by someone who can use thou to advantage m his depart ment for the improvement of his mm. To that extent, all of the materials at the In stitute are available. Tkas material U of little use tn ow Scary. Just one other ccumikjA with respect lo uniformity of wiadios. Arc you refer ring to the Michigan ptaa or your form of enforcement? Is Michigan, there is an Interesting activity called * mifons en forcement program. It is a fine example of uniformity of instruction, and its values arc legiou. CHAIRMAN GROTH: l would like to ask this question: Cas small departments profitably offer their own* training^ pro grams; aad, if not, what type of training Is best suited foe such departments? LT. SMITH: I have beard some propie who have been m police training for many years my h cannot be done. 1 think It can be done. I rvalue some things depend on the department fadtides, others oo the attorney's office aad some others on agencies that can augment your staff and people In die local government It can be done through the cooperative effort of the people in pob&c service, aad through the use of the facilities available jock as stale agencies;. federal agencies; and state uu> verities, colleges and police training; such as the Institute at North Carolina and Michigan State College. They ran Mp the smaller police department I have lad some comment about that in Michigan. I bad a letter from a chief who said that the police department fast doesn't have the facilities to pfaa training. Not only that, but no ow has offered to work with them oe a training program. I think the amah police department, through die use of agencies set up m the coifnsnmhy can do a good feh. The prosecut ing attorney could work aitlua the province of the b. The state office can said some body in. Certainly the universities and col leges can do a fine fob. la oar ease, are bank very heavily on the Los Angeles police department. They as sist us m offering Instruction in certain phases of police work. They have beat helpful to us M we out call on these men is the field who are specialists in one par ticular subject. One I have at rruod Is the crowd patrol. Certainly, in a small town, we wouldn't hare:*occasion te assign a man to that type of work fulltime. Los Angeles does, and whea we give a course ia that, we c*B on the Lea Aapkt saw. He has made a life time study of It. I could ate other ex amples. It certainly is good to know the larger cities wiU help you out in that res pect. Trope Safety 39 CHAIRMAN GROTH: l am going to 1 can see all that But if we are coins to tell you of a program we have in operation spend money, and if we expect to get more in Virginia, which being a rural state has money, we must produce improved ability a rural problem. and increased efficiency on the part of the Wc have in our state, operating under man. the Virginia Chief of Police Association, a LT. SMITH: Mr. O'Coonell Implies that Virginia police school. Instructors are se the maa in the field teams more about the lected from many departments throughout job than his boss, and we all recognize the state, and men from all departments attend. Wc hope to be able in the year* ahead to expand the program somewhat and that. That means the training has to start at the upper level. We realize the need for it. la any department we can sec how help to raise the standard of policing Impractical it would be to take the top ad throughout the state. ministrator or the captain of the division The course is held in cooperation with and send than away. The department would " the vocational section of our state depart be crippled. ment of education. Certainly, snail depart ments need the assistance and are entitled to the help of those of us connected w^h larger organizational Police training, all too frequently. * carried on with little regard for knpn ig the ability of the trainee to do his as* ted job. Why does this error continue t ; re sist in police work? UR O'CONNEU-; 2 think pert of the answer is that the police are Just a supersauitivc group of people. As soon as any criticism is voiced, the police immediately start tatrryiag arotmd In aw effort' to build a dam or brild a bulwark about thanKlvcs. The police arc sensitive to criticism of their ability. Wc have had many wcomplinientary things said about us. and as a result, (he police have scurried sometimes, without ptau, to throw a dock about lhansetves and to protect themselves. And, in this training, you will find all too frequently, the falsity m tint cloak. When you examine the training activity, you find men are spending many, many UR O'CONNELL: What we want is not race who can do thing* without think-. ig; but wbe, on the basis of thrir ability to think better, ca work better. Wc talk broadly about the many kinds of activities tint the police officer must per form. Wc talk about the complications of the job, the hazards of the job. If we are going to equip police officer* with the ac tual know-how to do each one of the jobs, our training will never be finished. But, wc can shorts the required training period by giving than some technique* and then training them to think independently and within the channel* which the administrator sets up. If we do that; then training trill endure, but if we rely solely on activity, the men are going to get tired of just going through the motions without thinking. CHAIRMAN GROTH: t would like to ask one more question before concluding this pud. I think it j an important (me and I have saved.it purposely to the last. hours tn instruction which contributes very little to the improvement of their assigned euk ft Is interesting stuff to know, but can training be Justified on the basis of interesting m formation alone? For myself. I think not, We are competing for a tax doth* and when we arc doing that, wc have to lock for the produce that we produce. The ooly tangible product that we produce In so many activities, wc have actual measurements or yardsticks, if you wilt, by which we can measure tne results of a set program, I would tike to ask If tt is po*sibl^ |r the opinion of any member of the panel, to develop measurements that could assist us cb determining the effectiveness of instruction and training withia our own orfinlzatioo? as e result of police training Is evident ability la the man to do 'his job better. Therefore, a trainee must inert that stand ard. Anything less thaw that improvement in assigned task* Is not good enough. MR BRANDSTATTER: J don't think the field of education has itself arrived at a way of measuring the effectiveness of the structure. Attonptt have beet made through the use of examinations fo determine what We acknowledge thasdie must know about has been absorbed by the student as a the polkfcs.of departments as departments. result of an instruction period of training. 40 3adits end Prosecutors Conferences 1 don't think merely marking the student after he has received instruction is the an* swer. One student may have received a 100 and ooe 70. That isn't the answer. It doesn't show what the student has absorbed Say you lad two men equal in ability, but one with more academic background. The man with the background might get higher grades, but the other might be equally satisfactory out in the field. There arc intangibles which 2 think we, through the use of passing examinations to determine the effectiveness of instruction, have not tapped. LT. SMITH: Certainly examinations arc not the answer. Measuring the effectiveness of training by means of the results m the field comes closest to being an adequate method However, there arc many factors that must be taken into consideration. Say. for instance, you wanted to tell hew ef fective the traffic enforcement proginn had been. We would measure that by cit ing the reduction in traffic accidents, but there are so many factors in that other than the ability of the policeman to make arrests in the field. The best way I can judge how oar men are performing is to talk with the field men is the I.GG and the National Safety Council and men who are on other poller departments, who occasionally visit ocr de partment, and ask them how we are up compared to other towns, t admit that that is a general way to do it, hot as a rale of thumb, I would say it is as effective as any we can use * the absence of definite MR. HENKEL: I believe the only defi nite measurement is the public acceptance of your department after yoa have had the training program, particularly after the first trained officer coma out The second thing is, the volume of the work the men do after having the training. Any administrator can measure and determine the effectiveness of the course by the type of work the men do after haring tod the coarse. MR. BRANDSTATTER; I would like to commt if I wqr oa the remark about comparing departments I don't think. it is fair to compare one department with another. X think there are too many things that enter into H, too mnij factors ester into the law enforcement of one community as compared with another. You can't com pare the rural with the residential. There may he a few cmammutic* made sp of relatively the sate type of depurinacts. But, there, are factors soch as ago, the amount of education that is available to the cowunity, the recitation facilities; any nmaber of things with respect to its make up, and X think that possibly one of the best measuring stick* to be used with re spect to the effectiveness of the department is to examine the record system. Deter mine whether or not crime Is increasing or decrearing, or whatever the ott may be. X think the record* is the police department can do more to show hew effective the department is, than possibly the comparison of one department with another. Judges and Prosecutors Conferences (A Summary of Roarks) By JUDGE EDWARD C. FISHER HmiStipal Coart, Xdneeta, Nch. Four Traffic Court Judges and Prosecu tors Centercnees have been held in the past 12 months at Northwestern University, the University of California at Berkeley, Talaae University and New York University. Each of these conference* was well attended mid followed approximately the same pattern. Some highlights of the Northwestern and the Tulane conferences will serve to Illus trate the approach of these confercn<es, Sidney J. Williams opened the conference at Northwestern with a talk covering the whole field of traffic safety emphasizing the part played by the masts. He pieced to gether the points that had been made singly aad gave them the proper perspective. Franklin M. Kraal followed wrth as asmlyma of the theory of law cnforcesent. Beginning with rules laid down by family governments and rules of games, he de veloped the subject op to the enfcrcnmrtt of tides laid down for the protection of the public which we <xB "lew." J. Stamard Baker then considered the Trefic Safety 41 various Engineering and psychological fac tors involved, emphasizing that the driver U the most important factor in the traffic control problem. Jones Ecooomos discussed the common tendency ameng lawyers to try traffic cases as thoegh they were civil actions for dam ages, He then west on to not* the things that can be dace to meet and solve the vari ous problaas that we face. Others gave detailed and technical tfiseus- sions oq such things as films, complaints, `''reckless driving," accessories ia traffic eases, etc. A wealth of material was passed out to be carried bans* foe further study. There was a discussion ee police work, its relationship with the court and die purposes to be accomplished. Tbc constitutional lames frequently encountered la cooneeticn with sdf-ancrimkiatioa were brought up. The question was raised whether a state could require the waiver of such rights as a pre requisite to the issuance of a driver's Betas*. , The lodges and prosecutor* discussed the prosecutor's duties and functions, his attitude toward his job, as well as his responsibility to the coaummity. The conference at Tulaoc in April and May was addressed by New Orleans Judge Harold Moore who told about the poiitial set-up hi his aty. jedge Harb then pointed out that without public support, a judge could accomplish very little. The only pro tection that a jedge caa have against die politicians is the support of the public; How ever, be added that since safety it good politics, he should try to sell city hall on it. But a judge must above all be in a position of security where he wiU oot be subjected to the political pressure of the big shots. He Is a bulwark of democracy; he must be absolutely Independent. If be Is a seas of character and Integrity, be wilt insist upon this Independence above all else. Summary--The Conference sessions are oot merely a means of exchanging ideas but they are also a definite attempt to give instruction in the right manner of doing the job. They are not held m the gay con vention manner, but rather in an atmosphere conducive to intensive study. Those presort at the conferences were definitely there to learn. The best ideas were advanced and not in the atmosphere of debate but rather m that of an instiUition of leaning. Anyone who attempted to ex toll his own superior wisdom, was given a rough time. By mesns of these conferences the judges were able to get a complete picture of the subject from recognized experts and authori ties in the field. Substantial progress was made ia jdst the fact that those present were made aware of the problem. After they realise what the problem is, then they caa formulate something to do about it Insofar as these conferences follow a formalized cnrricoften, they approach the proportions of a training course for judges and prosecutor*. With a whole week to devote to the subject it is possible to cover far toon ground in ae authoritative way, than is possible at this National Safety Congress. At the Congress we have an important job to do a stimulating judges and proacentefs to seek tins intensive train ing and to inspire them to try to win public support for their courts ia their home communities. We can act pretty much as a promotional agency lending all possible support to these various conferences as well as the local safety organizations. ` I strongly recqmfoeod that every judge and every prosecutor attend at least one of these conferences. It wiU serve to coordinate all of his ideas and bring the whole picture Into proper focus. Traffic Engineering Regulations, Devices and Design as Accident Reducers (A ffyuzpoatamj Signals at Isolated Intersections Txoa. E. WtLLixa, Director, Department of Traffic & Transportation, Gty of Houston. Oss-Way Streets , Jams T. Warn; Traffic Engineer. Gty of Fort Wayne. Parking FrohBdtiooi C. I-- Sncuosre, Traffic Engineer, Grand Rapids Police Department, Grand Rap ids. Mkh. Four-Way Slope Habxv H. Kaxzuoh, Traffic Engineer, IQioois Division of Highways. 42 Signals at Isolated Intersections Speed 2oas J. E. P. Daxuxx, Traffic Engineer, Min nesota Department of Highways. Highway Delineators J, Cass. McMonaclz, Director, Planning and Traffic Division, Michigan State Highway Department. Signals at Isolated Intersections MR. WILLIER: Traffic accidents and tiiffie congestion are produced at Isolated i'.*<nectioas where motorists fiad It impos sible to cross major streets safely and with out undoc delay. At sock Intersections, the possibility of safe sad convenient crossings is a fanctioo ol vehicle density and the spaed of traffic. Headways betwem indi vidual motor vehicles measured in time may not vary greatly with reduced* traffic vol umes with reductions ia volumes speeds increase. Motorists traveling on secondary streets, therefore, have Tew op portunities to cross major traffic arteries tmtwum moving motor vehicles. Physical conditions at isolated tntersectiooi vary considerably. The efficient and safe flow of motor vehicle traffic at such intersections is dependent upon relative widths of roadways, the number of lanes in which traffic is flowing; parking condi tions and truck and bus leading spaces near intersection*, roadway surfaces; and visibil ity obstructions which may be evident. Other factors which influence safe traffic moronents arc the relative volumes of traffic on major sad secondary streets; the type of vehicle traffic which ta many cues in cludes automobiles, bosses and trucks; vol ume and times of pedestrian movements; speeds of vehicles; the nature of traffic patterns which produce peak flows during certain times of the day; turning move ments and oKrvaaoits of motor vehicles into sad out of parting spaces at die curb or off-street Traffic accidents occur at isolated inter sections as a result of Siting conditions, the nature of traffic movements, the con dition of individual motor vehicles and the lack of mixtion ca the part of motorists. Some of the more important causes of acci dents at intersections are as follows: l. Where traffic signal* are not used to control the movement* of motor vehicles at an isolated infexsertion. where motor vehicle volumes arc high sad where the major street is relatively wide, it is ffiflknlt for motorists and pedestrians to cross the major artery im safety without confcrtjag with motor vehicles approccblec from either direction. This Is doe to dm fact that mo torists and pedestrians bare difficulty m judging the time sparing of tchides and. consequently, are noble to AJoaiue when it Is safe to make the weeing, Z Many motorists traveling on secondary streets at uncignallsed Intersections become impatient after'waiting a reasonable length of time to cross a major street and then take WBsecesmry cbwat Although the motorist himself may net he involved in an accident, be may be the indirect cause of acrideuts involving motor vehicles traveling oo the major roadway. If sodden stops are required for motor vehicle* traveling on a major artery owing to the rroreing of traffic traveling en the secondary street, rear-rod collisions often result. 3. Custom and habit directiy hftwet aectdoiCs at isolated intersections. Ia awr Cities, motorists disregard the rights of other motorists attempting to cross major streets from secondary stmts and will sot yield the right of way. Traffic signal oon- trol automatically assigns the right of way alternately to the major traffic artery and to the secondary street thereby providing safe aad frequent opportunities for emoting. 4. Some of the most severe types of accidents occur at intersection*, aad injuries and fatalities frequently remit. If visibility is Impaired, motorists traveling at high rates of speed on major streets often come in conflict with vehicles traveling on secondary streets and thereby cause serious'aoridente. Traffic signals will reduce and in most mses prevent such accident*. In order to determine whether or not traffic signals arc warranted at an isolated intersection, it Is mecssary to earcfaOy evaluate all existing conditions as vd as the nature of motor vehicle and pedutrim movements. Traffic surveys wiS renal factaa! data which gre In dc analyst* of coodltiousa 'Review of acridoM records and of the causes of individual acci dents wilt assist traffic engineers in deter* mating whether or not traffic signals should be metalled. There are several types of traffic signal Installations which are adaptable to bobted intersection*. The most cwnn types are as follows; Traffic Safety 43 1. Comer poet traffic signals have been used extensively, with a tingle indication to approaching traffic. The present trend Is to provide an additional signal face which will be visible to motorists on heavily travtkd traffic arteries. Z Center suspension or mast arm signals arc adaptable to isolated intersections. Ow ing to the heavy flow of traffic on many major street* aad to the use of several Uses for moving traffic, traffic engineers now recounts the advantage of giving ad vance wanting of traffic signals by using center suspensiea or mast arm traffic sig nals. Snch -r"1* are visible to motorists at a greater distance than signals mounted at the ash on paste, and It is possible to provide tafficatlooa to cootrol the flow of traffic in indmdwol baas. Where right turns or left taros are permitted on multi-lane roadways, a traffic signal face may be momttod ffircctiy ever each lane together with a sign indicating movements which are permitted. If any amount of pedestrian traffic Is evident where cotter suspension or mast arm "f"1* are to be used, then prortsaon should be made for comer post pedestrian signal control* to supplement the motor vehicle rignal indications. parking regulations where these signals are inataiiwl Motorists generally require sev eral <hys to become acquainted with new traffic signal operations so police officers should be used for a short time to assist m directing traffic ha order to prevent traffic accidents, particularly rear-end collisions, However, after motorists do become ac quainted with traffic signals which are in- - stalled at isolated intersections, a redaction hi *U types of traffic accidents may be expected. Onu-Way Street Movement vs. Two-Way Street Movement UR, WHITE: This report deal* with a direct "before-after'* comparison of traffic eooditioos pertaming to the oo*-way street system h Fort Wayne, Indiana, in September, 1947. On the eighth of September, 1947, the first iastallatioa of Fort Wayne's one-way street system was the pair of streets com posed of Wayne aad Berry. Motorists and pedestrians have, with few exceptions, in dorsed tbc one-way street system as logical, well planned apd a remedial measure that should be expended where possible to fur ther relieve our over-all traffic problem. Wherever fixed time traffic signals are located at Isolated intersections, they may be coordinated with other nearby signalized intersections, within distances up to two thousand feel; by use of interconnecting cable or synchronous motor cenlTelltn to provide for progressive traffic flow. Saeu-actustcd traffic signals may be in stalled at intersections where cross .street traffic flow Is not -toe heavy, and they will serve to rawumire die delay* for traffic on the major traffic artery. This type of con trol however, would sot reduce accidents u adjacent non-rigmllxed intersections as wentd the fixed time rignal content*. Ar rangements should be mad* to program the operation of traffic signal* at isolated intersoctio-- through use of two-dial or threeffial traffic controllers if there is any marked (SJTcrvnce ia dm direction of traffic flow os the major street during the .morning and afternoon peek hours. Use of automatic traffic signsIs at isolated jutrriBirfvw* win reduce traffic accidents bed cooridrratka must* be given to the proper of such traffic signals and to the cmabSahuacat of necessary traffic and It is well to point out that a one-way street system is but a partial solution of the over-all problem of relieving the cen tral business district of its ever motmting traffic problem, A total over-all traffic pro gram would include off-street and ou-street parking improvements, pedestrian control and regulation, and a modem signal system. Head m hand, such a program would im prove traffic conditions betWent intersection* as writ as accommodating an Increased intersection rapacity. A traffic survey of the central business district was conducted during July, 1946, and "after'* studies of this report hare bore conducted during the same month this year. Such a comparison should re move any question of doubt dealing with the facts of this report. It is agreed that such direct comparison* can be shown with out sdjtuti&g factors which are often re quired when unlike mouths and seasons of the year are Involved. The study showed that the total traffic entermy 34 intersections las surmounted the 1946 total by 42ff25 vehicles aad farther mfficatm an y of 17J per cent Current Police Training Problems general procedure to follow on this type of work. We find these outlines useful in our particular case as they are a step ia the direction of uniformity. CHAIRMAN GROTH: Do you have any suggestions akin* that line? MR BRANDSTATTER: It seems la me we have cloaked training with a deep, dark secrecy and refused to unveil what is going on. There is a lack of exchange of information. We are making the same mistakes made 10 years ago. If f go along with a (raining program and, through ' *" ` ` wrong, it u departments n'cnces. Sine Uw enfor of enforcement? In Michigan, there is an interesting activity called a uniform en forcemeat program. It ia a &ne_ example of mifomity of instruction, and its values are legion. CHAIRMAN GROTH: I would like to ask this question: Out small departments profitably offer their own * training programs; and, if not, what type of training is best suited for sudi departments? , LT. SMITH: I have hard some people who Have been ia police training for'many years ssy it cannot be done. I think it can be done. t realize some things dtprod on Trefic Softly CHAIRMr GROTH: 1 am going to tell you of a program we have in operation m Virginia, whtdi being a rural state his a rural problem. We have in our state, operating under the Virginia Chief of Police Association, a Virginia police school. Instructors are se lected from man* departments throughout the state, and men from all departments attend. We hope to be able in the years shod tit expend the program somewhat and help to raise the standard of policing throughout the state. The course is held in cooperation with .*Jbe inniiiini section of our state depart* 1 can see all that. But if we arc going to spend money, aad if we expect to get more money, We must produce improved ability and increased efficiency oa the part of the man. LT. SMITH: Mr. OXcescU implies that the man ia the field teams more about the job than his boss, and w aff recognize that That means the training has to start at the upper level. We realise the need for it. In any department we can see how impractical it would be to take die top ad ministrator or the captain of the division aad send them away. The department would be crippled. CORRECTION publication with the tn ccdurcs that : ous sections i CHAIR* ask Mr. " of the basic : eminent attempt i and enfort MR true. MR O'CONNELL: 1 am not too dear on what is meant by standardization and uniformity with respect to training. How ever. I want to eommeit on the previous remarks regarding the SecreCT that sur rounds our police training. The materials of the Traffic Institute are useful only when they are employed by someone who can use them to advantage is his depart* ment for the improvement of hi* men. To that extent, all of the material* at the In stitute are available. This material is of little use tn our library. Just one other comment with respect to uniformity of instruction. Are you refer ring to (he Michigan plan or your form Thu preceding document has been rephotographed to assure legibility and its Image appears immediately hereafter. La* Augeks poBce deyurteafL They as sist a* a offering traduction in certain phases of police work. They have been helpful to w U wc sm e*B un these men la the field who are specialises in uue pertkshr subject. One I have In mind Is the crowd patrol. Certainly, tn a nmli town, arc wouldn't have occatkw to assign a wan to that type of work fuHthne. Los Angeles dees, and when we ghre a course la that, w aiB on the Los Angeles dm. He has made a Dftrime study of ft t could cite ocher ex amples. (It certainly is good to texnr the larger cities will help you out In that rts- :"bears m instructoa wnwi muuiww tittle Is the improvement of their assigned task It is iatemting stuff to know, but can hraJDcag be justified on the basis of interesting information alone? For myself, f thzafc oot We are competing for a tax dollar and when we are doing that, we have to look for the product that we produce. The only tangible product that we produce as a remit of police training is evident ability M the man to do his job better. Therefore, a trainee must meet that stand ard, Anything kss than that improvement as assigned tides is not good enough. We acknowledge thatRe must know about the poBeiet of departments as departments. I would like tn bre concluding J important one |fy lo the last, ____ . have actual measurements or yardsticks, if you wilt, hy which we cm measure the results of a set program. I would like to ask if ft is pos sible, in the opinion of any member of the panel, to develop measurements that could assist us m determining the effectiveness of instruction aad training withla our own or ganization? MR BRANDSTATTER: I don't think tire field of education has itself arrived at a wit of measuring the effectiveness of the Structure. Attempts have been made through the use of examination* to determine what has been absorbed by the student as a result of an instruction period of training. 40 Judies end Prosecutors Conferences 1 don't think merely marking the student after he ha* received Instruction Is the an* swtr. One studoit may have received a 100 and one 70. That isn't the answer. It doesn't show what the student has absorbed. Say you had two men equal In ability, but one with more academic background. The man with the background might get higher grades, but the other might be equally satisfactory out in the field. There are intangibles which I think we, through the use of passing examinations to determine the effectiveness of instruction, have not tapped. LT. SMITH: Certainty examinations are sot the answer. Measuring the effectiveness of training by means of the results la the field comes closest to being an adequate method. However, there arc many factors that must be takes into consideration. Say, for instance, you wanted to tell how ef fective the traffic enforcement program had been. We would measure that by cat* ing the reduction in traffic accidents, but there are so many factors ia that other than the ability of the policeman to make arrests in the field. The best way I can Judge how our men are performing is to talk with the field men in the I.GC. and the National Safety Council and men who are on other police departments, who occasionally visit our de partment, and ask than how we are siring up compared to other towns. I admit that that ts a general way to do it. but as a rule of thumb, I would say it U as effective u any we can use in the absence oC definite standards. MR. HENKEL: I believe the only defi nite measurement is the public acceptance of your department after you have had the training program, particularly after the first trained officer comes out The scoood thing is, the volume of the work the men do after flaving the training, Aay administrator can measure and determine the effectiveness of the course by the type of work the men do after having had the course. MR. 8RAND3TATTER: l would like to comment if I may on the remark about comparing departments. I don't think _ it is fair to compare one department with another. I think there are too many tilings that enter into it, too many factors enter into the law enforcement of eoc ccemwonity as confvtd with another. You can't com pare the rural with the residential. There may be a few communities made 19 of relatively the same type of departments. Bat, there' are factors soch as ago, the amount' of education that is available to the conamaty, the recreation facilities, any number of thlogs with respect to Its make up. and I think that possibly one of the best measuring sticks to be used with re spect to the effectiveness of the department is to examine the record system. Deter mine whether or not crime is increasing or decreasing, or whatever the cue may be. I think the records in the police department can do more to show how effective the department is, than possibly the comparison of one department with another. Judges and Prosecutor* Conferences (A Summary of Remarks) By JUDGE EDWARD C. FISHER Mmtidpal Coart, Lincoln, Neb. Four Traffic Court Judges and Prosecu tors Conferences have beat held a the pest 12 months at Northwestern University, the University of California at Berkeley, Tulane University and New York University. Each of these conferences was well attended and followed approximately the same pattern. Some highlights of the Northwestern and the Tulane conference* will serve to Illus trate the approach of these conferences, Sidney J. Williams opened the conference at Northwestern with a talk covering the whole field of traffic safety emphasizing the part played by the courts. He plead to gether the points that had hem made singly and gave them the proper perspective. Frntklin U. Kraal followed with an analysis of the theory of law enforcement Beginning with rules laid down by family governments and rules of games, he de veloped the subject up to the enforcement of rules laid down for the protection of the public which we call *hw." J, Stannard Baker that considered the Trefic Safety 41 various engineering and psychological facton iavoJrat emphasizing that the driver ia the most important factor In the traffic control problem, James Ecooomos discussed the common tendency among lawyers to try traffic cases as though they were cavil actions for dam ages. He then went on to not* the things that can be done to meet and solve the vari ous problems that we face. Others gave detailed and technical discus sions on such things as films, complaints, 'reddest driving," accessories la traffie cases, etc. A wealth of material was passed out to be carried borne for further study. There was a discussion on police work, its relationship with the coert and the purposes to be accomplished. The eoastitutioaal issues frequently encountered in cocacetiae with srif-lacrinniHo were brought up. The question was raised whether a state could require the waiver of such rights as a pee* te to the issuance of a driver's Ikait. judges and prosecutors discussed the prosecutor's duties and functions, his attitude toward his Job, as well as his responsibility to the community. The eonfermce at Tulane In April and May was addressed by New Orleans Judge Harold Moore who totd about the political set-up la his city. Judge Hub then pointed out that without public support, a judge could accomplish very little. The only pro tection that a judge cart have against the politicians is the support of the public. How ever, he added that since safety it good politics, he should try to sell city ball on it. But a judge most above all be in a position of security where he will not be subjected te the political pressure of the big shots. He Si a bulwark of democracy; he ntut be absolutely independent. If he is a man of character and integrity, he will insist upon titis indepeodmee above all else. .Summary--The conference sessions arc not merely a means of exchanging ideas but they are also a definite attempt to give instruction in the right maimer of doing the job. They are not held in the gay con vention manner, but rather in an atmosphere conducive to intensive study. Those present at the conferences were definitely there to (earn. The best ideas were advanced and not In the atmosphere of debate but rather in that of an institution of learning. Anyone who attempted to ex tol! his own superior wisdom, was given a rough rime. By boss of these conferences the judges were able to get a complete picture of the subject from recognized experts and authori ties in the field. Substantial progress was made in jest the fact that those present were made aware of the problem. After they realize what the problem is, then they can formula14 something to do about it Insofar as these eooferences follow a formal!red curriculum, they approach the proportions of a training course for judges and prosecutors. With a whole week to devote to the subject, it is possible to cover far more ground la an authoritative way, vta Is possible at this National Safety Congress. At the Congress we have an important job to do in stimulating judges and prosecutors to seek this intensive traintag and also to inspire them to try to win public support for their courts in their home communities. We can act pretty much as a promotional agency lending all possible support to these various conferences as well as the local safety organizations. : I strongly recommend that every judge and every prosecutor attend at least one of these conferences. It will serve to coordinate all of his ideas and bring the whole picture into proper focus. Traffic Engineering Regulations, Devices and Design as Accident Reducers (A Ijapodgo) Rtfls at Isolated. Intersections Tins. E. Worm, Director. Department of Traffic Je Transportation, City of Howtos. One-Way Streets , Jascbs T. Wstrre, Traffic Engineer, Cty of Fort Wayne. Basking Prohibition* c. L. Snncows, Traffic Engineer, Grand Rapids Police Department, Grand Rap ids; Mkh. Poor-Way Stop* Ha**y H. Haxusok, Traffie Engineer, Illinois Division of Highways. 42 Signals at Isolated Intersections Spaed Zones J, E. P. Dammxll, Traffic Engineer, Min nesota Department of Highways. Highway Delineators ), Ca*l McMos'aox, Director, Planning and Traffic Division, Michigan State Highway Department. Signals at Isolated Interaeetiooa MR. WILLIER: Traffic accidents and traffic congestion are produced at isolated intersections where motorists hod it impos sible to cross major streets safely sad with out undue delay. At such intersections, the possibility of safe and convenient crossings is a function of 'vehicle density and the speed of traffic. Headways between indi vidual motor vehicles measured is time may not vary greatly with reduced* traffic vol umes because with reductions in volumes pecds increase. Motorists traveling on secondary streets, therefore, have few op portunities jo cross major traffic arteries between moving motor vehicles. Physical condition* at isolated intersec tions vary Considerably. The efficient and safe flow of motor vehicle traffic at such intersections is dependent upon relative widths of roadways, the number ot lanes in which traffic is flowing, parking condi tions and truck and bus loading spaces near intersections, roadway surfaces, and risibil ity obstructions which may be evident. Other factors which influence safe traffic movements are the relative volumes of traffic on major and secondary streets; the type of vehicle traffic which in many cases in cludes automobiles, busses and trucks; vol ume and times of pedestrian movements; speeds of vehicles; the nature of traffic patterns which produce peak flows during certain times of the day; turning move ments and movements of motor vehicles into and out of parking spaces at the curb or off-street. Traffic accidents occur at isolated inter sections as a mult of existing conditions, the nature of traffic movonents, the con dition of individual motor vehicles and the lade of caution on the part of motorists. Some ot the more important causes of aro dents at intersections arc as follows: 1. Where traffic signals are not used to control the movements of motor vehicles at aa Isolated intersection, where motor vehicle volumes are high and where the major stmt is ntoinly wide, it is dCak for motorists and pwkstrii-- eras* dr major artery in safety vidoot eanActjng with motor vehicles approaching Cram eriber direction. This is dne to dw fact tine mo torists and pedestrians have dinky in judging the time spnctog of vdido and. eonseqoaUJy, arc unable to determine when it U safe to make the crossing. 2. Uny motorists traveling on secondary streets at muignaliiud unerscctiejns become impatient after mill a reasonable length of time to cross a mijor struct and then take eutemuy rhancri Akboogh the motorist hkruelf any net be involved In an accsdmt, he may be the indirect cause of accidents involving motor vafeklm traveling on the major roadway. If nwiden stops are required for motor vehicles traveling an a major artery owing la the cresting of traffic traveling on the secondary street, rear-end collision* often resell. 3. Custom and habit directly influence accidents at isolated intersections. In many cities, motorists disregard the rights of other motorists attempting to cross major streets from secondary streets and will not yield the right of way. Traffic signal con trol automatically assigns the right of way alternately to the major traffic illcry and to the secondary street thereby providing safe and frequent opportunities for crossing. 4. Same of the most severe types of accidents occur at Intersections, and injuries and fatalities frequently result If visibility Is impaired, motorists traveling at high rates of speed on major streets often come its conflict with vehicles traveling on secondary streets and thereby cause serious accident*. Traffic signals will reduce and In most case* prevent such accidents. In order to determine whether or not traffic signals are warranted at an isolated intersection. It is necessary to carefully evaluate all existing conditions as well as the nature of motor vehicle and pedestrian movements. Traffic surreys will reveal factual data which arc essential in the analysis of conditions. Review of accident records and of the noses of individual acci dents will assist traffic mginccrs in deter mining whether or not traffic signals should be Installed. There are several types of traffic signal installations which are adaptable to isolated intersections. The most commas types arc as follows: Tragic Safety 43 1. Corner pest traffic signals have been ri uiuwidy. with a single indication to approaching traffic. The present trend is to provide aa additional signal face which wiS W ritible to motorists on heavily traveled traffic Mcritt. 2 Ccaser wwpenaon or mast arm signals are admirable to isolated intersections. Ow- ng to tiw berry flow of traffic on many tmfor tercet* and to Ihe use of several bar* far awriag traffic, traffic engineers now rrengatae the advantage of giving adeaace warning of traffic signals by using renter mpouMn or mast arm traffic sig nals. Such signals are visible to motorists at a greater distance than signals mounted at the curb on posts, and it is possible to provide indications to control the Sow of traffic individual lanes. Where right turns or left toms are permitted on multi-Une roadways, a traffic signal face may be mwtoXed directly over each lane together with a sign indicating movements which are permitted If any amount of pedestrian traffic is evident where center suspension or raise arm signals are to be used, then provision should be made for corner post pcdertrsui signal controls to supplement the motor vehicle signal indications. parking regulations where these signals areinstalled. Motorists generally require sev eral days to become acquainted with new traffic signal operations so police officers should be used for a short time to assist in directing traffic in order to prevent traffic accidents, particularly rear-end collisions. However, after motorists do become ac quainted with traffic signals which are in stalled at isolated interjections, a reduction tn all types of traffic accidents may be expected. One-Way Street Movement vs. Two-Way Street Movement MR. WHITE: This report deals with a direct `"before-afur* comparison of traffic conditions pertaining to the one-way street systos installed In Fort Wayne. Indiana, in September, 1947, On tbc eighth of September, 1947, the first installation of Fort Wayne's one-way street system was the pair of streets com posed of Wayne and Berry, Motorists and pedestrians have, with few exceptions, in dorsed the one-way street system as logical, well planned and a remedial measure that should be expanded where possible to fur ther relieve our over-all traffic problem. Wherever fixed time traffic signals arc located at isolated intersections, they* may he coordinated with other nearby signalized intersections, within distances up to two thousand feet by use of interconnecting cable or synchronous motor controllers to provide for progressive traffic flow. Scml-acnaled traffic signals may be in stalled at intersection* where cross street traffic flow is not too heavy, and they will serve to mnumize the delays for traffic on the major traffic artery. This type of con trol. however, would not reduce accidents at adjacent son-signalized intersections as would the fixed time signal controls. ArragWMst* should be made to program the operation of traffic signals at isolated inter sections through use of two-dial or threedri! traffic controllers if there is any marked difference in the directioe ol traffic flow on the major street during the morning and afternoon peak boors. Us* of automatic traffic signals at isolated intersections will reduce traffic accidents but constdcratioo must/*, be given to the proper of such traffic signals and to the cftabtisitott&t of necessary traffic and It is well to pome out that a one-way street system is but a partial solution of the over-all problem of relieving the cen tral business district of its ever mounting traffic problem. A total over-all traffic pro gram would include off-street and on-street parking improvements, pedestrian control and regulation, and a modem signal system. Hand in hand, such a program would im prove traffic conditions between Intersections as well as accommodating an increased intersection capacity. A traffic survey of the central business district was conducted daring July, 1946. and "after" studies of tins report have been conducted daring the same month this year. Such a comparison should re move any question of doubt dealing with the facts of this report. It is agreed that such direct comparisons can be shown with out adjusting factors which are often re quired when unlike months and seasons of tbc year ara involved. The study showed that the total traffic entering 34 intersections has surmounted the 1946 total by 42,525 vehicles and further indicates an Increase of 17J per cent. 44 Out-Way Struts With two exception.*, individual intersec tions also showed a traffic increase. The decreases in traffic volumes resulted from rerouting. Examination of results reveals that ae intersection has had ao increase of traffic in the amount of 54JI per cent above 1946. Another intersection had an increase of 41 per cent, it is common to observe traffic increases ranging within the percentage limits of plus 20 to plus 30. Speed-delay studies were conducted dur ing peak traffic hours in each lane of cer tain thoroughfares. This study did reveal that it is advantageous to drive u the left lane of a one-way street as over-all speeds were found in some instances to be almost 25 per cent higher in this lane over that of the right lane. It was brought out in the recent traffic Mirrey of the central business district that speeds were prevailing on these streets within this area as low as 7 M.P.H. The "Before'* study indicates that over-all speeds reached a high of 9 M.P.H. on one street; and a low of 6.9 M.P.H, on another street, while two other streets remained within close range of cads other at speeds of 8.9 M.P.H, and 8.1 M.P.H. The "After" study comparison indicates that a former over-all high speed of 9 M.P.H. as prevailing on one street has been increased 582 per cent while low speeds as found on another street have been increased 77i per cent. Field observance studies at signalised Intersections where two-way traffic is ta operation and during a "green** period will move from JO to 12 cert through the inter section. while the same "green" period at a one-way street approach to the intersection will clear from IS to 20 vehicles. The report thus has indicated that over all speeds upon one-way streets have been increased as much as 76.6 per cent above two-way operation, and delay periods have been reduced as much as 86 per cent The efficiency of the intersection has also shown an improvement and a comparison of the two systems of street operations show an increase in traffic volume upon one-way streets. These factors can be pointed to as one of the major accomplishments that has been achieved by the use of one-way streets in the relief of congestion and expediting the flow of traffic. The preceding paragraphs of this report hare dealt basically with the traffic improve* menu which hare been foosd to exist con cerning increased traffic flow upon the streets of the one-way street system and through the intersections of the same; and. also, the vmprovtmotts that hare bees made in orer-al! speeds upon the one-way streets verms two-way streets, mindful of the fact that mtprovesMStt* in over-all speeds will in turn indicate a redaction m congestion upon the one-way street system. The final paragraphs of this report will deal with a 10-cnaadi study period concern ing the "before" and "altur'* aerides* trend upon one-way streets versus two-way streets. While it is not entirely encouraging to point to a greater reduction in accidents than this report can shew at this time. nevetbeless accidents as a whole hare decreased approxi mately 10 per cost when considering the combination of intersection and mid-block locations as a unit. Weather conditions hare aUu had a con siderable bearing on this phase of the study and indicate that greater reduction is acddenU can be anticipated hsuenoeh as dry pavement accidents hare been reduced as much as 17.6 per cost below the accident experience recorded and charged against twoway operation. The ooc-way street installa tions were placed tn operadon during the early fall months of 1947. Due to circum stances beyond the control of this depart ment. the "after" study has involved a period of time when there was s change of administration. Also, neither conditions bring comparabtc during the winter months and due to change of personnel is those departments responsible for tee control and removal, it would be found that these de partments were not operaring to a degree of efficiency that might be expected of a department having had a longer period to prepare itself for a program of this nature. Consequently, the study showed that acci dents Have increased 86.1 per cent open the one-way streets during snow sad ice oxkSriocis. The encouraging results out be mere deeply appreciated when we conridar that In spite of the fact that we hare had an increase of the percentage mentioned above upon the one-way*streets during the snow and ice period of the study tint the over-all period of 10 mouths before and 10 mouths after has as a amt shown a notable permit- Tragic Safety 45 age reduction. It is logical to point out tint with improvement of the snow and ice control program, greater aeddrot reductions may be hoped for in the coming months over and above the figures charged against the city during the past winter months of this year. Parhsog Prohibitions MR, SIMMONS: Perhaps so part of the traffic problwa causes greater concern than the parking problem. We find direct conflict betweed those who desire to use the streets for movement alone; and those who dour to park. la designing the parking regulations as accident reducer* we might divide our thoughts to midblock prohibitions and inter sections! parking prohibitions. Tfunldng for a moment about the mid block prohibitions I think we should con cern ourselves first with a place reserved for conducting business, a loading zone. WiU we have ooc loading zone for the entire block or will we lave a manber of zones located at strategical points regardless of the manber in the block? Will they all be ofjmiform sue regardless of their location? \\*>S the loading zones be marked out on the curbs by* distinguishing color augmented by sign* of a uniform height? Will angle paridug be permitted by trucks actually in the process of leading or unloading? Will die zone be used all during the day or will truriong be forced to Certain hours la the morning and perhaps certain hours ia the afternoon? The answer* to thee question* wilt de termine to a considerable extent the acddost experience m the aid block. 2 think most of nJ will agree that one loading aooc for as entire block will sot answer our problem. The trucker, even more thaa the porker, waste to deliver his goods ta the frcct door of the small busi ness place. They will double park to de liver three or four parcels of express or merchandise, rather than park ia a loading xaoe two stores away or get involved In as alley which is ail too frequently so narrow that St is blocked two thirds of the time We wilt hare to place those zoom which are necessary after a complete in vestigation has bees made as to the acces sibility of off street loading facilities. It is evident too that they can not alt be of tauform size. You will want to con serve on space within a certain business square in the center of fiwn and force truckers to make those necessary deliveries in small trucks. As you get farther from the central business district you may want to allow larger trucks to make pick up* and deliveries on the streets. The' zones must be well marked with uniform signs or the enforcement end will encounter difficulties keeping the zones clear for that which it was intended. We have found that changes in the type* of business in a certain locality necessitate the chang ing, or the removal of a zone. If curbs are painted in the loading zones it would mean confusion, and inattention on the port of the parker in two or three years, because of the number of vacated zones. We hare found an increase of about 23 per cent m "side swipe" and "turning to Interfere'* accidents in those places where angle parking of any kind is allowed. How then are w going to allow trucks to un load? The answer is of course "side door" deliveries, loading as well as unloading from the side of the truck. The question as to the duration of the time goods may be delivered is important to both the shipper and to the common car rier, but it is also an important one to the enforcement agencies in the reduction at congestion and accidents during peak hours. Trucking concerns like to make up their serai-loads by going from one concern to another loading their goods in the inverse order ia which they are to be delivered on the road. In a recent survey in Grand Rapids to determine the feasibility of regulating the hour* of pick-up and deliveries, size of trucks, etc, the trucking industry indicated they would have to place an embargo on all goods bound for Grand Rapids it this were put into effect. You can see what happened to that tittle project when some of the merchants found out about it! Still in our midblijck design of parking prohibitions to reduce accidents let us turn our attention to the place which is to ac commodate the vehicle at the curb. The curb itself must be low enough so that it will not damage the new type cars. Signs and Post* must be kept at least 18" in from the curb. Adequate length of soae roust be 46 Parking Prohibitions dearly marked alone the length of tbe curb. Parking meters installed is Grand Rapids reduced tbe parking accidents some twenty per cent. Meters may be installed to accocmaodate the very short time porker and die long time parkcr. It is well to have short time meters at strategic spots m the central busi ness district. This wall tend to reduce the double parking anted by people who "just want to go is here for a minute." These meters must be of a distinguishing color-- (unless variable time meters are in use) different from the rest so they can be spotted by a motorist who is trying to find a longer time parking place, We have found it necessary to have meters ia four colors; the 12-minute meter ia orange, the special meter "no parking after 4:30" in red, the two-hour meter ia green, and the regular one-hour meter in grey. The parking meter then is a definite help in the reduction of accidents in those places where there must be parking. A design for parking vehicles in the midbtock has been tried in a suburban sec tion of Grand Rapids which has reduced the accident rate to sero by making use of the distance between the curb line and the store front. At the curb line a safety island was constructed and the vehicles were forced to park parallel in a roadway parallel to the main thoroughfare. The merchants, of course, were against it at first but when they found an equal number of parking places in front of their stores most ol them watt along with the engineering section. Let us think for a moment about live intersections! prohibition*. How are we go ing to govern our bus stops? Will the)* be near side, far side, midblock? How long will they be? How will they be marked off and signed? These are all questions that must be answered and I am sure must be answered by saying once more that "It depends upon the situation." In same cases the accident frequency will be higher for tbe scar side stop than for the far side; ia others the reverse will be true. We will have to remember certain fac tors when we talk about a near side stop for a bus. First in the minds of operators is the time factor. They will have the light against them fifty per cent of the tune and will have to stop regardless of whether there is a pick-up or not If there is a far side stop the vehicle will have to stop ooce again to pick up a passenger os tbe other side of tbe street Cos* of operation, wd time then, are ia favor of the near side stop for the bus company. Oa the other tiand in a place where there are a great number of right turns by passenger vehicles vou will increase the accident rate because of vehicles trying to Bake right turns in treat of the bus. Is those places where the right turns are as a tetonra the acci dent rate in Good Rapids hu shown that the 40 or SO feet of the intersection itself is a help in getting tbe bfc* bade into the stream of traffic. In designing tbe bna acmes we must re* monber that the tow toe are getting longer. This summer a survey was made along one of the mh und line* and it was found that the average stop was 31i feet. This In places where there were as many as three different boa tinea alt with buses Vbirty-two feet long, needless to say resulted in congestion on the highway caus ing accidents. The bus zoom have now been lengthened to a mimmam of 65 feet and in some cases are as long as a hundred and twenty feet to accommodate the mass transportetioo. The far side stop Is an accident hazard as far as Grand Rapids is concerned be cause af the right tenting movement at those poults. Vehicles wishing to make a right turn froqumtJy did so just as the bus was tunung out iBio the lane of traffic and teddots rtiultcd. We can not afford tbe midblork stop in most cases because of die Irogth of the stop necessary. The etimatatioct of parking to such an extrot as to allow a safe tom into tbe curb and a safe exit from the zone U, in most Instances, prohibitive. We have used the stidblocle stop is throe places where the parking had been dirninatal for the entire block, and it was safer to dis charge and take on passengers midblock than at citbtf tad of that Mock. It was found ia tbe survey of As bus stopa tint it was hard to determine exactly where the step was. Inadequate meriting of the bus aooe frequently fed to violations by paricero in tbe area set aside for tbe loot. Whs tbe new tones were installed they were not only marked by posts at each end indicating a bus aooe but were also off with beads of white paint a Trefc Safely foot wide forming a frame for the stop zones inside of which were painted the words "Bus Stop" ia four foot letters. Thera is no question oow about parking in a bus stop. It teems the answer to the parking situstiro u far as the traffic engioeer is conconed lies with those who are carrying on business. If the streets were used for the purpose for which they were built, accidents would be materially reduced aed traffic would move faster. To traffic people the Solution U tapidly becoming the elimination of parking completely in those places and at those peak periods when congestion and delay cause tbe accident rate to soar. This may be done tactfully by selecting certain key positions or points and later on, say four or five months later, connect the points up. This will mean an overall plan of action which will cover a period of time but which will mean safety for your people when it is completed. These points then arc important tn park ing prohibitions: 1. Adequate loading zones, properly pbeed for parallel parking while nal cobtrot. While in this case it may be considered an intermediate step in intersec tion control between the common two-way stop and the traffic signal* its operation is quite different titan either. Under two-way control, the major artery always has the right of way and motorists on the second ary thoroughfare must select safe pips based oa individual -judgment in which to cross. Under signal control oaly two direc tions of traffic may enter the intersection simultaneously with right of way positively defined. Under this control the need for safe judgment by all Individuals' is reduced to a minimum. Under four-way control we find a totally different condition in actual practice. We coorider that the right of way rule is the same as though no stop control existed. Act V, Section 82, of the Uniform Code provides that the driver of a vehicle ap proaching an intersection shall yield the right of way to a vehicle which has en tered the intersection from a different high way; also, when two vehicles enter an inter section from different highways at approxi mately tbe same time, the driver of the in tbe process of loading or tmloading mer chandise; 2. Adequate length of stalls for vehicles where parking is necessary, with adequate short time parking properly marked by meter colon; 3. The proper placement of the bus stops of adequate vehicle on the left shall yield the right of way to the vehicle oa the right. Other rules in Sections 83 and 84 further define left tun* right of way and obedience to stop signs. Thus entry from al! four direc tions can be nude simultaneously, and at fmgth and properly marked; 4. The elimina tion of pariong antirely in those points and along those routes where congestion and delay occur, Four-Way Stop Control heavily traveled intersections this is com mon practice. While it u admitted that vehicle actuated signal control of appropriate type is the most effective and perhaps efficient means of positively defining right of way at grade MR. HARRISON: Four-way stop con trol at highway intersections is a subject ta which everyone has a direct interest. It is timely to include it in this program be cause of tbe growing demand for its use and because of the importance of limiting its use to the purposes intended. intersections, the cost of installing such con trol at all points where definition of right of way may be warranted is prohibitive. Observations have shown that large volumes of vehicular traffic caa be handled with safety and reasonable efficiency wider fourway stop control. Of course, the greatest advantage is to drivers and the least advan The application principles consist of two tage is to pedestrians. This Is because of phases, first, the value of such control as the tendency of drivers on all approaches a regulatory measure where vohsne of traffic jo complete their intended movement with is tbe pristary factor and approach speed the least delay possible, resulting in a maze ts secondary, and second, as a means of of movements usually bewildering to the rodudag angular type sectdoits where ap pedestrian. Consequently, if pedestrian cross proach speed is the primary factor and ings represent an important factor, together volume of traffic is secondary, la tbe first phase, its me for such pur pose Is bordering on tbe field of traffic sig with high vehicular volumes, signal control should be provided as soon as pnetfcible. tn the second phase, we have the problem 43 Four-Way Stops of preventing or reducing accidents at rural intersections where approach speeds plus ap preciable volume of traffic oe the major artery cause frequent misjudgment of safe gaps by drivers ottering on the secondary highway, resulting in angular type accidents. In Illinois, as is the case in most states, U. S. and state numbered trunk tine high ways are generally given preference through all intersections by stop sign control on the secondary approaches. Such control is effec tive unless the speed or volume of traffic on the trunk highway requires precise or unusually accurate judgment to enter or cross the highway safely. In this case, there is some ground for controversy. Some traffic authorities may contend that with proper obedience to two-way stop control and with adequate enforcement there is so need to inflict a stop penalty upon the major artery. I think we wilt all agree with such argument if four-way stop control is ap plied indiscriminately and if it is used solely to overcome two-way violations In the absence of adequate enforcement. The most common problem in this field to the state highway traffic engineer U the intersection of two state or U. S. numbered highways. Here he is faced with many complicating psychological factors in addi tion to material warrants. Seme of these are: (a) High percentage of foreign motori*s who arc strangers to the location. (b) The false feeling of security of long distance travelers that they enjoy the right of way and full protection through all in tersections. (c) The tendency toward higher speeds and the reluctance of motorists to reduce .-peeds through intersections or to otherwise recognize the right or safety of cross traffic (d) The higher tendency to "chisel'* co stop control in rural areas. It is obvious; therefore, from the dis cussion of these two phases that a scries of warrants and values are necessary as a guide to the application of this type of con trol to obtain consistency and reasonable uniformity, and that each individual case must be considered on its merits. Those who are engaged in the traffic control field are aware of the dire consequences of prece dent. Haphazard use of this type control without regard to its justifying elements will eventually make it such a nuisance that its value as an intermediate control will be materially weakened. Observations of the behavior of motorists and their response to four-way stop control has shown some uncertainty as to their right of way privileges and even Udc of recognition of the four-way stop control bring ia effect. About two years ago we experimented with a method of acquainting drivers with the control they were catering by adding the supplementary message "4WAY" ia the upper panel above the word "STOP* os each approach to ooe intersec tion in each of our tax districts. Frequmt observations were made by our traffic engi neers and officers of the State Highway Police to determine the resulting effect. The results were so favorable that the use of this message was gradually expanded throughout the State until now it his bees adopted as standard. We were concerned, of court*, that such informstim might cause an increase in the number of rotting or gear shift stop*, thus reducing the value of the control. Enforcement potior as stated by the Superintendent of the Illinois State Highway Police has always bees and must of necessity be that drivers shall bring their vehicles to a complete stop. It is admitted, however, that under four-way stop control some tolerance may be allowed if a safe condition exists, dependent solely upon the judgment of the officer observing the move ment. Recently a brief survey of public opinion as to four-way stop control was conducted at widely scattered locations throughout Illinois. The answers obtained to the fol lowing questions are of general interest (1) Do you favor four-way stop con trol? Foreign motorists Illinois motorists Total Yes Xo 90% 10% 94% 6% 93% 7% (2) Do you make complete stop? Yes 30% 63% 73% Rolling Stop 20% 37% 27% (3) Yes Xo la four-way stop control confusing? 37% 20% 31% 63% 30% 69% (4) Is the "4-WAY" message on the atop sags of value ia afinrnn&pg confusion? Tragic Safety 49 Yes * 93% 39% 91% 2. Accident Record under two-way con Xo 7% 11% 9% Some of those voting "Xo" did not have a definite opinion; others thought this mes sage should also be displayed in advance of the intersection. Exact figures for oar total experience in redaction at rural intersections were not available for this tfiscussico. It is be lieved. however, that the record at two anpoctaat mteraectiaas oa the Illinois high way system wiS ioffiate the accident redoctica potential. Illinois 12 and 92 (2T miles south of Sterling) trol. Urban--S right angle accidents per year revolting in property damage of 3X1 or greater or 3 personal injury acridcntx. Rural--4 right angle accidents per year resulting in property damage of $50 or greater or 2 personal in jury accidents. 3. Ch. .cr factors such as restricted sight distance, approach gradients, width of interleering highways, and the prevailing speeds on the preferential highway must also be considered. This discussion is not intended to create Ttoo-fVay Control the impression that w believe the four-way 1939--2 accidents molting m 6 injuries aad 2 fatalitim Foor-JFoy Control 1940 to date - 3 aeridmtx, two of which stop control is a cure-all for the intersection problem. Rather it is offered ia support of the judicious application of it as an inter mediate method of control were nv m4 collisions, resulted in 2 in juries. The other eras a nonceUision prop erty damage sodden*. (7. S. SI and IDmois 64 (6 miles north of RecheUe) Spaed Zeus UR. DARRELL: Speed control continues to be the most common cause of all traffic complaints received by a traffic engineering office. I suppose the reason for this is that Two-Way Control 19J3-42--14 seddents resulting in 3 fatali ties and 40 injuries. a great many people believe that if speeds could be reduced there would be no traffic problem. ThU, of course; is entirely wrong. However traffic speed is the cause of prob Four-Way Control 1942 to date--4 acddents, two of which were rear a*d collisions, 3 injuries, 0 fatall- ably 9 cart of 10 of the calls for help that are submitted to our office. Most of the complaints com* from the cities and smaller Hex, villages, but an increasing number have Rsd* district office offered the general reference to open rural highway*. comment that acddents have been greatly reduced both in number and severity fol lowing the change from two-way to four After a number of years experience in speed zoning we are convinced that the proper use of speed toning techniques can way stop control. bring about a decided improvement in actual We are convinced that four-way stop con speeds on the highway. This does not mean trol has a rightful {dace as an intermediate that alt roads or streets should be zoned means of regulating traffic at high volume for speed. intersection* in urban areas and as an ia- To be effective speed zoning should be stnsoent ol accident prevention in areas applied only where it is needed. This should where high speed is prevalent, sot be confused with the posting of state The following is offered s as suggested wide prims facie limits to inform the driv elementary criteria for the installation of such control. I, Traffic Volume. Urbaa--400 to 730 per hour for 6 hours with ratio of 60 per cart-40 per cent. Rural--300 to 75p per hour for 6 hours with ratio of 65 per ctm-35 per cert. ing public, especially driven from other states, as to the existing regulations. A reasonable use of such informatory signs would appear to be desirable. Where speed zoning is applied the limit decided upon must be a reasonable one. If It is too high it may increase the problem. If too low a limit is posted, it will not only be generally disregarded, but it may actually 50 ffigfnoay Delineators encourage higher speeds than would nor mally prevail. Some drivers apparently ac cept a low speed limit as a "dare" and will accordingly tty to sec how far they can exceed U without being caught. The result is a general increase of enforcement prob lems. Speed lotting should be based on a factual basis. i( limits are established on an opin ion basis it is difficult to justify the action taken. Us* of. the &5 percentile speed coupled with a study of the facts as regard* volumes, accident experiraiee, types of vehi cles, roadside development, pavement types and widths and pedestrians ha* proved worthwhile and has furnished reliable data and justification for the selected limit- Advisory safe, speed indications on hori zontal curves can be effectively used in many rural areas along with or m lieu of actual speed zoning. Highway Delineators as Accident Reducers MR. McMONAGLE: Highway delinea tors have a very special place m the acci dent prevention program. They have this place because they operate at a vital and basic point in the complex of conditions which influence accident occurrence. Before I discuss the delineators and Michigan's experience with them, I think I should make clear how fundamental is their point of attack on the safety problem. To begis with, I think that we writ! agree that the various traffic engineering devices and measures are less efficient for safety than are thoroughly adequate highway de sign, construction, and maintenance I be lieve that we also know that as Safety factors, both traffic control and adequate highways are far inferior to good driving practices. Good driving practice, which can virtually offset the exceptional as well as the normal conditions of traffic and facilities is built up of three major elements. The first is alert and understanding perception of the details of the driver's problem during each instant of his travel oa a public road. The second is steady and immediate judgment as to the proper operational response to each successive phase of this problem. And the third, is the mechanical skill to put the de cisions of his judgment into quick, effective action. In this close-knit chain which comprises good driving practice, mechanical ildll is the strongest Unk. The great majority of today's drivers have a really remarkably high degree of operative proficiency. Which of the other two links--perception or judg ment--is the more important, is a question. But it is reasonable to argue not only that perception is the initial and therefore the primary factor, bat that the average driver, gives aa acearatc view of conditions, will make approximately the right decisions. However that may be, U Is common knowledge that the emphasis of traffic con trol measures has beet and is on reinforcing, or providing a superior substitute for. the driver's judgment. Signs, signals, markings, no-passing and speed control zones--atl of these devices and measures aim to aid or take over the function of driver judgment m the interest of traffic 'safety and order. Traffic engineering efforts to improve perception tmtil recently have been limited. Very largely they consisted of the installa tion of sign* warning the driver of his ap proach so hilts, curves, and other unfavor able coodftiocs which may be outside his range of vision. These are basically day time types of treatment, but that doe* not mean that the special importance of dark ness was entirely disregarded. Several methods have been devised for helping the driver at night, of which the most widely used is the reflcctorizatfon of signs and, in the last few years, of pave ment marking*. This treatment, by making operating directive* as legible by night as by day, are aimed to give 24-hour aid to driver judgment. Except in a few instances, it accomplishes nothing significant m the more fundamental field of driver perception. Unfortxmatcly driver perception is a para mount factor m nighttime driving hazard*, as accident record* prove. In Michigan, 60 per cot of all accidents occur during dark hours when only about 20 or 30 per cast of traffic is moving; night driving, tn other words, is about 4)4 times as hazardous as day driving. Inasmuch as perception is the ose boric factor which is radically affected by darkness, this statistical fact points up its importance. Mere light Is die antidote for darkxK&k The use of artificial lighting to maintain nighttime perception at daytime level is an obvious answer to this night hazard problem. Provision of this remedy was originally kft Trafic Safely to the car manufacturer, but later the pub lic lighting engineer has taken a hand Both have produced answers which are effective but which have serious drawbacks. Modem automobile headlights illuminate die road immediately ahead of the car, but the lighted area fs narrow and headlight glare is a frequent menace. Floodlighting th roadway is an almost completely satis factory solution, except for the fact that the costs of Installation and operation are so great aa to be warranted .only oa the most hazardous soetioot of very heavily traveled rural highways. Were apparently increasing his perception distance,1* and that "motorist* were more certain as to the position of their vehicles on the roadway, especially when meeting opposing vehicles." However, this easing and certainty of mind were not universal. Some of the pub lic evidently thought tiut the reflector units owed their brilliance to a contained electric light source. At any rate, one irate tax payer-motorist vigorously protested against the waste of public funds in "leaving those lights turned on all through the night" Another protest came from a resident along the route, who complained "that the new Highway delineators wete designed to litfits caused static interference with her utilize or approximate some of the charac teristics of existing lighting methods while avoiding certain of their disadvantages. They use car headlights as their fight source; they define the outline of the highway very clearly; they generate ao glare; and their per mile cost is by no moss prohibitive. radio programs." Since high night-accident rates on both US-16 and US-24 had led to their selection for delineator tests, popular polls were not the only means used to check their perform ance. In 194!, a study of before and after accident experience was undertaken, using The delineator U a fiat octal case with such accident type* ** might conceivably be rejecting lenses inset la each fact and it affected by delineators. is mounted on a metal post. Properly spaced oe both side* of the roadway, the delineators brightly refleet the lights of cars from each direction. They plainly de lineate the course anti shape of the road for a considerably greater distance ahead of a car than is actually illuminated by its ft was found that with delineators, the night accident rate on US-16 was reduced 39 per cent. During the some period, there was an 18 per cent reduction in the day rate which, of count, was not attributable to the new devices. . As a result, the ratio of night to day accident rates fell from headlights. 42 to 32. In other words, delineator? had The special features of the delineators brought night perception one-quarter of the are the quality of the lens material and the way toward approximating day conditions. method of installation which I will discuss later. The lease* are made of a crystal clear plastic material and arc facetted to produce the highest posable reflective power. The mounting of these m practical units and their method of placement along the Similar though not quite such pronounced results were revealed on US-24. On that route, there was a 28 per cent reduction in the night rate as against a 9 per cent reduc tion in the day rate. Its night hazard ratio was reduced from 32 to 42, or by one-fifth. roadway were worked out by automotive engineers with some cooperation by the Stale Highway Department engineers. Moreover, it was found that on three major nen-delineated trunklines having similar traffic and service characteristics, this night The initial instaUatiow of delineators was hazard ratio had actually increased during mode or the 70 miles of US-16 between the same period from 42 to 4.9, or by 16 Detroit and Lansing, ft wax completed and per cent went Into operation a April, 1938. Early To bring this six-year-old study up to In the following year, a similar installation date, the 1947 accidents on the delineated was completed oa US-24, from the Ohio routes were analyzed. It was disclosed that state fine to Pontiac, through the western both day and night accident rates oa US-16 part of the Detroit metropolitan area. remained substantially unchanged. On US- fa the weeks following the inauguration of delineators oa US-lfi, an opinion poll waa takes among users of that trunkline. It isdiextcd that "the delineator? were effec tive is easing the mind of the driver and 24, however, it was found that the day rate was down 30 per cent and the night rate 24 per cent. This additional improvement undoubtedly results from other traffic en gineering measures which were token during 52 Highway Delineators the yut three nan to da] with speaal traffic and roadside rrawifflnas ee this route. Tfactc Minct show itai, iriiik <kfiostors fastt VawrtTCaont. ib*y, neverthekm, ddtaiMljr Wt m uuiiH safer cnodttioos for right drumc TV law oi ffie pttc< iigwi m dtoHy defi--1 foe a* nek a* a cW pick*. for * 4M to M {act aitr the OVaetk B ht f*n arc mr M rn--irntm Vaer perspec tive, ht to hi Mrtona ifUtf of the delineator*. TV W| die of bead* light (iare U nririmtaod became the deline ators provide pram* of for the driver's epee. And ffiaOf, the mecorite does actually fed more at ease. On the basis of this experience, the de lineation of US-16 is soon to he extended westward from Lansing to Muskegon, a distance of 116 miles iucludmf the US-131 Bypass, around Grand Rapids. Plans for this project incorporate some important im provements of the units themselves and of their installation, particularly their spacing along the roadway. These changes have been adopted as a result of operating experi ence and experimentation by the manufac turers and the Department. I have mentioned the importance of in stallation and of regularity of spacing in obtaining the best results. Department engi neers gave these matters much study tot years ago in planning the original project. It was then determined that the proper placement of the reflector units was 42 inches above die pavement surface and 8 feet out from the pavement edge in rural sections, but only 4 feet out in sections where the pavement was curbed. The de lineators were spaced 100 feet apart. No deviation from these placement sptca- fications was tolerated for the reason that regularity was fwdgvd M W a vsml < in deliararinf the road and a gnmng ffic driver's eye and sense of pefion to X. If this sparing placed a deliaeairjr m a corns road or other traffic w*j. * wna nuad; the sparing of adjourn mto w vmhMwri Sebaceum* mdr V* mnriwmd to* kawaJ and vertical diiamn mgesIfr toiiit but it has revealed to* need M fe lying the loogtiadtenl ip nag la toe rim grim it was found rim an tungwn* Jlffisaat sparing is foAmm in <4toae, im has shown tost the **! mritod Mto wsarisfartcey an read todnena Mb nasto cal or horizontal curves or with combina tions of toe two. In sedb areas the deharalor* on the two rides of die rend were mangled axto a confused patters which had bale significance for driver guidance. A fonsnla for sparing ddmestor* on carves was competed aatbfteioRy sfwrh. with se&at>aot dudopei in it|iHniiHl eutaSatiooc, has moved satisfactory. The spacing* on these section* my from a miiumuBi of 60 led ap to 208 feeC m ffirncr mathematical. proportion to toe vying de gree of horizontal oarratarc nr toe alge braic differential of vertical carntot, or a combination of both. As aacn by toe motorize, those sparing* arc separately regu lar whether be is going down MB. rip 1*3. around a curve, weas level l inginf The installations on the two defalcated routes have been modifind to conform to these improved sparing specifications sad the same sporiog will be followed on the new Lansing to Muzkegon project. In the meantime, the manufacturers of the delineator units have not been idle. They have remodeled the reflector unit bousing to prevent the lealoge of dust and moisture which frequently caused serious impairment of the kns operation. The material from which these lenses are made has also bees greatly improved, with the result that their reflecting power has been signifiontiy in creased. These new type ts are being put in on existing installations as fast as replacement require*. la addition to this research and experi mental work which has resulted la definite answers, traffic engineers are mxititig other studies. One of these is a test of the ace of amber colored instead of the crystal tense* ta delineators along no-patting zone*. It is hoped that this treatment may provide seeded reinforcement to toe ao-pisrisg re- wicticw Amine hours wha signs id pave ment msrinn - .ire at their lowest efficiency, Howeve- 'i froca this project arc - ceaefaairc up to this time. Ste to to the driiaealor* themschrea, weed for toe parpoiei for which tfagy were orig- maSy drrigwert. w arc oatrinotd oi tbar femrita. Properly rotes* with fegh waffie ferity aad a high right hazard Rto toey will improve traffic aad safety eoadriana. Michigan's prescat plans os the Vri* of fcs past experience are pills cri- 8mm tote we think than valuable weapons to toe rtefligii against *r*iA****. Tnfc Safety S3 Operation Safety at Wodc at Am State Level (A ffjiii| ylen > Pirccuirw Lmier; Uaxvcx. KiUty, Executive Secsetary. Michigan State Safety Com- . Mkfc. PerUeifmest Pact. Esng Effite*. Safety Drririow. Meter Veffirfe Depriuaaaq Ifri&ou. V.U. Wsuux M, Cmu. Director, Con* inctvw. Highway Safety rhsanTninn. Hartford. Cry. W. A. Hmsso, SiRiliRmlurf. Snroe of Traffic Ednettion. CaSfocria High way PacroL Sacrasaccts, Calif. CHAIRMAN HALSEY: We here as sembled some specific questions, aad we're going to start with those. The first quo- of toe lift of Jafy and start aaother ooe oa toe 1st day of August It's very gee to take yoer 12 mouths* program aad hare och portirnlr theme before the pobfie al toe tmx. hot it is much better to be able to do an outstanding job four tone* a year. say. tons ft is to hare a vobjtoiStbttae If yew wiB take toe four seasons of the year, or Mice foor portieulor subject* such as school safety, vehicle check; holiday aeridents, aad speed, aad assign those to four big organisation* capable of coodocting Out standing campaigns, you're going to have bou U "What adjustment of the 12 monthly tbcra is desirable to fit the program of a particular statef* ICR. W. A. HUGGINS: With the usual California ntodesty, I would like to mentsoo that "Opera&xi Safety" first came kite bring as such in the graad old state o-tf California. eS:i~nce- itbiuca. :it h,a-s Kbmees *gwive-nn a great deal of added impetus from many sections of the coootry. Whca this was first adopted nationally, and toe states were asked to do something about it, I west into Los Angeles, where Mike Lyoch bad done aa exoe&ca* job from a community standpoint, and X took his schedule of organisation as the pattern to follow in lininc up state organizations. la my cwthuriasra E wriikndi 12 months of the year, och month iporfmikJ by an active campaign becked Bp by a state-wide organuation, with load Member* porafing the drums for safety. X want a* it ea that basis. I was aUe to get *rrm yeast-wide or- farimtiow to ric* W very rradffy. I have five mere new ee tf ~ * -- * for final appioral of tocir tion*. I have nm imo 'to however, whadi t weoU B* to caff year mueks fii* msiag X bring d oat i wito sene of toe faB if we i to hr heal I have rtiormem y dw tom ffiac ea a nut-rife Wu ^ ** a great deal of actrvrty between these pe riod* that will carry toe program through without any letup. If yon have your Junior Chamber of Commerce, for instance, working oa a prt>gram for the month of July, that group is going to be busy weeks m advance; preparing material, visitug the newspapers, pr^aring outdoor advertising and cootact ing radio stations. All of these activities will be carried or weeks in advance of the start of that particular month's campaign, and toe interest and enthusiasm is going to carry over beyond that period. You eaa't confine them within toe 30 or 31 day* of the month. t thinfc if we ean keep the public in formed all the time of these various monthly thanes, we can get somewhere. Keep those things before the public. They are the accepted practices of the safety n-f fet's give our "Saoday pouch" to aboet fonr separate, outstanding progums for the year, with big organiza tion* capable of doing a good job. I think in rial way W piies to ba able to get the nniHiiua benefit from this program. Yob mca oe the local level who art ariceaptsv to do the job; if you know that the top level group* in your state are work ing wide you to make four big programs of a year's week, rather than trying to scuter their shot over 12 just ordinary *<*nm. year work will be ranch more I think yen'll derive considerably CHAIRMAN HALSEY: We have had the mk feefigg ia Mkhigan, dating bade 54 Operation Safely at Work at the State Level to the first brake check program. Our police and safety officials figured they needed about six weeks to run a good state* wide program. After the six weeks you'd have to have a couple more weeks to get set for the next one, so we. its Michigan, have been following the same goicral plan of projecting three or four programs. It is necessary to make one distinction, and that is that there is no reason why in some of your media--for example, take your outdoor advertising--you can't hit all 12 monthly themes. There is no reason why the local chief of police can't go down and get something in the papers on each of the t2 moodily themes. But when you're going to get all geared up to go at the state level, agree that it is better to do a good job on four of them tlun to do a poor job on 12. Question No. 2 is: `'What adjustment of the physiol kits themselves is desirable to fit -the situation within a particular state?" MR. WILLIAM M. GREENE: We have 33 dties in our state with a population of over 10,000 that we think are the type of communities in which a program of this type might be activated, but they require a lot of direction. We get the material and put our own cover on it. We started out first by going around with this "Operation Safety" kit. a wonderful toot for the presentation of the material. Tn past years we have been developing material along the same line, but we stapled it into programs, which is ridiculous. The first kit came in the summertime, and we went around to the chief executives of the cities with it. We didn't bother with the chiefs of police or the town engineers or the superintendents of educa tion; we went in and talked with the mayor* and the first selectmen and showed than wh*r * planned program could be. It was generally very welcome for the simple reason that we had our thinking done for tif. We find 12 monthly themes is alto gether too fast. t>ccause wc don't have time for them. We followed up our first calls by getting a number of copies and sending them around the state, to let the others mull it over and chew it over. We got the September and October themes and made up our own cover, so we'd always be in the picture, so it would be coming down from the Highway Safety Commission, at the state level. We have our, own program, including our annual pedestrian project, whkh we have activated for the last ten years from the middle of October to the 30th of No vember. Our experience has always been that there is a carry-over into December, and wc tie that tn with holiday hazards. We finish up the year with material about drunken driving and all that sort of busi ness. Wc have put out our own "Operation Safety" kit on that. It is quite extensive, based on what we have learned from the way this original "Operation Safety" was put out, I have a letter from the governor and the chairman of our commission, and we have taken the various functional phases and put that over in the right-hand side, with a 'lumber of folders and other things w got from different computes like the Metropolitan Life Insurance Company. Wc really have produced a very credit able pedestrian miety program for this six weeks period, but based entirely oa our own thought. We have given entir* credit to the original "Operation Safety." Wc just simplified it. It is a constructive eritidjm, 1 hope, of the physical presenta tion, that the state didn't figure into it We want to keep a close tie-up with the communities, because, after all, our state program Is only as good as the conBsmufy program. Our 33 cities of over 10,000 are charged with 70 per cent of oor traffic accident problem in Connecticut. Wc have the very simple responsibility of continually upgrading the programs in those 33 dties. We want to keep a very close contact with than, and we arc bring ing these kits around and putting then right In the hands of the chief executive and impressing him with the importance of it We suggest that he call the chief of police and the town engineer and the superirftendent of schools and h with them. We also see that they get kits, the functional phases whkh he has right before him. With all these different facts presented to him there Isn't one of the town officials who caa start to beg off and say *^Ve Traffic Safety 5S haven't time or facilities." We can say, "Here's all yoor thinking done for you. All you have ts do is follow instructions and activate it." MR. HALSEY; Apparently you have picked oat these 33 dties simply on a priority basis. I assume that you would like to take en more dties with ptrta of this program, if staff time permits. What are yea doing shout that? When can you move into the smaller communities and help them? MR. GREENE: Wc have 40 dties over 10,000. and there arc 27 cities in that fire chiefs are away ahead of them. It's high thne the police chiefs went out and sold themselves. We are finally getting the police chiefs to see these things. Of course, the Mid west and Far West don't have the conserva tive Individuals we have bock cast When a police chief has been In for 25 year*, it's tough to convince him to change his ways. I was astounded to find out that one of our oldest police chiefs had accepted an office to hare a microphone placed in the office so they could broadcast three times a day from the police department. They SjoOO-ao-lROOO group. The 33 dties ever 10,000 w already have In the National Traffic Safety Contest. A good many of the 60 are towns, and not dties. Those 6Q*are m the pedestrian protection section of the Triple A contest. It's no boasting are broadening oat sad aslting for help on radio programs and different things of that kind. You who are working on the state level, where you have National Safety Council affiliated chapters and experienced individ oa my pert, bat yoall see wc are one of uals who will do this tiling automatically, the comparatively few states that suc you're ia fine shape. Unfortunately, in our ceeded Is getting 100 per cent of all eligible state we oely have two affiliated chapters, communities enlisted. and 100 per cent of and only eee of them really does a job. reports in. That was done by contacts. A so we have to txiild up the community good many dties are indifferent, or their organizations ia these other cities. It takes mea are loo lazy to write thdr reports. We have a field man who goes around to a tot of field work. In the last analysis, this is fine, academi sit down and talk with the dty officials, to cally. It still takas a lot of contact work, ,hetp them make out thdr reports, so that hut it gives us something to work on, a every one of our communities gets ui a tool to go tn with, an entrance so we can report for both contests. It takes a lot of sit down and give a good reason for our field work, but it is worth while. visit, and not jnst a "back-slapping" con Wc have to do considerable of our work tact by correspondence, of course, but we have MR. HALSEY: Question No. 3 is: three men who get out la the field, and "What sopplsnentary materials can be we figure on covering these /ferret com- added to the Idt and the monthly theme to .. munitics at lent twice cadi year. What make the program more effective?" arc do Is to follow them rather closely. On Ia Michigan we wanted to sharpen the the communities that apparently are doing a good job, we dock la quickly and find out what miracle has come to pass there. We check the towns which are not ap speed theme a little bit; so we developed car own poster, which is a picture of a speedometer with as arrow pointing to the figure 25, the basic speed limit in all parently getting anywhere, and try to write to them about the things thdr neighboring communities are doing. Thor take that be cause we're sot going down from the state of our dties. with the caption "It takes 60 feet to stop," That was a supplementary thing which w did le Michigan, beau our pohee asked for something sharper level and letting them how to do it For instance, wc go into Bridgeport and say, "Do you know what they're doing m Waterbury? The Waterbary police de partment Is doing a swell job la public relations." Then we have been pointing out that "Operation Safety" supports what we have been trying-fa tiring down. The average chief of police has been very slow to realize what he can do. The than just the slogan, "Speed kills." Next oar police committee met and told us that they would like to inject into this program some training. As they said, "If wefra going to go to the public oq toe subject of speed, and build up all this commitment about it; doo't you think w* should do a little bit about training officer* ia doiog a better fob of apprehending speedexsf 56 Operation Safety at Work at the Slate Level In Michigan, working with the Inter* natiooal Association of Chiefs of Police, wc prepared a 35-pagc training manual on (he apprehension of speeders. Wc offered that to our communities, with a return card, and 71 of them ran training schools, using this manual as a part of the opera tion on speed eontroL In the coming program on the holiday hazards, we are intending (o use (he chemi cal test, publishing material in the inter view check list for interviewing drunk drivers as a part of it We think those are both supplementary, good pieces of material where you have held service and sour men can go out and explain them. Certainly, when you talk about supple mentary material yens have to be careful that you're not thinking of overloading this kit. This tat has now reached enormous proportions, to that it might scare the av erage local chief of police when you lay it on his desk. WVre not miking about getting a bigger or more bulky kit; but we are thinking of adding some very speci fic, practical things to it that deal with the day-in-day-out job of the educator, the chief of police, and to forth. MR. GREENE: That manual made such an -impression on our commissioner, Ed Hickey, that he immediately got 300 copies, one for every member of his department. He sent out orders that they were to read them, and the barracks commanders were to catechize their men to see that they did read it and benefit from its contents. It's true about the supplementary ma terial. When we sent out our pedestrian project program, we had it lettered on the front with the words, "For the considera tion of--" and then we lettered in the name of the official who was going to get ihe kit--the mayor or chief of police--so there was a personal aspect to it. as if it had been prepared for that individual. We had so many individual booklets and so much supplementary material that it was foolish to load down the tut with it, so we sent the kit out with all the es sentia), basic material. Then we divided up the supplementary material into three groups, and we are sending that out each week, so as to maintain their interest in the program, feeling that if they got it all at one time, they'd push it to one side. That also gives us at least three more contacts during the project. MR, HALSEY: Are you actually break ing your kit into three sections? MR. GREENE: No. the Wt is ia one, but we promised to send out the material, and each weak we send out the booklet, and so forth, a* material to assist them as they go along. We think that sustains their interest in the project, too; they don't forget about the program so soon. MR. PAUL EDLUND: Tn the July kit it was mentioned that National Farm Safety Week was held during one of the weeks of July. Before that week, the Safety Division of the Motor Vehicle De partment cooperated with the University of Wisconsin's College of Agriculture in preparing this small folder, "Traffic Ac cident Facts for Wisconsin Farmers" We made a special study to determine just how the farmer figured in this traffic ac cident picture, and we found out that one out of every five persons killed in Wis consin traffic was from agriculture. Out of the'139 persons involved in 1947, for example, 65 were farmers, 20 were farm hands, 13 were retired farmers, 11 were farmers* wives, 11 were farm youths 6 to 13 years of age, 10 were farm youths 14 to 18, seven were pre-school age, and there was one cheese maker and one cattle buyer. This leaflet had very fine acceptance by the county agricultural agents, to whom we distributed quantities we felt they could use. We also distributed it through the vocational schools* agricultural depart ments, and through the Feur-H-CIohs s>d the Grange societies. Now for the November theme coming up*--pedestrian safety---we have e the presses at the present time 100.006 copies of a pedestrian "facts of life" leaflet, giving the Wisconsin facts on pedestrian accidents for 1947 very briefly, can;ins: about three or four illustration*. That will be distributed through police department*, through safety councils, through chamber* of commerce and through your regular service and civic groups. MR. HALSEY: In Michigan, which is pretty heavily industrialized, we foeed that only one out of seven people imrofred in fatal accidents was a farmer, which obviously isn't as high as your proportion there. Wc found that every second man worked in a factory, so our supplementary action would probably deal more with the factory worker. Trafic Safety 57 The next question is: "How much field nkipalhtes. Then we supplement that after service is needed to encourage alt com fully acquainting the members of the state munities to participate?" organizations with what is going on, and MR. GREENE: We have three field men who spend practically alt of dxir time is that work. I have a staff of right We have three field men who spend prac tically all thrir time, weather permitting, on the road. 1 imagine that we'll put in at least a hundred thousand miles of motor travel a year in those three men. Now as t said before, we make our contacts where we think they will do the most good, and we try to pit ooe city against another by pointing out that one community has done something the neigh boring community hasn't done. We do a great deal of field work through our state police organ!ration. Our Con necticut police chiefs meet every month, and we present everythin* to them and get their approval and get -them behind that. We arc running a project os Route 1, our main highway. Before that project was pot in, we talked to the state police about it. and the commi--ioner was ail for it. Then w* put it up to the Connecticut chiefs of police association, and they were all for it. That committed the police chiefs in the 20-odd towns down there, so for the month of October there is a traffic detail of a couple of hundred police men-**between the state aad municipal having their seal of approval put on the plan. Then we send our men in to contact and do the usual stimulus work there. We find that you can't make too many contacts. Of course, we have a smalt state, and our men can go to one end of the state and be back at home that night. It's not like these other states where you'd have to stay at least one night or two nights, if you make a long trip. The kfcid of field coverage we can af ford at Connecticut and some of these smaller states would be very difficult for some of you larger states, but, the way we look at it is that we have an idea to sell--accident prevention--and it's a mat ter of selling, selling, selling all the time. The selling job is a little difficult be cause it's intangible. You're not putting something specific and concrete across, and, worst of all, you're going around to some city officials who have been sitting back and taking it easy for some years, and suggesting that they dust off and get out and go to work. That has to be done in a very tactful way. My answer to how much field work is necessary is, you need all the men you can get, and you should keep them out on the road as much as the weather and other demands will permit. forces--who are giving traffic soroe very MR. HALSEY: Here's the next ques irBaxstve supervision on that road. tion: Is there any practical way of divid Incidentally, I might remark that we ing op the public support items, such as have no Speed traps or enforcement traps. When we have a special project on. we get the highway department to put a big iigm at the beginning of the route--"This posters, leaflets, manuals, newspapers treat ment. radio, and so forth among the sixty to a hundred-odd public support groups we have in most of our states? route is under special police patrol." If MR. EDLUND: In Wisconsin there are asybody comes wheeling in from New rwnh agaKacs that lend themselves welt York aad drives 60 to 65 miles on the to the promotion of traffic safety through route they have no complaint when picked the medium of radio, and there are other up. because the;* were advised. organizations that can do it best through Now to get back to the field work we newspapers. lowed we weren't contacting the town For example, the Insurance Agents As engineers too well, so some years ago, in sociation la Wisconsin has been very in caojoaetkei with the highway department. we organized the Association of Street terested ia promoting the advertising urged by the Association of Casualty aad in I I I I aad Highway Officials. Then we worked threagb the Association of School Super intendents and School Principals In every thing we do from aT* state level, we go surance Companies of New York, and in a ntaiber of Wisconsin communities the lfll and regional associations have backed that particular phase of the program 1 I through the state organizations, and then through them we get down into the m- rather than the whole la Wisconsin we have developed a aew SI Operation Safety at Work at ike State Level ides in cooperation with the Wisconsin Association of Outdoor Advertisers. In a meeting this month, the outdoor adver tisers of Wisconsin created a space pool, and they have allotted 100 panels for the next 12 months, beginning November 1st. Each 60 days the poster will be changed, and imprinted on the posters will be the name of the state-wide organisation co operating during that 60-day period with our official state safety promotion agency, which it the Safety Division of the Motor Vehicle Department. We have already secured approval of the Wisconsin Junior Chamber of Com merce to have their name imprinted on the posters for the months of November and December. A manual was published at national Jaycee headquarters, prepared by Bill Porterfield, Jr, who is chairman. Bob Richards, who is external affairs depart ment secretary of the U. S. Junior Cham ber of Commerce, Wally Porso of WHBY, Appleton, Wise, and myself as vice chair man of the public safety committee of the V. S. Jaycee*. This manual will go out to 2.000 or more local Jaycee units throughout the country, and in Wisconsin we hope to do the best job of any state among the Jaycccs during the 60-day period of Novem ber 1st to New Year's Eve. Last year in Wisconsin the Jayeccs pro moted a "Save a life" campaign, stressing winter traffic hazards, holiday hazards, and so forth, from Thanksgiving through Christmas and New Year's, and also pe destrian safety. We're going to improve that program and do an even better job this year. Last year we issued certificates of- award to the best communities signed by the governor, and this year we will present awards again. After the Jaycees have completed the 60-day program, we will start is January and February with the Wisconsin Auto motive Trades Association, bringing in the automobile dealers of Wisconsin. There are a number of other organizations that have not yet committed themselves but with whom we arc in contact in an effort to secure their approval for the other 60-day programs. X mention this 60-day proposition, be cause it was mentioned by the other mem ber of the panel that a J0-day period was not sufficiently long to promote a good state-wide program. Wc are going to ex periment m Wisconsin with this 60-day proposition, and we believe well be able to accomplish something along that line. MR. GREENE: How many Jaycee groups arc there ia Wisconsin? MR. EDLUND: Forty-five. MR. GREENE: Do they adequately cover the whole state? MR. EDLUND: Pretty well. MR. GREENE: la some states they don't cover, and you ceulda't turn a project over to them. MR. EDLUND: This wifi serve as an extension project possibility. The Mil waukee Jaycees will be able to urge sup port of uvfic safety through Jaycees in communities all around Milwaukee, for instance. MR. GREENE: Do they lead the proj ect in Milwaukee, or does the Milwaukee Safety Council lead and they help them? MR. EDLUND: The Milwaukee Safety Comal is over alt MR. GREENE: You don't turn a proj ect over to a group to activate and lead it? MR. EDLUND: State-wide our state department has to direct it. MR. GREENE: That's right. They help out,. MR. EDLUND: And locally the safety council is above the cooperating organiza tions. MR. HUGGINS: There are two phases of the public safety program lint do not come under the heading of general public safety work, f mean they don't utilize your outdoor advertising or newspapers so much as you do. 1 have reference to the activities of the Federation of Women's Gubs and the Parent-Teachers Associa tion. Those two organizations in Cali fornia have accepted assignments for two months, and through their regular meetings and contacts with school people and house wives, they are going to be able to do a tremeadous safety job that will reach into the homes. The geaeral public may not hear muds about it, but they will be part of the over-al! state-wide program. The funds are not sufficient for them to carry on an outdoor advertising campaign. Trafic Safety 59 butc through their organization they can f would submit to you that regrrdless of reach thousands of people. all the publicity which we get, which we In California we now have a very active organization program under way for or ganizing local safety councils, spearheaded by a representative of the State Insurance Association. They are working throughout the state with us, and everywhere they badly need, the things that are going to jay off most in the loog run will be police training, driver training, chemical tests, vehicle Inspection, and fundamentals of tint type, and if wc eaa utilize this fine mechanism of "Operation Safety" by turn are planting the seeds of "Operation ing the dial slightly to encourage local Safety/' Wc know wbat they are^ doing, whom they are visiting, what their pro cosununities to do these things and en courage the legislature to pass certain gram is, what their schedule is, all the time. The automobile dobs have given as out laws, I think our gain will be a hundred to one compared to merely a monthly tllMW. standing assistance in promoting public MR. EDWARD P. TINKER [Nebraska interest ia this state-wide job of mobilizing State Safety Council]: Fd like to ask the public opinion behind our program. gentleman front Wisconsin how or who Out there everybody Is trying to get into foots the Mff on these 24-sheet billboards the act. Safety is actually getting popular. is cconcction with the program you out MR. HALSEY: X would like to go bade lined. and re-cmphaxue the distinction between ccncottnting on four programs a year and also dobg something on all 12. I'm afraid that if wc talk about this concentration on four, unless we go into a little more detail, a lot of people wit! say we're backing away from the whole 12 months* program. Of course, we're not. In the larger eommuofties such as Los Angeles and Detroit they arc staffed wd geared up and have so many more resources that they eaa make a larger somber of programs available consistently Ml ymr than can the smaller commoutics. Bat when you talk about linking this thing In a pSee activity ia several hun dred esaamtia, that takes a different triad of organization and a lot more time to get set for it. The last question "How can 'Operation Safety* be refocused slightly to accelerate the adoption of (whoat^i such as po MR. EDLUND: Commitments have been made by plant operators throughout the state, and the plant operators have agreed to take two, four, six, eight or some cumber of posters for the 12-month pe riod. One or two operators Indicated they would try at first for six months, and if it works, fine; they will then take it for an additional six months. But 96 per ceil of them go for the full 12 months. This space pool Is turned over to the State Motor Vehicle Department without any cost to our department and without any cost to the state-wide cooperating as sociation. We definitely will Instruct the local chapters, dubs or tsnti of the state-wide organizations cooperating during this 60day period to work m dose cooperation with recognized safety councils. MR. MORRIS J. CARTER [Indiana lice training, chemical tests, driver Croa tian, and so forth?" ta our police officials felt that they preferred those particular themes of "Operation Safety" which built support for specific things which their people could do. In ether words, when you take a theme like- courtesy, the chief of police throws up Ms bands and says, "That's fine, but Traffic Safety Commission]: On our May and June them*--"Check your car; check accidents"--the public was very receptive to that In the absence of a compulsory vehicle inspection law, I wonder if any states have repeated on that program In the same year, aad what the fedhig was on that? MR. HALSEY: ta Michigan, wc de wc can't do anything about it. If you veloped that original brake check block, take something like 'speed,' we can really aad wt are finding that a very large num get la there aad pitch." That, of course. Is what led to our di vdoping of tit# first "training manual on the apprehension of speeders. ber of our police departments have never stopped using that check. Frankly, I do that there may be some merit to considering going bade to single items. 1 60 Operation Safety at W trk at the State Level *upcct Out you could do a better job on headlight* atone than you could on head- light* plus 20 other items, the same ms you could do it with brakes alone, rather than brakes plus 20 items. We are still in bad shape on testing equipment ot the inexpensive type. MR. GREENE: The state police in Connecticut did that by making a special drive on headlights, and for one month they made a survey on all the highways, to approve or disapprove the theory that operators were being subjected to a lot at' unnecessary glare at night After a fairly good survey we found out that only about 10 per cent of the operators were noticing their headlights. The commissioner of state police figured out that it meant around 55.000 cars at night. He said the percentage might be all right, but numerically it was all wrong, so he ordered that they be clamped down on, and that was utilized in newspapers and radio publicity*, and very effectively, and followed up on the usual vehicle inspection. MR. CARTER: No special preparation from your office. MR. GREENE: We worked very closely with that. In our state we get the pro motional men from alt the departments together, and on that we would take the officer in the state police who is working on publicity and e would work with him, so wc wouldn't duplicate in any way and yet we'd supplement whatever he was do ing, and tend whatever support we could to it We also had another little thing on the follow-up that might interest the people here. You're probably all interested in this problem of the left-arm driver. Nu merous appeals have been sent out for operators not to drive that way. Well, with the cooperation of the state police we developed a picture of how a chap *hould drive, and made up a 3-column mat and sent it out to newspapers, urging them to use it, on the old Chinese theory that a picture is worth ten thousand words, and so forth. Knowing how blase a good many city desks arc. we sent along several photographs of arms tying In the highway as a result of those accidents, and that`so convinced the editors that what we said was true and not a tot of hooey that we got general use of that mat in the papers. which was much better than any story on the thing, MR. FRANK UL1SH (Iowa Safety CouncilJ: During the month of September the American Legion took over the "Op eration Safety," and they did a fine Job in Iowa. With 800 posts 1 was able to get local newspapers to use a lot of child safety material, not only from my job u director of the safety education of the state, but as safety chairman for the American Legion. With 800 posts, and an editor of a legion paper that is very safety conscious, there is an outlet We don't want to overlook. We have'a contest on for junior Cham bers in towa, sponsored by the A. H. Blank Theaters. Boone, towa, turned over $1,000 (o the local safety council to use, which we thought was a fine tie-in. The PTA, the Junior Chamber and the American Legion in our state happen to be the leader* that are taking this "Opera tion Safety" very seriously. { do hope you'll take advantage of the American Legion posts, because, as you know, every state Legion organization has a district safety chairman, and every post has a safety chairman If you have a good state safety chairman you hare a fine out let to hundreds of contacts in the community. MR. EDLUND: Wc are eapeering to use the veterans* groups. MR. HALSEY.* There was no mtert to overlook the American Legion, any more than any other of about 30 fee state-wide organizations. I am a little disturbed in some areas where any one organization moves too aggressively to the point that they make other people bock up a little bit,' so you have a problem of balance. At least I'm finding that in my area. You have to restrain some so they don't make the other people fed that "we don't have to do anything because somebody else is taking it over." You out use all of these people very effectively. MR. JACK MAISH (Traffic Safety CoundL Cincinnati, Ohio]; I'd like to <uk the panel their advice about the use of radio with respect to announcements, fa Cincinnati In the last few years we found that it Is rather difficult to get short an nouncements on the stations, largely be cause they are using them cither in their network programs or m the National Safety Council material. They are using Tronic 61 tiiem consistently, although they arc not using the strictly local ones. I don't know how many of the slate announcements coming down from Colum bus are used. We're getting plenty of coverage on the stations, but not getting the local announcements that we used to get. i wonder if it's better to let it trickle down front the top or try to get it down from the bottom, MR. HALSEY: I'm a great believer in city rights, state rights and local level rights. I would urge that you continue to work directly with your own people. In Detroit w had do difficulty at all in getting 100 per cent cooperation from the local stations. The state police went out to every radio station in Michigan and didn't get a single turndown. Incidentally, they took the national script and rewrote it to fit Jfichigin conditions. Last year when Colonel Watson of the Motor Ve hicle Department came back from the Safety Conference, he was imbued with the idea of a campaign using "Scotchlitt" The Colonel and I were down to see the State Department Commander of the American Legion and talked with him, and the State Department' of the American Legion m Connecticut adopted the whole thing to work in cooperation with the De partment of Motor Vehicles. It was a Department of Motor Vehicles project, assisted by the American Legion posts, and it went right down into various posts. We west aromd to the different posts and to district meetings, and steamed them up. Of course we had the usual experience-- some posts did a wonderful job, bought all the material and put it on the bilccs themselves; others did a halfway job, offered the inspection service and had the children pay 1$ easts. locidottally, we found that is just about enough for one year, toe. In conjunction with all the ether things an American Legion post has to do. When they got liuwgfc monkeying around with the proj ect, they dife't want us to come around with any other project MR. HUGGINS: la California we have more than 700 Legion posts that have aceepted the program. We had thousands of inches of newspaper space. We had a great many radio prograins, and quite a few billboards. Next year we hope that some adjustment may be made in the monthly assignment, because September is a difficult month for the American Legion to operate in because of the change in officers and the preparation for the na tional convention. Going back to radio, we now have our own programs on 23 smaller stations in California, where our highway patrol cap tain Is known and respected. The smaller stations are glad to get live programs, so we're sending out programs now, prepared in our office, and "Operation Safety" is emphasized every month oa. these pro grams. Were bringing in local people to par ticipate; sometimes on quiz programs, sometimes in plain interview programs. We hope soon to have that extended to about 50 programs a month all over the smaller stations of the state. We're send ing out the -spot announcements all the time. QUESTION: I'm a firm believer in what Mr. Greene says about the cootact*, but Pm sitting there m Indiana and I'm the only field man in the office, and It's a pretty hard state to gee around. Now I wonder if there has been any experience in this room with safety commissions or councils -- whatever it might be--using other personnel, state personnel from other offices, for contact men. Is there any such setup anywhere? MR. HALSEY: In Michigan we have been using our state police very heavily, along with representatives of the Motor Vehicle Department. We have even used highway department district representa tive*. I think yah should take advantage of every state agency that has districts and field men. QUESTION: Are they assigned to a certain degrte to your office? MR. HALSEY: The thing is set up on a project basis. We sit down with the highway commissioner, the head of the state police and the hod of the motor ve hicle departmoit and get a commitment-- during such and such a period our field men will go out and they will do thus and so. So we know we're getting coverage. You can argue badc and forth as to whether, in the long run, you can staff your own outfit, if you can get money for it, or use the exuting people. I think 62 Operation Safety at Work at the State Level that probably you're going to d up a combination of it. How about it? MR. GREENE: Massachusetts lias done that for years. The sute police department has assigned men in different districts to do that, and just now Registrar Kin* has about 30 of his inspectors who aro being used for the promotion of safety around the state. Of course, he is more or leu the coordinating agency there, so it would fall co him, but you also have the Massachusetts Safety Commission. In our state we use the representatives of other agencies. As a matter of fact, the state police will undertake to cover every school--not necessarily every com munity but every school--in rural areas, and that work very much lightens the work of our staff. UR. TOU RYAN (Division of Safety, State of New York, Albany, N. Y.J t Apropos of the quesion from the gentle man from Cincinnati about the radio, we in New York State have found that the division of radio publicity--which was or ganised at the request of the radio station* --has proved very effective. It seems there is a real skill required in writing spot announcements, and apparently there was confusion of ideas, so at the request of the various radio stations this division of radio publicity was formed. It works something like this: For in stance, we is the division of safety might take the "Operation Safety" packet and condense it into what we think would be good spot announcements. The conserva tion department--especially in view of the forest fire conditions that arc prevalent during this time of year--might write spe cial articles with reference to that. The state police might find that a large number of cars are brio* stolen because of people leaving their keys. The motor vehicle bureau might want to bring out some mes sage about renewal of operators' {leases. There is a real skill in making up these spot announcement*. They take our ma terials and them condense them, and this packet is sent to each and every radio sta tion in New York State every week. Is addition, they select one subject for a iS-mlnute standby, and we have fowd that the radio station* are very happy about it, and we have found that the spot an nouncements are used quite extensively. We work with the various local agencies and tell them about these packets, and they contact their friends in the radio stations and the thing is all made up, and we get pretty good coverage that way. MR. HALSEY: I'd like to express my own personal opinion that, in general, spot announcements axe a better deal than 5minute, lO-mioute or 15-minute programs, unless those program* arc put oa as an actual play or slat by the station itself. We have had grot luck in Detroit in get ting the stations to develop their own pro grams, which are obviously professional, MR. ARTHUR H. ROWAN (Ontario Department of Highways, Ontario, Can adaJ : I*m wcoderiog if aay of the states set aside public ftmds for safety work. MR. HALSEY: The answer is, of course, yes, quite a lot of the states. HR. ROWAN: I mean apart from the operation of the safety patrols. MR. HUGGINS: In the state of Cali fornia, w* are fortunate In having $H000 appropriated for safety edoeatioe alone. That is la addition to the rest of our op erating budget. MR. ULISH: We are spending $4,000 a year on edumdoo, devoted entirely to work with the Safety Council' and the other organization*. UR. TINKER: Nebraska sets aside 2 per cent of the driver license fees for education. MB. HALSEY: That i* dooe by statute, is tt not? MR. TINKER: Yen. MR. HALSEY: I assume these others are; or is that a badges manor? MR. HUGGINS: That's a budget mat ter. HR. JOSEPH MURRAY [Dallas. Texas]: We had some difficulty became the town has six or seres stations. There is usually rivalry and dapUcatkm of effort. We got representatives of all the station* together, and they organised themselves into a cooperative group. Each month one of these assumes the responsibility for get ting these spot anoouocetnentt in the form that yon pet them oeL They take the material we give them oa "Operation Safety" and whip It into line; and on a rotating bans it las worked out very beautifully in Dallas. Trafc Safety 63 Operation Safety at Work at the Local Level (A Sympoehun) Presiding: *wih S. Suitu, Director, Rochester Slfdy Couaai, Rochester, N. Y. Dueusxian Leader: Coloxkx. F. C. Lymch, Secretary-Manager, Greeter Los Angeles Chapter, N.S.C. Participants: koaarr A. Caumill, Secretary, Peoria Traffic Safety* Plan, Peoria. 11). Davis Kavc, Managing Director, Spo kane Aren Safety Coundl, Spokane, Wash. Jokh W. Storm, Chief of Police, Bristol, Va. COLONEL LYNCH: We have had the three E** of safety---Engineering, Educa tion and Enforcement for years. We are still working with them. The place where we have failed is that wc haven't sold our program. We opened up the big store and forgot to advertise. "Operation Safety" was designed origi nally--and we stiff think that is the philos ophy of the committee -to be the selling agent, not to substitute dor Engineering. Education and Enforcement. It has nothing to do with 'traffic engineering; it has nothing to do with police techniques--t^at is still the program that most be carried on in your community by technical people who know what to do. This is the program which creates and. crystallises public opinion. If we Just keep that philosophy is mind when we criticize "Operation Safety," then I think we can get the answers muds easier. It Is the only thing that we have ever had in safety where wc have all attempted to do the sense thing at the asx time. It is the only padoge we have beat able to hand out and let somebody else in the community do it. It is the only package that you caa give to a little safety cooncil In a small town. We hare organised them. There has been quite a battle as la whether we could organise them faster than thqjr died. There lave been times wbm they died fast mod times when wc have orgaebed them fast. Why? Bomese wc have never had any thing to (zve those people after wc or ganised them, Now we've got something. Our friend Jackson fter*. of the Na tional Automobile Club, spends all of his time working through the Insurance Agents Association, going into the communities, getting the insurance agents sold oa the idea that they ought to have a safety coun cil. They oil a meeting and dedde to organize one Then they call a meeting of 12 other organizations and they decide they will have a safety council. Then Jackson steps out of the picture. He says, "That's all right; you keep going now." They take out a membership ta the Na tional Safety Coundl. They get the "Op eration Safety" kit. Each one of them ys, "AH right, weTi take one month." Then ia that community you know you have a program going, and you know It's going to go each month If each one is going to be hottest and do his job. Of course, some will do better and some cot so welL Right ia the city of Los Angeles, where 1 run a mfety coundl, Jackson is organiz ing safety councils. He organized 15 out in North Hollywood. There they have a Utile community in terest in safety. All that these small groups are doing is carrying oq "Operation Safety." In other words, they are "soften ing up the enemy" out there so the people will accept Engineering, Education and Enforcement. They have gotten everybody safety eonsdous. and in that way it really is going fine. To show you bow it works tn Los .Angeles, wc are not going to take much time, but Cheney is the man with the Auto mobile Club of Southern California who is charged primarily with the job of safety education work in the schools, and he also happens to be the safety chairman or technical adviser for the Boy Scouts. Now when next month rolls around, we just turn over that month of "Operation Safety" to the Boy Scouts. We don't have to worry about it. MR. ROBERT CHENEY (Automobile Club of Southern California]: In the month of Ncvcmber the Boy Scouts of the 64 Operation Safety el Week el ike Local Lead Los Angeles Council, numbering about .16,000, will do something rather unique, la 17 districts in greater Los Angeles they will take over die program and "picket" {or safety. We have had all kinds of picketing in California, but we don't think we have ever had any picketing for safety. Thaz program was coaduclcd by the Far* est-Teachers group March. Is April we had the pcneesl responsi bility program. "It Can Happen to You." The safety coonol. a prcpazaxkm for the fund-raising campaign which was coming up ia May, decided we would sponsor this They have an extensive radio coverage for the month. They will use such media as a Goodyar blimp with a running electric sign. There is another one that will be used is Holly wood They'll have a grass roots cunpaiga of taking this program right back into the homes of all the Boy Scouts, and there are many other things that will be dose by the Boy Scouts in the program next month which time doesn't permit men tioning. MR. DAVID KAYE: When the Spo kane Area Safety Council was organized ourselves. Ia May we had the "Cheek Year Car, Check Accidents" program, and there was no more logical sponsor tbae the new ear dealer* la the ary of Spokxsc. We had learned someth*** ia those previous oottb. We bad no Idea wfeax the H'ogiam a* going to oust, wt went to them and said. "Here's a program. Yoe can spend a hundred doQars, }m oa spend a thou sand dollars." We knew that the new tar dalcrs had a little money, so we west to theca for $300. ! was astonished. There were so questions asked. So they gave us the $500 In February* we immediately attempted to do some of the things for which a com munity safety council is organized--to coordinate some of the activities of that arcs, to mobilize the potential forces, to bring about a program which would im mediately have an impact on the general public so they would bow there was a safety council in operation in Spokane. We picked a project or a program of public interest, traffic accident prevention. When we opened our office*, we had avail able to us a program on traffic education that we could take to other organizations and use as a specific entering wedge. We would not go to them and say, "We have organized a safety council in Spokane; we need your help." We went to them with a specific program, and we said, "We be lieve that we can help your accident pre vention committee to do a job in this community through a traffic accident pre vention program, through an educational program which will whet your appetites for something in the future." We opened our' offices on a Monday morning. The following Sunday evening we had our first radio program sponsored by the Junior Chamber of Commerce, and during that month of February they con ducted, on a smalt but active basis, the February program. Prior to March we presented a program to the P-TA--"Watch Out For Kids." May. la June the Lions Qub In Spokane spoo sored oar program. It was sot as success ful a program .as it might have been, because of the fact that they felt that during Jtae they would like to have the program because they were having a con vention. Little did they realize that most of their manpower was busy on the con vention, and not too much time was spent on the program. 'We have been successful ia the nine months of operation ta planting that pro gram with six different sponsors. As a result of our whetting the appetite of the junior Chamber of Commerce la Spokane, they have been conducting, along with the other monthly tbeme programs, some stunts and have gives out some information with respect to the pedestrian zaftty program which will be the climax of their activities in November. I don't know all of their plans for November, but l do know that they are ready to climax their so-called smaller operations in pedestrian safety dur ing the past several months with a fine program during the month of November. These programs are bring conducted in cooperation with the activities of our po lice department. One of our men is a sergeant at the police department, and we consult with him os all of our activities, because eventually we are going to put os Traffic Safely 65 a "souped up" operation that is going to be based on certain surveys being conducted hi Spokane at the present time. If the particular theme of the month is not fast exactly the one that we will want in order to tie In with our national program, we will conduct in connection with that pro gram the one that is really adaptable and most needed in the dty. I understand that "Operation Safety" ha* been claimed by many, many organiza tion*, We don't care who has claimed it --we think it's a wonderful program. We believe that if you people will use it, yooll get results. MR. ROBERT A. CAMPBELL; Bade ahoet February. Tom Burke came down to Peoria to make a talk. It was then that I really realized what "Operation Safety" meant. It was only five days later that we called an emergmey meeting la the city council chamber*. The mayor put out the call, and 87 people, representing the civic leader* of Peoria* came together. I took them bade to 1915, when they rose up in wrath against diphtheria and really did something about it, and 2 tried (o show them that this has been an equal epidemic, year in and year out, in Peoria, for the past 13 years. There has bees an average of 18 deaths per year. Last year we had 22. I ibowed them "Operation Safety" and asked them if they would take part. Thor started signing up right and left ' I had the whole year signed up. We had four deaths at the time when that meeting was held, this year, in a town of 120.000. The F-TA went out and worked so hard in the month of March that we have had just two traffic deaths since them. Wc can now say that we have had a 66-2/3 reduction in traffic deaths. We had one death on April 1st, right after the P-TA finished "Operation Safety" for March, and we have had one death since. A year ago today we had our 18th death ia Peoria. We have 6 against 12. so "Operation Safety" has actually paid off. We decided that if we were going to really Interest people we would have to sit dowa with them and redd it together, and If they didn't like some of it, to&s it out and do something else, but use it as an inspiration. Lots of times these people on the local level have better ideas than we do, but if this is a means of inspiration, it is worth something. Frequently these kits have not been used as they have been presented, but the people went off in their own direc tion and had a much better program. In the month of August the motor car riers took on "Courtesy and Defensive Driving." It so happened they were for tunate enough to have the 1948 Illinois Truck Safety Rodeo to toss in there with it, and they really advertised that thing all the way through the month. We readied the Central Motor Freight Association in Chicago, which is purely a public relations agency, designed to pro mote safety throughout die states. We got their driver testing laboratory, with all these gadgets showing reaction time, visual acuity, range of vision, steadiness of nerve, and that sort of thing. We had that thing in Peoria for that whole month. t don't know how many people went through that, but it did a lot of good, be cause it focused attention on drivers* li censing. and. In turn, the need for better equipment and better methods by our drivers' license department. I would like to point out that Illinois does not have a state safety council. The ideas come from the national to us, or we get them through Tom Burke's news letter. To offset that I readied up from the local level to some of (he state organiza tions and asked them what they could do for us. I called upon Mrs. Frank Dowd to write the P-TA a letter to get them to take March. They were interested, and I put on the pressure by reaching up to the state organization and asking them to practically tell the P-TA to take on the first month of "Operadon Safety" in Peoria. Their success Is what really brought on the rest of them, through their sense of competition. Every organization was trying to outdo the others. The Legion not only took cm "Operation Safety" ia April of this year, but they have been most helpful in giving us their Legion hall every two months, when we call to gether all the professional drivers in Peoria --not only those in our fleet safety pro gram and contest but all the others who 66 Q/ttratum Safety at Work at the Local Level will come. We usually have a crowd of 400 or so. We have the management, the fleet operator!, as wdl as the drivers, sit down with these men. We give them a minimum of safety in a doggone good time, with everything short of a leg show. We show them movies, we have "com munity sings," and coffee and doughnuts afterward. Each month we call upon the sponsors of "Operation Safety'* to supply the panel or the jury for the traffic inquests, the traffic fatalities. We believe that if those people go down to the morgue and witness the bodies and then go and hear of the consequences of that traffic accident, they wilt go back and talk to their families about it, talk to their friends, ami since they are a part of the "Operation Safety" sponsors, they usually carry the toad. One of them usually becomes a chairman or something like tint. It realty works, because those people stop me on the street long after they have had "Operation Safety" for a month, and talk about these things; they want to do something. Yesterday Mr. Clarke from the Texas Safety Association spoke of an aroused public l truly agree with you, Kaye, that this is about the extent of what we can do, to develop an interested and aroused public There are a lot of ways of doing that We called upon a junior high school for 40 students to be stationed around the vari ous intersections downtown to count the unsafe acts and the violations oct the pert of pedestrians. In one half hour we had-- with 25 per cent tossed out for errormore than 7,000 unsafe acts and violations on the part of pedestrians in Peoria. We really doo`t have a pedestrian pro tection and control plan down there, but that is a forerunner to Jt. Those young sters went bade to school and, using their own little house organ, they really went to town. They wrote letters and mimeo graphed theta to the dty council. They wanted something dooc about pedestrian afety in Peoria. They sent copies to the newspapers and to the radio stations, and the aldermen of our council were on the *pot for a white until the thing sort of died out. I believe you know that the National Association of Casualty and Surety Com panies has a booklet now called "Safety is Good Business." If you do not know that, I suggest you get in touch with your focal agents and get a copy of it and read it. It's very good. They have a parallel program that you can use; and tin . agents have 3A economic reason for getting be hind you. Our Association of Insurance Agent* Peoria was able to get two competent traffic engineers from New York lo come to Peoria and produce a very tine traffic survey. It started out to be merely an administrative study, but it is now a btble on which we are operating. I am a member of our traffic commis sion. which is an official body In the city hall. By ordinance, two members of the Association of Commerce and ooe mem ber of the Jaycees are on that commission. I was able to come right In and my, "Alt we're doing ut the traffic commission is studying the complaints from your con stituents. Now we've got a btble here. Let's study it and let's use it.** And I began' to nuke some inroads Oct the thing About the first thing we do now when we meet is take this thing down and start to work oe it The next thing I have to do is to get them to meet oftener than once a month, bemuse by the time they get back the next month, they have for gotten anything they had planned to do. The mayor and the captain of traffic and the chief of police are very interested It's the first time that anyone ever came over from the Association of Commerce, and that's bow the safety council has beer run in Peoria for a tong time now, and tried to talk to them about their problem*, Before they always remained behind their desks, and the Association of Commerce either sent letters or oiled* over and created a general dissension. Our Business and Professional Women's Club has been very Helpful. They did not take a month of traffic safety, but they did hold a traffic safety clinic, and we bad a debating team from Bradley University come down. They had about 300 women there; and I know that must have done some good. These women have also given us very valuable clerical help at various times when we needed to get out a direct mail campaign of some quantity. Traffic Safety 67 The'industrial nurses' section has started something. The police have cooperated to the ex tent that we get reports on all traffic accidents. We break them down and send them hack to the iodustry where the man involved tn the accident was employed. We are going to do (be same thing with oar Pcorta Council of School Clubs--take and plot all ot the traffic accidents by locations where these people are domiciled, in the various reboot areas. Then we wjll publish X standing, and one school areaone P-TA or mothers' dob--will compete against another, os a percentage basis. We hope that this wiB create intense interest. We have our motorcycle dub in this program, mid they* arc interested. I went out to talk to theta. Tbc> had 35 there that night. Inilead of fading a butch oi hoodms, 1 foetid the managers of de partments of industry, or very valuable employees of rtraa banners. All J5 of them wanted to calk shoot what they could do for (he traffic safety in Peoria. They derided ooe of the most important things they could do would be to conduct a bicycle safety rodeo, where the young- iters have to go nine months without a traffic accident or violaaoa, where they* have to prove their knowledge of traffic laws by a simple written examination. We'll interview them for attitude and Interest and appearance, and then we're go ing to use merely the skill and perform ance test that you all know about and run them through, this miniature rodeo. MR. JOHN l\* STOVER: Our town has a population of arouod 17,000, and it joins another city in Tesiesscc of the same name, with approximately the same population. There is do geographical divi sion between the two towns. The state tine runs down the center of the main street. "Operation Safety" is being carried ca presently^-and for over a year now--by myself. I have not the determination, 1 guess, that the other speaker had, in acting that it is carried through successfully. So far as I know, the only literature we got from the national organization was one reworked copy of "Operation Safety." It was very wtB done. It aunt right about the time of the convention we had, and a political issue involved''in the organiza tion was up. I worked over the material that the state bad smt in, deleted nothing and requested that this be mimeographed and sent out, or rise published in the state paper. It failed to make that, so in Vir ginia we had no "Operation Safety" spon sored by the many local posts. We did carry on a little bit in town. We have bees conducting radio talks, starting back in 1944. We started out with 15 minute talks. After beating our heads out with that for about five months, twice a week, we realised that it was too much effort. We had a morning spot, 10:15 in the morning and 1 don't think we ever had a comment or bcud anything about it At present and for some months, wc have had ooe of the radio stations sponsor a five-minute program every Sunday after noon. We're getting more comments on that. They have one man assigned to it. We reworked the scripts from "Operation Safety" and tried to pull in as many guest participants as we could. As was men tioned earlier, it docs take some work. We like lo have a practice session of it before it does go on the air. We have a Governor's Highway Safety Committee in Virginia which has been operating about a year now, I believe. They organized a council in Bristol in the early part of this year. They had a preliminary meeting, and several days later an or ganizational meeting was held, but about right months have passed now and there has been no other session of this council. Of course, as was mentioned, these coun cils do die pretty quickly. I think it should be the responsibility of some state organ ization to see that the local councils are revitalized periodically. I know that during the past years most police chiefs have had personnel problems. We have had to get rid of a tot of men, and we have had to train more men, which doesn't leave us too much time for other things. This is something that I think the state level could do, in going to the com munities and seeing that things are func tioning writ, as they are doing in Con necticut and, l know, in other states. I know that there are still other states, as in Virginia, where the job is not bring done. I think that on the state level, too, they might possibly send out a supplement to this material. For Instance, on the Feb ruary program--know and obey traffic laws. There are certain things that are put out 6S Operation Safety at Work at the Local Lead in tid* folder that would aot fit, say, in Virginia, and f imagine that is true in other states. Those are minor things, but it would be nice to have that screened ovtt on the state level. COLONEL LYNCH? I would like to make this comment. You said that you had the mayor. We did. too. I think that's a good way to start "Operation SafetyTM--to have the mayor call a confer ence of these people you think might han dle the thing. Now the American Legion has handled this several times. I will say this, that in the Legion we made a terrific mistake. Wc gave the Legtoa the month of Septem ber, and that's the time when they have their elections; the old safety chairman Is going out and the stew one hasn't been appointed, with the result that they just can't function. We have a steering committee made up of four people, from the Advertising Club of Los Angeles, the Hollywood advertising dub, the police department and the safety council. That is the executive or steering committee. You have that little group to get together and plan your meetings, and so forth. But we have this big meeting once a month, and if you do the time, you'll find you can shame these people into doing these things. If they have agreed to do It, they just have to do it MR. LEVI 1L HALL JUinncapolU Safety Council]: There arc many counties in Minnesota that probably don't have a tows of a thousand in them. They arc very targe counties, some of them, Host of your safety councils are organised ta towns or cities of 10,000 or over, and your field men la your state agendes can probably only total two or throe for the state. How are yen going to reach these people In the* We gave the Rotary Club the same counties where they don't have any town* month when they have their elections, so big coeogb to support a safety council? we couldn't get them to work. We couldn't have studied it out and made so many nice mistakes as we did. So wc have to change the Legion over to some montit where the new safety chairman will have an opportunity to work several months in planning it I will give you some suggestions as to COLONEL LYNCH: I think the am swer to that is that where the city is onSv a thounod, yon sometimes do have quite a population around it. As I see It, the advantage of this is that first the press and the radio go into that town from the cities, and you get the story us that. Now they do have a local what we hare found. After you set this, paper, anally, and of course that can be up, make a committee out of your 12 or 15 representatives---in cue you have more than one organisation in one month. For instance, in February we have the In surance Agents Association and the Fed erated Women's Clubs both in that month, each of them dividing up the work. used, ' The beauty of this is that you don't have ta Imre a safety cetmol to na it You cut get 12 people and certainly they have 12 organisations there- who will say that they will do it. Now they can carry so with this outline m that local community by hav But have your meeting of this committee ing safety talks and--before the meetings is once a month, and at that meeting let the organization that has completed the previous month make a report of what they did, and tiie town-fey getting something into tht weekly newspaper. There are all sorts of activities that eves a city of a thousand then have the committees that are going to can handle, and, as I say, Jackson has done have the next two months make a report on that in California. They have got some in what they are planning. That develops some surance agtmts in a town of a thousand and competition. they're the ones who really make it dick Cheney, here, as I said, with his Boy Scouts, comes and listens for months about what the Junior Advertising Club or some other organization has done, and he wants to do better than they did. Each month it seems like they* ffet better, because they are trying to outdo the one that had the pre vious month. In that way you keep it alive. QUESTION: How many people here hare had * traffv safety coefereace is their city, fat tine with the recommendation of the Prcridart's Conference, at the city level or state? 1 COLONEL LYNCH: How many have dace that? I sen there are quite a few. That thing did not go through ti accord- Tragic Safety 69 aace'wfah the President's Conference reciinimrriVsrinm as expected, following the Gemsori Confer--`e. QUESTION: Yen taP; d shout unijmrmSsj Wfarw asad 1 dSda*t quite get your pdME. YYfae la tiw uniformity of theme or uocfocmary of nriWqw.? You said every body should be doing the ante thing. COLONEL LYNCH: Yon taka a lot of radio dat origautej oat there--it used to be time jam week! go to the radio station and try to gt* some safety added to Tack Basq'i radio program, for instance. They'd my. "Wtfl. are tho` doing this every place In the United States?" See? You say. "No,** and they my, "No soap.TM Now yen can go to them and my they are doing rt all over the United States. Now if they my. "Look out what it's dark out," over Edgar Bergen's program, it registers hi many communities. The Associ ated Press, for example, wiQ carry wire stories about "Operation Safety" if it is fOBoethlog that is understood in the home t<m MR, STOVER: I notice that Kiwanis International has adopted a safety program, too. That might. be aide to read* down into the smaller communities. CHAIRMAN SMITH: I'm a little afraid that unless we get the idea of "Operation Safety" quite dearly, you uy think in a small community that because you can't use the whole thing, you can't use any of it. The bmtrty ot the program, as I see it. is that it is so adaptable. If you dt - use anything more than the monthly leau.t--use H in your * Tools, use it as a give-away; there are all sorts of ways you can use that leaflet If yoe can't use anything more than the poster, use that Or if you can't use anything more than the radio script In one month, use that. But don't ner*'tt the kit or its various parts, fast because you can't use it. all is a --all coraroonify. It's very adaptable. MR. KAYE: I don't believe it makes any difference as to the size of the community be which you operate. There are certain organizations that have a paper group called their "acride&t prevention commit tee;" We have found tiuu few of those committees arc doing anything. They have not had the initiative to! get up off their salts or wherever they are to find out programs that are available to them, and you will find, as we have found, that where we were able to go in with a specific progjamj--oot beating around the bush and saying, "You have a committee, we think you should be doing something," but walk ing in to the chairman of their committee or to the secretary of the organization and saying, "Are you familiar with this pro gram? Is your committee using this par ticular program or any part of it?"---we can get things done. Perhaps the man will say, "Well, no; what is it?" Then you have the most wonderful opportunity in the world to sit down and ay, "Here it is. Here is your planning guide. You don't have to use all ol it Here are pesters, her* is the radio script, the newspaper advertising." They can take any part of it and adapt it to any part of their program, or they can take the whole program. It's a wonderful opportunity to get some of these paper or ganizations or paper accident prevention committee* into a program that is really worth while. QUESTION; Couldn't the county* high way departments be used as a medium? COLONEL LYNCH: In our state "Doc" Huggins has bis field men with the high way patrol. 1 think there is a way, but it would probably be different in each state. The National Committee for Traffic Safety has adopted "Operation Safety" as a project. Take the list of national organi zations and deck over the ones that you have In your town, and if their representa tive doesn't want to come in, you caa go right bade to Paul Blaisdell and tell him, "I wish you'd give'us some help with this particular organisation," Paul then will go right in to the bead of that organization about it. There are 66 organisations ta the committee think a tot of then arc overlooking the Boy Smuts. Cheney told me just be fore I kit Los Angeles that the national headquarters of the Boy Scouts is consider ing taking November for the entire United States oa pedestrian safety. MR CHENEY: The Los Angeles Ex ecutive Council: not the National Executive CouodL COLONEL LYNCH: The man who was executive at Los Angeles is now the na tion*! executive and he saw the public 70 Operation Safety at Work at the Local Level relations job it did for the Boy Scouts in flieir work there, ft has been part of their program, but they have so many other things that safety didn't get the emptauis it should. He said it was just a natural for the Boy Scouts, because they can take it, do it, forget it until next year. MR. HAL KENT fRarine County Safety Council]: We have a very active sheriffs' association in the state, ft's at the state level, of course. They are groping very seriously for some method of apply ing "Operation Safety" through their state* wide publication and other facilities for doing a job through the sheriffs'- depart ments in counties outside of incorporated villages and cities. I wonder if anyone here has had any experience with just that sort cti thing. COLONEL LYNCH: We have the Peace Officers Association in Los Angeles County. MR. EDLUND: The Wisconsin Motor Vehicle Department is cooperating with the Sheriffs' Association. Tt has furnished arti cles for the Wisconsin Sheriffs' Magazine and has been buying some of these things in "Operation Safety" each month. I have samples here that 1 can show. We submit releases patterned after the "Operation Safety" releases. They ar* sent to every sheriff, to every county highway chief in Wisconsin. Those are regularly published. We do the same for the chiefs of police of every dty, regardless of the ize of the community. That is why the Motor Vehicle Department has not pressed every- city--especially the smaller cities-- to adopt the "Operation Safety" kit for its community. We are supplying the same information in as great quantities as we feel they can take. In the targer cities we are giving then radio plus, in the smaller ones only focal newspaper stuff. MR. HUGGINS: Industry is interested in the seasonal and objective type of ad vertising, For instance, there was the re cent General Tire Company's 8,000 posting job all over the country, one of the largest in history, 1 understand, with $200,000 ex pended, all given to the idea of "Give the kids a brake." MR. M. R. DARLINGTON, JR- tManaging Director, Inter-Industry Highway Safety Committee, Washington, D. CJ: Most of you, in some cases, arc looking for organizations to sponsor these programs. I would like to urge you to make full use of the automobile and tire dealers* organi sations. I just finished a five-day meeting ia Indi ana in which we were getting ready for the December program, and through the co operation of the Indiana Traffic Safety Commission, 1,500 copies of the December program are going to be reproduced and sent down to every level. In other words, every dealer in the state of Indiana had this program, and they are going to pick it up. Automobile and tire dealers make exten sive use of newspaper and radio advertis ing. They hand out a lot of leaflets and other pieces of advertising. They have buildings in which they can put up posters. 1 urge you, as council managers and others in safety activities, to make use of these People. During the month of May, our commit tee, ia cooperation with the JrnJor Chamber of Commerce, ts going to co-sponsor the May program, nation-wide. Every month we are tailing the attention of our state committees to the "Operation Safety" pro gram, and stressing those items we feel will be especially helpful to than. , We are sending out December kits to all of our state committees throughout the country, this next week. COLONEL LYNCH: Speaking of bill boards, here is Mr. Eves, the man who pro duced that General Tire copy, of the Mass Marketing Institute, and they are produc ing six 24-jheet posters a year, and these six posters arc os the theme of "Operation Safety." They can be bought from the Mass Marketing institute, for--How much is the price now? MR. HAROLD U EVES (Maas Mar. keting Institute]: Four dollars. Now if you have a committee that has $4 and wants to put up one peat big 24-sheet poster, you can write in and you can buy it, and you can get your billboard people to put it up, with "Bristol Kiwanis Club" on it as the sponsor of that poster. They'll feel they have done something, and you'll have a safety poster up fpr two months. If you are not now running or have a campaign in cooperation with the outdoor Traffic Safety 71 operator ia your tows. If yea will get in touch with him, be will sec that you get the posting If yoe do aoc lacv him, write to me and 111 scad you the name of the operator, and 172 also write the operator to get ia touch with you. QUESTION: What it "the operator"? MR. EVES: By "operator" I mean the outdoor advertising plant operator. If you do get m tooth with him, the chances are you can work oat a program with him a which you may not lave to buy the posters The point I'm making is that during the period from now ontil next spring there is some space open in outdoor advertising. During this past steamer it was just all oid out What next Summer wilt be, no one lawm, but there is space coming opet now, and the operator is being encouraged by his state aad local associations to make boards available to the safety movement! In cooperation with different groups. An example of tint is in Wisconsin, where it is now being worked out Com pletely. They took a hundred panels in Wisconsin. ' The Outdoor Association of Wisconsin turned those over to the Motor Vehicle Department, with the paper, im print and spaee, on this basis: "Well put the name of any organization selected by the Motor Vehicle Department of Wiscon sin on these panels, with a commercial evaluation of $5,000." They are not paying that, but that's what that amount of spaee is worth. They have set that nosy panels aside, providing that the organization works out a program with the Motor Vehicle Department of Wisconsin to conduct an "Operation Safety" activity in as many of its local units as possible. In other words, the principle is to use one organization to inspire or wedge an other organization, and thereby pyramid the activity, and 2 think that same dung is very practical, locally. Are We Meeting the Challenge? By MAJOR GENERAL PHILIP B. FLEMING Administrator^?? U. S. Federal Works Agency; General Chairman, the President's Highway Safety Conference At the closing session of the President's first Highway Safety Conference Paul G. Hoffman, set a goal aad issued a challenge. HU words are worth repairing; "If we all work together, in three jars' time we can bring the traffic fa tality rate down from 12 to 6, and that would mean as iiaiul saving of 19,000 lives. 650.000 injuries and well over $1,000,000,000 ts aancxl loss from property damage." A year later, when the traffic fatality rate stood at 91 per 100.000^00 vehiclemiles, PanI Hoffman eeokl report that we had gone more than aoc-third of the dis tance toward m goaL Arc we meeting the challenge today? The answer is no. Perhaps I should qualify that just a little bit by saying that we bid fair to almost reach the goal. For the year 1947 wt brought the traffic fatalityrate down to 2.6. We pit it still further in the first quarter of 1948 and the latest figures available indicate a rate below 7 for the first 6 mouths of this year. Yes, we are dose to the goal. But we should remember that with the added hazards which winter driving brings, our goal may even recede in the months ahead, tailess we make a more determined and widespread effort. Does this mean then that Past Hoffman was too sanguine, that we did not have the right kind of a program? Again the answer is no. Our partial failure i* due entirely to the fact that the Action Pro gram has eoc been giren wide enough application. Far too many states aad com munities have slighted or ignored crucial parts of this life-saving program. When I was asked to address the traffic section of this 56th National Safety Con gress 1 derided to review some of. the previous sessions--those which dealt with the Action Program. That bit of research was very reassuring. For among other things 72 Are Wt Meeting the Challenge? I looked over the statements of officials who told how their cities or states had "won*' awards in traffic safety contests. And what do you think I found? In every instance I discovered that the campaigns and methods which brought safety awards were patterned after the Action Program. And throughout these recitals the vital word "cooperation" rang like a clarion call. Yes. that was a most heartening and stimulating bit of research. The moral is .hvi'on*---the Action Program has proved (Ian. Last year 9 states got their death rate per 100.000,000 vehicle-miles below 7. while in 7 states the rate was U and over. That range marks the tragic difference be* tween raid action and degrees of inaction. Not long ago the Prasidott's Highway Safety Conference issued a book that I can recommend most highly. It is called an "Inventory and Guide for Action," aad it is well named. You are going to hear much more about this inventory during the pane! discussion. But I want to put it in evidence right now because this careful survey of today's progress and tomorrow's needs shows where and why our steps are fal tering Last year pedestrian fatalities, for exam ple, dropped 15 per cent in number below 194b--but deaths two-vehicle collisions were up to 6 per cert. An 15 per cent decrease in urban deaths must be contrasted with a climb of 4 per cent in rural deaths. Last year, despite lacreased traffic^ the nation showed about a 3 per cent decrease in the number of motor vehicle deaths. A large majority of the states reported fewer fatalities than in 1946, but 16 states reported an increase. In other words, the declining death rate is not uniform. Some states and cities are lagging far behind. Their citizens are carry ing an extra and needless burden of death, injury and property losses. That is the latter price of inaction. U'f have made important gains since the President's first Highway Safety Confer* ooc, and I Intend to mention some of them. I should like to stress our shortcomings rather than our accomplishment!. In the field of laws and ordinances, for example, where uniformity is so essential, it was foimd that 16 states strengthened their driver license laws last year, and to day only one state is without such legisla tion, Chi'the other hand, 18 of our states still lack the basic certificate of title laws recommended by the Uniform Vehicle Code, and 10 have no safety responsibility statute^. And when it comes to rules of the road. I hesitate even to mention the word uni formity. In general, the picture as one of accident-breeding confusion, And even in those state*--about 20 in number--which approach the recommendations of the Uni form Vchide Code there arc a good many major departures front sound practice, in cluding deviations in the right-of-way rules. Day in and day out even careful drivers are endangered by these "jurisdictional" hangovers from the horse and buggy days. Right here I want to remind you that the road to uniformity can be reached most easily through wider use of the Model Traffic Ordinance and The Uniform Ve hicle Code. The former provides our cities with a basis for sotnd municipal traffic regulation. As you alt know, a comparative study of existing city laws with this stand ard U essential for tniformity. This is equally true of the Uniform Vehicle Code. Much the same can be said about the lade of uniformity in street Ad highway warnings and duactiooal signs. It Is not i.u-nmnyin to find wide and bewildering variations between the signs used la towns and counties within a single state. , Both the states and the communities arc much nearer uufonmty ha the reporting, tabuladoe. and ate of accident reports. But even with these gains there still are serious gaps- reporting of accidents is incomplete, especially among the states, and processing of these records leaves muds to be desired. Often the responsibility for this fact-finding ftmetion is divided--that was true of 13 states in 1947. Thus it Is still correct to ray that onethird of oar 'states do not get enough reports to stable authorities to draw up and direct a sound and comprehensive acci dent prevention program. With the best will la the world officials In these states are going to find themstives handicapped ia the fight for traffic safely. Very significant gains are recorded b> stales mod cities m high-school driver training, teacher education, school trans portation and other educational phases of Tragic Safety n the Action Program. These are cheering signs as the read to highway safety but they da nee aafiose that the goal has been rnrbed anf Ikb less than 15 per cent of (be tiigitk bays and giri* are receiving high school driver inobg. lost week t had occasion to address the 1] Goadoraacr of the International Assotiarioa of ftier Chiefs. Those of you who were ycu--C w9 recall that traffic law oaforcamoac ra 194? showed a familiar partera. Maodsd of sersngth and wcaksess. Complete data for rural areas would prob ably swell the national total to more than 12,000.000. The impact of such a tremendous load has been felt by motorists, judges and prosecutors alike. More and more we are coming to realize the need for a longran^c program to improve the quality of justice administered by die nation's traffic courts. Needless to say, progress in this direction will be reflected in every phase of traffic law enforcement. The mart csooriaSy antic substantial addition* tiar |ifa penaad-% added mart won. and 34 rates increased the force migaf so traffic. Yet even after these gains there ere miy 13 states which have 73 or more ntic aVtn per 1.000,OOQjQGO rent vrfnrfr stilai the other 38 stales hi below the inohrf recommended by tbc (Moociw ea mfnreewwnr As for he tines, tiophn increased persound, ratio* in al grasp*. only those over 300,009 popahtiaa hi--gnl so get 30 per cog of their rather above the personnel strength iwriwrMarion* of the President's Conference--ewe pi Bee officers per 1,000 population. There is a pcooomced deficit ia traffic trajasne, aad tins hade is more pronounced a the raiaBer titics--*8 cities below 250,000 population end more stress oa traffic subjects hs their in-scrrice training pro gram. Laic year 42 stales could report increases a icddtat * investigation, but there is a notable gap when it comes to investigating rural traffic deaths--few states are mitring adequate check-ups. Eves if Chicago were not host to Bus National Safety Congress, I would want to mention the tag that this great city began m 19(7 a complete overhauling of its traffic safety activities. This far-reach ing program w33 take raore than a year to put iota operatk--. It embraces the work of tbc potion taws, aad courts, ax well as traffic engineering sod safety education. The very iriHjiirmU of traffic volumes in this country, with sore than 44,000,000 persons bokfing driver's licenses, implies a big job for oar traffic courts. In the year 1947 it is nrimiTfid that Acre than 9,900,000 urban traffic viektioos were processed! Several encouraging steps were taken during the past year. The American Bar Association authorized the granting of awards to the cities reporting the greatest improvement ia traffic court practices and procedure. The first of these awards were made in Seattle at tbc September 1948 meeting of the American Bar Association. In cities of over 500,000, Washington. IX C, and 'Milwaukee, Wisconsin, were tied for first, la Group II, cities of 200,000 to 500,000, the top award went to Denver, Colorado. Among cities of 100/100 to aXV)00, Sacramento, California, and Tulsa, Oklahoma, shared first place. In Group TV, from SOfiOQ to 100,000 population, the top award was won by Winston-Salem. North Carolina. Plainfield, New Jersey, led Group V, and Midland, Michigan, was first among cities below 25.000 population. Reports from the states indicate that 18 made as effort to secure improvements in traffic courts through administrative action; 4 states relied oa legislation and 2 states resorted to constitutional revisions. The 544 city reports reveal that a number of improvements are tmder way in prac tice*, procedure, courtroom facilities and the nsc of records of prior convictions. There is better operation of traffic violations bu reaus, more frequent assignment of prose cutors to traffic cams, wider adoption of special court days for traffic police. AH in all ft is plain that most municipal traffic court judges and prosecutors are well aware of the need for improvements, but far too many of than are handicapped by city officials who fail or refuse to make essential funds available. Undoubtedly pressure from a more atert public would give great impetus to this phase of the Action Prognuu A 1 5* .r!t 72 Are We Meeting the Challenge? I looked over the statements of officials who totd how their cities or states had -woo- awards in traffic safety contests. And what do you think I found? fn every instance I discovered that the campaigns and methods which brought safety awards were patterned after the Action Program. And throughout these recitals the vital word "cooperation" rang like a clarion call. Yes, that was a most heartening awl stimulating bit of research. The moral is obvious--the Action Program has proved itself. Last year 9 states got their death rate per 100,000,000 vehicle-miles below 7, while in 7 states the rate was 11 and over. That range marks the tragic difference be tween real action and degrees of inaction. day only one state is without such legisla tion. Ob *thc other land, IS of our states still lade the basic certificate of title taws recommended by the Uniform Vehicle Code, and 10 have no safety responsibility statutes. And when it comes to rules of the road. I hesitate even to mention the word uni formity. In general, the picture U one of accident-breeding confusion. And even tn those states--shout 20 ia number--which approach the recommendations of the Uni form Vehicle Code Uses* are a good many major departures from sotmd practice; in cluding deviations in the right-of-way rules. Day in and day out even careful drivers are endangered by these "jurisdictional" hangovers from the horse and buggy day*. Not long ago the President^ Safety Conference issuet^M recommend mOSt_ hij1 "Inventory and is well named. /' more about J ' discussion, right nowj1 today's shows taring. Last J pie, drj 19* were decrensfl with a 1 Last nation sll in the nir large map fatalities t an increase. lit other won! is not uniform. Scw_ lagging far behind. Tf? __ mg aa extra and needles^ injury and property losses, bitter price of inaction. We have made important gains since the President's first Highway Safety Confer ence, and I intend to mention some of them. I should like to stress our shortcomings rather than our accomplishments. In the field of laws and ordinances, for example, where uniformity is so essential, it was found that 16 states strengthened their driver license laws Isst year, and to- ght heir I want to remind you that LJta uniformity can be reached most h wider use of the Mode! <ce and The Uniform Ve* former provides our cities sotad municipal traffic " |l know, a comparative L taws with this stand- imfonaity. This is Yorm Vehicle Cod*, said about the [Tcct and highway signs, It U not and bewildering is used k towns g!c state. ic communities are the reporting, :ddent reports. But /these stall arc serious eddents is incomplete, states, and processing ,leaves much to be desired. , nihility for this fact-finding vided---that was true of 13 \7. _ _Eus it is stall correct to say that one- third of our* states do not get enough reports to cubic authorities to draw up and direct a sound and comprehensive acci dent prevention program. With the best will ia the world officials in these states arc gotsg to find thereselves handicapped la the fight for traffic safety. Very significant gains are recorded b> ` states and cities ?n high-scfioo! driver training, teacher education, school trans portation and other educational phases of Traffic Safety 73 the Action Program. These arc cheering signs on the rood to highway safety but they do not indicate that the goal has been reached---sot when less than 15 per cent of the eligible boys aad girls are receiving high-school driver training. Last week I had occasion to address the AaniaU Conference of the International Association of Police Chiefs. Those of you who were present will recall that traffic law enforcement in 1W7 showed a familiar pattern, blevied of strength and weakness. The states mpeciilty made substantial additions to their police personnel--38 added more sea, and 34 states increased the force assigned to traffic Yet even after these gaiaa thee are only 15 states which have 7S or more traffic officers per 1,000,000,000 rural vehicle mBes--the other states fall below the standard recommi by the committee on enforcement As for the cities, despite lucres* wwd, ratios In aS groups, only 500,000 population managed to cent of their master above the strength recommendations of the P Coofcresee--two police officers population. There is a pronounced defiot training; and this lack is more ia the wnaller atie*--all citiesi beta 000 population need more stress on subjects in their ia-servke training gram. Last yaw 4Z state* could report Sscmi fet aoddent `Investigation, but there is notable gap wbes it coma to investigating rund traffic dmths--few states art making adequate check-ups. if Chicago were sot host to this National Safety Congress, I would want to mention the fact that this great city began is 2917 a complete overhauling of its traffic safety activities. This far-rochtug program will take more than a year to put Into operation. It embraces the work of the police, laws, and courts, as well as traffic cngiottrlng and safety education. The very magnitude of traffic volumes in this country, with more than 44,000,000 persons bolding drive's licenses, implies a big job for oar traffic courts. In the year 1947 it Is estimated that dor than 9,900,000 urban traffic violations ware processed 1 Complete data for rural areas would prob ably swell the national total to more than 12400.000. The impact of such a tremendous load has been felt by motorists, judges and prosecutors alike. More and more we are coming to realise the need for a longrange program to improve the quality of justice administered by the nation's traffic courts. Needless to say, progress in this direction will be rejected in every phase of traffic law enforcement. Several encouraging $tept were taken daring the pas^ts|^JhcAmerican Bar atest of : tices, pre -- use of records at prior cenvictioot The is better operation of traffic violations bu reaus, more frequent assignment of prose cutors to traffic cases, wider adoption of special court days for traffic police. All in all it is plain that most municipal traffic court judges and prosecutors are well aware of the seed for improvements, but far too many of them are handicapped by city officials who fail or refuse to make essential funds available. Undoubtedly pressure from a more alert public would give great impetus to this phase of the Action Program. 74 Are We Heeling the Challenge? Several very promising first steps were taken during the past year. They inctude; A series of 4 regional traffic court judges and prosecutors conferences designed to reach ait parts of the United States; de velopment at "schools'* ot instruction Sor justices of the peace, police magistrates, and other judges of rural courts; the for mation of a National Conference of Trial Courts of Limited Jurisdiction--composed dencc. When the year 1947 ended, the national fatality rate was 3.6, but the 31 states having an active coordinating com mittee of State officials averaged Si. The 21 states which had created a state-wide public support organization averaged only 7,7, As the first quarter of 1948 ended, the national rate was 73 while the states with official committees averaged 7.3 and the 21 States having a public support program of representatives from Id state-wide or were down to 6.6. ganizations of justices of the peace, magis trates and trial justices. Though it is more difficult to measure progress in the towns and odes, we now The state of Michigan has pioneered in a successful movement toward uniformity in traffic tickets and fines. The uniform traffic ticket developed and used in 5 pilot cities has now been adopted in 30 additional cities. Fourteen of these cities also have reached agreement on a uniform fine sched have for the first time facts and figures which show the correlation between the fatality records and the existence of an active local public-support organization. In 5 out of 6 population groups the fatality rate per 100,000 was tower for dtics which had active, organized public support of ule for use is the violations bureaus. The highway safety. system is spreading to cities outside the state of Michigan--it deserves nation-wide acceptance. Public support has grown fastest in the larges cities. It Is rather disconcerting to discover that among the municipalities rang Traffic court judges and prosecutors are mainly responsible for the improvements that I have cited. But as in every other phase of highway safety and accident pre vention, there is urgent need for increased support from other groups--the organized bar, public officials, dvtc bodies and all safety-minded segments of the public Ja the field of engineering; a number of utes now occupy an advanced position. ing from 10,000 to 50.0QQ m population less than 10 per cent have a creditable sup port organization. Vet is these smaller otic* active public support is dearly reflected in a lower fatality rate. In group VI, Cor example, with population* from 10,000 to ZS^OO, tiie rate for dtics with active public support was 7.1 against 1Z2 in cities larking such an organization. ' Necessarily I have been talking in nuher They recognize the urgency of planning comprehensively for all highway needs, in cluding safety. Authorities in California and Michigan have made especially noteworthy general terms--terras which do net indicate the wealth of detailed information that lie* hade of "average* figures dealing with traffic safety. Actually, however, the In contributions--reports using facts developed* ventory Is built up from state reports, city through their state highway planning sur vey organizations and ocher data available from local civic and official sources. Sev eral national organizations cooperated in the engineering analysis of California's and Michigan's road needs, and striking figures concerning the relation of accidents to high way design and operation were presented. This partial review of progress and problems uodcr the Action Frogram, under scores the familiar fact that there is no magic formula, no royal road to highway records and case histories that show clea/lv what needs to be done and how it should be done. These sources give direction and purpose to the Action Program. Though 622 title* have reported on their safety activities, we need much broader participation. Our in ventory is far from complete; but the value of such material has been established be yond Question--the present Inventory is proof enough- The case for broader par ticipation and application is equally dear. safety. But by the same token we do know what are the tested ways to accident pre In the panel discussion which follows you will come to grips with this problem. I am vention. Sure that your deliberations will bring our Consider tins remarkable piece of evf- goal much nearer. Treffc Safety 75 The Annual Inventory of Traffic Safety Activities-- What It Is--How It Works--What It Does (A. Pud pUctusloa) Discussion Leader: J. L. Lined, Director, Publie Safety Institute; Purdue University, Lafayette; Ind*; Chairman. National Traffic Safety Contest Advisory Committee, N.S.C. Particifonis: T, N. Boats, Director, Public Safety Division, Association of Casualty Surety Cos, New York, K. Y. jashes P, Eeoxouoo. Director, Traffic Court judges I; Prosecutors Confer ences, Americas Bar Association, Chi cago, in. Willzau Gtti, Ja, Cty Manager, The City of Oklahccss Gty. RupOCJpk F. KlXC, Registrar of Motor Vehicles, Commonwealth of Massa chusetts. Boston, Mass, Thomas H. MacDo.vaa*, Commissioner of Public Roads, Federal Works Agency, Washington. D. C, Azraui W. lUcff, Commissioner of Motor Vehicles, Trenton, N. J. Huxrox W. Mass*. Director, Traffic Engineering lc Safety Department, American Automobile Association, Washington, D, C. Lxw E. Wallace, Assistant to the Pres ident, National Safety Council, Chicago, lit. C. Reykolm Wcavcs. Liaison Officer, President's Highway Safety Conference, Washington, D. C CHAIRMAN UNCO: The Action Program developed by the President's Highway Safety Conference of 1946 set up definite *tandards and recommendations to guide people who are interested in developing traffic safety programs of all typea. The standards,and the body of knowledge were based on the best thinking of the people in the field at that time Now I think we alt recognize the fact that the best zetioc program in the world, the best standards la the world, the best body of knowledge or whatever we might wane to aQ then, are certainly not going la reach their fall poUatLjl it they become a static thing. They are' things that have to be constantly developed, changed and adapted to meet changing situations in the field. We have perhaps reached the point where we might discuss the developments and the establishment of a method of determining what can be done, bow it can be done, what places are doing it and so forth. We might discuss the facts and information that is necessary to implement the action program as it was originally set up. When we have the information and facts about the picture throughout the entire country, it will help us in the traffic safety field to do a better selling job. That is cer tainly one of the big values of this Inven tory program. Most important of all, however, in con nection with the program, is using the inventory as a research project in traffic safety today to provide information for the changing of oar standards or for the adaptation of our standards. t am going to very briefly give you the purpose and objectives of the annual in ventory of traffic safety activities as out lined in your inventory blanks. Briefly, the inventory will serve the fol lowing objectives, or will strive to serve the following objectives: It will be the basis for the National Traffic Safety Contest awards to states and cities. You are all familiar with that pro gram and the value tint has been derived from the contests conducted by the Na tional Safety Council during past years. The inventory will also serve as a basis for the American Bar Association's Traffic Court awards. This is a comparatively new development. Something newer still--the inventory will serve as the basis for the traffic enforce ment awards of the International Associa tion of Chiefs of Police This program of enforcement awards by the International Association of Chiefs of Police was ap proved at their annual convention, and the 76 The Annual Inventory of Tre$c Safety Activities details have not been completely worked out. The inventory will also provide informa tion for the individual state and dty anal ysis of traffic safety activities prepared by the National Safety Council. Pm sure that all of you recognise the value that has been and can be achieved through these analyses of your annual reports. The Inventory will provide information for the annual progress report of the President's Highway Safety Conference. in the two aspects--of the yardstick as a tool to measure and the mllestooe as a method of establishing the distance that we have come--the inventory certainly does act in a dual eapadty, and is our only method of recording the results that wc get year by year. What I am saying is directed principally to those who are the inventory representa tives. Sometimes they have been called "con tact men," and probably at other times they have been called worse names when the prizes weren't awarded to their dtics or states oe the basis of their reports. I wish The inventory will also serve as the to pay particular tribute to these sen for annual compilation of factual experience which can be used for improving standards of operation and for many other purposes, I like to think that the inventory is per haps the biggest research and fact-hading job in traffic safety today, and one of the most important. I am going to begin the discussion by asking a question of Commissioner Mac Donald, In your opinion, what is the out standing contribetidr that the traffic safety inventory, as outlined, can make to even further progress in developing our high way transportation system? the work they hare dooe Is the past In the organization of the President's Conference, and particularly ta the results that were achieved, there were a otanber of men who devoted their time to doing the actual work in getting the conference in motion with what was at ooe time de scribe^ in Washington as "a passion for anonymity." That is, a groat assay people lave never known too much about the men who have actually devoted themselves to putting the President's Safety Conference into motion. Among these war* Ur. Bohlen at the 2air Cmlouxe; at the first Con MR. THOMAS H, MacDONALD: Mr. Lingo, there are two words that are in common use in our daily conversation that t might mention. One is "yardstick" and the other is "milestone." These two words have a little diSeroit meaning, although they are both units of measurement. The yardstick is usually thought of as a tool to measure how to get results. We have many yardsticks that are used In research. ference it was Colonel Yost Ur. Dunoon and CoJood Weaver have served through both. I'm bringing these things la because we have Colooel Weaver on the panel to day, and Pm going to pass along this ques tion to him. Cotend Weaver, what Is your concept of the utility and Importance of these inventories that are made annually, or these reports made by the fctrcrrftxy rep resentatives? Jn fact, sometimes it takes longer to devise COLONEL C REYNOLDS WEAVER: a tool to measure what urc want to accom In 1946, when the first President's Con plish than it does to actually accomplish the ference was held...aod some 2.000 people result. That, however, i*n't too true tn the were there who developed the Action Pro safety movement. gram--the members of the Conference A milestone, while it also is a unit of agreed and suggested that we should fol measurement, does see as . permanent monument of the distance that we have come. The important aspects of the inventory are two: it serves as a yardstick to meas ure the results, and it serves as a mile stone to record the progress that we have low up In seeeecdleg years with some sort of progress report to find out how far we were going In the states and communities n applying the Actios Program. Aa you know, as 1947 as attempt was made to do that, aod I thick it was a fairly successful attempt. At that time a made. The inventory, of course, >s being com piled each year by devoted representatives who haven't had very mud* acclaim, but separate report form was developed to furnish material for use as a yardstick. It was sect out to the states, and they did a very fine job. Trcfic Safety 77 Th< next year we wanted to know bow we could put this on a permanent basis. as the people at the *47 progress report meeting agreed we should continue this sort o( progress report. In looking around, it was secs that there were certain annual contests going os; the state and city officials were supplying a wealth of information. So we asked our selves how that informatics could be used. In discussing it with the staff people, with tlte various national organisations and with tfve President's Conference, a plan was de veloped. One of the activities that is sow being used is what was formerly known as the National Traffic Safety Contests. You know this year that it has bees oiled the "Annual Inventory of Traffic Safety Activities," Professor Lingo has enumerated the vari ous user to which this material will be pet in this and succeeding years. Also, very important information asd material hats <ne from the American Automobile Asso ciation's Pedestrian Protection Coolest. From alt of this we did come forward with a report this year called "Inventory and Guide for Action,*' a publication of the President's Conference. It is a fine job of stock-taking; it is a yardstick, a report of progress. Now we as say, "Where do wc go from here?" We are able to do this because of the Bstcrol provided by these national organisation* that are work ing with the state and city officials, l would say that wc hope to continue on the asm basis asd do a better job as we go along. The important thing U to work with the states and eocnrawiities in secur ing more factual data, and then make the best possible use of what is secured. As you say, Mr. MacDonald, it is en tirely up to the representatives in states and communities. and it rests upon their shoulders to do the job. All we can do is to assimilate these data, analyze and publish them, MIL LINGO: Coked Weaver has men tioned the fact that there are a number of other activities In oooaectioo with this annual report than just the Inventory that wc have talked about, aod I'm going to ask Mr. Burton Marsh, who is la ihatgc of the National Pedestrian Protection Contest; to tell us something about the objectives and purposes of that activity in connection with this entire program. MR. BURTON W. MARSH; I want to talk to you just a few moments about the pedestrian who has been "the forgotten man" to traffic but today is being remem bered again. It U true, as you know, that the pedes trian is the largest single group in the National Safety Council's classification. You knew the figures, and I would be in sulting you to remind you that one-third of the people frilled are pedestrians, but I might not be insulting you when I tell you that in dries rids figure runs up as high as 8 out of 10 persons killed afoot. It was because this situation impressed us as it Impressed many others that about 1934 the American Automobile Association derided that it would endeavor to do sometiling effective on this job. The first step was a national survey, but we fotmd it most difficult to secure the most basic information to make it possible uo get out a manual or guidebook. How ever, wc finally did get ooe out called "Pedestrian Protection,'* a rather extensive guide oo the subject Wc simply couldn't find the informztloa, so w* asked ourselves, "If this is going to get anywhere, how in the world is it going to be possible to get more of this information and to get ccmauaiti** and groups that are interested, so that the job will be doDe?" We went over various devices that might aid us is securing information and finally leaded that the best land of as idea was a stimuli to be provided by competition. This coi petitioo--which has since been worked out with the co-operation of the National Safety Council --devotes itself exclusively to rim pedestrian. It endeavors to provide a basis for encouraging officials asd organizations of various types to give more attention to the man afoot It Is now in its tenth or eleventh year, god we think that it has played a useful part I would like to preface the figures I am about to give, so that no one will misunder stand me. I do not want to imply that this contest accomplished the following things all tty itself. That it had some part; I truly believe; I hope you will, too. In any case. 5 The Annual Inventory of Tragic Safely Activities te credit goes to the officii!*, principally, which is a statement form of analysis oi bo, u Mr. MacDonald well said, don't that city's record in comparison with other et enough credit for the hard work they ddes, with recommendations on things in making these things possible. which ought to be done by that city to Nevertheless, there hu been a 34 per ent reduction im the annual number of edestrian deaths during the past ten years. [* years ago the pedestrian deaths made ip -40 per cent of aft traffic deaths. Last bring its record up, based not upon our judgment but upon what the top ranking cities or sutes in that size dais are doing. We think this is useful information, and we are finding that it Is very popular, ,'Ctr this figure was down to 32 per cent, Td like to dose with this one point, that rith 1^00 fewer deaths than in 1916. Now an this whole area of the pedestrian, there ;`d like to polne oat that this 1,500 fewer is a tremendous amount of work yet to to epfCJented a 15 per cent reduction from done. We hope in the yean ahead that our the year before, and that reduction was work w this particular activity say be of what brought our total down below what sortie service in helping to advance further it was the previous year. the interests of who was one* "the for The contest is divided among states and gotten maa" but who I think ts now being cities. The cities are divided among sires remembered. into various size classes. The states are MR- LINGO: As you can see, the pur also divided according to a formula. Mul- poses and objectives of this pedestrian pro tipte correlation produces it, and I believe gram and its importance are being appre honestly it U a very equitable way of bal ciated. ancing between the states. Cofcoel Weaver also mentioned another This contest started with 256 cities and very important part in this whole project 31 states. That was the first year. Last in connection with the National High year, 1947, there were all the states and School Driver Education Award program, 1,432 cities--1,500. virtually, or three-quar which U conducted by the Association of ters of all cities above 5,000 population par Casualty and Insurance Companies. I'm go ticipating. Naturally, we want to see that ing to ash Mr. Tom Boale if, be wiU td! figure larger this year. us a tittle something about President*} Con At the end of the year, the officials in ference, its purposes and objectives. volved submit reports, and these are fudged MR. T. N. BOATE: For a great many by a group of eminent judges. Chief Mac years the Assodalton of Casualty and Donald has been riiairman for a number Surety Companies under the title of the of years. On the basis of this judging, the National Conservation Bureau baa been en decisions have beta readied and judged, gaged in assisting state officials,' responsible partly on program and partly on record, for street and highway safety, the crea and the awards have been nude to the win tion, the administration and the support of ning cities and the winning states. These an accident prevention program designed to awards are plaques, familiar to many of bring to the high school youth of this you. nation a sound and well rounded course in In addition to its use for stimulating safe driving. greater activity, the contest has been used With that background of experience we to help in the work of the President's High have bad first-hand information on all the way Safety Conference. We hope that we hard work that has been put in by state may continue to be of service-in that re offidaU in promoting this very Important spect, and that the contest will be able to accident preventioa program in the face of help in even more activities thin they have many obstacles and many heartbreaking in the post disappointments, Beraose of that knowl There is a third part which l should like edge, the Association of Casualty and to mention. For some years wc have of Surety Companies Mat year auae to the fered a sketchy appraisal of where, a city conclusion that sot&ewhm in this picture stood in comparison to the best ddes n there was room for an award, seme sort of its size class. We used to call it a profile graph, but nobody understood it- We have given that up and gone to a better foyts. an award that would recognize the work of the state administrators responsible for highway fcty. The Association had in Trefic Safety 79 mind the education department, the motor vehicle commissioner, the police and on down through to your high school princi pals, administrators, and, probably more important than all. the children who are recognizing the need to participate in this course of education a order to prepare thanselves to drive automobile* safely. Thus tbe high school driver education award pro gram was created. la November of last year, we wrote to the 43 governors* of tbe states and re quested that they participate la the pro gram by appointing a co-ordinator with whom we could work out the details. Within tea days wc bad replies from 41 of our governors, enthusiastically endorsing tbe program, and aasunc a co-ordinator. We think that ccrtamly :ifiraj our judgment. Moreover, l think H ia significant that our top State executives are keenly interested in promoting accident preventioa 00 our streets and highways, sad particularly so through the medhan of education. Tbe program is a simple one. We have a eo-ordinator ia each state. He is pro vided with forms, questionnaires that he sends to the high school principals. The questionnaire contains $v* very simple ques tions, asking the principal of the high school, (1) whether or not he has had a program in driver education; (2) whether or not such a program is In the classroom work; (3) whether it includes both class room and behind*the-wheel training; (4) how many eligible students he has ia his school; and, (5) how many of these eligi ble students are taking the course. We provide tbe oo-ordlnator with a sin gle form, and wc ask him to compile the information and submit it to us by tbe 1st of May. This information Is thee accumu lated and presented to our board of 12 judges. The judges are national leaden in tbe highway safety movement. Chief MacDon ald and Ned Dearborn. President of the National Safety Council, are oa it. There are three types of awards. They' are Is the form of bronze plaques. One award, the Meritorious Award, recognizes 2S per cent of the high schools, and we take In private or parodual with the public high schools having 2S per cent of tbe eligible students enrolfril ta a high school driver education course. The next higher award b the Superior Award, which rep resents 50 per cent achievement in that regard. The final and top award is the Excellency of Achievement Award, which recognizes a high degree of development of this program, together with college level courses carried on to tram teachers; the appointment of a state official responsible Tor the promotion and leadership in devel oping this'program state-wide; and the 'maintenance of records to determine the actual experience of graduates as against those who do not take this form of train ing. During our first year--the 1947-*43 school terns--3g states submitted reports, 25 of which were complete. The number of schools m these 33 states was 19,006. Tbe number of courses in high school driver education in those schools was 3,918. There were 1,643,836 eligible students enrolled ia these schools, and of this number there were 238,030 students enrolled la the courses. Of course; we did accumulate data which was submitted for the progress report of *47 which went into a comparison with the development during the *47 and *43 term as compared with the. previous school term. The Board of Judges made awards to nine states--North Dakota. Wisconsin, Delaware, Arizona, _ Illinois, Massachusetts, New Jersey, Virginia and West Virginia. In passing; I would Hke to say that we Jmve been greatly impressed with the high degree of cooperation and enthusiasm that has been indicated on the part of tbe gov ernors upon receipt of these awards. I had the honor of presenting as award to one governor, who exited In his entire cabinet to his office to winess the reception of this award. In two or three other instances, states have conducted very fine lunches at which the governor* have brought members of their cabinets, particularly those responsible for education and highway safety matters, for the reception of these awards. We think that of- the many important benefits accruing from this program, one of the most important is its contribution to the annual inventory of traffic accidents. MR. LINGO: I mentioned in my sum mary of the objectives of tbe annual in ventory the fact that the American Bar 80 The Annual Inventory of Tragic Softly Activities Association has an awards program, and that this is also being u*cd as a part of the total results, the total summary for the President's Conference report and the an* nual inventory. t am going to call on Jim Economos to give us an idea of what that program in volves and what its purposes and objectives are, MR. JAMES P. ECONOMOS; To try to tell you in a few words where the traffic court program fits into the inventory program would be an imposition upon your intelligence, because I think all of you would realize that it would be impossible to have an effective traffic safety program if you bad a lousy traffic court to go to with your cases. If a traffic court, from the standpoint of the administration of justice, is perform* tng an effective job, it is immediately con* tnbuting to the accident prevention activities of a community and the state. If every ele* ment in accident prevention and traffic safety were operating at a high level of efficiency, except for the traffic court, you would lose all esteem for your program, because of the non*rcccptiveness of the judge who sits in that court. We are trying to eliminate that by the institution of this contest. We think we are pioneering in a held which will pay off in dividends to the com munities which participate. We thirds that in setting up the awards, we are doing two things. We are participating in a promo tional program to stimulate interest In the administration of justice, which is so near and dear to the heart of every member of the bar, and at the same time we are setting up a machinery which will say to (he serv ants of the public, "This is a job well done." We arc expressing our appreciation through the form of the award to those particular communities which have seen the need for cooperation with the courts by providing them with the physical, facilities that they require: by providing than with the proper records, proper clerical staff, proper bailiff's, and adequate salaries for judges and prosecutors, so that they can be full-time rather than part-time. In this way the expense that the comnuaiity has to expend will receive some bit of recogni tion from the one organization which Is supposed to know something about the ad* ministration of justice. We think the experience we have gained in this first year will result in an improved questionnaire; that it will call attention from year to year to the matters which require further attention, based on the experience of the past years* questionnaires. For in stance, to be specific, we discovered this year that violations bureaus, which arc sup posed to be an am of the court, a fart of the administration of justice, are oper ated entirely too frequently under the super vision of the dty counqfl or the chief of police. This Is an invasion of the right of the judiciary to do a job, if that judge wanted to do it in the first place. Un fortunately, the other reason that was per mitted to exist was because the judlc/iry did not do that job. Through this coolest we hope to point out the fact that the operation and admin istration of a violations bureau is a judicial function, and there will he points given for that. That is a tread. It is oae of the things tint we learn from the operatise of this contest. The answers to the questions which the future will produce will be taken entirely from the action program, which is, in turn, based on the Warren bode oa the improve ment of traffic courts. If any dty wants to know how to improve their courts, and what steps to take, all they have to do is take the inventory and guide for action, took to the previous year's report, and start working and spending the money that Is re quired to do a better job. In setting up this program and integrating it into the traffic safety activities, we fed tltat we are, for the first time, giving proper emphasis to the Judicial function* involved in the court problem. We are very happy to hear that there it gotag to be a frame law enforcement award, because that will nuke clear to everyone that there are two prefeproblems that have to be met squarely by each of the peraons responsible foe the better job which U required to be dcoe In that particular area. We are happy to be a port of this prograin, and I am going to violate a rule that was adopted here and say that It would have best utterly impossible--ia bet, almost as insurmountable bcadsebe --for us. in the Americas Bar, to tare attempted to do the job last year were k not for the excellait cooperation of Lew Traffic Safety 31 Wallace and his staff. I didn't say "Na tional Safety Council"; I said "Lew Wal lace." X don't think 1 completely violated the rule. We appreciate the help you have gives us, ssd we say that the past is only a prologue of the future. Let's have belter traffic courts and let's have 100 per cent cooperation in this award program which is doing so much for everybody. MR. UNCO: We lave heard something about the various organizations and from the orgaflizations that have a part In mak ing op this annual progress report. Next wc turn to ooc of our state administrators and ask him some very practical questions. I**a going to ask Commissioner Arthur Magee to tdl us from a state standpoint now, just how be feels the inventory and analysis program --and the annual report through the analysis- can assist the states Is doing a more effective job. MR. ARTHUR W. MAGEE: Is my judgment, the inventory program Is a dis tinct contribution, because it U a means to aa end. * I bevc felt for a considerable period of time that there Is a possibility of losing right of objectives when we slide to certain standard*. Ia other words, t feel that ha this lavostory activity ire have got to very carefully safeguard methods and distinguish between objectives and the standards by. which the activity is judged. I want to support that statanent by cit ing Instance or two in the state of New jersey. One ha* to do with traffic engineer ing, In the state of New Jersey, the Traffic Engineer is a part of the motor vehicle department. We cooperate to the fullest ex tent with the traffic construction engineering in the highway department, but I think that we have been subject to tmfair criticism because alt traffic engineering doe* not stem free one source or one state agency. Another instance has to do with our motor vehicle inspection program. We find out during our activity of inspecting motor vehicles that at least one person In every family has a driver's license. 1 think now we have a means of determining activity with respect to holders of drivers' licenses, and that there will be some revision , and some eredit given to the state instead of los ing credit and not haring aa activity in that r.ipect Under the New Jersey law, and I think the laws ia the respective states have to be taken into consideration, we, in the engi neering field,' are required and do give serv ice to municipalities with respect to signals and highway markers. Our activity in the engineering field Is singularly effective, even though It may not be measured according to tiie standard as set up in the inventory activity. I'm simply pointing out that we must guard against the measuring of activities according to a certain standard. In the field we think more about "Do we get results?" or "Do wc reach our ob jective!" rather than the means of obtaining (hat objective It soesna to me that within a period of two or three years, the information fur nished by the inventory should give us the answers. However, if wc can set up one administrative method which Is considered to be the beat method, undoubtedly others wilt adapt that one best method. But if there ara conditions prevailing within our states whereby wc have to adopt another method, let the yardstick be, "Did you ac complish your objective regardless of your method?" And to do this, as officials from the state tad dty. we must help, and wc will be helping, I think, by following the means of sound questions that will be of benefit to the work In connection with the inventory activities. MR. LINGO: I think the Commissioner certainly has pointed out a practical, sane lead for the adaptation as we go along, and the thing that 1 tried to point out la my discussion. Let's turn from the stale picture, momen tarily, to the dty picture, and ask one of our dty partidpants to tell u* something ahoot that phase of the program. Mr. William Gill, City Manger of Okla homa City, is going to tell us what boiefit* he feds a dty can get from the annual inventory and the other activities associated with it MR. WILLIAM GILL: For m commu nity that is desiring to do a job ia traffic safety, there is ao greater benefit. In my opinion, than that secured from the annual traffic inventory and the analysis report That might seen to be a rather brood state ment to some dty officials, but after using the Inventory and receiving die analysis, and 32 The Annual Inventory of Trope Safely Activities seeing our city become better in the field traffic safety because we did avail oor- -elves of the program, 1 {eel it to be true. I am going to admit that, like a lot of other people who might be termed, shall we say, "laymen traJlic experts," that l thought I knew wliat our community needed to solve our traffic problems. I thought I knew bow to reduce the death rate, the accident talc, and how to get better enforcement, letter reporting of accidents and so cm down the line. Weil, finally, after a lot of "needling" by Dan Hollingsworth, who is director of our cafety council, and after periodic visits from Dick Bennett, James Pryde, Reynolds Weaver and Lew Wallace, 1 admit that 1 knew noising about what I was talking or thinking. However, I had enough confidence in these men to believe that they knew of what they were speaking. 1 found that, after all, it is a relatively simple procedure. A community, a corpora tion owned by its citizens, acts like any other corporation operating on a sound busi ness basis. It simply sits down and takes ,w inventory, no! of the goods or the mate rials on hand but of its traffic safety activ ities. ft bundles up that inventory and sends it in to a committee of impartial persons who cold-bloodedly take it apart, compare it with other cities, note its achievements, tut hard at its deficiencies, and said back a complete and detailed analysis of what ,\ou have accomplished and what you haven't accomplished. The report says to you, "You need a traffic engineer," so we employ one. It says, "You are doing hand tallying of accidents; the cities in the top 30 per cent in your class u<c a mechanical tabulation," so you buy machines. It says, "Double your en forcement." so you double it. It says, "You Itave ample parking; make a study to see if angle parking can be eliminated," so yen make the study. You probably think, "What's wrong with this bird sitting up here, wl*o says that the analysis reads thus, and so you just go ahead aad do it? Wliat about the citizens? Wliat about the mayor and council?" If a community desires to do a job in traffic safety, there is nothing better, in my opinion, than your annua! inventory of traffic activi ties and its analysis report, because I know of no community wherein the mayor and council, the business men. the chamber i commerce, the Rotary Qnfc, the Lion* Oak. the P-TA and so on down the fine daaire or want to kill or injnrc the dtiseaa or place hazards in the way to p crust the movements of vehicles or make an arrest just for the fun of It, On the other band, in most communities there is a desire to do something about traffic problems, and with this desire corks the question of what should be done, what wilt work, or "Who said so?"--"How do you know?"--*'Have these tilings been proved?" The analysis, in my opinion, gives the city officials and the community the fact* and figures necessary to properly answer these questions. It U a criterion of your work u compared to the top 30 per cm of the cities ` in your same group, but need not necessarily be taken, per sc. 1 my that for a reason. A lot of you know "Smokcy" Hilbert die Chief of the Police Department of Okla homa City. He is a great guy. Welt. I don't know whether it's safe yet for Lew Wallace or Dick Bennett to come back to Oklahoma City. They told "Smokey" a few thing* when the)* were dow there, and he just went right through the ceiling, and now he's determined to make Lew Wallace and Dick Bennett cat their words. There -I* hardly a day goes by but that he doesn't .come in the office and say, "Look at this report. See what we have done? Here's wliat we have been doing, and by the end of the year those birds will cat their words." The traffic safety program 'in our com munity started a few short years ago and was based on the studies that we made of analysis reports of years gone by. coupled with the thinking of the police department, the safety council and citizens* groups, and vs had the tried and proven experiences of other communities as evidenced by the anal ysis report We commenced our program on that basis, and now we use the inventory and analysis to note our accomplishment* with pride, to view our shortcomings with distaste and chagrin, and to pledge that we will make the committee further keep its Word.by turning our deficiencies into accomplishments, to soundly and factually present arguments to our mayor and coun cil and citizens as to the rrlty's and where fores of the program. Tragic Safely 83 The inventory and the analysis, together with the follow-up services of the National Safety Council, have been to me important tools in driving Oklahoma City out of the mire of traffic accidents and congestion, and I'm looking forward to using these tools to even a greater degree in the future. I may be a little bit presumptuous in ad dressing this final remark to you dry offi cials, and I Itopc ilut there are none of you present who are guilty of it, but if your city has not made this report and taken the analysis of the report of your community and opated ft up and read it and studied it and lived by it and pledged your selves to carry ft out. in my opinion, you arc not fulfilling your job. CHAIRMAN LINGO: I think you can -ee now why Oklahoma City won ooe of the grand awards bit year. One of tbe things * arc going to discuss m this panel is state and city cooperation. You have heard the city's angle, you have heard the stare's angle. .You- we want you to hear something about tlw matter of state and city cooperation from Registrar King of Massachusetts. Registrar King, do you feel lliat state-city cooperation m connection with the Inventory is a worth-while expenditure of tine and money by the stale? And, secondly, I'd like to ak you what has been the reaction of the city officials to the type of activity that you have pursued so successfully in the commonwealth of Massachusetts. MIC RUDOLPH KING: It is my firm l*lief that not only the success of the traffic a>cl>` program but the future development of highway transportation depend largely upon a broadening and improvement of the relationship of the public officials of the late, the cities and communities. These relationships should establish a better understanding of our individual and common problems, and provide a definite realization that the working out of these problems to secure the best possible results for our citizens, who have placed this re sponsibility in our hands. The dements of the traffic safety pro gram in which this improved relationship should exist cover practically every phase of vital importance. Accident reporting, driver licensing, cnforccrdcnt, engineering, traffic engineering, driver education and training, public information and organized public support are some of the most im portant. t fed that this is a worth-while expendi ture of tune and money by the state, and I assure you that the attitude of the offi cials and citizens of the cities in the Com monwealth of Massachusetts is for it 100 per cent. In 1945 we found, tike so many of you, that what is everyone's business is no one's business. Consequently, in 1945 there was no cooperation or coordination that wa* worthy of mentioning in the Commonwealth of Massachusetts in this inventory analysis. That rather alarmed me, as Registrar of Motor Vehicles, especially since the legis lature; in 1916, had said that the Motor Vehicle Department of the Commonwealth of Massachusetts was to stand on its own feet and be subject only to the governor and the council and never again to be under the Public Works Department. Therefore, I felt that it was essential that we appoint some good men in my department to con tact the officials of the cities and the town* in our commonwealth. We started in 1946 to do a selling job because it so happened that previous to 1946, out of the 78 cities and towns in Massachusetts that have a population oi 20,000 or over, only 27 had ever made a report. In picking the so-called experts. 1 was very careful to pick men with per sonality, ability and knowledge of all the different parts of this great program tliat makes up the analysis report, to send than out to meet the police chiefs, the engineers, the road builders and all the rest interested in highway enforcement and education and engineering in the respective communities. They came back at the end of 1946, showing 100 per cent support for their efforts--/ towns and cities with a popula tion of 10.000 or over (and I think Massa chusetts has more of those than any other state in the Union) responded to our effort*, ami we became a big cooperative organiza tion of state, cities and towns, tail -year we broadened our scope. Not only did we get 100 per cent cooperation, not only did we sit down around the tables of the mayors and selectmen and all the officials of the communities and iU*bs the analysis, but then wc said. "Well broaden our program in our commonwealth." So we 34 The Annual Inventory of TrmfU Safety Activities contacted 53 towns with a population of from 5,000 to 10,000, and we worked with them. Then we have gone another step further, we have worked out a program in oar commonwealth to contact every town under 5,000. In other words, at the present time in our state, 75 out of 78 cities and towns with populations of 10,000 or over arc working with my department on a cooperative basis to save lives and prevent acci dent*. Fifty-three all of the towns in my state with a population of frero 5,000 to 10,000--are working 100 per cent. And 220 towns under 5,000 are now swinging into line. No matter how smalt a community, it reflects upon the record and the efforts of the state. In Massachusetts we have a tremendous density of population, so it is important that we work with every com munity. Just before I came out here, six of my men who have this work in hand re ported to me that they had lust bees oat and contacted every community that J have mentioned here in the ''7&H class and the "53** class, and they were received with open arms. Massachusetts is ready to go on this program of cooperation. The governor of die commonwealth, his council, the state senate and the legislature arc with us in every move that we make. Last year I requested a certain sum of money from the legislature, and I made certain other requests. Without changing the dotting of an "i" or crossing a *V* they gave it to the registrar of motor t chtclss and the motor vehicle department without question. I asked for extra help to carry out this cooperative program, and extra money was granted, and new positions were created. CHAIRMAN UNCO: We have come to the concluding report on our panel, and I'm not even going .to ask a question of this gentleman. I have enough stars, as 1 mentioned before; I am not going to try to put him on the spot. I*m just going to tell him that in the estimation of most of us in this business, he is the nun who has really "carried the ball,'' so to speak, in connection with this entire activity that we have been talking about. Re has sees the whole program develop from frit a mere contest among states and cities to what we fed is the important pro gram that is getting established now-- the annual kutntotj. I'm sew going to oil os Lew Wallace of the National Safety Council to sum marize on what has been said, or to inter ject any comment be might lave La connec tion with this activity. MR. LEW WALLACE: Oa behalf of mysdf and those of us who lave fought to malm this activity succeed, I want to ay to the officials of the states and the cities and the public support groups of citizens that there is much more for ns to da. We realize that there is a noat within our grasp of securing information and facts which can be developed to show every one of us what to do w the days, week* and months sod years to come that win save lives, human suffering, and billions of dollars. We `hope that we wilt not fait in the responsibility, the small share of the re sponsibility, that is our* sa doing this job. We assure you that everything we have will go into the development of this pro* gram, with only one objective la maidTM the best and the safest highway transporta tion system that anybody ever hoped could exist MR. LINGO: We will now proceed with the questions from the floor. Consider your questions at this particular time m the light of objectives of this meeting rather than the technical aspects which ought be within the province of the Advisory Com mittee or some of the other orgsedatfew involved in the inventory program. MR. WALTER L. FOX {Syracuse Safety Goutil. Syracuse, N. V.]: M Br to ask Chief MacDonald something relative to the completing of the inventory form* in states and cities. Who does the acta1 work of malting out the form* la general? Registrar King mentioned how they work it re Massachusetts, but it may be tint thee are some other methods which might be of interest MR. MacDONALD: The persons that we designate under the term of savortory representatives were formerly called con tact men, They are appointed to serve each state and serve each city. Various methods are followed. Trejfic Safety 85 Undoubtedly, in many eases the work of of die inventory representative has been `love's labor lost," because if' the city or itale didn't win the prix* the work done #<nt into the Umbo of forgotten reports. You have heard that these reports are to be used not only for the judging of these contests but also for the President's Conference These contests have been going on under the direction of the National Safety Coun cil for many years. Your chairman gra ciously didn't refer to the number of years I served oa the board of judges, but I picked it up from Paul Hoffman us 1936. The board of judges has only the record before it, just a* any other court; so the responsibility that rests on the shoulders of the inventory representative to upheld the hooor of fits state and his city ha* been aa important one through the yean, from the angle of these contests. But sow much more has been added to their responsibili ties, since these reports have become the basil for the award ia the pedestriaa con test, the awards of the National Cooservatioa Bureau, the Americas Bar Association, and the award of the International Chiefs of Police. ! pay tribute to these contest representa tives foe the work they do, year by year, without very much recognition. From bow on they are going to be recognized all over (Ik map, as you see. 1 think the analyses that have beca fur nished tmder Mr. Wallace's direcpoo, and with the work of Mr. Beonctt and his staff, hare beca of tremendous benefit and form wne of (he most outstanding steps 2a the progress that has been made is these con tests and tn the perfection of the reports. I agree with Commissioner Magee on the matter of trying to judge all of the records by a standard that may not fit the circum stances. We are going to have to develop a >*rdstick for measuring results that will come closer and closer to perfection. For example; we admit that many of the questions have been inadequate. They have beta standard questions, but they have beca ffwdegrjate to measure safety. W* have given credit for new pavements, but we haven't perfected the safety angle or the safety significance by determining whether H was simply an old pdveaent renewed or whether added lanes were built on a congested street. If added Una were built, grater safety would result. If the old pavement was renewed, we would still have the same traffic congestion. la other words, these standards, so called, have not been precise measurements of conditions. la finally taking advantage of the ques tion that was asked me, may I suggest that all of you read--and particularly those of you who have to have your faith re newed a* to cooperation and dealing with Use different state or city departments, in obtaining this information for these re port*--the definition of cooperation that was given by President Dearborn before the Executive Committee this morning, which was one of th* finest statements of what cooperation really means that 1 have ever really heard. It will pay you alt to read that report to the Executive Commit tee, a which he defined what cooperation actually means, and in which he stated the profouod truth that In this safety move ment there is sufficient credit for everybody if we do the job properly. MR. LINGO: Are there other questions? MR. WILLIAM S. FOULIS [Organiza tion Director, Colorado Highway Safety Council1: Is the material provided by the cities' inventory reports used in the com piling of the annual progress report to the President's Highway Safety Conference? MR. WEAVER: Yes, they are. Mr, Foulis. You heard the remarks made by Tam Basle with relation to the number of dtie* participating in the program. Also, Burt Marsh said that some 1,500 cities were in it, and the National Traffic Safety Con test bad some 800 cities in it, so you can see bow important it is to analyze and utilize the data prepared and supplied by the dties. I think Registrar King's remarks about the type of job that is bring done in bis own state--ta working oa state-city co operation---are most encouraging. That is a most important and effective operation, and If all states can do the kind of job that Registrar King's state is doing, working with the cities, well have a lot more and better data than we have now. MR. LINGO: Thank you. Colonel Waver. COL. HOMER GARRISON [Director. Texas Dept of Public Safety]; I'd like to direct this to Lew Wallace, t would 85 The Annual Inventory of Traffic Safety Activities like to know whether or not it is the policy to keep the inventory material con fidential for the use of state and city offi cials, or may it be used for public in formation ? MR. WALLACE: Our understanding is (hat the analysis wade at the information in these reports is confidential to them, as tar as their relationship between the Coun cil and the city and state officials is con cerned. However, we know of no instance (my good friend, Mr. Gill, brought up one case in which criticism was implied) where these analyse*, after being checked fully as to the facts and the statement; therein, were not released to the press and the public. MEMBER: t want to ask Mr. Gill if, in developing ins program in Oklahoma City, tlte organised public support has been brought into this program of action. MR. GILL: The public support program in Oklahoma City was a cooperative pro gram of all of the public support groups in our city welded together by (and 1 say this without any hesitation) our own local safety* council. It was done by going in to the various organizations such as the Women's Garden and Flower Club, the Parent-Teachers As sociation, the Lions Club and so on down the line, and presenting this problem to them: "Here it is. Won't you help us?" I Iuve yet to find any organization of any kind drat doesn't want to do something for its community. All you have to do is give them the opportunity and they'll come forth and serve the city. MR. MITCHELL 1 Philadelphia, P*.J: I'd like to ask Mr. Gill if this inventory' and analysis has been helpful in setting up the budget requirements for traffic control activities. MR. GILL: I believe it was the day after we sent in our inventory that we be gan hollering for our analysis to be re turned, because we used the analysis com pletely. We relied on it almost in its entirety* in setting up our budget, and w*e used it as factual information to present to the council and to interested citizens* groups, to show them what was needed i our community. Before we began to use the analysis as a practical thing, we were appropriating about 15.000 to $.0,000 a year for the bureau of traffic control. The first year that wc began to use it, we appropriated $106,000. That doesn t sound like an awful lot of money, but after all. we're not too big a town. We have 260.00Q m the metro politan area. This year we wilt spend f130,000 for traffic control, itt round figures. Well, that's 50 cents a head when you want to figure it out that way. I say to you that It Is the most important thing that you can use in formulating the budget of your bureau of traffic control or whatever you may oil your traffic control activities, JUDGE CHRIS B. FOX (Polke Judge, Oakland, Ca!.|: Our local safety council president rcccntty returned from a trip to the Midwest. He went up in the state of Wisconsin, to one of the Urge cities, and made die acquaintance of some of the oty officials there. He learned that their safety record was excellent. They boasted of the few deaths in the city, but he observed upon'the street that the traffic controt was very poor, and the dritfng of the citizens upon the street also seemed to be very poor. He went into another rity in the same state Mid said to the officials of that city, "Why is it that in this other city I Just visited, they have such very fine safety records, but the traffic control seems very poor?" The gentleman to whom he was talking said. "Well, if we kept our reeords like they do, we*d have a good safety record." What do you do to check the veracity oi these records;* MR- WALLACE: The gentleman has brought up a question asked many times in many different ways. We started off with this definite philos ophy, that we believe the officials of the states and cities and communities of this country are fundamentally honest, and 1 <t there are mistakes which can be made which are both good and bad. When there are glaring discrepancies-- and some of than have come to our atten tion---we, within the limits of our staff, have checked, I would like to say that when we have gone into those facts; they usually add up all right. We lave had only one instance of what was seemingly-- well, we won't call It dishonesty but we will call it inaccuracy--an unjustified re Traffic Safety 7 port. That particular case was not calico to our attention by our own staff or our own judges, but by the state official in that (articular state for which tire report had been submitted. It had not been checked by the administrator in cllarge of that division. The state received an award for it. When U was called to the attention of the state official that they had received an award, tlie official said, "We don't deserve it. The facts given were not the truth. Wc ask that you take it beck, but please don't tell anybody that we are as rotten as we're idling you we are.** We find that there Is fundamentally no reason for checking facts, other than for the human errors that wilt happen, and. being human, we find that we have difficulty in checking. MR. LINGO: Any questions having to do with the activities will be welcomed by the National Safety Council and by the Advisory Committee. Those two organiza tions--particularly the Advisory Committee --exist tor me purpose ot dealing with questions you might have in mind, so ted free to utilize those organizations at any time. I hope that we have been able to give you some idea of the purposes and scope of this Annual Inventory, to point out to you just how it operates and what it docs. 1 am going to conclude vny remarks with a statement that seems to me very impor tant. It is the last paragraph of the letter written by General Fleming to Mr. Dear born of the National Safety Council and it swnmarizes the responsibility of all of us in connection with this Annual Inventory. General Fleming said, "In reviewing the elements of the President's Conference Action Program, I know of no other single activity in which state and dty traffic administrators may engage that will con tribute mare substantially to a solution of their day-to-day traffic problems and to the nation-wide traffic safety program than by participating in the Annual inventory of Safety Activities." The Manual for Traffic Court Judges By HUBERT D. HENRY Former Judge of the Municipal and Justice Courts, Denver, Colo. Paper Presented by EDMUND B. SMITH Judge of the Municipal Court. Kansas City, Mo. The program of improving traffic courts has gone through several phases. 'Hie first phase was the study of the courts and their operation, with the Warren report followmg, which showed quite dearly the deplorable state of our traffic courts. Next was the development of a public desire to correct the existing conditions and to bring about traffic court improvement. The third phase; and the one in which we now find ourselvcs, is that of furnishing aids to traffic court judges who wish to improve tbeir courts. One of these aids is the series of conferences of traffic court judges an d prosecutors. In several states, manuals for judges have been written and supplied to various courts. These manuals have beet produced In recognition of the fact that the judge who takes the batch for the first time may have very little knowledge of his duties-- how to conduct a court, how to organize a court, how to act m court, or where to gain such knowledge. Same time ago it appeared that it would be desirable to produce a manual for traffic court judges which would answer these question* on a national scale. The National Safety Coundl dedded to produce .such a manual, and 1 was commissioned to draft it a first draft was completed and sub milted for criticism and suggestions to Sev ctal traffic court judges and others familiar with traffic court trocedures. After receiving these suggestions, we decided to rearrange the material, enlarge parts, reduce other 38 The Manuel for Traffic Court Judies part*, and to make the manual much more detailed and specific particularly at to the trial of cases. The new draft was begun in May, 1947, and 1 had every reason to expect to complete it by summer ot that vear. However, an event which was then Wholly unanticipated, but which was not only to delay the production but which was to substantially change much of Its contents intervened. Quigg Newton, a young man of energy and ambition, was elected mayor of Denver and asked me to serve as municipal Judge. It was immediately apparent that my view point as a judge would be somewhat dif ferent from my viewpoint as a practicing attorney, and I felt that the writing of the manual should be delayed until my experi ence as a traffic court judge could be in corporated into the manual. But along,with the good fortune attending my ability to incorporate personal experiences as a judge into the background of^Jpe manual came a presiding judge's responsibilities. However, in spite of this great consump tion of time by very necessary court activi ties, I have been able to devote some time to the study of the manual and to do some work in redrafting it And in the absence of some unusual demands which are not now anticipated, another draft should be available in the near future. The present outline calls for nine chapters; i, The Traffic Problem. 7. Traffic Laws and Ordinances. .3 The Traffic Courtroom. 4. Trial Procedure for Traffic Cases. 5. Traffic Court Personnel and Duties. 6. Forms and Records. 7. Traffic Court Administration. , 8. Violations Bureaus. 9. Improving the Administration of Justice in Traffic Cases. The Traffic Problem--Here w discuss the importance of traffic safety nation ally, to the community and to the individual. We also discuss the necessity of traffic reg ulations, the part of the traffic court is enforcing traffic regulations and the respon sibilities of the traffic court judge. Traffic Later and Ordinances takes up the matter of the authority of the Court and the sources from which derived--con stitution, statutes, or ordinances. This chapter also goes into the jurisdiction oi the court and its limitations. The Traffic Courtroom--Needless to say, one of the most important phases of the traffic court improvement program is the insistence upon adequate courtroom facili ties for all- traffic courts. This chapter discusics this important item la some detail --the the appearance^ and the court room aids. Trial Procedure far Traffic Cates--This chapter the traffic trial from the arrest to the final dospodtSon. It is in this chapter that the experiences of a traffic judge are valuable. A great ammmt of time Is wasted in traffic cases. Some eases which could have bees disposed of la tea mmte have taken two hours; aod some case* which have takes tea minute* ooelf have been disposed of la five. la order to assise judges in reAxjng the sarnnt of wasted time m traffic cases, it is oeeeisaty to take up several of the more utul charges and go through Ibc trial'of these charge* ooe by one, giving the questions which are most pertinent, the evidence which is most likely to be presented, sod Hs mean* inf. in this chapter are discussed the arrest, the charge, arraignment, plea, evi dence, verdict, sentence, and penalty. Traffic Court Prrsomet md Duties-- There are certain person* who should be present in every traffic court trial, sad the absence of any ooe of them imposes additional duties on some other person. For example; the absace of a prosecuting attorney makes it necessary for the Judge to question witnesses, and for him to do this he must step out of his role of arbiter and judge. Similarly, the absence of de fease counsel imposes on the judge the obligation of seeing that some important point in the defendant's favor U not over looked because the defendant has uo at torney to call such point to the court's attention. This chapter includes a discussion of the qualification* of character and back ground which every traffic Judge should possess. Farms and Records should be simple, intelligible, and as few in mmber as possi ble. If a form contain* a doses unnecessary words whose principal purpose is to main tain in perpetuity legal mumbo jumbo of no real use, a layman will be store im pressed by the failure to advise him simply Traffic Safely 89 and completely of the charges against him than he will be impressed by the mystery of the legal phraseology. Traffic court forms which are simple and efficient, while yet complying with all legal requirements, afe presented hi this chapter. Traffic Court Administration--This chap ter is designed to show how caloidars are arranged, how dockets are kept, how to maintain and use records, and what to do about continuances, non-appearances, etc. 1`iolationr Bureau This important aid to the proper functioning of a metropolitan traffic court can do much to encourage rc-pcrt or disrespect for traffic laws. It is important that it be administered properly. Improving the Administration af Justice u* Traffic Cases. Why must it be done? How can it be done? Who will do it? This chapter provides the answers. Such a manual is not easy to write a* it should be written. It must be simple and clear in language. It must be exptidt. And yet, the treatment of traffic eases vane* so greatly that If the manual is to he universally used we will have to show two or three ways of handling some thing*. For example, the trial of a municipal ordimaec violation where such a violation is a aril matter is quite different from the violation of a state statute criminal in native. Trial by jury is quite different from trial by a judge alone. These and many other matters of traffic court pro cedure cast vary from place to place. U the manual is to be used universally, these things must be treated satisfactorily for all Public Support for Traffic Courts By BLUER LOUIS KAYSBR. PfaJ>, LL.D. Dean of Univerrity Students, The George Wubbgtm University, Washington. D. C. Granting the vast progress already made; 1 believe 1 can safely say that the public's support of its traffic court* is far from bring steady, consistent and intelligent You naturally lock for a cause of this ceodidcB. The basic cause, I am inclined to believe, is to be found In the fact that the public Has not yet learned to think out the traffic probtea in an objective way. Fart of the wmfcsess is, of course; in human nature itself. The other one Is al ways the violator. He is always the bum driver. He is always the road hog. He is the speed demon. Unfortunately, the prob lem is not that simple. There cannot be that easy transfer of responsibility. Traffic is the whole problem of the movement of people and goods, and mo bility U aa outstanding characteristic of modern life. Ever since the manorial life of the middle ages broke down, human mobility has been increasing. The great changes of modem times arise out of a new correlation of man jnd the machine. Just as the machine mated (he factory, the factory stimulated urban development. and increasing coocentradoe has produced and intensified the modem traffic problem. The very essence of modem life ia inter dependence. Here arc have 199,000,000 people with all that is needed to feed, dotbe and, to a certain extent, shelter them, constantly os the move. To punish infractions of the rules which have been set op is yoar job. It Is a problem of human engineering. Like all good judges and prosecutors, your business is, if pos sible; to work your self oat of a job by meeting completely the problem that is your job. But If the public attitude is too often neutral on the side of comprehension, it is often negative toward actual (aw enforce ment. Its attitude is frankly unsatisfactory'. Zt cannot be denied that the public has In traffic matters worked out its own ra tionale of law-breaking Unfortunately, it seems, that law-breaking m itself is not considered reprehensible. Many types of infraction are placed in a twilight rone, where the law-breaker feels no stigma and where the law enforcer receives little sup port The cost of tickets paid for over parking during the year is totalled up and /*-... ** i 30. 4 3*. 1 90 Public Support for Tragic Court fudges advertised as cheaper than use of a park ing tot. The officer ticketing airs or disk ing tires is reminded that he had better >pcnd his time catching this, that, or an other murderer. Unhappily, there is a widespread assump tion that traffic violation is a relative thing where those of high position, economic power or political influence have spedal privilege. Unfortunately many usages, in themselves understandable, help support this erroneous idea. I live in a city where it must often seem to John Q. Public that half the cars carry "Diplomatic." "Congressional,*' or "U. S. Government" plates. The popular mind is not particularly conversant with the legal uicetie* of diplomatic immunity and con gressional privilege. "If he can, why can't IV t< a*ked more than once. Parentheti cally, it occurs to me also that the panoply of speeding cars, screaming sirens and Hashing lights might well be discontinued as a method of recognizing public dis tinction. Finally I might point out. much of the public inertia and failure to rally to the support ot its traffic courts is due to the resigned feeling that the traffic problem, like death and taxes, i< just "one of those things'*--nothing can be done. Recently an influential national magazine in a much publicized article lias again focused attention on a situation existing in some jurisdictions where courts and law officers txe questionable devices such as -peed traps and various lures to bring offenders into justice of peace courts where the motorist gets shaken down for the benefit of the private or public purse, or mavlie both. If the uage were general there would be no reason why the public ever should or would support traffic courts. I grant that the practice was once, in some -ection*. blatantly widespread. But it is true that even in tho<c areas, it is definitely on the way out. Organized motor dubs and the press can well finish the task that they have so well begun. Focusing on in dividual cases of bad practice (and I mean just that and not by indicting traffic courts as a whole), they can end the feeble sur vivals of a once popular racket The problem of public support for traffic courts is a problem of education on a com munity level and must be approached as such. The organization of school children in traffic patrol groups has been productive of mudt genuine good, and is something for which motor clubs, school boards, the police and other interested bodies deserve the highest commendation. The schools are where we must start. You and 1 ha . e not by any means grown as rapidly as our traffic problems. We had a horse-and-buggy adolescence. Modem traffic is a part of the initial experience of youth of the country', and they can be reasonably indocrinated in its problems with intelligence. There is no reason why we cannot go beyond this first step of public cooperation through the schools in traffic control. There is hardly a school system in the land which does not have, scattered through the years of compulsory education, courses in community ovies. Such courses might well make fuller use of the traffic courts through visits by directed groups, followed by repons and class discussions. When such community civics courses fail, it is often through the failure to introduce real situations into the study. The nature of the material and the importance of the problem would make traffic courts a fine educational clinic, There is no sounder way of obtaining public support than by the development of lay cooperation. The groups formed in various communities of representatives of the bench, bar and laymen as committee* for the improvement of justice have proved highly useful These committee* afford a channel by which civic leaders can be indoetrinat'*! in the problems facing thr courts. Kxch r ,e become* a key man in pacing the idea on to hi* following. At the same time that the layman is being educated, he may. strange as ft seems, be responsible for telling in some fresh air titat the bench and bar can use. The layman brings with him his own array of taknis. many of which can be utilized by the oourta. For example, many a court could stand some good advice from lay men on it* administration of finances. Frequently a lay expert can offer sound suggestions on the keeping of records or on phases of the arrangement and main- Tragic Safety 91 tenincc of the court bouse itself. In the obtaining of funds for a new court house or for added personnel, the laymen of Such a committee form admirable shock troops in dealing with legislative bodies. Traffic courts will have to continue to look to the press more and more for help in buildir" up public support. Consistent and o . ,'c reporting of traffic cases will help. Too often the only time the traffic court receives any space at all Is when something on the man-bites-dog idea oc curs. Such spasmotk. spotty and slanted reporting in a feature story* generally adds nothing to the court's dignity or prestige. The nutqber of civic service dubs, motor clubs and kindred organizations that can help marshal support is legion. Traffic judges in many oses could help the cause by being more generally available for pub lic addresses before interested groups. While we are discussing approaches for the education of the public, it might be intimated that the rapidly rising premium on all type* of automobile insurance will probably, if correctly interpreted, have some educational value in insuring fuller compliance with traffic regulations and heartiest cooperation with traffic authorities. la all of these ways, much can be done, much has been done to bring added public support to the traffic courts. But the prob lem may be approached from another side, from the side of the courts themselves. It has been an uphill job to get public support for traffic courts because the pub lic often wonders when a traffic court is a court. In traffic matters judidal functions trickle down into tlie lower registers ot the taw enforcement agencies. When an offender readies a traffic court, no single item of emphasis should be neglected to suggest the dignity of the court-room. Traffic violations are offenses ard traffic court* are real courts. The physical appearance of the court room and its personnel arc important. The time has long since passed, if it ever existed, when any old hole in the wall would do for a traffic court. Up-to-daie buildings and equipment not only insure convenience and efficient administration. They can have a strong psychological ef fect which will interpret itself in wider respect and support for the courts. Full use should be made of all technical aids which modem science provides in the presentation of traffic eases. The farther we can get away from the old ritual of "officer says you did," "you say you didn't," "judge says you did," the better. There art too many people under the impression that a traffic court is a place where fines are levied, rather than cases heard. The monetary insignificance of so many traffic fines makes it easy for everybody concerned, If the point is not emphasized, to fetl that traffic offenses are largely two and five dollar matters. The breaking of any law is far more serious than the trivial fines would suggest. While penalties arc often insignificant, St frequently appears that the real penalty is in the inconvenience and wasted time that appearance in a traffic court involves, t submit that in the modem administration of justice there should be no single spot where a man finds U cheaper to forfeit collateral than to have his case heard. Fewer continuances due to absent wit nesses, otherwise occupied police officers and lawyers would help. Commodious ar rangements for the reasonable comfort of those brought before the court as wit nesses and defendants would also help. So notorious arc (he delays and incon veniences attendant upon appearance in traffic courts that you often can see the witnesses of a traffic violation run as soon as the officer or one oi the involved par ties begins to take names down. Surely tins is an unhealthy situation. It can be met by better administration and decent accommodations in the court. It would be helped alto by a changed and more understanding approach on the part oi some courts. To the average citi zen. the whole question of legal adminis tration is contusing. Whether as defend ant or witne*-, his appearance in court, unless he is a repeater, is apt to be a new, strange, and awesome experience. Hits should ever be remembered by the officers of the court. What to them may be a mechanical, boring and highly repeti tive matter is not so to the qualdng or perplexed citizen before them. 'That citi zen's respect for the court Is not enhanced by undue haste or unwarranted petulance and annoyance. 91 Uniform Lows Again, fa too great an extend traffic in fractions are met by the apparently indefi nite forfeiture of collateral. Cumulative traffic records should be more uniformly available. Repeaters should be forced to appear sn court, because a minor offense frequently repeated is a major affront to the law. Forfeiture of nominal collateral time after time looks as though the privi lege of violating the law can be purchased. The repeater is the best indication you can find that a system is not working. These are just a few ideas as they occur to a lay rain, for 1 am neither a lawyer, a judge aor an enforcement officer. But I am a citizen who wants to see traffic courts and all other courts gaining more and more public support. Few of the problems of our democracy are as critical as the need for aa increased respect for law on the part of our citizen* as a whole. That respect which we want to awaken will manifest itself in more careful observance on the part of the in* dividual and an increased concern for the zealous enforcement of the law. It wilt create the pressure that will lead legislative bodies into greater eve la the drafting of laws and greater liberality in providing needed quarters, equipment and personnel for courts. Far more of our citizens are charged with traffic violations than with any other type of violation of law. Perhaps more get their idea of our whole judicial system from traffic courts than from any other source. Of the twelve to fifteen million traffic violators this year, a sizable number will stand In your courts to he tried nr prosecuted. Pressing public interest demands a new dedication to the job before you. Primarily here is a problem of the machine age awaiting solution. The task ahead is to bring our citizens into conformity with their own taws, so that our restless society can keep men and goods moving without immediate and wholesale danger to life and property. We can bring new public sup port to our traffic courts only by cresting a new social climate in which men will instinctively obey the rules of the game. By working in and through the schools with youth, by adding new leavening to that group of public spirited men and women already enlisted, by developing all of the instrumentalities of the court as a social process, we on strive now toward a vastly enhanced support of our eourts. We can at the suae time create a social sense which will reduce the problems that these courts must face The firing line of our democracy stretches far. The defense must be as lined as the offense. On tliat front you hold an important sector. We, the lay men and you of the courts, working together can perform a vital service on that firing line. For bo democracy will faff if its cipLzcn^ fearlessly and wholeheartedly, sup port the courts they have created for their own protection and their own regulation, Uniform Lows (A Panel Diimm'ia) tJusuiTxv* Ltiider; Lows R. Moeowv, Uniform Laws Div, Automotive Safety Founda tion. Washington. D. C. Gcoace W. Baxtow, Engineering Direc tor, Associated Consultants, Evanston, EL ,tupc Chu* B. Fox, Police Court, Oak land, Calif. Col. Homer Gaxxisox, Jjl, Director, Texas Dept, of Public Safety, Austin, Tex. Lie C Ricuaroson, Director, Motor Vehicle Division, Dept of Slate, Lan sing; Ukh. Wni.iAM A. Sackmamk, Assistant At torney General. Colorado Dept of Laws, Doivcr Cota. CHAIRMAN MORONY: Our panel U well qualified to discuss the problem of Tra' Safety uniformity from the standpoint of its pi ttcal applfafice. Discussing aniformity in the field of highway transportation we find certain areas coveted by standards, particularly the five Acts of the Uniform Vehicle Code. Second, the Model Traffic Ordinance has its basts in the several provisions fotsid m Act V, Uniform Vehicle Code, and is recommended for adoption by all munici palities. Third, la the development of land ac quisition, the Public Roads Administration has prepared and recommends for state use the Model Limited-Access Highway Law and the Model for a Highway De velopment-Rights Law. Fourth, as to the construction of the vehicle itself, we have sudi standards as School bus standards, equipment standards and AASHO size and weight specifications. Fifth, the manual on Uniform Traffic Centred Devices provides for uniform signs on streets and highways. Uniform, standard, basic laws, in the final analysis, mean die development of easy transportation and easy understanding of the related dements of transportation that have to do with the laws themselves. There probebly isn't a man who, if he has driven far, has not been confronted with driving through jurisdictions where the traffic laws were not uniform. In my opinion, when that happens, the min is going to follow rules of his own and not the rules of the jurisdiction through which be is traveling. He is not going to change his actions, and that is going to bring about confusion. For that raison, this subject is so im portant it should be discussed as completely a* possible. It should be discussed not as ! what should be done--we know whet hooW be done but St should be discussed as to what is being done. JUDGE CHRIS B. KOX; When you speak of mBformity as far as the indi vidual judge is concerned, he certainly does pot have in mind, when lie is hearing the ease and administering justice, that the law be is administering is a uniform acl He is BBOonsoous of the fact that in California die California Vehicle Code is substantia] enactment of the Uniform Ve hicle Code. He merely administers it, and that is about the only concern he has with it. Occasionally we have somebody from out of the State, or from some other town, perhaps, who makes a turn contrary to the statute, and he says, HW* do it differently la our town/* That of course is of snail consequence and does not af fect the general administration of justice In that court. Starting with a model or an acceptable code or ordinance, certainly it is to the benefit of jsdgts sitting on the bench to (mow that they are administering a piece of legislation that is acceptable throughout tbe comtTy. Coming down a Utile closer to home, in California the Vehicle Code is in substance a substantial enactment of the model code. Heretofore the ordinances of the various cities of the State of California had been rather intricate pieces of local legislation. The League of California Cities, in 1946, drew op a model ordinance and distributed it to the various cities with the request they endeavor to remodel their ordi nances ia accordance. This year they drafted another model ordinance which is based upon the Model Traffic Ordinance and this has been distributed throughout Cali fornia. Very recently the Supreme Court of Cali fornia, by a decision, has boosted the uniformity of our Vehicle Code tremen dously by a decision which bolds that when ever tbe State of California sees fit to adopt a general scheme for the regulation and control of motor vehicles upon the public highways of the state, the entire control over whatever phases of the subject are covered by state legislation ceases in so far as mtxudpal or local legislation is con cerned. Under such droanstances any local legis lation is necessarily inconsistent with state law; Section 351 of the California Vehicle Code expressly provides that state traffic laws are applicable and uniform throughout the state and in all counties and munici palities, and bo local authority shall enact or enforce any ordinance on matters cov ered by tbe Vehicle Code unless expressly authorized therein. These ordinances, heretofore, have dealt with many subjects that are now set forth in the California Vehicle Code. For ex- A-., 5. h3o. 94 Uniform Laws ample, double parkins; passengers on motor vehicles; interference with fire apparatus; driving or parking on sidewalks; bicycles; street cars; safety rones; turning move ments; pedestrians; stopping; standing; lurking, and many others. Those subjects are substantially eliminated from local city ordinances. Whenever local conditions require an amplification of these subjects, of course, and are not in conflict tvitlt state law, the ordinance can cover that. Therefore, in effect, in California now wt ltav a California Vehicle Code which incorporates a good many provisions of the Model Ordinance and which is now uni form throughout the state. Therefore, as far as we arc concerned. I think we are in very fine shape on the subject of uni form laws tn California. CHAIRMAN MORONY: You said ex- actly what I wanted to hear you say, namely, that when a judge has a man be fore him in court the judge is looking at the statute in front of him, and in the back of his mind he hopes that Ok statutes arc some day going to be uniform. He realizes there is real value in having titan uniform. X know of an in*tance m Miami recently when a man apporing before the court was making all kinds of cxeuw* for running a stop street because the signs weren't the ame shape as they were m his home state. The judge asked him how long he had been down there, and he said three years. It didn't take the judge tong to decide what to do with the ease. MR. GEORGE W. BARTON: To the traffic engineer, the term "uniformity" usu ally brings to mind uniformity in traffic nonlroi devices. By and large, these devices, signs. signals and markings, are not a mat ter of legislation. The uniformity or lack of uniformity usually 1% the resutt of practice in any particular state or city'. There has existed for quite Some time a reasonable set of standards in the form of this Manual of Uniform Traffic Control Devices, but the compliance with those standards still leaves quite a bit to' be desired. In one city recently a boulevard was, lined with "No Parking at Any Time" sign*. These signs were octagonal, blade and yel low, identical in appearance with what was being used for Stop signs. The people in that community were a little perplexed as to why the Stop signs along that street didn't receive any better respect than they* did, whereas, when looking down the street. No Parking signs and Stop signs were identical in appearance and you couldn't tell one from the other. There are today good bases for standard ization. In many states the State Highway Department or other agency of the slate devdops a state manual of traffic control devices which tell what type of device to use, when to use it, and how to operate It. In states where that state manual does not exist, reference easily can be made to this national Manual on Uniform Traffic Con trol Device*, which has recently been re written and is just off the press. As far as non-uniformity in law affecting the traffic engineer is concerned, there arc quite a few examples of that, too. In a nwnber ot instances, tl>c traffic engineer would.like to set speed regulations on a street or highway and bate them on the conditions on that route. Frequently, though he find* his hand* tied because speed regu lations are set up definitdy in a local ordinance or a state law. One case in point is an instance where almost an express type of street in a com munity was to be signalized. It was desir able to set the signals to permit movement at something in excess of 30 miles an hour, sot because of the restrictions applied under the state law, the artery lad to b set up to run at 2$ mites an hour. Other cases of non-uniformity in law might be riled, such as overt., .utg on the right. You run Into difficulties on that when you begin to design intersections and do something ut the form of channelization, Non-uniformity applies in the matter of method of making a left turn. One com munity requires the left turn to be made around the center point of the intersection, whereas other communities may prescribe that a left turn must be made just to the right of the center line of the crosswalk, there again affecting the design of the street you can use. There are many example* of non-uni formity both in practice and In law that ahe of real concern to the engineer. One other point relates to a problem which is of vital concern to every city, Tragic Safety 95 and of secondary concern to every state, and that is the matter of off-street parking. City after dty finds off-street parking one of its most critical traffic problems. The effort to do something about off-street parking taws is distinctly handicapped by the lade of legislation that authorizes action, permits financing, sets up the machinery for action. Admittedly, uniformity of laws re lating to off-street parking is not the desirable thing, but certainly some standards in that direction are highly desirable. Giles and states are all working toward the correction of the necessary tools but, to a large degree, they are working in diverse directions. The engineer needs uniform laws so that a treatment applied In one area can be applied in another. He needs uniformity of practice In traffic control devices so he can use a control measure in his town and expect it to be understood and recog nized by mltorx from other cities. CHAIRMAN MORONY: The police, of course have the major problem as far as uniformity Is concerned, COL. HOMER GARRISON: Uniform state and municipal traffic laws and ordi nances are the first essentials of uniformity In traffic law enforcement The public usu ally will accept a procedure that is generally followed throughout the country. We nor mally expect motorists to be conversant with eur laws and rule* of society. However, this cannot be possible unless every* state and every community have and enforce the same rules. Lack of uniformity aa marking of no passing zone* and other physiol features of a stmt and highway system makes It extremely difficult to establish a uniform policy. With taufonsity is all levels of traffic control, the educational job will be simpli fied, since one set of rules only win be all that needs to be taught. Traffic rafety should be taught In all Mcoadary schools ta the country, and all media available should be utilised in dis seminating information to the public. From then on the job Is that of maintaining an awarmess of dangerous practices that are prohibited by law, CHAIRMAN MORONV: The Prui- dent's Conference hi 1946 recommended that states and cities make comparative studies of their motor vehicle taws and traffic ordinances, to determine to what degree uniformity prevailed. As I under stand it, one of the objectives of the State Official*' National Highway Safety Com mittee is the support of that recommenda tion. MR. LEE RICHARDSON: The objeetives of the State Officials' National Highway Safety Committee are just what we are talking about. Twenty years ago the National Confer* cnee on Street and Highway Safety started something along this line. They accom plished a lot. but it really wasn't until the President's Conference in 1946, out of which came the Action Program, that we really got down to work. We in Michigan have always been firm believers in uniformity and have taken steps over the years along those lines. 1 am thinking about certificate of title, operators and chauffeurs, and general high way use taw*. In fact, quite a number of years ago Mr. Morony held the position 1 hold today, and he prepared and almost com pleted a rccodificatlon of our motor ve hicle taws. Due to the change in adminis tration, however, that was thrown into the discard, and later on when we looked for St we could not find it, and it was teft up to us to begin all over again. We wanted to do the job he started and which we knew so well should be done. A resolution wax presented in the Michi gan State Senate 1947, creating a senate interim committee pf three members, to study the motor vehicle laws. We in vited them to work with us, offering to .0 the job for them, because it provided us the vehicle with which to do just what we had wanted to do by ourselves. That job was completed and presaited to the legislature in special session last March. It outlines the five acts of the Code, and on one page appears the code and on the other page the comparison with Michigan law, and then space for comments and future study. TIk letter of transmittal that accompanied this document when it was given to the legislature by the senate committee said m part: "In May 1946 as a part of the com- Uniform Lm*s prehtaaive program for greater salety oa public thoroughfares, the President's High way Safety Conference recommended that state legislatures take definite action to promote nation-wtde uniformity of traffic laws. In accordance with that suggestion, and also in recognition of the long-stand ing necessity to eliminate the confusion, inconsistencies and duplication^ which have grown up in the motor vehicle laws of Michigan, the senate in 1947 unanimously adopted Senate Resolution No. 37 pro viding for the appointment of a committee of three to study the motor vehicle laws and to make such recommendations as the committee deems necessary to the senate at (he next session/* It goes on to tell about the advisory committee, consisting of representatives of all state departments having an interest in traffic safety. "The results of the study are presented in this document which the committee hereby submits as an Interim report. It provides a factual inventory of those Michigan motor vehicle laws which lend themselves to comparative comment, with accepted national uniform standards. The committee feels this is essential for con sidering revision and codification. "Moreover, it will have a continuing value as a reference guide for future legislatures in considerations involving uni formity. mile this statutory analysis : detailed and accurate; it is in no tense intended to be definite or final. The docu ment is to be regarded rather as a check list and special pains were taken to keep it as brief as possible so that it can be reviewed quickly. "The purpose of a presentation of this kind is to alert the reader, not to prescribe a course of action. Indeed, it is essential as a precedent of action that the Michigan Acts and comparative studies should be read in their entirety. It should be noted that the committee has refrained from making any recommendation for this pur pose in the report. It was felt that a more careful and thorough study should be made of columns 1, 2 and 3 before definite recommendations were made. However, upon completion of the basic study the committee reacheJ one definite conclusion: Michigan's motor vehicle laws should be restated in code form for more clarity, for better understanding and foe better administration. "This statement of our motor vehicle laws a code form has been completed and will be presented for your consideration. It should be remembered, however, that the committee feds the job is not done but that this Is the first step, and sets up a framework around which future legis lation may be patterned. It permits an intelligent and enlightened consideration of needed reforms that may be brought out later. "The committee feels further study and analysis is not only desirable but necessary is order to place Michigan in a position of leadership In the field of motor vehicle use and motor vehicle law administration/* Now we are presenting the report to interested groups over the state, judges and prosecutors and police, the tracking people; users, and others, asking for com ments, and when that Is done in the next thlrty'days we will have material to draft a bill for presentation to the next legisla ture. CHAIRMAN MORONYi Colorado 1* another state taking an interest in this problem. MR. WILLIAM A. SACKMANN: Col orado is makbg a factual comparative an alysis of our traffic code with the Uniform Code. These studies entail aet riy oar laws, bot the rules and regulations and firms used to carry out the law as act up on our books. Colorado, I believe, went one step fur ther than Michigan in that we are using federal funds to carry on this study. We were fortunate in having the fufl coopera tion of the Federal government aod the Public Roeds Administration, sad their planning survey fund is helping us is this study. The Director of Revenue is interested from the standpoint of license fees, eatTec* tions, and various functions. The state patrol U interested from the enforcement angle. Public iastroctSoa is interested in comparing our school bos regulations with the tmiform laws. The Attorney General U primarily interested from the legislative viewpoint, because, in the long run, the legislature turns to the Attorney General to help hi formulating the legislation. The Secretary of State is Tragic Safety 97 interested because of the registration laws, aod the uniform registration law is a vital part of the uniform code. The public utility commission is inter ested because of the trucking interests and the trucking laws and weights and meas ures, and our state highway engineer and the highway department are vitally affected by acy legislation that might be passed. Once this comparative study is finished, we os begin to evaluate and see where Colorado can correct the errors to make Colorado highways safe, net only for Col oradoans bat for every person of asty other state who drives across Colorado. They will be cognisant of our laws if we have uniformity as a by-word. 1 believe uniformity is the keynote to real traffic safety, and I think Colorado is taking another step toward that gtaL CHAIRMAN MORONY: There is much more of this work going oo. Laming did a study following the job done in the State. A codification job was carried on back in 1943 in the development of the Maryland uniform code. A comparative study of the municipal traffic ordinances of the City of Chicago U going on now. Progress in Intoxication Test Study By MASON LADD Dean, Iowa Law School, University of Iowa, Iowa City, Iowa; Chairman, Executive Committee, Committee oo Teats for Intoxication, N.8.C. The Committee oa Tests for latoxiratioa is scaring the eod of its mast successful and productive year since prewar days, but still there appears the prospect of eves greater progress to come. Early ta 1946 the Licensed Beverage In dustries, Inc, made a giant of (20,000 to the National Safety Council to carry oa the committee's work. This grant has en abled the Coanittec to initiate several pro grams which have been m the hoped-for stage for several years. Is order to bring about the meet effective use of the finds, an executive committee, with rayreff as chairman, was appointed and hdd its first meeting La June. It was in 1939 when this problem of drunken drivers and their great hazard to safety of our public was fully realized, and when the possibilities of proscoitioa through the use of some somtifie tests, rather than pure guesswork, came up. At that tune I became interested In the matter and gave It exhaustive study. It is amazing to see the progress from that day to now. As you know, just a little over a year ago; the Supreme Court of Oregon, in the case of the State vs Brows, gave it a full constitutional bill of ht"1'**. even though the consent of the accused had not been gives, bolding that it war sot a denial of the privilege against self incrimination be cause the accused was oot compelled to speak. It was just like taking fingerprints or any other objective test Of course, in other states we had the admistion of these tests, where there had been consent on the port of the accused, asd under those circumstances the test was solely os the ground of whether it had legal efficacy and fact. The courts have tadfornly, throughout the country, now al most universally accepted these tests and the results of them as corroborative evi dence to be considered by the court and jury in determining whether or oot the person accused was realty guilty of operat ing a motor vehicle while intoxicated, or whether he had a headache or whatnot. As a result of a meeting of the executive committee in June, as well as the terms of the cootract with the Licensed Beverage Industries, a full-time secretary was em ployed, and (5,000 was assigned to the Northwestern University Traffic Institute to carry oa a training program for chemi cal test technicians asd to promote the use of the tests through training schools, police association*, sad conventions. A technical committee was appointed, with Dr. Qarsce Mochlberger, Michigan State Toxi cologist, as chairman to set up and super vise research projects st universities os comparability and reliability of tests. An 98 Progress in Intoxication Test Study appropriation of $5,000 was made for this purpose. This testing program is being carried on and the results of the tests, available by the end of a year, will be given publicity both from a scientific and general public reading interest standpoint. The first training school under die grant was conducted at Northwestern University i<t July, in connection with the National In stitute for Traffic Training. Dr. Harger, Dr. Heise, Dr. Mudilberger and Lieutenant Borkcnstdn, all committee members, and Dr. R. Forney, assistant to Dr. Harger at Indiana University, and Robert Donigan, legal counsel at Northwestern University Traffic Institute, all took part in the course. Twenty-two police officers, attorneys and laboratory technicians from ten different states attended. Considerable time has been given to chemical, tests at the several Judges and Prosecutors Conferences sponsored by the American Bar Association and Northwest ern University Traffic Institute during the year. In addition, instruction on the subject at the long and short courses conducted by the Traffic Institute has been considerably enlarged. Michigan State College has embarked on a march project on comparability and reliability of the several chemical tests. A fellowship has been granted to a graduate student who will conduct research through out the year to develop new and authorita tive evidence on reliability of the various methods. This project is scheduled for completion in August, 1949. With employment of a full-time com mittee secretary* it has been possible to step up promotional activities in the- field of chemical tests for intoxication. A statistical summary on use of tests was compiled and several thousand copies have been dis tributed. Dozens of cities and stales have been aided through regular mailings of the new monthly newsletter, pertinent studies, new court decisions, and so on. In addition, ma terials on alt phases of the program have been sent to hundreds of persons who have requested Information. We constantly receive questions and re quests for information about handling these tests, the technics and the procedures. We have a pretty good supply of material, but will have some new materials, simplified, modem, streamlined procedures worked out, I hope, by the dose of the year, which1 will be very helpful. The pamphlet, "Chemical Tests are Fair," has been reprinted and several thousand copies already have been distributed gratis. Public Safety magazine has carried articles dealing with the testing procedures used in various cities and states throughout the country. During the coming year we can look for ward to even greater activity. The cad of the research project at Michigan State Col lege should produce a report that will plant chemical tests for intoxication on an even firmer scientific foundation. Possibly fur ther projects win be attempted, delving further into the "tolerance** problems, and so on. Incidentally, all of that work will be reviewed by the experts throughout the country, with the idea of having a thorough, accurate check, and with the hope that this study will have the endorsement of the scientific people of America familiar with this particular subject. Possibly further projects will be attempted. It takes a great amount of time to work these tests and get results. The "tolerance" problem is ooe that should be goee into even further, although pretty good results are available now. The legal members of the committee are planning to produce a new stannary of the legal aspects of the problon. Many states are planning to Introduce legislatim along the lines of the provisions of the Uniform Vehicle Code, and the next Congress should see several new states with suds legislation enacted. Legislation would be very hdpluL even though the courts have been quite receptive to these tests. It would eliminate the need in certain instances of prolonged examina tion of an expert with the varies* type of hypothetical questions interrogating them, and it takes so much time of the court*. If we only had legislation ia even* Ate on this subject, it would be of tremcodous value, because the legislation takes the re sult of the scientific test la percentages of alcohol in the blood and the scientific deduc tions from them, and makes merely the Traffic Safety 99 finding of (act ia the case of a particular accused presumptive of that result, without all the need of expert scientific evidence. It U planned to publish a booklet coeMining reprints of Public Safety articles oa the subject early in 1949 for wide distribu tion. The training, program, conducted by Northwestern University Traffic Institute, will be expanded and earned into several section* of the country. Requests for ma terial indicate many cities and states will -begin use of chemtaJ tests during the year. Work of this committee and other groups interested la the problem is bearing real fruit, and needs only continual nourish ment in th way of intelligent research and promotion to attain its proper standing in the traffic law enforcement field. Uniform Enforcement (A Panel DbcoMko) Discussion Leader: Rokxt L, Doiocak, Counsel, Northwestern University Traffic Insti tute, Evanston, 111. PaetUipauU: Jtmca Roy Da Gancr. Municipal Court, Seattle, Wash. Jtncs Honey Haxt, Uw'dpal Court, Midland. Ukh. Howaj W. Hovt. Chief of Police. Kiltmaioq, Ukh. Daxisl G. Rxvxotos, Assistant Director of Field Service, International A*soriatioe of Chiefs of.Police, Evanston. IIL CHAIRMAN DONIGAN: Uniformity is a highly desired objective of everyone to this field, and ooe of the greatest proj ect* that has been developed la the past few years is that project of uniform en forcement ta the State of Michigan, The state itself, through various aaimio'palstlct, municipal officials, state officials and others, has developed a system which ha* created a great deal of interest. It originally started la five p3oe odes. One of them wx* Kihmuco After the pilot experience, it am* adopted by a number of other dtfe* so that fc* the State of Michi gan we have over thirty does foUowwg this policy of uniform oiforcexseoc Because a great deal of the spadework waa done by police officials, it is fitting that Chief Hoyt, of the pilot diy of Kalamazoo, should start the fixttuoe. MR. HOWARD W. HOYT: fa <Esacwkg with other police adosabtmors this Buffoon enforcement potipy of Middgast. I find there are a lot of questions as to why it was started. I thought I might review them because those problem* that brought us to thinking along this line are uniform ail through the cometry. All of yon aa chiefs have had your officers come to you and say, "Chief, what was wrong with Hat ticket I wrote yes terday? The fellow was speeding; he was going three miles over the speed limit. My speedometer has bees checked, yet my superior officer teSs rat, *Use your bead/ Just where U the division lioc in 'tumg your bead"?" Or, some other officer will say. "His wheel* had not stopped roiling: he was still m motion; be never came to a com plete stop. I gave him a ticket. True, he might lave beat going slower than one or three miles act boor, but five miles an hour screw that Stop sign is a violation because the law says 'Stop* 1" The chief senueffes bis heed aad say*. "Son, use your bead!" What is "Use yoor heacf"? HI* defini tion of good judgment differs from the Chief officer's ides of good judgment. So. we were aQ confronted with that problem, sad hi order to establish a policy in the department that we could dictate to the met hi our training schools, we began thtatrirg along this line. Then, too, w* in the police profession fed we should have scale* aad measure ments, mien, whatever you want to call them. the Time as a chant has his formu las, the ughm la* hi* blueprint*, rules. gugM, calipers. sek( so a We to* should have measurements by which we can meas ure violations definitely. 100 Uniform Enforcement How did we start out? How did we set it S^ins? The Michigan Association of Chiefs of Police has been lonr active ,in bettering police administration problems. One of our most active committees has been the Committee on Traffic and Safety. In the laps of this committee was laid this prob lem. This committee was not large enough, we felt. Neither did we have the talent to properly effect what we were groping foe, so we included what wc call an advisory committee, composed of every chief of police and every traffic bureau command ing officer in the state who could serve. We started out on a sound basis by taking the actual statistics of the state and finding the major violations causing the greatest number of our accidents, and we attacked those major violations first We started out first with ten, reduced it to eight, and finally reduced them to six violations. Then we started working on the degrees of violation*. Speed Is easy; you have Some form of measurement there. But when it comes to improper turns, or Stop signs or red light violations, your degrees are not to easily worked out. With this larger committee, then, we worked out these various degrees of violations. We wanted to get it down on a sound basis so that we could actually determine that this violation it a I, ^ 3 or 4 or A. B, C, D type of violation-some figure. We called them "points'* to start with, but we discarded it very shortly and used the word "units." We started talking about a speeding violation of a value of 1 unit, 2 units, 3 units, 3 units, and so on. The same with the other types of violations. They were rated by numbers of units. The result of that was that very shortly we started talking about some type of traffic ticket an which we coqld record these violations as the officer wrote them on the street, and which would show graphically the seriousness of that viola tion. You have all seen the uniform violation notice, rather than unilorm ticket. We call it a uniform violation notice, on which is recorded the violation in various stages of severity, from the least severe or. up to the most severe type. One of the reasons we will teU a police officer to use good judgment in maidng a certain arrest, and that we will criticize another officer (probably a recruit) for not using: good judgment in an arrest U die conditions around the arrest. For ex ample, we all have intersections is a 25railc zone where wc would highly compli ment am officer if he made as arrest of someone going throogh that intersection at 27 or 28 stiles aa hour mxkr certain con ditions. Wc have aa iaterseetioa at the Central High School in Kalamazoo where there are many night programs, concerts and the like; with signal lights, and a narrow street. Chi a wintry night when the stmt is covered with ice, when about 4,000 people have just been released from the high school, I Would highly compliment an officer who gave a man a ticket for going through that arcs at 28 or 29 stiles an hour. On'a Sunday afternoon, with no or or individual anywhere around, on a bright, dear day, with a dry pavement., I might question his judgment w issuing a ticket at that time, few the same amount of speed. Therefore, it is the conditions that exist which tad to make the violation more severe. It U a more accident-pro ducing type of violation. Then we checked these conditions that go along with the violation that make it more severe. These conditions are visibil ity, light or dark. eontioa of the street, whether wet, icy, slippery, dry. If there are any other vehicles at the vkhtity that ought help contribute to the accident, or any pedestrians be ought hit, it certainly would ma difference, beduse one of the first cries a man witl give to yon it, "Sore, I ran the Stop sign, but there wasn't another car within twenty miles of the place I" These conditions were built into this traffic ticket too, and were taken into consideration. After months and months of work, h was time to put it into actual practice. Five of os volunteered our Departments as pilots to put into practice this method we had developed. These five cities were Bay City, Saginaw, Baltic Creek, Jackson, and Kalamazoo. The smallest is about 40.000 or 50,000 and the largest Is around 95.000 or 100,000 population. Traffic Safety 101 We* bad a good product to sell, but be fore we could put this to work in any of these pitot atiet we were sure we were going to have to have unanimous approval of what we call our official family. Our city manager or mayor, our mtmldpel justice or judge, the editor of our news paper, radio stations, our city commission, all those m authority, were going to have to be thoroughly sold. So ta each of these cities the whole thing was laid before them. We were able to get the support of the entire official family m each of the five pilot cities. Then, since this could not be pot into effect efficiently tmtii all the offi cers were thoroughly trained, we arranged a 12-bour training course, using some of the staff from the IACf* Traffic Division at Northwestern, using some local talent in each case, using Maxwell Halsey and Captain Scavarda extensively, in each of them cities. The schools were set up for the five cities on a circuit basis so that the same instructor could go from city to dty. After the twelve-week training period, the program was put into effect simul taneously in all of the dries. We ran into difficulties with it Aj you knew, it is set up in such a manner that a violation up to a certain degree is con sidered or treated as a warning ticket or a naming violation. For example, speed ing between the limit and 5 miles over the limit Is a 1-unit violation in itself. If it is doee after dark that would make It a 2-unit violation. If the pavement is slip pery and icy it would become a 3-unit violation, and if there are other cars and pedestrians present it would make it a 4-unit violation. We said m our training to our officers that a 1-unit violation is not serious enough to deserve a man's attention. There are other things you can be doing on the street more important than stopping a 5-unit violator. Anything from Z muts <m up should be stopped, if it is ccerrenient. and if you an without interfering too much with the traffic and your other rou tine duties. We originally set "3" as a par. and* anything above 3 we considered m the fine classification, and anything Bader that would be ta the wanting classification, unless that individual had aa actidcnt re- ord or a record of previous violations, is which case it would be treated the same as a ticket. One of the things we were most con cerned about--and it is the thing that in variably you other police administrator* question--is "Don't your boys take ad vantage of that warning angle of it and start writing all tickets as warnings, mak ing themselves good fellows to the public?" Our experience has been exactly the opposite. We had hoped this form of en forcement would increase our police-mo torist contact* numerically, in that we would be able to cut out those below a certain degree that wc had established be fore; and all above this we arrested. We contacted quite a few motorists oa Cop of their fine. We had hoped our fine tickets would not increase too much but that our warn ing tickets would increase materially. It didn't work that way. As a matter of fact, the first two or three months in my own city of Kalamazoo wc did not have over 3 per cent of our tickets which were warnings. The officer had the attitude of the typical old-time officer, namely, that if he is worth slopping, brother, he's worth stopping to par a fine. After ooc or two years' work with the boys, they will begin to admit that perhaps the better of the two contacts is the wanting. Some of the men are just now begin ning to agree that perhaps they are making a better contact for the city, for them selves and for the, motorist, too. We finally had to change our par to 4 instead of 3, because we were not getting enough wanting tickets. The chiefs of all five of these pilot dries, together with thdr traffic managers, would meet about eaee a month after we started this experi ment, and would discuss some of the prob lems we were running Into, and almost all of oar problems were tha same. We foead it necessary, after four or five months, to have another refresher coarse for the men, and during that time the importance and value of the wanting wa* stressed. The men are 100 per cent for it now, I believe. Some of them were a little skeptical at first Our public is Strong for it. 3o. q 102 Uniform Enforcement With the recent mining school held last January for the other 29 or 30 cities in Michigan that have adopted this, we were able to prepare and present a much better >cheoi than the previous one had been. The publicity kits that Maxwell Halsey and has group have been able to prepare are esoefa better tbaa the ones we had originally for selling the program. The publicity1 through radio and newspapers is very satisfactory. All in all, I will have to say it is a marvelous success. We wonder why we didn't tfaiwlg of it m long time ago. CHAIRMAN DONIGAN: Now I think we should hear the judicial angle. JUDGE HENRY HART; The basis ot the whole thing is the ticket, and you re ceived a lot of that discussion from Chief Hoyt Is putting over this uniform policy it was realised that public education to get the public's support was of greatest need. Talking about the violator alter he re ceives the ticket and comes to the traffic window; a large proportion of violators now come to the traffic window still think ing the only purpose for giving them a ticket is financial, that the city needs sup port money. They don't realize the whole idea behind the ticket is traffic regulation and prevention of injuries and accidents. Why is it that they think of the mon^r and the fine tbey have to pay, rather than the offense that they have committed ? A person goes through a Stop street in one town and is fined $2, and goes through a Stop street is a town some distance away and is fined $15. Immediately his attention is drawn to the discrepancy. He goes away with the idea, "The town that fined me $2 was a sucker, and the town that fined me $15 gypped me." He has no idea why he was fined nor the reason behind the fine, because he doesn't stop to think. A person will come in with a speeding ticket after speeding 5 or 10 miles' an hour over the limit. In most towns they have some sort of schedule saying that at 15 miles an hour thqy will be fined $7. An other man, maybe a neighbor, going 15 miles an hour over the limit, is also fined $7; but ccoditicc* were different. Our first man going 5 miles an hour over the limit, in the afternoon on a dry pavement without csoch traffic and pays a $7 fine. The second man was driving on a slippery, sleety pavement at night, going through heavy theater traffic, and his fine is also $7. He comes bade to the same proposition, that the fine was $7 in both cases. I must judge my case on the facts torrounding it--that is one thing that the uniform ticket U for--giving the full and complete background of the defense and the conditions that existed. Our oty is one of the 29 in Michigan that has adopted uniform fines la ether words, similar fine for similar offense right down to the dollar for the sue most numerous offenses. They do not take into consideration drunken driving, reckless driving or 29 miles an hour over the speed limit, but we da have uniform fines for the six units because wc think it U the best thing. The usual argument is that you are abus ing the judge's discretion if you tell him the fine-is uniform. You arc taking away his discretion to hear the case and to de cide what the fine will be. t think most conscientious judges in the put, when violators have come before them with a similar offense under similar conditions, have in their own minds set up just about what the fine will be; on the basis that those who commit similar offenses should be treated the same. I think wc have all set In our own minds a uniform {although somewhat hap hazard) system, because we depend on memory rather than on cases and drivers. In the larger cities hundreds of thousands of people who come in and plead guilty are fined without the benefit of judicial discretion, and this has bees remedied somewhat by the uniform fine system. In taking this judicial discretion into consideration m the large traffic bureaus, f think the best substitute is the tmifora traffic ticket, because in some measure it .answers all the questions a judge would put to a violator, and thereby gains Information on which to base the fine. For instance, the judge might sit down with the man and say, "Let's see- ft was raining; it was slippery, there was traffic;" and ne uses discretion from the knowledge gained. If the judge cannot sit down with the violator he can use the uniform traffic ticket which tells the whole story, in what Tragic Safety 103 neighborhood it occurred, and it gives a complete background of the violation. Tbaa is the best substitute few the actual con tact between the judge and the violator, la our own tows of 60,000 people we see of the chiefs take; aod their administrative officers m the city also, by newspapers and by the public, for the simple rcasoo that they have no barometers to defend them selves. a majority of the violators. 1 think the ad vantages gained by the oasfom traffic ticket outweigh ^tbe disadvantages of in fringing on the judge's discretion is traffic cases. He uses his discretion now only in cases where a contestant comes before hint This allows a wider use of discretion, and l believe it is a step forward m traffic enforcement policy, treating everybody tbc same. If you ask them a question at the traffic window, they will say, "Can't you cut this dowa a little bitF* You can say, "Would you want to be treated any differently than anybody chef* Tbey Invariably say "No." That is the answer. CHAIRMAN DONIGAN: It might be The chief is coedacting ao enforcement program, for example, or a campaign (If he Is act arefnl be may use that Una). He has nothing to use to defcod himself. This program used in Michigan bring* out the fact that traffic violators are causing the accidents, and therefore the emphasis is bring put on these traffic violations that are causing those aeddent*. Has the police administrator something to stand oaf He certainly has! He has ,his own figures in his own city, and he has the support of the organizations in his State. He doesn't have to take a beat ing. He has a planned approach. The po lice officer in the field has the same thing; He has a meajoring stick. Instead of interesting to the members here to know seme of the figures givm me by two cities that have adopted this plan in Michigan ever a six- to right-mouth period. measuring yards or miles, as we used to do, we arc down now to feet, and we hope eventually to inches, because the officer is out in the field and is meattiring the con In Grand Rapids, personal injuries have tributing factors--tbe violation itself, the dropped Id per oat. The number of factors that make it a large violation, a tickets increased 56 per cent, from a figure snail violation, or whatever it might be. ol about 7,200 to over 11,000. The fine cases have increased about 30 per cent, from a figure of about 7,200 to over 10,000. I have had tbe experience of helping to develop the program in the original instance, and in talking with a great many In Judge Hart's city, a smaller com of tbe Michigan officers who arc now munity of 160Q population, personal in using it. Scene of them were skeptical, a* juries dropped 63 per coC Tkkxu issued Chief Hoyt admitted. It looked too simple, for control numbers increased over three as though at ware trymg to pet someand one-half times, from 230 ts around thing over at them. 815. The number of cues on which fines have bees levied lait increased more than double; from 239 to over 509. A* a -- '*- of tet floor tbe offiaers get used to thm fiey fttd it become they could mrainrr it 1WW M-Cttow UR. DANIEL G. REYNOLDS: As they canid taka ioto csot and ala they Max Halsey has aptly pat k, we speak of testified, if iwraggery, a O a spoofing otufonnity-~-bttt what good is mnfocmity of traffic laws walleat yon hare seme amiform application by the poficc. in the first ease, let's soy. they hod soaae other boon to indicate whither it woo wtaw violatics or not iutuce; and by the judge* m fit second I know that a mstnaoe? In ether words, yoo might have had i wonderful kbform laws, bm wku they are omfonaly applied they den's mean a Cars are mm* * -- S*o -c* great deal. lotions; with oden. fie ornate day modi In the police profmelon one of tW things n drop of mtoucacing fcqoor a * person. we have Co develop is mare measuring they pot Mm ia jniZ for Jnahm driving. sticks. One of the discs Ant boa bees very fflumamting an me, bods as a police officer aod is usvtRng hr She IA^P, is to go Into cities and see d* fcmtaag fiat some With this kind of program yon have something to mB the ndt and file. Yon have oomethsag to sdl ao poor libnioirm tors; your people, yow press, year dty 104 Uniform Enforcement authorities, and your judges. As these judges wilt admit, it simplifies their prob lem a lot. Many of the questions they ask ate right on die ticket. From what i Itave seen as an outside observer of this program in Michigan, 1 think it is a wonderful thing for the pqlice profession. I can't say too much for the people who have had an important part in the development of it. I see no reasoa why it won't fit into any city in the United States. So far it has gone to some of the cities outside, and I will be interested to And out, for example; how it is going to day in Seattle. There is no reason why it won't work. It is a step forward in the police profes sion. CHAIRMAN DONIGAN: I would like to call on Judge DeGrief of Seattle to tell us what they have done with the plan in Seattle, and how it is operating there. JUDGE ROY DeGRIEF {Seattle, Wash ington! : l have taken a broader view of the topic. I want to discuss somewhat in detail the Joint responsibilities of the po lice and the courts, and connect that up with the uniform enforcement. I fed that the police officers have a threefold respon sibility: They are responsible to the pub lic, the court, and to their superiors, while the courts are responsible only to the pub lic. I think we have all had the belief that the courts should be an independent tri bunal and subversive to no one, no group of people, no branch of the government or any particular individual or society. With that in mind, I think we will agree the officers are more or less the right arm of the court; so the two together have a joint responsibility to the public Our traffic laws and ordinances, in order to be properly enforced in the first in stance, must be reasonable and fair, and must meet with public approval, else we will not be able to enforce them regardless of what system of enforcement we have, whether we use the system they have in Michigan or California or whatever state it might be We must realize that it must have the support of the public The Michigan au thorities and the courts* there have done a very good job in getting public support through a system of education. As 1 understand it, they didn't try this in ooe week or two. or three--they educated the public for several weeks and several sooths before they started this program. The purpose of the law enforcement officers, and the traffic courts ta particular, is to get uniform eaforconesr of the different laws. Enforcement by the officers should be fair and impartial, and the penalty or punishment system by the courts also must be fair and impartial. 1 think the American people are so cowtituted they will agree to any policy they bdieve to be fair. So, in following out this idea, the police in Seattle have more or less copied the Michigan plan. Basically, wc have about die same ticket titatioa as they have; wc have the unit value system; also the A-2 unit for a certain violation of an ordkaace if there are no hazards connected with it that is, if the streets are not slippery, if the traffic Is not heavy, and if it happeu in the daytime when the weather is fine; then we excuse the first ticket if there are none of those hazards. It may be a 2-unit ticket and stiH be excusable. However, If it is connected with one of the hazards we do net excuse it but place a ft value on cadi oeit. and as the defendant's offenses increase, that imit value goes up. In other words, the second offender and the third offender are ptaushed more se verely than the first offender. That makes what we call an "equitable- ticket. Tbc equity courts do not follow tbc principles of law as much as the law coarts do, and this ticket may be aptly oiled an equity ticket; that is, you are puusbed more for the more hazards that are coaneaed with your driving. X think we agree tint Is a fair way (o enforce the traffic laws. That would not only be applicable to the traffic situation, but I to all other court cases that might come up, whether in traffic court or some other court. Wc have equity courts to try eases where the rules of law are not exactly applicable, and these tickets follow that out to almost the oth degree. . In Seattle, we also have a system k addition to the Michigan ticket, namriy, imposing a higher fine for a speeding vio lation and a second offense for a Stop Trafic Safety 105 sign violation or a prohibited left turn or any other minor violations. Up to 55 miles an hour we have a sys tem of imposing a fine of $5 for the first 7 miles over the speed limit. (First 1 might ay we have three speed limits the 25, 30 and 55 mite speeds. Those are the three basic speed , limits in Seattle.) For the first 7 mites over the speed limit in cadi zone the fine is $5. We have aa additional $1 for each mile up to 54 miles an hour. Over 54 miles and up to 60 the .bail is $$0. Anything above 59 miles an hour isn't given a citation, but the ease is booked directly to police headquarters, and the defendant U_ charged with negligent or reckless driving, or whatever the facts of the case may warrant. have used this system for at feast a year and It has worked out very satisfac torily and has met with the public's ap proval 99 per cent of the way. The public is satisfied with (be system because it frets motorists are being treated fairly. If I can judge the American people at all, that is all they want--to be treated fairly. The fines and the arrests must be more or less Uniform and impartial, and yet the fine*, specially to dale, can hardly be made exactly uniform because the purpose of the courts Is to deter the defendant from letting the offense happen to him again, and whatever will accomplish that is adequate punishment. It) other words, yoa aright have a ease where a man was k aa accident and prob ably had hts arm or leg twcfcoi and several vertebrae fractured. I don't knr whether the same fine in that case that yoo would impose upon another mass who had had the same infraction of the traffic rules, would be just or sot. The mere fact that this fellow was required to walk on crutches or with a ease for the rest of his tife certainly would deter him from ever, letting that offense oeear again. jo>t as much as a heavy See oe some jiff time that would be uniform in that particular case. If we do have this inform fine I think there must be seme exceptions to it. and the courts shoald be left to make some discretion. In other words. I dent believe we want the courts to be a mere "stand.'* ta the aggravated a*m at mu, They bear the ease and apply tbc kw to ffie fads m the case and give the same fine to every defendant. I don't know whether that would be exact justice or not. and that of course is the purpose of our courts. The courts are to give oat such judg ments and verdicts as will lead the public to believe the courts have been fair with than, and if the courts do that they will not only serve their purpose as traffic courts but they probably are going to serve a purpose in touting the people, because the people who feel they are bring treated fairly by their courts are going to have the same American view as their neigh bor. and they are not going to have that Bolshevik view. When we consider these things and the purpose of oar courts, it is somewhat questionable at the present time; I believe, whether we should have this exact amount of fines for the same offense, or not I think that would work out very satisfac torily for parking and the minor offenses, such as running without lights or not having aa adequate horn, or no horn at all oq the car. Probably if they had them in the different states it would work out very well. When it comes to the aggravated cases, I have my doubts as to whether the fine could be uniform pr exact in every case. I think the main thing tbc courts should do, and the police officers want to have the public know this, is that they are go ing to be ptausbed for every violation of aa ordinance or rule of the road. The fine or punishment need not be the same in every cue I think the fine should be commensurate with the facta in the case. Whether one person should be fined $25 and another $50; I think, depends some what upon the person's position in the community, whether he it working for $4 a day or whether he is working for $20 a day. Getting back to the Michigan ticket, as 1 say, we have tried It in Seattle basically the same as they have done in Michigan, and it has worked out very satisfactorily so far, and I think one of the main reasons for it Is the fairness of the ticket. The officers think it is the fair thing to do in setting forth on the ticket the different Hazards connected with the way the acci dent happened or the way the defendant was driving. 106 Uniform Enforcement This gives the court a. better view o .the situation, and when the defendant hears all these facts related by the officer and then related by the court, and U told the reason for the fine and the punishment, he is satisfied that he has had a fair trial and, of course: is satisfied that he has had all the facts presented to the court, and he goes away satisfied, and has instilled within him a desire to obey the laws from then on. If the courts don't instill within the de fendant and the driver and the jaywalker a desire to obey the law from that time on, and tf he pays his fine and forgets about it, he has then wasted the court's time and he has wasted his own time. In conclusion, I would say that the Michigan ticket is properly called an equity ticket, and I hope before many months or years have passed it will be used not only in the cities in the midwest but win be taken up by all the dries on the coast. CHAIRMAN DONIGAN: There may be members of the. audience who would like to ask questions. VOICE: I would like to ask Chief Hoyt what system of citation or summons do the officers use for charges that are not on the ticket? MR. HOYT: You will notice there is one line: a division between the violations and the conditions, where it says. Other violations." In there they ptacc the viola tion in writing, the same as they used to on the- Old ticket--any violation that is not one of the big six. VOICE: None of the panel members has mentioned the technic of license revo cation. The discussion has been limited to penalties by way of fines. I would like to address a question to Judge DeGrief, first, whether tinder his particular statutory circumstances he may revoke ihe operator's privileges, and. if so, whether that is employed for repeating defendants or defendants with higher rec ords? JUDGE DcGRIEF: Under our law to Washington we not only take the license for different offenses, that is, suspend it or revoke it. hut the taw compels us to take the license for at feast thirty days in every case of reddest driving where there is a plea of guilty to reddest driv ing, or where the defendant U convicted of reckless driving. We may suspend it for as long as a year under that particular law, but we must take it for at least thirty days. The law also compels the courts to revoke the license for three eoovicrions in a year. When the defendant is convicted or pleads guilty ,,to dmuken driving, the li cense must be revoked for on* year. JUDGE HART: Maybe we arc a little behind' in Mytilgaa It is mandatory to take the license away from three months to a year la dnmkca driving; three of- ieases for reckless driving in a year call for license suspension. Outside of that, the State police have records of traffic violations, and they are brought before the State Police Board. They take the license away for any number of months up to a year. That may be appealed to the Circuit Court in ease the violator doesn't agree with it. JUDGE DeGRIEF: Also, I might say. in Washington, with the number of viola tions even for minor offenses within the year, the Director of licenses has been calling hr the defendant and generally puts him on probation', and then, if he ha* another accident or violation after that, an aggravated violation, the Director of li censes is empowered to take his license without a court hearing. .Also there is a statute providing that, when a vehicle strikes another vchidc and no one is injured, the Director of Licenses is authorised to take the licenses. If any one is injured tt the vehicle that U strode, and the defendant is convicted of the of fense, then the court U compelled to take his license for a year. VOICE: I would like to ask a question of both the Chief and the Judge: An officer made out a ticket and later he came bade to me and said, "That fellow we gave the ticket to the other day passed me on the street today and laughed at me* Nothing happened 1** Am I to tell that officer he hat dose his doty is handing out the ticket, and that it is none of his busi ness what happened? How should I an swer him? ' MR- HOYT: With the system we have, the officer writing sp the ticket on the street--although he knows it Is going to be a Z- or 3>wit violation ticket. which is Trefic Safely 107 normally a warning ticket as our setup does not so advise the violator. He writes out the ticket as though it were any other kind, and for a period of 7A or 48 hours that violator is ta suspense, thinking he js going to have to pay the regular fate, and be witt have to if he hat a previous rec ord. That is the reason the officer on die itrect can't say, "Mister, this riefatioe Isn't so serious, 1 am giving yon a warning.** The officer writes the ticket oox as be sees it, and he writes it down in that manner. The san then cooes tn the violation bureau and lays it on the counter. Tbe violation bureau clerk checks his record and finds no record of previous violations, and coses back to him and m words about as follows says, "Sir, ytw violation was committed noder rather favorable conditions. True; it was a violation. Yon have a dear record with us as far as any previous violations are concerned, and therefore this U going to be recorded as a warning. It goes against your driver's record but It Will not cost yon anything.* We have prepared a mimeographed let ter, signed by the Chief, which is given to the violator at the same rime. Tbe violator docs eot go down the street so (he police officer and way to turn, "I get out of It and It didn't cost me anyth**!" He has something haagieg over bis bad It is now against his record fa tbe violation bureau, and be knows it is there. We have found be is very thaafcfaf-- as a matter of fact, be U very tommiu1 and appreciative to tbe officer, because tbe clerk mid, 'This ticket written by tbe officer iodieatc* the violation was not com mitted noder serious conditions,** Kc bs*v that is right. He goes out very appuein live of the officer who wrote the txUt and cays, "That man just need good jndg. meat; that's a smart policeman!*' He fewout also with a good feeling waned the Police Department. have had a lot of bsuatss men tcQ me that for once we are getting our enforce ment program on a bariocss-Bte base-. JUDGE HART: There are not too many violations fas our small town. How ever, if l aa not available, or am in cent trying a jury case, if tbe pdrson wishes to pay * fine, when l have sec it as a prob able fine, he may pay that fine and km. If be cats come back, the clerk will ask him to come bade The traffic window Is the place for edu cation, aod it depends a lot on the person you have at the traffic window. If you see all the violators yearself it is more bene ficial than just taking their money. JUDGE DeGIUEF: Since we have adopted the Michigan ticket that very situ ation has come op several times. I do not think a person is going to stand on the corner and faugh at a poHerman, because he will be drivaag has or thereafter. I don't thick be would take a chance at lifting at a traffic officer. Oar Chief of Poke has advised each officer not to inform the defendant about the ticket. The officer simply gives the violator the ticket and says nothing about it. Tbe violatoe t* put to the trouble of gocag to tbe traffic violation bureau and finding tut If it U a violation ticket Maybe be loses a half day's work in order to do an. After tbe first offense within * year in our court, a courtesy ticket cannot be issued. There cm be only one wutti? ticket in a year's rime, la cur violation bureau we have the aIgUat rein! system, and each driier aa the entire cover is listed accorifing to bis mm: so we lave a comptesc record, a wanting ticket record and every ether violation of that particular driver ffiBoagbam the year. If the officer will follow the Chief* --trocriom and say nothing about it, the litanfinn tbe gestkaaa mentioned never vnH hogpen. It has worked out very salt?faemrffy fa Seattle. CHAIRMAN DONIGAN: In other words, the warning feature of the violatimi ,r* woe dcScrmfard until the violator appearm he tiefatwa bureau or before the court. VOICE: Ou the matter of the meehames of tbe record-fctepmg of the molorttes Judge DeGrief jttst mentioned, they apparently maintain records on a county hails, oa tbe assumption that a motorist Is from some other county. How would you determine what his record was if he re ceived a citation m Judge DeGriefs court? JUDGE DeGRIEF; We have a crossindex. We have tbe license number aad also tbe name. Generally those out of tbe SO. % i 108 Uniform Enforcement county, where it would cost more--say it is a minor infraction of the law; it would cost more to bring him in on a warning, and we do not bring them in when thy are out of the county, I might say that the people have responded wonderfully to the MU HOYT: You will notice on the bottom it says, "$5 additional fine for each 5 miles above the 10 miles over the limit,** with an arrow pointing up to that column That would dear it if we had a citizen who became that curious about it. So far, letter that the violations bureau has written. we haven't. 1 would say 90 per cent of them answer As a matter of fact, this part of the that letter, either sending in a check for uniform fine program did not have too the violation or dropping in to the violation targe distribution or too modi publicity. bureau. When they are out of the state Our courts adopted it. There were stories it is impractical to enforce the violation. in the paper and on the two radio stations We have that cross-index on the license, about the fact we had adopted it. sad that and the man is traced and the letter is used thirteen other cities in the State have also to enforce payment of the violation. adopted it. MR. DIVINE [Oakland. California!; 1 MR. HARRY TAYLOR [Cormecticut notice in the speed section. Chief, you State Police Dept}: Has the nrnber oi break it down into 5 and 6, and 9 and over arrests or warnings increased in Washing 10- Do 1 understand all speeds over 10 are ton under that system? grouped in that "Over 10" section? Also, below that, increasing the seriousness of the violation, there doesn't seem to be a great deal that describes a serious viola tion. Maybe a man has had a few* drinks and might be cutting in. Would he be charged the same as one who, we will ay, is doing just 10 miles over the limit? JUDGE DeGRlEP: The number of ar rests has increased. We have had the same experience they had in Michigan. We started out with 2 anils for a warning ticket and they were issuing so few that they increased it to i units. MR. TAYLOR: What is the ratio now between the warning and the summons? MR. HOYT: No. Our instructions to the men include that on speed they write in above this, with lead pencil, heavily, so that it goes through all four carbons, the exact speed. For example, ji it is 3S miles an hour in a 25-mile zone, the **15 mile*" i* written above the speed limit. They write the exact amount of speed in there. J think our violations bureau's schcdqte, set up by our Municipal Judge, it based on so much for S mites and under, 10 and under, and over 10 it is in 5-mil? groups above that. On the back of the ticket the officer turns in to the violations bureau, there is a place for the officer's comments, where he can list other conditions, such as, the fact he could smell alcohol on the JUDGE DcGRIEF; Is is increasing now, but for several months it dropped very- low. JUDGE HART: As Chief Hoyt told you. there weren't as many warring tickets written as expected. It was anticipated more tickets would be issued, and it would mean more contact with the public. There weren't enough warning tickets issued at first, but they are increasing some at the present time. MR. TAYLOR: How about the treat ment of out-of-state motorists? Do you bother them at all ? JUDGE HART: Uniform fines is our answer. man's breath, any defects he happened to MR. TAYLOR: If the man is from out notice in the car, and so on. If the person is from out-of-town, he includes any per sonal identification. of the state, he will say, "Tbe hell with it; I'm not going to go to court!* Da you have any morns of checking on him? VOICE: That brings to mind another question: Does this pamphlet get general distribution--the one that signifies a series of units, $2 fine, $3 fine and $4 fine? If that has gone out to your citizens, do you have any difficulty from them or do you take these other things into consideration in assessing penalties? JUDGE DcGRIEF: If it is a parking ticket or some minor violation, and the citation is placed on the car. there is no way of bringing him bade without taking a loss; but if It is for speeding, the arrest is made right in the i8risd*ctkm of the court, and then he is brought is the same u any other person. Trefic Safety 109 MR, TAYLOR: U be brought in im mediately? JUDGE DcGRIEF; He is allowed to post bait For negligent driving, if he is given a citation for that, he can post ball, and if he drove on to Portland or Oakland we would just have to let him go, unless he were good enough to pot up. the hail or pay the fine. It would not be a fine-- it would be forfeiting the bath MR. TAYLOR: What do they do in Michigan? JUDGE HART: In eer town, drmkn driving would mean apprehension and jail. MR. HOYT: On the mere seriona vio lations, oot-of-state drivers arc brought down to post bail. The bond the judge sets for that particular violation is the same for the local rcsidoits. For the notso-serious cases--I mean fay that speeding under 20 miles an hour, or whatever it might be, they issue regular tickets, the same ms anyone cisc. and if the violator docs go on to another state we send a notice to the police in that state. We have reciprocity with other states. I know there is scarcely a cactith that goes by without our haAng to go out and pick up a driver's license ticket for one of our local citizens who failed to answer a violation in another state; W* do it for other state* and they* do U for os. JUDGE CHRIS B. FOX (Oakland, California): Concerning the statements that your police officers in Michigan make on the baric of the ticket, giving any ad ditional (acts, sa>Hng the nun haa been drinking, weaving n and out, or any other point, we used to do that fa California until they enacted a statute preventing it and making it contrary to h for an offi cer to do that. That causes me to wonder: Ac the actod trial of the case, the judge wi2 get the citation and complaint, and there might be a question of whether or not the judge is actually taking into his mind evidence which is not produced on the witness stand, and whether or not counsel would object to that. MR. REYNOLDS: It would show on alt of the copies. That was tlie Ug objection m California, * JUDGE FOX: I know it would be abso lutely contrary to our statute, but I aa thinking of whether or not the counsel for the defendant in a highly contested case might not say that the court, in effect, has prejudged . the case because he has taken into his mind those check marks on die citation. JUDGE DcGRIEF: Would he get that ticket unless it was introduced in evidence? JUDGE FOX: Of course it is not intro duced tn evidence; it merely serves as a complaint There is a certain amount of conclusion of the officer which reaches the mind o! the court. The officer makes a police report. If the police report is on the fudge's desk and he looks at it and reads it, the cowscl for the defense knows he is disqualified and can't try the case. He has evidence before him. JUDGE DcGRIEF: How about an offi cer making notes at the time, and refer ring to them if he doesn't have an inde pendent recollection of all the facts in the ease? JUDGE FOX: There is a lot of differ ence between making notes on the citation used a* a complaint, and making notes that the officer puts in his pocket and uses to refresh his recollections when he is on the stand. I don't know whether you sec the point I am trying to make; CHAIRMAN DONIGAN: Aren't we losing sight of me of the primary pur pose* of this? Many of these violations are settled in the violations bureaus, as they are m California, and it gives a measure by which a penalty may be as sessed on a uniform scale in a violations bureau. If a person does not settle his violation in the violations bureau, or if it is one of those types of ease* where he is not permitted to, this doe* not become part of the judge's complaint--the com plaint the judge has before him .when the case is tried. It does have (his effect, that the police officer, who ordinarily would discharge a man Who was speeding, had had impressed upon his own mind other faetors surround ing the offense, which may affect it in a more serious manner and make it a more Serious violation, so that when he comes lo court and testifies you arc not taking any arrest slip or any violation note as evidence of the complaint. He testifies to these olher factors which, under the old system, he may not even no The Engineer Looks at Accident Records (A Symposium) have seen or noticed or thought of, particu larly m the courtroom. In most of the courts I don't think the judge ordinarily has the slip. The purpose of making notations is for your records. JUDGE FOX: I would tike to ask one other question: When a ticket is presented to the violations bureau you have the man or woman at the wicket or window, and let's *ay it is What is known as a nontcrious ticket. If you say it is for a very low speed, with no other elements in it that add units to it, that constitutes a ticket that can be excused if the person has had no previous record in a year. Is it possible that that person at the window will exercise a greater discretion and excuse tickets that have one or two additional units added? By giving such discretion to the person at the window, isn't it possible for him to go along and actually "fix'* tickets? MR. HOYT: They have no discretion in this. The only way it can be done would be for them to erase the carbon in some manner or other, and that could be dene on the old ticket In other words; they will erase the number of miles and change it from 40 to 30; or something like that They could change this from a 4-unit to a 3-uoit for example, by erasing the dark ness feature or the slippery pavement or other traffic, or something like that; but they cannot change it otherwise because it is either a 3-unit or a 4-mut There is no leeway. That is the beautiful part jf it. CHAIRMAN DONXGAN: These tickets would always show whether or not the personnel has abused the tickets, if they were audited. JUDGE FOX: We don't have auditors do that rhgrtoMgj uafortwatdy. Do you have yours cheeked by an auditor? JUDGE HART; All the tickets I have to go through personally. I eaa have per sonal control of my tickets; otherwise H would involve changing the records, be cause the officer would wonder why the person be arrested was not fined, and it could be checked up that way. The Engineer Looks at Accident Records (A Symposium) Are Data on Roadway Characteristics and Control Devices Useful on the Accident Report? By ARNOLD VEY Traffic Engineer, New Jersey Departedt of Motor Vehicle* The accident report, in addition to main taining necessary driver records, has two primary purposes: tint, for the determina tion and measurement of the general over all accident situation and, second, for the necessary corrective action from the stand point of engineering, enforcement aad edu cational procedures. The report is designed to supply the essential facts concerning the dreumstaoces, conditions and situations at the time of the accident The majority of items contained in the report concern such drcomytaace^ conditions or situations which are not con stant but are likely and in most do vary from hour to hour and day to day. There are, however, two items as the re port regarding physical cooditkw. tarndy, road characteristics and traffic coetrd de vices which are substantially constant for considerable periods at any one location The only exception is ia the case of traffic control signals. The type of signal operatio* may change from time to time or be cause of equipment failures or other m* sons the- indications may sot be openting Accident investigations of hxfivkkal ac cidents or at high accident locations rmK determine tbs character of roadway* con cerned or the presence of aad type or traffic coetroL This U further substantiated by file records of the responsible agency Tragic Safety 111 From a strict engineering point of view, therefore, it is sot essential that the acci dent report contain ether of these two items. However, from the viewpoint of de termining and constantly measuring the over-all accident situation, useful primarily for educational purposes, these items in cluded la the report are belpfuL For ex ample. through such periodic statistical sum maries, road characteristics are related to the over-all accident frequency and, simi larly, accident volumes arc related to the use or non-use of the various types of regu latory and warning devices. The completion of these items on the report by the drivers involved at tunes assists in the identification of the exact location of the accident. What Special Analyses Are Useful to the Engineer By M. C. CONDRBY Acting Traffic Engineer, Cincinnati Division of Traffic Engineering Traffic accident records are sometimes said to be the bads for all engineering studies which Is not far wrong. Thanks to tite accident records and the enterprising engineer who derided to analyze than with respect to the types of conflicts causing acodenta we now know the four basic massa of soridents ud tow to construct highways which eliminate or reduce these Opes of conflicts. Unfortunately freeways are not readily adaptable to urban areas except at tremendous costs and while meet large otic* will have some freeways and modified expressways, a major portion of the travel will be over existing streets. The chief task of the engineer will still remain that of making better use of the streets we stinhare and the accident reports will play an important part in determining where and what improvements should be made to fa* rihtatc the movement of traffic with speed, comfort and safety. From a public standpoint, the engineers' primary objective is to reduce the total member of actual or potential acddcnu which means giving attention first to high accident locations regardless of any other factors. One of the primary uses of traffic accident records is in locating these high accident locations. This is accomplished by the im of spot files or spot maps. In addi tion to the spot map showing all aeddents tperial naps showing pedestrian accidents by day and night, night accidents, child xiitoti, residence of drivers and pedes trians. locations of fatal aeadenla, etc. are sti&jcd for this phase of the work The not sk of the sodden! records is to aid in the correction of conditions at these high acadent locations. This necessi tates a thorough study of the individual re ports at spedfic locations to determine their causes and the remedial measures indicated. Next In tine are "before and after" studies where improvements have been made. Since many corrective measures do necessitate some scoevczucnce or delay, the engineer usually attempts to adopt such measures that will accomplish the desired results, with the least amount of Inconveni ence. The only real way of determining the effectiveness of control measures Is to see whether they are accomplishing the desired purpose. Another use at accident facts is to jus tify action, either positive or negative, on demands for signs, signals or other control devices. Engineers are sometimes criticized for making a negative ase of accident rec ords and accused of waiting until the "hone Is stolen before locking the stable." However, it Is not practical to erect control devices at every location where an-acridcnt might occur nor can say great reduction in accidents be made by the erection of numerous sips, signals, etc. at points where accidents are not happening. Another very important use of accident records is In "idling the need" for certain improvements to the public and to officials who make the funds available for them. Although there may be other important factors having a bearing on a certain change or improvements the most Impressive fact from the public standpoint Is the probable reduction la accidents. A few examples of 112 How Can Driver Data Be UsedT Trefic Safety 113 this- which also brings out a few of the spe cial studies are as follows. Speed restrictions are probably the most distasteful to the public in general but much of this can be overcome by proper speed zoning. Special studies with respect to the relation of speed to accident* at spe cific locations not only assists the engineer in determining the safe speed at the par ticular location or area, but when the pub lic is made to realize that limits are being established on that basis they arc more apt to observe them voluntarily. One way streets are becoming a necessity insofar as increasing street capacities are concerned but they do cause added incon venience to some persons. Before and after studies of accidents on existing one way streets are a definite aid at promoting addi tional one way thoroughfares. Accident records are also used to evalu ate the necessity for thoroughfares or measure the value of existing ones. This requires a great amount of special analysis work but in view of the high cost of constnirting or modernizing existing thorough fares it is time well spent Other uses of accident records in the engineering field are to develop educational activities, to provide information to the public and to develop changes in traffic rtguladons. Also, since most police depart ments or educational bodies do not have men with sufficient training for accident analysis work they tmolly look to the engi neering divisions for the accident facts re quired hi their fields. The above are only some of the standard uses now being made of accident records but given sufficient time and personnel there are many useful studies that could be made in the fields of accident prevention, in the establishment of accident rates for various dements of design and the development oF accident expectancy rates. Accident records are and will continue to be qqc r, \ e most useful sources of infor mation for traffic engineers. How Can Driver Data Be Used? By J. B, JOHNSTON Traffic Engineer, Department of Roads and Irrigation, r Nebraska The traffic engineering use of driver in formation supplied on accident report forms is limited in its adaptations. In order to define the scope of this phase of the dis cussion, those items included on the accident report referring to driver data indjide driver age; sex, race; occupation, residence; vio lation, condition, and drinking. A discussion of the use of driver data in its application to traffic engineering will be confined to these topics. In discussing tills subject, it is difficult to keep the issue clear to the degrce'that driver information is applied to traffic en gineering uses only. Driver data probably has greater significance and is more directly usable by the enforcement and educational departments. However, the driver Is cer tainly one of the important factors in the engineering approach to any traffic problem, especially in the consideration of specific cases. The engineer is primarily oooccmcd with the ability of the average driver to negoti ate rapidly, safely and conveniently the high way facility which he provides. The engi neer is ordinarily more concerned with what the driver does rather than the physical condition which made him do it la general practices of design, the engineer's job is to measure what it is that drivers are doing and then attempt to design the facility m such a way that it will accommodate these actions. As an extreme example of this technique, it could be assumed that if all drivers were drunken drivers It would then become the engineers problem to design a highway to accommodate then under these condldoos. Fortunately, however, only a very small percentage of the drivers operate a motor vehicle while under the influence of intoxicants, and this factor has relatively no influence upon general design practices. It is conceivable that where the aeddent reports indicate a targe number of drivers involved U the accidents bring under the influence of Intoxicants in an ares possibly adjacent to taverns, a special attempt should be made to provide traffic control devices that might he a little more evident to per sons voder this fafluetcc. Certainly in such areas the presence of toy surprise conditions ndddi narmmSy tax the driving ability of tbe sober driver ibodd be eliminated. of parking positions, there may be a need for revision in the type of perking, angle of parking, and design of the parking stalls. An indication of accidents involving an excessive number of improper passing vio lations might point toward the need of in stallation of no-passing zone* or the provi sion of additional lanes for movement. Where there are a great many accidents occurring because vehicles followed the ve The Nebraska Traffic Engineering De hicle ahead too closely, there may be a need partment tpmb considerable time In making for the provision of extra lanes or the ap surveys for asuwcipaliriu located along our plication of reasonable speed limits, or the state highways. Invariably we present com provision of deceleration or acceleration parisons of the percentages of local driven Unes to permit vehicles to enter and leave imulrtd in aeodons with tbe foreign driv the highway safely. ers. la other words, driver data is used a tfai* rmpecs umlly to point out tbe fact that tbe need U net for some highway im provement but rather points to the respoosAUrty of the local people is tbe causation I of tiaesc aeodmi aod the peed for educa tion as to dtc hazards which exist on the highway and correct driving and walking habits. Driver data referring to violations in volving "exceeding the lawful speed limit** have little value from as engineering point of view. The great majority of the reports indicate cither exceeding the lawful limit or exceeding a safe speed. The fact that a vehicle is exceeding a lawful timit usually loses its significance due to the fact that most lawful limits penalize anywhere from Driver data is sot used in this instance 33 to 70 per cent of the driving public. The _s la imficatfoa of the best type of traffic osntrol, which would be an engineering factor, bid rather belongs to the educational department By the same token, our engi fact that one of these violators happens to become involved in a traffic accident should not single him out with reference to the speed law infraction. neering reports frequently refer to the types of violations which also prove the ropocuiblRty of local people in this regard l aoA the seed for enforcement and educa tional technique*. As a tool to relieve the I pressure from the engineering department, Xt is not conceivable that the eondiuon of drivers has any bearing upon the engi neering approach except to the degree that such inefficiencies alter the mass diata. The race of drivers has some significance we have fotad the use of driver data in* eluded cm accident reports; as described I above, of great value. We have found, ta the main, that from SO to 85 per cent of the drivers involved in these accidents live within 23 mHm of tbe scene of the accident, or that they arc fundamentally local people. We use the argument that little can be done ta educate the foreign driver to drive differ ently through their community, whereas the local people can be roebed through educa tional processes. Accidents involving disobedience factors with reference to stop signs and traffic sig- asla are helpful in pointing to the seed for improving Ac visibility of such devices, providing better advance warning and re- risioos ia signal timing. <* Where there are a great many accidents involving vehicles maneuvering into or out ta considering the engineering features of a traffic problem ia some areas. There is one area in particular in Nebraska which has a very high proportion of foreign workers of the uneducated type. In considering the design of new highway facilities in this area, it has beffi felt desirable to keep all traffic movements as simple a* possible For example; 1 traffic circle was considered at one time as the most desirable way of regu lating traffic at one particular location. However, due to the high percentage of foreign and poorly educated, clement, it was fdt that such a facility would only be a source of coofusloo. These same factors could be applied to facts regarding occupation. If those in volved in accidents were of an occupational character which would reflect a low type group educationally, or at least a group which were unaccustomed to some of the 3031. 114 What Does Iht Highway Program Mean in Safety more modern traffic treatments, certainty such (acts should influence the engineering design. A* an example, a study made re cently in one o Nebraska's western cities indicated that some of the trouble encount ered was due to the prevalence of a group who seldom came to the city and who were accustomed to driving about the open range country unhampered by parking re striction?. traffic lights, or other traffic regulations. Certainly in the application of traffic control in this community, from the engineering standpoint, this factor would carry a great deal of weight The above factors were brought out in the consideration of mass data regarding the residence of drivers by population areas in relation to accidents by population areas. It was found that there arc more drivers proportionately living in villages of a popu lation of 1,000 or less having accidents than there are proportionate accidents occcrring in this population group. This conclusion docs not seea nrcason* able in view of the fact that inhabitants os smaller villages are unaccustomed to high speed and congestion which occurs ia larger dries, thereby becoming involved m traffic accidents especially when away from their own community. From this premise; it is evident that even So larger cities the matters of driver nee, occupation, and residence should be carefully studied in connection with any new traffic facility. fa conclusion, driver acadent data on be used by the traffic engineer for the pur pose of correcting the operation of present control devices and regulations, the design of engineering improvements which an be comprehended by the driving public, and to prove that the problem is not one necessarily requiring engineering treatment. What Does the Highway Program Mean in Safety? By ROY E. JORGENSEN Deputy Commissioner 4k Chief Engineer, Connecticut Department of Highways We highway engineers and other spon sors of a big road improvement program are fully aware of the public coosoousaess of motor vehicle accidents and the impor tance of tying our road programs to safety. In presenting our programs--in demon strating die need of them--we stress the fact that present day traffic on our obsolete highway systems is a factor contributing greatly to the deaths, injuries and prop erty damage from motor accidents. We mention narrow bridges, sharp curves and steep grades. But, in my opinion, we are missing the boat in not taking more posi tive steps toward the presentation of our program in terms of what it means in ac cident reduction. What wij) our highway program really do toward safety? Say we propose to spend $l00'mi\Y>on$ oo a modernization pro gram. What may we expect in spared lives, in reduced numbers of injuries and in savings In property damage? What will be the potential aeddent reduction from the widened bridges? What will be the return from the 'provision of the limited access express highways as alternatives to the existing, deadly, coogestion-dogged highway? `We are planning tills program on the I basis of detailed traffic analyses and using standards of construction based on year* ! of rrcb in motor vehicle operation. Wc can readily develop for our Individual proj ect! and for oat satire program the bene fits that will accrue in reduced motor vehicle operating costs and saved time for the motorist*. Why can we not* foreeart the safety raises is equally assayablc terms? Why must we speak of safety tit our program owly ut general terms rather than in specific numbers of lives, injunct and dollars? The answer, la sty opinion, it that wc highway engineers have yet to make the saase engineering approach to accident evaluations that we have to other planning problems. When the highway engineer's accident snsiysej are cosfouoded by a search for s culprit or a principal cause of an acrident the end result Is opinion, not fact. A* highway engineers we are no better of Tragic Safety , 115 than we would be with no analysis. There have been published reports of such an alyses indicating that "not more than S per cert of the fatal rural motor vehicle accidents are connected with highway de ficiencies. . . . The figure may be as tow as 2 pu cent, or tower.** Accident Facts for 194b pointed out that state reports in dicated a highway deficiency m 7 per cent of these fatal acoderrts. For 1917 the figure was 10 per eat. The inference from these reports must be that removing highway deficiencies will not be of Urge importance in reducing the harard <n motor travel This Is contrary to the position we take in advoeatirg a Urge program of highway improvements. These improvements we say will eliminate bawds materially, pro mote safety, etc. Limited analyses of the records for spe cific routes have shown tremendous differ ences In accident rates. These differences we attribute to highway deficiencies on some routes not existing on others. The Merritt Parkway-Boston Post Road com parison in Connecticut has been widely used: and so. aljahave the Arroyo Seve rity street compsmens for Los Angeles. These indicate (hat elimination of defi ciencies bn our editing road systems wilt make tremendous rcdoctSoos n driving hazard and resulting accidents. They jus tify the safety claims we make for our road modernization program. They are. however, not in line with tbe reports pre viously referred to: Z 7, S or 10 per cent of accidents connected with a highway de ficiency. The situation m regard to9 accident an alyses for highway engineering purposes may not be quit* as bad as t have made it sotmd. There are indications that things are looking up. Tragic Engineering for August 1948 report! an accident evaluation in Ohio which covered tbe entire rural state highway system and compared acci dent records oa sections of the system regardless of cause, ft demonstrated that "physical differences such as character and width of roadway are factors which greatly influence the accident frequency." The re port drew this conelusion: 'If the accident rat*.per mile for the entire state system had been the same as that of tbe prone 'mileage, Ohio could have expected ap proximately 123,000 accidents . . , instead of the reported 17,431.** Another cheering note in the accident analysis picture has recently come my way from California. Kart Hoskowitz, with the California Division of Highways, has beat doing some work with accident rec ords m an attempt to malc accident fre quency rates for different road sections truly comparable in reflecting the influence of read characteristics. Because traffic density is itself a factor in tbe creation of hazard, he has proposed a coefficient to be applied to the acodent rate which will re duce all records to a 1000 vehicles a day base. His coefficient is 4 over t to the J2 power, where t is the average daily traffic on the road. We m Connecticut are now using this coefficient in some evaluations we arc making. Wc arc now la Connecticut doing a great deal along several lines to make our accident records of value in planning and presenting our highway program. 1 shall not here go into detail, but we can and do now forecast what tbe completion of planned improvements on our Interstate Highway System will mean m lives and savings in property damage. Haw Can Rural Location Data B Improved? By A. R. PEPPER Traffic Engineer, Colorado State Highway Department Rural location data arc the key to all fotmd accident history data aad of particu lar importance to the engineer la dctermlnrag the physical characteristic* of the exact location for future ranet&al action. Rural information in die past; probably in the majority of the states, has been on the basis of landmarks, toeh as intersections, junction points; and highway structure*, or large building structures o! a commercial flow Can Rural Location Data Be Improvedf re. However, other type* of markers been used such as load street names, even the `little red scboolhouse" or rmer Jones' ydler bam.** All of us arc e or less tsjmiuw with type* of do* ption such as these which might have ed with the town marshal, who knew the'area from "A" to **Z" by all of the pet names, or even by the state trooper or patrolman who has his descriptive names for various location* and in to doing feels these are sufficient since he, himself, is bans sad then compare notes and verbally exchange ideas as to the progress of devel opment? It seems to me that even in spite of taking the initiative away from the states, some type of marking system might be developed which would be similar hi isuny respects for state level so thit it could be adopted ms part of the Manual on Uniform Traffic Control Devices on a na tion-wide basis. True, this would eaOil greet amount of work by state highway department*, but at least it would establish used to these names, and to put down the* common ground for rural accident reporting actual location is perhaps just too much detail for what he thinks the final use of throughout the country for engineering uses, particularly as to accident frequency related to design and these findings could certainly same will be. In the so-called "wide open spaces" of the West, of which 1 am familiar, there are be utilized by the American Association of Sate Highway Officials Design ComBuKMr. long stretches of area between actual June- In the State of Colorado we have been doQ points or topographic landmarks, and fairly successful ia maintaining a structure the only authentic method used to date in marking series, and these have bees utilized assisting the state highway department in by the state patrol as to structure identifica Its spotting of these locations is in the use of numbering systems of bridge structures tion and structure names, the majority of structures having a same consistent with or even culvert headwalls or cattle under rivers, creeks, washes, or railroad by-passes. passes In order that the state patrolman However, due only takes care of the primary might be able to determine the specific highways because the secondary system, accident location. Era with some of these aids, a great within the boundaries of our sate, is rarely posted by the county road agency, as the percentage of aeddeut repw'ta arc turned countie* have never been gives the incentive in with simply a reference to a nearby town with so reference whatsoever as to or the instruction to perform same, and In toe majority of these rases a sheriff's office whether the accident occurred at a "blank" lias covered the accidents and these officers number of miles from the dry limit* or naturally use local ones to designate the from the center of town. points. t recently noticed that one western state has been particularly active on the marking of mile posts on all of its main line high It then becomes apparent that If such a meriting system is to be activated, H should be all-inclusive and cover all rural highways ways. Of course, these could be utilized to a great extent in determining the actual miles, tenths of miles, hundredths of miles, and feet to determine explicitly, the acci down through the minor county roadways with the full responsibility bring maintained by the sate through legislative procedure. This first step is necesory for a sound rural dent location. But I imagine, though, that even with this breakdown, there are dozens of per sons as well as patrolmen who would fail to indicate the town or towns -that might aeddent prevention program. The greater the coverage in ~ manner which caa be utilized by the Accident Records Bureau, the greater the basis for study and, there fore. the greater the comparison tor reeota- be oq the termini points of such a tweak- down as this. Which brings us up to the question---trow roendztioe criteria. AQ too often acodcnt reports have to be disregarded or filed raider "no location desig can this rural location data be better ap plied?" Should we try to apply it on the nated" in the files of the bureau because no ooe ia the organization or even ia toe high basis of a national system in the interest of accident prevention for obtaining better and more coodse data on accident* a* be way department had toe foil knowledge to completely Identify the location of the acci dent and such information is absolutely fitting the country at targe, or should we worthless trors the engineering standpoint merely try to set it up on a state-wide without the exact locality. Traffic Safety 117 Marked Junction point* are often used as a focal point to plot toe scene of an acci dent on a secondary system, but by the time the patrohnaa has left this point with his whirl* and bat perhaps travr- *d through a amber of right turns, his age has been Doted to differ from the actual mileage to toe extent of SOS feet, and, therefore, to re-cheek back on toe actual print of the accident, he is usable to actually place the exact location, and from the standpoint of toe traffic engineer the chance to accurately place the accident has beea lost This is not necessarily confined to the secondary system, but often appears on the primary system as wtU. and tons the only recourse is to try and deride the location Irons the design shown on toe accident re port sketch, pictured by fence*, detail land marks, or other deternwiMlkai points which might have bom noticed by the patrolman hot then probably aely If be were of the aggressive or exacting type. X do not mean is Infer that the enforce ment officials ol toe country have not been tendentious ia this effort, but they have been handicapped, 1 believe, by the fact that highway department officials as well as city officials have cot been fuBy cognizant of the naridog program and have expected the taforcoucnt officer to "dig" for the best available information which is at hand ia order to determine toe accident location. Pcrfaap*. tins is expecting too great a program along with the number of other ago*, milage posts, etc. which have been erected and are neeeiuary to show distances between cities, but actually we should be as i basic m this as we claim accident records | themselves are, and if these records are | going to determine our policy, then We ! should certainly place toe mean* at hand to obtain toe information from them and not sit idly by and say, "that's the Job of the enforcement officer, let him do it1." fa toe meantime, I believe that at least for toe time being, toe sates should take this ask upon themselves to toe extent of placing prepared field records in the hands of enforcement officers, accident record bureaus, and other lections within a high way deportment which might have particular muse to refer to such locations. Prepara tion of rural locations logs should be the function of the traffic engineer as he is the one moct closely associated with accident conditions and localities, and also by his close association with state highway safety councils and other accident prevention group*. A full fledged sate highway sys tem plotted with up-to-date rural locations would certainly be a real aid to any sate highway department via toe traffic engineer ing division. Specifically then. I would suggest that structure markings be expanded upon with a possible mile post marking program bring attempted later oo the basis of toe findings of the state* which have performed such work. But in any crest it certainly could be deemed without hesitation that the con sent of toe states to such a program would be a direct benefit to the national accident prevention program especially from the engineering approach. Roadway characteristics and control de vice*. the physical aspects of driver data in toe mass, as well as by toe individual ap proach to driver habits could certainly be intensified by better location data for actual field study. AQ of the other items which have been discussed on this panel would certainly bene fit in no small manner by first telling the analyst, "H'htrt did it happen." I How Support of National Organizations Can Moke Local Programs Click (A Symposium) I Presiding: Paol H. BejUSMCLC, Executive Director, National Committee for Traffic Safety, Chicago, lit Particifonts: Coordinated Media Sown Jomm W. Cunoxs, Director* Public Re lations, Automotive Safety Foundation, Washington, D. C Btqgport of Organization* at the National Robot H. Rjcicaxm, Executive Secre tary for External Affairs, U. S. Cham ber of Commerce, Tulsa, Okla. 118 H(m Support a} National Organisations Can Hake total Programs Click Support of Organizations at the Stmt* Mu. Feahk J. Dowd, State Safety Chair* rean, Illinois Congress of Parents and Teachers, Winnetio, III. St^poet of Organization* at the Local Mu. Miloicb . Miksch, President, So* roptimist Club of Phoenix, Phoenix, Ariz. Drirer Training as a Special Emphasis Program -\f. H- Dakuxcxdx, Ja, Managing Direetor, Inter-Industrial Highway Safety Committee, Washington, D. C. Problem* of Nsdoul Support for a Spe cific Monthly Program Kxkxtth Huccuts, Assistant Director, National Americanism Commission, The American Legion, Indianapolis, Ini I want to remind this audience, as 1 have many others--that in the S5 national or ganizations represented in the National Committee for Traffic Safety, aside from a very few professional groups, traffic safet> is sot the major interest of even eae of the support organizations. Vet, we have posi tive proof that up to 50 per cat of the state and local units play a very active part in traffic safety, programs, and well over 85 per cent of than do something for traffic safety each year. An objective of the National Committee for Traffic Safety as a coordinating agency and clearinghouse for national organization! concerned with highway safety, an objec. tive of the National Safety CounaX and a host of other national groups, is to develop a traffic safety support program which i* glamorous cnoegfc, stroog enough, and ap pealing enough to win even more state and local arilan. CHAIRMAN BLAISDELL: The title of this session carries the implication that there is a free flow of program and ideas from nations! organization offices and lead ers down to state and local units. It also suggests that state and local groups, though preserving certain independence, will follow a program policy established by national resolution in a parent national organization. If such were certain to be the case, and the great interest in traffic safety shown at the national level found its action counter part in each of the 171.636 state and local units of organizations represented ia the National Committee for Traffic Safety, the powerhouse of public opinion, public ap proval, and public backing which we seek would already be ours. Unfortunately, there i% no automatic stimulant which assures state and local activity when the national organization en dorses a traffic safety program. There is not now and probably never will be, auto matic adoption of every national program by state and local dubs and associations. The energies of public support are divided among many projects for the public welfare, and much though we may believe in the importance of safe streets and highways, we cannot selfishly assert that juvenile de linquency, child labor, international rela tions, or better health standards, for ex ample, should not have a fair share of organization interest and support Tfye traffic safety battle will not be won in national offices or at rational congrcsxor at national convent!ou*. It will be won on the main streets of America, The best we can do here today is to show 30U ways and means of doing a better job in the states and in the communidcs. We arc assuming today that ihc term "support" means active public backing ei the traffic safety program set forth by state and municipal officials who are charged with tbe legal responsibility for safe street! and highways. This premise is in accord with the recommendations of the President1* Highway Safety Conference, 38 state high way conferences, and several hundred local meetings, which have adapted the technical propoal$ of the national action 'program. Support can mean. However, the same active backing for a traffic safety program spon sored by a civic, service or commercial or ganization. assuming that such a program 1* in hansooy with official needs. Tbe basic power of this plan is united action, coordinated for strength and e&cieficy. so that the right band always kneweth what the left hind docth. I have said that the traffic safety pro gram calls for coordination. We cut hare no support program without the fadlitk* of pnblic information, Herrin are contained all tbe avenues to public safety education. Trafic Safety 119 The use of newspapers, radio stations, out door advertising, television, transportation advertising, as a mans of developing an informed public is a technique long regarded as cssrotial la traffic safety, but not yet attained os a fully coordinated basis. When this happy day arrives, we will indeed be getting public support through public information. Coordinated Media Support MR. GIBBONS: I'm not sure just what "roordmatim" means. If by "coordinated media support" we mean that the press and tbe magazines, tbe sewa syndicates and the radio networks, and other national media of public infocasboa shall carry the same materials at tbe same time, on a specific subject, nationally, t think it is largely nonsense. I do net think it is feasible, nor do I think, necessarily, that it is desirable. As a matter of fact, any effort to coordinate edru of public informal!oa on that basis would, f think, be doomed to failure for a number of reasons: First, because each avouc of public in formation will have its own particular interest, its phase of ti& problem, which, at any given time it will wish to deal with. Second, there are a large number of problems involved in the subject of highway safety, all of which, during the course of the year, certainly must be dealt with by one agency or another, f think any attempt 10 straltjaeket a medium in that sense would probably lose much mere than would imme diately be gained by the impact of a large masher of publications and media bitting the Same subject at the same time. But there is m even more important rea son why I doe*t think that is what it should mean, and tint is bcctus* there Is 00 na tional jurisdiction over the use of motor vehicle*. Essentially tbe highway safely program Is a state and community program, and If the information activities are to be - end 2 use the word fearfully--"eeordimtadr* with tbe program, it must be done, ebytootly, oa a state aod community' basis. I* term* of a state or community basis, t bcQcve that public information activities by all media represent nothing more than a useful, cssrmial tool la.cvTying on an organized program la this field. I don't thick that it Is a* cad la itself, and I don't think that it stands by itself. I think that precisely to the extent that the State or the community has an organized public support group, coordinated on an official program, going on together, and to the ex tent that tbe program makes full use of the cooperation of pubBc Information media, tbe problem of coordinating them will auto matically take care of itself. Some of the weaknesses ia this are* of the program arc these: First, aad periapt most important of all: A singular lack of adequate personnel. men to staff this type of work in tbe sates and in the cities. The processing of information for news papers, tor radio programs and for other media ia also important ft requires a certain amount of technical know-how. Particularly is this true in the radio field where mca with backgrounds of training ia that field can wake a program dick; whereas, without them, it very .often will be much less effective. There still remains a very large gap m the number of people who are employed cither parttlme or full time foe this type of work, as important as it obviously is to tills situation. Lack of trained persocmel, then, probably is the larg est weakness, and one which must be met in each state and community by the organi zations which are carrying forward this coordinated progjam. A general observation on this subject would be that the public information side of tbe work Is not made an integral pert of the total program when it Is laid out, or if it is reeogaired as necessary and there is no adequate provision made ia manpower asd money in the organi zation setup to do as effective job in that field. It does take trained manpower, and the* is largely lacking, except in a certain few notable cases where excellent jobs are being done It should be noted, too, in passing, that there baa been a remarkable increase during the past few years in the amount of atten tion media have given to this subject. The progress reports, year by year, show a re markable degree of athusiastie cooperation in ssany cases by radio stations and state wide networks, regional networks of broad caster*--certainly by newspapers almost 100 per cent. It is true of outdoor advertising and other media as welt 120 Support of Organisations at tka National tend I would not want to leave the suggestion that magazines, national radio networks, and other national or nationwide media do not have a very large contribution to make; they certainly do. At the least they can provide a sort of "ground swell" or "back ground" of general public interest in the subject, and that should not be overlooked. There to* been a great reluctance on the part of the governmental agencies in the expenditure of funds for the purpose of disseminating facts about the program, for public information work. The past year has seen a definite trend away from that posi tion, and it is noteworthy that the original report of the Committee on Public Informa tion of the President's Congress in 1946 specifically recommended and urged (hat money be expended for that purpose where necessary by governmental agencies. Support of Organizations at the National Level ROBERT H. RICKARDS: Our safety program for many years has been the out standing feature of our J2 fields of activity that range in nature from Americanism, aviation, agriculture, clear on down through the alphabet to youth activities--but we find that our safety program is by far the pro gram that has the most participation, and the program that has the best results. We believe that is due to several factors. The primary thing is good planning and good organization from the top down. We attempt to map out, from year to year and from month to month, a full year's program in advance. We attempt to plan our programs so that every member or every local safety chairman will have some idea of what is coming up. Next is the writing o the material and the production of it Into some semblance of organized form. We recognize the fact that we arc not safety experts by any means, but we believe that we are experts in the field of promotion and selling, because that is our responsibility in the national office. We must sell these programs and these ideas to the local Junior Chambers for them to pick up and take up and promote actively. Third, we find that a good, well-planned ptogram must have leadership. Our Com mittee on Public Safety, of course, U all volunteers. These young men throughout the country are in many instances the men who are connected with the safety field as a profession. We recently came out with a new idea and we feel it is by no means a takeoff, or a copy of the splendid program Operation Safety. We do believe this: that if our organization and other national organiza tions would follow a like pattern, the suecess of Operation Safety in every commu nity would be guaranteed. We, of course, readily recognize that so many organizations in a community--Ro tary, Kiwanis, Lions, Junior dumber, the Elks, the American Legion, and so on, present a problem. Of a constant flow of material from their national offices was not coordinated In some degree as to the phase of safety during a particular period, a state of confusion would exist dorm at the local level. We believe if other organizations would follow that pattern which is established by Operation Safety--and something we have recently developed--that on the local level there would be some degree of understand ing and coordinated effort. In a new kit, "Avenues fdr Action on Safety," we have taken' the calendar and given each month a particular theme. Nine of our 12 themes are those listed is Opera tion Safety. Wc believe the presentation of this kit to the local Junior Chamber of Commerce will make a direct contribution to the success of any safety program on a local level. We have been lagged as an organization of crazy ideas and crazy stunts. We be lieve that the best method of putting a program over and malting it aaore effective is to do the unusual. For instance, the JC*s down in Marietta, Ohio, sot long ago, rigged up two dummies, put the on a street intersection, pot a speaker fa die dummies, and then connected than to a microphone in a nearby building; They lad JCs on the job 12 hours a day. Every vio lation of traffic laws or pedestrian rules would be noticed by these observers, and it would appear ax though the reprimand was coming from one of the dummies. Other simitar gimkks are promoted dally through the Junior Chamber of Commerce. We attanpt to attack a problem on a sensible approach, but at the same time Traffic Safety 121 up with, or dream up tome of these '`crazy" Ideas that are rally' attracting the attention of the citizens. Another effective means that we have latmd for promoting nfity ou a local level is the writing of material and "dressing it op" with a tot of crazy art work and pic tures, and so forth, so that the individual or the committee in charge of safety will have some means of putting the material oat. It is just a case of malting It attractive so that the reception of H by the local chairman is guaranteed. These lefts, "Avoraes for Action" are mahed to eur local organizations at hast 60 days as advance of the month's promo tion. For instance, the December lot Is on holiday driving hazards aad win be mailed out within the next lew days. We have constantly reiterated the warn ing to our Jobior Chambers that if this program Is now is effect, or is being pro moted or sponsored by some ether organi zation. they should not attempt to compete with We woold rather job forces with some other organization and assure its sueras than set up an entirely different pro gram and compete for the credit. Our organization Is sometimes guilty of bypassing our state organizations. We be lieve that the local level is where most is accomplished, and we direct our activities to the local chapter. Our safety program is sobsidlzed fey a Hariorial concern that mates available to us a grant whereby the cost of producing this material and carrying oat the program is not a banka or handicap to oar national organization. It might be tint other na tional organiations as follow the same pattern. We find that it is more effective we have special facilities set up as a result of this grant to any out this pro gram. S^pott of Organisations at ^the State Leva! HRS. FRANK J, DOWD: Four years ago, when I first took over this work m the Illinois Congress of Parents and Teach ers, it seemed to me dot constantly I was bring asked the question by different locals throe-' ? the state; "What can we do?" On Kj meager budget I coold hardly do more than just dram aboug getting up a safety Idt Then, out o a dear tty, the JCs came to my max. It seems that oar Illinois JCs had bees given a certain sum of money with which to do a safety job and they had delayed slightly in doing it, and they heard that the safety chairman of the Illinois Congress was very anxious to do a safety job that would cost more than her own budget would allow. So the JCs very generously turned over this sum to me with which to work and make up the safety idt. I finally have the kits all in their en velopes, and most of them addressed, wait ing to be mailed to the prospect In this kit I, too, have copied from the National Safety Council's Operation Safety kit, bat I received their permission, first. On one side is a planning guide, and on the other side, the materials to use. The planning guide is a matter of several mimeo graphed sheets, giving an A-G-C program that can be followed by a local unit. Now, of course, we have various and stmdry different types of units here In the State of Illinois. We have an association, for instance, that Is sort of a "looe wolf"-- eoly one association m a community, and so wc had to set the program up that would fit that type of association. Then, we have a comraiauty that perhaps has several asso ciations, which bud together into m coun cil, So. we had to set up a program that would fit that particular type. Then, too. we lave a community that may have several associations In it, but they haven't formed a council, and so we had to set op a pro gram for that type of association. I went arotmd to various other organiza tions, asking for some free materia] to put into the Idt. The American Red Cross gave me a set of their teacher guides which they issue on a monthly basis, each month oa a different subject. They divide that into two groups-- upper elementary aad primary grades. These are suggestions that can be used by teachers in the schools. Thm we have a very effective folder with one of the designs for the 24-sheet outdoor advertising poster, "The Empty Seat." The Metropolitan Life Insurance Com pany U potting on an excellent campaign in a little pamphlet, aad while this does have to do with home safety, I frit it was not really out of place in a safety Idt that was going throughout the state. 122 Support of Organizations at the Stale Level TrtfU Ssfely 123 Mr. BlaisdeU supplied me with copies of "License to Live" and "1910 Driving Skill Isn't Good Enough for Today." From the Safety Cycle dub of America. I secored a very fine brochure on bicycles, which certainly are in the field of traffic when it cornea to our school children. The kit includes newspaper release* that can be used by the locals by fining in their local mates, and so forth; there is also a <<t of radio scripts that can be used by tltc locals. The next problem w how we were to most effectively distribute this kit First we thought it should be sent out to every association throughout the State of Illinois, to all of oar cotmcH presidents, to all of our district directors, and to all of our board members. Believe it or not, that would have bees a list of 1.700; and that looked a little bit steep. So a folder was printed, which advertised this kit, explaining what would be in it, and attached to the folder was a return card, addressed to me. so that anyone re ceiving this folder (aad that folder did go out ta our Jax packet to every one of the associations at the state), and having an interest would send the card back to me. Then we knew the kit was going some place where it would really be used. At the present time, I have almost S00 of those requests t have arranged for 800 of these kit*. When those are used, we will have to start on another program. Those cards have come in from all over the coun try. I was rather surprised when they first came in from California and from Georgia, and from Hew Jersey, and wondered how in the world my little folder had traveled so far, until I found that Mr. Blaisdeff had sent copies of the folder to all of the per sons on his national mailing list. It sewns as though we get cooperation all along the line. I feel that the program ha* come from the state and is going to prove very effective on the local level. A second project is In its infancy. It is a safety poster coolest. It has been done by other organizations, but we are carrying this program out on a state level here in Illinois. Of course, we needed sponsoring--finan cial and otherwise, and General Outdoor Advertising said they would be very glad to join forces with the Illinois Congrcst and help us promote this safety contest Next the Art Directors' Club of Chicago came into the picture and said they would be very glad to help us, to work with u* on this poster contest It seems as if even' week someone else comes in and offers help to put across this statewide safety poster contest Because this program was going to ah of the schools throughout the state, we felt that we should be courteous mough to askL Mr. Vemao NidmU. or Superintendent or Public Instruction in Illinois, if He if t proved of the contest He said, "Beau* of its educational value not only win I give vou my word of approval, bat I would like very much to have you print my approval of this project in your Illinois ParentTeacher," which is our roGothly magazine that goes to all of the units throughout the state. Therefore, we have the schools: we have the art rectors; we have the sponsoring nf General Outdoor, and ourselves, all working together. The art directors are going to design thr medal, the certificate, and the .folders that will be sent out. Outdoor Advertising i* going to finance whatever expense is en tailed in connection with this. The Illinois Congress is going to present it to all of the school* throughout the state. Each school will be offered the oppor tunity of competing. Theta wiH be a con test in each individual school, and there will be certificates of merit given the winners of the school contest. That will be done n a three-level basis--elementary school, jun ior high school, and senior high sebopt. From the mdiridtal school the prize win ner win come mto our FTA district con test. There will be 31 district cmtests; and in the districts there will be three priret, which will be medals. There win be a grand contest for the three wieners om the state level, from which General Outdoor will choose one design which they will use la May and JtSK on tbdr 24-sheet boards throughout the State of Illinois. So, it really scons to me a terrific challenge--something of immense interest to school chUdrm. If they are gw ing to have to make a poster about tnJftr safety, they are bound to bare to find out something about traffic safety, and we even hope that tt may come back into the homes. Support of Oretain Kong at the Local Level MRS, MINSCH; Safety never entered the Soroptimist dob until the last two years. We hope that, wide enough rocognitioa from different parts of the country, a national program will be set up. You put 600,000 women together, working for safety, and then you have something! * The Soroptimist Club in Phoenix entered **a safety program two years ago. when we * found tint safety education u Phoenix aad Arizona was lagging. We found that safety was not bring taught in our schools. That is amazing to many of you who have had safety taught la your school* for year*. We are it least 10 or possibly 15 years behind the timet We had no funds to start with, but through merchant sponsorship, with the permission of the State Board of Education, we got a safety book to the school chil dren, 44.000 copies in one coouty alone. This book was used m the classroom by the teachers, aod then the children were allowed to take them home, and there they were reviewed by the parrots. So vre reached both the school and the children ta thcr homes. At that particular time we only attempted te make it a nai time program^ but since then, acaaerou* requests bare come ta *o tint we have followed through adt year with the program. We shall continue to do so tali! are find that it is not necessary to any on our put of that program an wore. Each woman in our dub is a sped*' is her own field. When we decided to ; tip ear state safety program, cadi 11. through her own field, took over a job and I Lhlak I can best tdl you the kind of job they did by illustrating to you our month of March, IMS, on the Operation Safety program. In January of this year, the JCs set up a program and asked 44 different civic and service dubs to attend a meeting so they could coordinate some .kind of a program for safety in Phoenix. About 17 people showed up at that meeting.* It was very <scouragiog. But they only needed 12 dubs, r 12 association*, to accept the responsi bility for the month-to-month program, and 12 did accept the responsibility. Ia January, so program went ahead; in February, so program went ahead. In March, which was Child Safety Month, the Soroptimist Club put on a program, 1 Throughout the entire month there was not a day that you could look asy place, ia any of (ha three newspapers, where you would not find an article on safety. The society columns carried articles, as well a* the sews items, and, believe you me, we really lad to make news to convince those editors that they had news to prim daily in the paper. We bad altogether 144 articles is the paper. We totaled 17 pictures. That took care of the press coverage, our medium of public support in notifying the public of just what we were doing. We hid tour 15-minute radio programs every week. One of the high schools con tributed their drama department. They wrote and produced safety plays on the air for us. We lad five 15-minute pro grams per week, not including those that were contributed to us by other organiza tions, We had 30 spot broadcasts per day, ba each of the four stations, for the entire month. One project we carried om was a street parade in which we dressed 50 different children to represent different traffic acci dents. It brought a toe of criticism, pro and con. Some thought we took the gruesome side of it, and same didn't. You can't co ordinate everybody's feelings, but I think the good we did with the 50 children out weighed the harm. Our pictures through the papers, and through one national magazine, on that one parade, have brought results. We bad the various schools dramatize the safety book that the Soroptimist Qub put into tbtir bands. The secood major thing wc did was to approach one of the traffic court judges.- We asked hkn if he would-take care of one item of this for us. We wanted a case made as aa example, which would involve school children. There was a -driver who went through a school zone at a ter rific speed, who; when be was arrested. Instead of just being fined or confined to the city jail, was informed that he would Driver Training os a Special Emphasis Propam. have his choice of the usual fine or an op portunity to meet a crippled child, who was urge their own members to do something about accidents: maimed due to a similar type of accident. As a result of this the automobile manu This arreit was given a lot of publicity. Our traffic violator did go and visit this little boy. I can tel) you, in *11 honesty, he has become a very good friend of this little fellow, and he visits him weekly. They interviewed this traffic ' offender on the radio and asked him just what he thought of his type of sentence. He said he would never forget it as long as he lived. In his opinion, it did him more good than if he had paid his hoe or gone to jail for his violation. We had posters we purchased from the National Safety Council. We distributed them throughout the city; and we met with such fine response that many of the traffic riect operators called us and asked us for more of these posters. We had a street contest in which w*e gave silver dollars to the children. Once a week facturers, the National Automobile Dealers Association, and the rubber manufacturers, got together and formed a national com mittee, which is composed of three repre sentatives from each of those organisations. The purpose of this national committer is to establish policy to guide the operations. We then set about forming state com mittees, comprised of dealers and trade association representatives of these groups. The responsibility of the state committee in rum is to organize loo! groups, and through them our programs now to the local IcvcL We outlined a five-point safety program in which high school driver training was listed as die first project, because the auto mobile dealers have a real Interest in this particular problem, I think all of you arc familiar with the fact that approximately 2,000,000 boys and girls become of driving the rules for the week were posted. If it was bicycle week, or pedestrian week, or whatever it was designated, the rules were printed in the paper, and we notified the $choo! children that they must learn their rules because they would not know when * contest would be held. age each year. The dealers of our groups were requested to contact in their states and in their com munities the education authorities who have responsibility for driver training Is the schools, and offer their cooperation in mak ing available a car to those schools which The last week of the month we had a lave a program of driving instruction that street contest with two roving sheriff patrol ts acceptable to the school authorities; and ears, with silver dollars, and they traveled secondly, .to those schools which have a throughout the city. Naturally the children trained teacher to offer the subject. We did not know when or where they would worked la very close cooperation with the be approached, so they had to keep review National Education Association, through ing the rules for the entire month. their National Commission on Safety Edu We interviewed on the radio many of the children who had been crippled as a r*utt of traffic accidents; and they- gave their full stories. cation ; the Americas Automobile Associa tion; and the Association of Casualty and Surety Companies, In developing qur pro gram, since the Utter two organization* have been In the field promoting driver train Driver Training as a Special Emphasis ing and driver education for many years. Program We sent out our materials to those or M- R. DARLINGTON. JR: After the first President's Highway Safety Confer'ence in 1946. Mr. Fyke Johnson of the Automotive Safety Foundation received a communication from President Trwnan commending the automotive and allied In ganizations, as well as some other national organizations, for their suggestion!. We wanted to be sure that we were not at cresspurposes with other organizations, and showed our desire to cooperate by giving them an opportunity to comment on our dustries on their interest la helping to make the President's program a success. He also expressed the tope that the auto motive and allied industries would continue their work at the state and local level, to materials. These materials then were sent out a detailed fora to oar sate chairman wbs kt turn contacted the state dealer associa tion. There is a state automobile dealer Traffic Safety 125 association in practically every state in the country, and many of than have local dealer associations who ta turn made arrange* meats, through thdr local groups and members, for them to cooperate on the basis that I have outlined previously. We particularly stressed this fact: That driver training sometimes vs not as easy thing to put across, for the simple reason that the educators in some instances still do not feel that it is thrirprime responsibility to teach the subject Therefore: we urged thdr cooperation with other groups, and to contact other groups who are active ia this field la helping to do the overall job. As a result, where two years ago one of the big stumbling blocks in the advance ment of driver training was the lade of an automobile to give behind-the-wheel instruc tion. we find that now we have a decided improvement in this condition. There are some people in the room who operate on the sate basis, who have re ceived this cooperation to a very wide de gree- I believe It Is safe to say now that any school that meets the requirements can count oo an automobile for behind-thewheel instruction. That is a pretty broad statonent, I recognized that, but we have hid many instances where schools have written lo us wanting to know where and how they could get an automobile. So far we haven't had them come back to us and y. "We can't get oocM Von folks can play a very important part in this promotion of driver training by helping to sell it to your school authorities, and helping to sell it to the people in your cottwnunity. It is a project that la some jlances has not caught on to the extent that it should, because some people still do not recognize the need. I would urge yon, if you don't have the training in your commonty, to contact your school authorities; get the PTA behind it; get other service organizations, such as the women's organizations and the service clubs, behind it, I would like to point out this one fact, u a caution: Our committee does not rec ommend Indefinite loon of an automobile to a school for this purpose, because we be lieve that the schools should purchase their own can for driver training, the same as they purchase any other setool equijxnent Bet we are perfectly willing: during this interim period, to sell the need tor driver training, to have the dealers loan cars for that purpose until it can become established. When that time is, I am not in a position to answer; but I think I can assure you that yon will have the support as long as you may need it. Our Michigan Inter-Industry Highway Safety Committee came upon tius particular project, liked it, and immediately put it to use. It is something that supplements very welt, l think, and where you do not have driver training in your schools, it can be used quite effectively, also. That is a little agreement that they compiled, exiled a "man-to-man agreement," This is simply a written agreement between father and son, or it could be between father and daughter. This governs the use of the family car. and in it the teen-ager pledges that for the Icon of the family car he in turn agrees to abide by alt traffic rules and regulations, and follow the outline of right specific things herein listed, recognizing that if he docs not do this the father has the right to take away the use of that car for what ever period the father deems desirable. Problem* of National Support for a Specific Monthly Program KENNETH HUGGINS: Our specific problem is that of local support from vol unteers. In planning our sponsorship of the September thane of Operation Safety, our first step was to consider the approach which would be given to the promotion of the September theme, which was Child Safety. When you consider that we have 17,147 Legion Posts scattered, throughout the United States, and we must work through the various state headquarters, you will readily see there was quite a problem to overcome. Our first approach was to attack this par ticular problem from two angles: First, we utilized all media available to the National Organization, to focus the attention of the individual Legionnaires oo the fact that we had assumed the sponsorship of the Sep tember theme of Operation Safety. We did this through our national magazine, through the "National Legionnaire,** through radio outlets, and through a dip sheet which we use to service approximately 1,500 news- taper*. By doing this, the individual Legionnaires within a given post, who had a specific 126 Problem* of National Support for a Specific Monthly Program interest in safety, would approach the safety chairman or the post commander and ask that he obtain materials or additional infor mation in order to set the sponsorship of this program. These post officials would in turn refer to their department headquar ters, either their department adjutant or department safety chairman. We felt that if enough pressure was brought to bear from the "grass roots" level upward to those ineffective department or state safety chair men, we would have accomplished some thing; At the same time, we made anrxxsice ments direct to the state level as to the purpose of our assuming the sjwnsorship of the program. We had, truthfully speaking, moderate success with the approach. In addition to the stimulation of interest on a local level, we somewhat assisted the coordination of effort on a state level, and surprising results were obtained through liaison set up between the Legion and state safety councils. Insofar as our overall accomplishment on a national level is concerned, I have been attempting to determine the true status. On the first of October I sent a bulletin to each of the states, requesting information and copies of all literature which was dis tributed in connection with the sponsorship of this given program. I have to date re ceived 15 replies, and from among those replies, the states of Arkansas, Indiana, Kansas, Tennessee. Tens, and California by far surpass the activities of the other tatcs, In considering the various factors which would be essentia] to the success of such an undertaking, we of The American Legion must overcome a problem of finance, be cause to insure the success of the sponsorchip of another monthly theme we must be assured (hat all materials prepared on a rational level will be disseminated direct to the posts. Thar in iesdf presents a problem. Tf we could stop at the 17,000 copies of any given brochure, that would he fine. But we most furnish the post commander a copv, the post adjutant a copy, and the post mfriy chairman a copy, which totals approxi mately 50,000 copies of any given item which ire distribute from the national to the post level. To overcome this problem I have one suggestion to make, and that would be we coordinate the special Interests oi selected members of the public support group for the purpose of organizing aa Operation Safety promotion from the national level down through the state to the local level, with those interested groups working to gether all the way to the bottom. Through that we would cover a broader ares, and we would, I believe, have a greater participa tion on a local leveL Diacomioa CHAIRMAN BLAISDELL; The sur gesBoa just made for the handling of Operation Safety has already been consid ered by the National Safety Council's Com mittee on Public Safety Education, aad they are going ahead with the development of a ptaa which will do the very type of thing which Ur. Huggins has suggested. FRANK UUSH (Director of Safety Education. State of Iowa): I would like to speak not as the director of safety edu cation for the State of Iowa, but as state safety director of the Legion for the past six months, and as safety chairman for the Iowa State Teachers. Tbe Operation Safety idea is tee, but I think there 1ms bees a little mistake m making the effort among the Lq^on and the PTA. The American Legion has ihrir National Convention aa August We are not appointed until Septanber. With the posts we have ha Iowa, it is utterly impos sible for me to contact the post chairmen or district chairmen, twoeK some are not yet appointed. I do not believe September is the oppor tune time to sponsor Operation Safety. 1 think it Is ideal for the PTA because they have aQ summer to get set for it I didn't hear Iowa mentioned in that )it. and Z suppose Paul and some of .the r of my friends will ay, "Wby wasn't Iowa mentioned?" I am not offering this as an alibi. I am just saymg there has been an error made In the time to get this into op* nation. Even though tbe State Fair was on, at the tine I did get that, I did sit down Mtd I want on tb* air at 7`lS and discussed it Mr. Faber, our public rela tions man, has carried it through the chan nels, and he did a fair Job. HAL KENT (Executive Secretary, R* cine County Safety Council, Racine, Wi>- conila]. Tra$c Safety 127 There Is a good . sprinkling of local council managers in this room, and 1 think it would be unfair to leave the impression with some newcomer that they resented any form of national cooperation or eoordina tion. Any coosnents or criticisms that have been made, I am sure were intended to be constructive. Now the question, to Mr. Darlington: In connection with your program, what instruc tion materials, teacher-training programs, or other aids, are recommended, and through what source are they available? MR. DARLINGTON: We do not rteecnmesd any particular teacher training pro gram. We arc not In the business of training teachers. We hope that our groups will, through their efforts, stimulate interest to get that job done; and we in torn wiQ try to bdp get it done by offering to loan an automobile to those schools that have a sustaining program that is acceptable to then, aad a trained teacher, MR. KENT: What about materials? MR. DARLINGTON; We have not pro vided them with any materia! other than our own, which was checked over with tbe various organizations. We also sent them a copy of the National Education Associa tion's book on driver training. We are trying to not take sides in any proposition here about framing programs. MRS. MILDRED McKAY (Cleveland Automobile dob: Oenked, Ohio): I heartily comny-rnl the policies that the National Inter-locks*by Committee has laid out The toots, the standards for the pres entation of cars tp schools, that courses be acceptable, that they have a trained teacher --I think that has been weD thought out and Is most commendable. Bat, has there beta some mean* developed by the comrailtcc So get these commendable policies deem to tbe dealer level so that these root who are contacting the schools know something about then? MR. DARLINGTON: Yes, Mrs. Mc Kay. Though oar policies have been sent to our state groups aad dealer associations, as I mentioned earlier, each association or each dealer organization, rather. Is in a state and there are many local dealer asse dations. 1 win grant, Mra. McKay, that maybe some of our dealers- there are 34,000 of them In the United States--have nut received that information. We are lrym<7 lo advise our dealers of these policies bo;h through the association and through the manufacturers. I can't promise you that an automobile dealer will cany out these things, any more than that a Legionnaire will earn- out some of their specific suggestions and programs. It U an educational job. and we are trying our best to make than see that if the driver training standards are not adhered to, the whole program falls down. H. WOODS (Lehigh Safely Council, Bethlehem, Pennsylvania) : How many high schools have beet reached and have this bchind-the-wheel Instruction training pro gram? MR. DARLINGTON; It would be my estimate that there are probably close to 1,900 schools. Unfortunately, we have no uniform reporting system through the school authorities back to any other one raft, or through organizations to any one unit. It is a guess, pure and simple. I am amazed at the number of times wc get Information in our office on a dealer who has loaned a car to a school that we didn't even icnow was thinking about the program. MR WOODS: Your figures would be conservative; there would be more, pos sibly? MR. DARLINGTON: ! would hope so. MRS. RALPH CRAIG (State Chairman of Safety, Michigan Congress of Parents and Teachers) : 1 think it might be interest ing to the gentleman to toiow that Michi gan has aa increase-this year of 1,000 per cent la driver training, behind-the-wheel education. We have over 200 schools to date in this program. C. VIBBERTS (Ohio Traffic Education Association): This is a comment, rather than a question. I am a little concerned, and have been for some lime, with the use of the word "promotion.? I am wondering if w* should sot try very diligently "to get away from ibt BH of that word ``promotion." aa we arc in Ohio now. We say, rather, we are cooperating in offering services, rather than promoting them. CHAIRMAN BLAtSDELL; May I an swer that comment la part by saying that 12ft Public Support for Police some prominzoent educator, quite recently, admitted openly that so progressive change in the curriculum of American education had occurred since the turn of the century without its being put there by public pres* sure. Perhaps we should Just let it alone; at "promotion.'* N. O. SCHNEIDER (New Jersey State Safety Council) : I don't think the impres sion should be left here that all yoe seed are a trained teacher and the provision of a car and the program ran be started. t think the crux of the entire problem it the fact that you need a scheduling of the program in the school, and yon seed more funds. I think we need to stress the fact that we have to put across the idea to the schools and to the public: We need more money and more time on the part of the teachers to do a real job of driver edu cation and training, ft isn't a question of fade of cars that is holding up the program ; it is a lack of time and funds. CHAIRMAN BLAISDFT.I.; There is. m my recollection, a committee of the Na tional Safety Council, which, a year and a half or two years ago, were pointing out that there were four main problems in the held of driver education and driver training, and now more frequently termed "driving instruction," hi the'schools. Those were the availability of automobiles, which since the war has begun to be eased; the avail ability of trained teacher*, which I believe has not yet been cased; a place for die pro gram in the curriculnm--and educators might be surprised were they to hear from some of the top public support people fat the United States; the belief of what might well be dropped oat of the curriculum at favor of safety education-- and help me out --what was the fourth one? I have missed one. MR. SCHNEIDER: Financial aid. , CHAIRMAN BLA1SDELL: The Panel members have made these suggestions: First, that absolute direction of subject matter for the media of pabBc information on any nationwide scale ia undesirable. The strength flea ia adaptation to the seeds of a state or a community. PobSe mfonaaboa is a to organised pwfrfic support; alone, it U mearaogkaa--joeaad with pafctk support, it is a powcrfal weapon for traffic safety. Its enrreot need Is .ulutiim trained penned, psrtkulariy in sate and local government. Second, an rtsmthl of a good national organization traffic safety progana is a carefully-developed plan, wiitSoa as terms whkh laymen will understand and can trans late into specific action. Third, the national pi mi mu must seff its owa unit* as well as the general pebOc. at the state and local levels. National pro grams for traffic safety should not compete but should complement and supplement cadi other. The problem facing a state safety chairman, who so frequently has limited ftmd> available, is that of aiXtiug oat a practical program which will give local chairmen and committees the A-B-C step* of action; yet, with a modest budget, and the assistance of other organizations, a comprehensive plan can be assembled Fourth, of primary importance at. tbe toed level is active cooperation with offi cial*, and mutual atistance awaits public support groups with the courts, the schools, and the police. An active public-support .organisation need not confine its work to the promotion of traffic safety news; t can miiathtBtm. Fifth, support organizations can mike a marked contribution to highway safety by selling officials aod*tbe public on the importance of safety education and driving Instruction m oar school systems. Sixth, even the "dead wood" fotmd prob ably in alt stat organizations will finally succumb to the combined pressure of local units poshing from below and national organisations pushing from above. Public Support lor Police By MORRIS J. CARTES Assistant Director, Tndfana Traffic SaMr CommfeeInn, InffiaaipoU* IndL As a former police officer and police administrator, I was confronted with the practical problem of developing public sop- port for the police department la a city of 60,000 population, For the past year,, in my work with the Indiana Traffic Safety Traffic Safely 129 Commission, I have been faced with tbe saute problem oa a statewide basts. The most striking (act that I have ob served la the work oa a city level and os a state level is the similarity of the two. Of coarse; the arcs to be covered is differ ent, bat generally, there the difference aids. Tbe same fundamental principles hold true nader both conditions. Before taXkzag about the principles which have proved effective ha developing public support for the police, I fed that we should spend a moment oa the qaestio*--"IFtat do wr mm fry padr support?" What is HI How does it operate? Why bother about trying to develop it? If I were to ask each of you to give me a definition of public support, the chances are good that no two definitions would be alike. Tbe nfirase has many meanings, de pending oa c interests and rircuxnstanccs surrounding is use. Our first job, then, is to try to arrive at a meeting of miods as to a goKral ooderstaodag of tbe term --public support. A year or so ago, the National Com mittee for Traffic Safety .coedacted a pub lic opinio* poll on various questions dealing with traffic safety. This poQ was coedacted e a scientific basis and covered tbe entire satioa. One of tbe questions asked dralt with police efforts to enforce traffic laws. Over two-thirds of the persons answering tins question Indicated that they favored a polky of more rigid enforcement by our police agarics. This is certainly a favorable reaction to the work of poQcc, but neither yon nor I weald be naive enough to fed that such a result means that over two-thirds of the American people are now giving fall sup port to police traffic enforcement efforts. If you do have sack beliefs, yoe have never had to face a group of irate ritiaens who have just bees given tickets hi tbe recent drive ou speeders. This simple example serves to illustrate one of tbe most important factors regardSag' public support, and bow It differs from public opkzfoo. This difference Is enormous and must be fully realized by every police administrator Interested ia the probleza. Fablfc opinio* is the conglomerate opotio* of the general public toward a certain problem, peraoe, orgaabatSoa or issue: FafcCe support involves the same funda mentals but also implies an additional fac tor involving active interest. I am of the opinion that you must, in solving a problem in yoer rity or state, make a careful study of tbe factor* in volved. Determine the people who will be most interested ia assisting ia correcting tbe problem and make a careful study of what organization* might be affected and would benefit from my remits *>* might be obtained.. After considering and coating to your coaduska c* this problem, you should then be equipped to master the necessary public support. I recall a mid-western community in 1945 which had a serious pedestrian prob lem. Eighty per cent of their fatal acci dent* had bees pedestrian*. The chief and his department immediately started a* en forcement program. The city had a pedestrian ordinance, but it had never been enforced. Officers were assigned to the bariest intersection* at tbe pcsk traffic period. They were instructed to wars pedestrians to walk with the sig nal and at times it was necessary for the officer to blow bis whistle, signaling pedes trians to stop. After a few days this be came very unpopular. People resented tbe embarrassment of baring a whistle blown at them. Tbe chief, realizing that a bad bees made; went to the local Junior Cham ber of Commerce with his problem. The Jayceca had appointed a safety committee which had never functioned. They were eager to assist and gave him their utmost co-operation. A vigorous Trnpf;i" was started--posters, parades, film trailers, safety talks to civic groups and schools. With this type of support the attitude changed to the reverse; and citizens started criticizing people who refused to walk with the signals. This city experienced a de rided decrease is pedestrian accidents the following year. Practically every city and tows is the nation, with the increased volume of traffic, is now becoming plagued with a serious parking problem. There are many differ ence* of opinio* with regard to who is responsible for this situation. Some say local government; some say the merchant; others say, "Let local private interest take care of the parking." 130 Public Support for Polks To me this Is the problem of all for it concern* every individual ta the eoouau* n*ty. Many cities sad towns have made great strides in alleviating this problem, and I feel safe in saying that this progress could not have been obtained had not the proper ground work for public support been laid. la every community where parking fa cilities arc inadequate the police depart ment is severely criticized because of this inadequ^ry. There arc ordinarily many violations for double parking, parking la restricted zones, amd continuous flow of vehicle* arotand certain areas attempting to pick up persons on shopping missions. This naturally bears the appearance of a breakdown of enforce ment m the police department, aad much criticism is usually directed at them. As 1 have stated before, this is not the problem of any one person or organization but of many, and the combined efforts of *11 will be necessary to reach as agreeable solution. The faefc of parking facilities is, by its nature, of great interest to merchants and professional men. The police administrator asd his assistants should, through their records of accidents, arrests, warnings aad traffic counts, show these merchants, through their own organizations, what the police are doing to correct a bad situation. By the police showing honest, impartial and sincere effort the merchants caa do nothing but give the utmost co-operation possible by flrig their employees to use the trans portation system hi coming to and from work, by acquiring private parking lots, and by giving support to the local govern ment for funds to obtain munidpel parking lota l have died only turn examples, but I am of the opinion that any time a police department is faced with a difficult prob lem, it can, by a careful survey, find some individual, or organization that will have a particular interest and will actively par* tidpate. I would like to reiterate that id my way of ^^"t there are four definite points you should carry out to gain the public approval and support of year plan. 1. Show from all available records aad statistics the seriousness of year problem. 2. Give detailed account of how you and your department through an honest and sincere effort have tried to solve this prob lem. 3. Presort a detailed plan of the pro gram you with to conduct, and how they on assist la its ultimata soeccss. 4. Show benefits the todiridsals or or ganizations will derive from their support to the program. la the tsngvage of traffic safety, ns phrase has been more misconstrued than the term--public support. Whenever we do not get something we have asked for; whosever the city coiod! or state legisla ture cuts our budget; whenever oar socsdmt rale skyrockets--we are prone t# blame itoas lack of public support. So often, we bear pollen administrators say, "We could have ticked this qr that prob* tern. If we had received the support of the public." Yes, I fear that pubtic support has become, is many cases, a convenient alibi for our own weaknesses or lor our willingness to make a factual approach to a difficult problem, A* police officers aad administrators, we should consider the development of public support as a definite part of our work. Wc should overlook no oppoftxmlty to realize the values which effective pubtic support cam offer, t sincerely feel that no Other method easts which offers asore to the profession of taw wsforerment- than- eaa be realized through the media of public sup port. Public Support for Police By DAN HOLLINGSWORTH If--Hrr. Oklahoma City Safety Council It u a tittle disturbing for a former policeman, who is now in comrmxnty safety council work, to talk on the topic, "Public Support For Police" One is lorn between two desires: first, to talk about some past accomplishments and activity in the police Tragic Safety UI field;'and second, to talk about what a safety council is doing asd can do & bond ing public support for the police. A short time ago I was assigned by my Board of Trustees, to save as Course Di rector of a Police Short Course at the University of Oklahoma, at Normas, Okla homa. Among the 35 instructors appearing before this group was a smaB-toiea news paper owner asd publisher. He was assigned to sp ak on the subject, "Public Relations for -'(dice Departments." He opened his talk by nying, *T don't knew why I was given 50 minutes to talk on this subject, became from my viewpoint, we could dis pose of it In just a very few minutes, be came to me, public relations, sound pobtie relations for police department*. Is simply, 'Doing a good job, then telling your people about fcY* This newspaper man went on to tell these police officers, who ranged ta raids from as assistant chief, down to a 10-day old roojde, 'of ways to place theaicivca In a store favorable light with their people, nftr^g about the use of radio, piddle appearance*, exhibits, individual contacts, asd the like. His primary emphatic was on the use of the press, asd he offered several sound sug gestions on bow to Ml the people the police TfcU newspaper son said that if be were asked to criticize the effort* of police igenciu to pot themselves ta a better tight with thtir people, be would tell them they were "otsring many bets." aad failed many mam to do *Vbat comes naturally**; that generally, police department* depended too mndi upon the press, said in cases, failed to cany through asd faV* advantage of the antaral cubic. He said thaw was too mmtk "We're getng to do" talk, aad not mangh "We're dene" talk. So rather than talk about what a po&ee department coadd do. or what a safety cocndl could do In the field of public sup port, may I provoke year on these |aatioQS, "Are you musing my betsT" "Art you doing wins! comet naiwalty im building pubtic support far year depart- nuntr" "Hoe* you failed to carry through?* I have bees x policeman for a long **wm> I laow policemen from coast to coast. I would try to convince yen tl*t I as just a normal person suffering from aa more than normal fears; yet, / mm afraid of policemen. It scares toe to have a police man pull me over to the curb. Of course, when I recognize this policeman as a man I bad la police training school in 1940, and he tells me they have a new baby over at their house and wants us to come by and see the new arrival, I swallow my heart, sigh, and relax. Many, many people have this same re action, enough of them to warrant our doing something about it. Psychologists tell us that fears can be overcome. Cm the fear of policemen be correctedt We are told that a child is boro with two natural fears, one of falling, and the other of loud noises. The term, "Be quirt, or m have that policeman put you in jail," probably rate* as the beginning of oue of a child's earliest developed fears. In the first police training school I attended some twenty years ago, this was pointed out as one of the problems in the police pubtic support field. We have been pointing it out as a problem for all these years. What are we going to do about it? Are we going to spend another 20 years pointing to it as a probJem, or am we going to do something about it? I have heard a good many people speak favorably of the police in my community and other communities, but the best sales talk X have ever heard on a policeman and his department aune from a five and a half year eld boy who had just met his first policeman. Honestly, you would-have mar veled if yon could have heard this- kinder garten boy (ell about Bill, the policeman, if you could have seen the expression on hi* face as be told tis what a swell guy he thought Bill wak This lad was rally doing a public support job for this police man aad his department Why? Because Biff was friendly, be took the time to talk to this boy. Simple, isn't it? Elementary. A squid car stopped at this school, and a yomg potieaaaa walked across the schoolground He Stopped, sat down on his HimvVt, smiled, laughed, talked, aad patted tow heads. Wasting time, No--he was building support for his police deportment, strong support; so strong, so solid that it will off set the adverse publicity that Is just as sure to come as death and taxes. It doesn't make too much difference what your policeman said to Mama and Papa, 13i. Public Support for Police or how many times yea lave arrested them, if when they get home at night, drear chddren tell them what nx people the police men are, and if you win cany os this land of approach to the hoys and (iris ia year community hi quantity, yoa wQI have a lot of those sates talk* bring pre* saited to Papas and Mamas orcr the break- fast uUe, m the hack-yard, sad at nighty* night time. You wifi faarc the greatest, the most natural tales routine in existence if you'll only osc it I wonder how many police administrators would agree that these informal visits with (rids ia the schools, in the parks, oe the carts; just light talk, just friendly visits, probably will pay you aa weft in OMdeadt in the public support program, as your for mal - planned appearances before kiddle groups. And I wooder if you agree that diis would do as much to correct the fear of policemen as anything else. I would like to self you men oa coodoctiag an experiment n the adult field. Take ooe of your men on fixed post duty and sell him on the idem of smiling at people and waring to them as they peas ay Us post, rather than Wowing his whistle so harshly and standing there with a look on hit face which implies, "You'd better be* have." I can assure you if you wilt try this friendly attitude, that you will be agreeably surprised at the reaction of the passersby. The first few days, people won't pay any attention to your policeman, but soon they win start smiling and waving bade, and a little later saying, "Hi, Bin," and Bill weu't have to ten them his name. They*!! find out, because this policeman, by his friendly, naturally smooth operations, is in effect, saying to the people, Tm here to help you if you need me I*m not out here to watch you until you make a mistake, and then grab you." Showmanships Yes. Flag-waving, Yes. But awfully important in correcting fears of policemen ts great big grown-up people. Of course, there's a catch to it If this is the ooly pofiemaa in -your tows doing this, the usual attitude of the other men tn town will bring shout complaints on them. Generally speaking, I have found that police are not prone to use showmanship. Of course, they pot on exhibits ae fairs and school carnivals. They hold opes house. The quartet or the glee dob goes out and sings, but to reduce it to cases, tmsy de partments are "uniting some bets," because they fail to play to their aaeoee. And in some cases, they are deliberately, though umetrntkmOLBy, offending their audiences. The siliet have taka many good lessees from the legal profession They teach a about laws, and how to handle evidence and preserve tt and present It, ad manyother items of a legal nature. We can very wd) take another lesson from the legal profession ia an entirely different direction. It was Clarence Darroir who said, "The skillful lawyer docs not hunt for IntdilgtsKe in the jury box. He knows that all brings act from emotion* and Instincts, and that reason it aat a motive factor. The avenge juror's intellect can always furnish very good Foaon for following his instincts and enotiotfs." Someone has mid, "The Heart has easily reasons, which nxioe perer knows." Per* is a sound lessee in handling your people In order to get a better reaction. Is the advertising and sales promotion1 field, we hear such statements as *TH days of the Wooden Indus are over, and we ant living m a day of neon lights," "We don't use stairways for otw customers, w aow bare escalators, and elevators." When a murder Is committed in your town or a store is burgterized, your public realises that certain Wooden Indisn-Stslrw*y tactics must be med, and I for one believe your public goes along with you in these tactic*. But. out here on the streets this after noon, a child is smeared aS onr the street fry a car. This is the signal for your men to go modern, to pitch the Woodm Indian in the creek, to tun on the neon lights, because you are in the show buriaess. Your torn are oa tbe stage, the curtain is vp, and the lights are on, d those people standing over there os the cab looking over your shoulder are your audience, and the box office receipts ia this case are public support for you sad your department. And ia this ease as ia many other cases, you are deellag with aa aadience 'that thinks and reasons with its heart. Fra afraid that some pcCcemen make this audience mad, Why make them mad? Handle them carefully. Act your part on that stage in such a manner that you will maim them cry. Play your part so writ that while they dry their tears with one ZVaJSe Safety 133 hand,"they will mentally with the other hand reach over and pot that policeman on the baric, sol say of him, "He's a ake boy. He knows his business. He doesn't have ice water ia his vrisc. I'd like to have that man handle my case In tbe event such a tragedy should happm to some member of my family. He ia human," la this kind of show business, you don't use lines, stage dlroctloos and prompters. The curtain doesn't go up tonight at 8:30. The show assy go oa at soy tnt, and the only prompting and directions your men need are to be triad, sympathetic, under standing, honest, and sincere. As a police administrator, you have a good many audiences to consider. Not the Vcut of these Is a very smalt audjtnre, w* heard, tmsexa, and muong--but a most im portant audience to you. They know you very, very writ I wonder how many police chiefs here today know this audience of yoare. They are the wives of your police men. They are as important to your public support program as any other group of a like sire. Because, to the P.TA_ to the Sunday School, the batcher, the folks next door, and to any others, they are a modi Hither authority on police natters, police politics, and police Intent than you are. Regardless of what you say to your people, through the press and radio; it will in many cases, be fetaproted to these people by the wives of your poffeemen. Police depart- Mt buBctina, bouse organs, and other police puhScatioos are literally devoured by this arritence. Are you miming any bets here? Were I a police administrator, Z think I would figure due seme way, some way to keep from violating organization rules, and kxvp my city eoooc&mca advised of tbe ptens, progress, and problems of ray de* pai hiwail They are another very important audience for you to consider. They are rrUrmted In what you are doing. They want and need tbe details of your opera tions. Has tins aadkncc heard your story? It is sncnwragfrig to note that courts are fairing advantage of their audiences by pairing out printed ftaScts to the defend ants present la their courtroom, tdlhig them what they can do and what they can not do; and informing tbdu of their rights ia coart. An excellent selling job is being dooe in some cities by the courts, but they are selling the court, and not necessarily the police.' After ail, your am brought them into court, so you are entitled to have your say to them. Are you playing to this audience? If you pii-a.ny to, may I suggest that you don't go bade borne and have ooe of your beys write up a story and mimeograph it and pass It out to these people in your courtroom. Do this--go to the Sales Exec utive Gab la your city, tell then you need some help- Explain to them that here is aa audience which yoto* mea gave udausston tickets to, and that you want to tell your story. See if th^ won't help you. I can't speak for these men. I don't bekrag to their ocgenixxtioa. bat if they are as helpful in year town as they are in some other towns, I think yoa will be surprised. agreeably so, at the brip they will give you. My guess U that they will do a sales promotion job for you which would cost a private firm a siacable fee. Won't you go see them? Bring Bp early and oat late will make friends for your department. I realise the chief can't do aD this bring op early and out late. Bet someone of the high command can. Early ia the morning, people, lots of them, want information oq road conditions, sod weather problems. In every radio sta tic* ia your town, oewscasters are itching for source* of uefrs, and loo(dag for some one to quote. You have quick access to all this Information, and the newscasters of the radio stations will do yoa a good job. You will profit from rt, your people will follow ft. and your radio people will like yoa all the store for doing ft. If, beck ca your town one night this winter, yoa have SiflOO people in an audi torium attending a function, and just before this group gets ready to go home, ooe of your bridges ices over--the man in charge of the program would like to tell this group about this condition, and he would like to qoote someone ta authority from the police department. It will save you accident*, it Is -a good service, and tbe people will love yoa for it. Such announcements offset your necessary negative activities. was ia a town in Texas a while back, sod with a policeman, a boy Z went through high school with. He wss telling me about a case of trouble that was devel oping m Ids department, aad I said to him, "Why don't you tell your chief this?" He 50, 5 r 5*. I .v m .t 132 public Support jor PoUca or how many times you hare arrested than, if when they get home at night, their chil dren tell than what trice people the police- men are, and if yoa wiO cany 00 this kind of approach to the boy% and girls is your Community in sufficient quantity, you will sings, but to reduce it to cases, many de partments an "missing some bets," bernuie they fail to play to their audience, And in some esses, they an deliberately, though Unintentionally, offending their audiences. The police have takas many good lessons have a lot of those sales talks being pre from the legal profession. They teach us sented to Papas and Mamas over the break about laws, ana how to handle evidence fast table, in the back-yard, and at nighty- and preserve it asd present it, and many night time. Yon will have the greatest, the other items of a legal suture. We cm very most natural sales routine in existence if well take another lesson from the legal you'll oaiy use it profession in an entirely different direction. I wonder how many police administrators would agree that these informal visits with tads in die schools, m the perks, oa the curbs; just Ugbt talk, just friendly visits, probably will pay yon as mt * in the public support pr^ mal ' planned 1 groups. And I this would do, ~ of poticemt X would ing an one of sell hxr and w/ post, harsh! his f: have.' friend! sorpriA The fii It was Clarence Darrow who said, "The skillhd lawyer does not feme for krttHigence ia the jury bcoc. Be knows that all beings act from emotions and Instincts, and that iisoa Is sot a motive factor. The average intellect can always famish very for following bis instincts and ~jcncooe has raid, "The heart ^ons, which reason never soiod lesson m handling to get a better reaction, sad sates promotion' a* "The days are over, and we ueen lights," "We ear customers, we elevators," cd la your _______. your public ooden Indian-Stair* A, and I for one along with yon in attcntic will si streets this after* little lal .Eared aH over the street have to out, because' the signal for yonr met pitch the Woodca Indian naturally smi _ ,, turn oa the seen lights, saying to the , are la the show banoess. Your if you need mt. r you until you make grab yoa" --'oa the stage, the curtain U up, and , lights are oa, asd those people standing over there oa the each looking over your Showmanship, Yea. Flag-waving, Yes. But awfully important In correcting fears of policemen in great big grown-up people Of course, there's a catch to it. If this is the only policeman hr your town doing this, shudder art year audience, and the box office receipts m this case are public support for you and your depertmeftL And is this caw 14 ae many ether cases, yoa arc dealing with to audience1 that fofeVt and reasons the usual attitude of the other men in town with its heart. will bring about complaints on them. Generally tprakmg. I have found that police are not prone to use showmanship. Of course, they pat on exhibit* at furs and school carnivals. They Bold open Boose. The quartet or the glee dob goes out and Pa afraid that some poBctmee make this andtesce mad. Why malm them a*ad? Handle them carefully. Act yonr part oa that stage la such a manner that yon Will make than cry. Flay yonr part'so well, that tahSe they dry their tears with 00c Trafic Safety 133 hand, they will mentally with the other food reach over and pet that policeman os the bade, and say of him, "He's a nkc boy. He knows his business. He doesn't have icc water Is his veins. I'd like to have that man handle my cue in the event rods a Uagcdy should happen to some member of ray family. He it human," la this kind of show business, yon don't use lines, stage dutchbos and prompters. The curtain doesn't go up tonight at 8:30. The show aury go os at any time, and the only prompting and directions yoor men need arc to be kind, sympathetic, under standing, honest; and sincere. As a polke administrator, yos have a good many audiences to consider. Not the least of these is a very small audience, imtuord, onsets, and txuung--but a most im portant aadicnce to yoa They know you very, very well. I wander bow many police chiefs here today know this audience of years. They are the wives of your police men. They are as important to your public support program as any other group of tike sise. Because, to the P.TA-, to Sunday School, the botcher, tbe folks door, and to assay others, they are a higher authority cn police matters, , policies, and police intent than you Regardless of what yon say to your p through the press and radio; it will in cases, be interpreted to these people ' wive* of yoor policemen. Police . neeg bnflcthis, boose organs, and , po&oe publicsdecs are literally devout this auxbmec. Are yoa missing any bets here? Wert X a police administrator, I I would figure but some way, seme v--. keep from violating ocgiiiradon roles, koep ary city *--advised of plans, progress, asd problems of my partmmt, They are another very important indience for yon to consider. They are interested a what yon are doing. They want and seed the details of yonr opera- done, Has this audience beard your story? It is encomsgfag to note that courts art taking advantage of their audiences by passing out printed leaflets to the defend ants present la their courtroom, telling them what they can do and,whit they can not da end informing then of their'rights in const. An excellent selling job is bring done is some cities by tbe courts, but they are selling the court; and sot necessarily tbs police ' After all, year men brought them into court; so you are entitled to have your sty to then. Arc yea playing to this audience? It yoa arc pIsmiBg to, may I suggest that you don't go back home and have one of your boys write op a story aad mimeograph it and pass it out to these people in your courtroom. Do thU--go to the Saks Exec utive dob hi yoor city, tcU them you need some help. Explain to them that here is an audience which yoor men gave admission tickets to, and that yon want to tell your story. See if they won't help yoa I can't speak for these max. I dee't belong to their organisation, bat if they are as bripful in your town as they arc in some other towns, I think yoa will be surprised, agreeably so, at the help they will give yoa. My guess is that they for y' * * ib is-a good sffHHIpPEnll love you for it. Such announcements offset your necessary negative activities. C was la a town la Texes a while hade, aad talking with a policeman, a boy I went through high school with. He was telling tae about a case of trouble that was devel oping la his department, and X said to him, "Why don't you tcU yonr chief this?" He 134 Planned Enforcement said, "I couldn't do that. Ha would get mad at me." Well, you know, we plan for strikes and crowds, and all sorts of trouble. Why not plan for complaints? Make it easy for complaints to get to your office, not only iron* the outside, but from inside as well. I hope you will agree that it is an important part of this public support program, tw* cause your public support program in the final analysis, its success or failure is made up of all of the incidents and of all the contacts made by your policemen, both m and off duty. There are many things that would Justify all of us agreeing that police business is different, different fran any other kind of business, but actually, it isn't, because we have people dealing with people. As long as people deal with people, we are going to have misunderstandings and com* plaints, The proper handling of them is an important part of your public support job. Someone has said, "Of all my wifes re lations, I like myself the best." If we are to succeed in the police field of getting our selves closer to our people and our people closer to us, we must recognise this simple philosophy, and deal our cards accordingly. A man who complains of police handling may be just another sorehead, but to him self, he is the most important person living. Treat him as a V.I.P.--If you will, he'll forget about his complaint. As a safety council man, going out and bidding for radio time, wc run Into a lot of competition. We are competing with the Boy Scouts, and the Armed Services Re cruiting programs. We find Polio and Heart Disease pushing us off the air. It is a bit amaxing to find no competition from the police. I honestly believe that if you will dig into it. you will find there are as many opportunities for sound radio pubticity in tbt crime prevoilioa fidd ** tJcjje exists in the accident prevention fieW. Talk to your radio station people--get the boric of your deportment used in * poeitive raoa* Policemen have a good product to sell. The uniform you wear represents many thing* to your people. It represents free* dom from fear and anxiety. It **y* to people, "You can go away and leave your home for weeks at a time and not wony about it," -Your kids can walk to school and have no fear of being molested." It says many positive things, but * *1* minds people of negative things, Thai uni form nya that I can't park in front of my building. It says I can only drive so fast. H constantly reminds me of the things 1 can't do, and unless you remind me of these positive, good things. I may forget about them. You not- only have a good product to sell, U Is easy to sell, and you have a naming start on the competition, because I sin cerely believe that the avenge American citizen wants to like policemen. All you need to do to get him on your lidt 1* to relax and meet him half way. Then en courage him a little by gentlemanly treat ment, Soon, he is sold. When you have a service, a product, that Is as honest, and at essential, and as de sired,.as protection for a man's family and his home, you can't fly too many flags, you can't blow too many bugle*, you cant wt too much showmanships la selling it to the people that want it and need H. All you need to do is to keep it booest. keep it sincere, keep it simple, and keep it going. Ate you muring my bets? Planned Enforcement (A Panel DUeoaskm) Discussion Leader: Usm J. Dxvnnt, Chief of Police. Oakland, Calif. Participants: Inspector C G. Commix, Texas Highway Patrol. Austin, Tex. iMsrirroa Bexmaxs J. Schmidt, Police Department, Baltimore; Md. Staff Soceaxt Corkkuus F. Van Blahkxmsttym, Michigan State Police, Canting; Mich. Gmant John Mass, Head, Department Trajtc Safety 135 of EdacatSoB. Traffic Division, Chicago Police Department, Chicago, UL Captain J. Paul Smttxly, Captain of Traffic, PoBce Department, Lincoln, HA. CHAIRMAN DIVINE: We front Cali fornia arc a tittle hard put to discos* the things wc do in California. It is true that Oakland has checked the toU. Last year wc had the lowest fatality rale la the 27 year history of the dty. That to me is significant hi that it xM&catcs that planned enforcement does work; that aa all-around yeblk education program will work; and these arc the things we are continually trying to do In our city. Specifically I think this matter of planned enforcement is so important that it affects every other phase of the program; and to take an hour or so to discuss the abject of plumed uj forcement oofy just tenches the edge I also feel that most of these faces are faces I see ytsr in and year out attending die Council's meeting, I believe that wc, as professional men, are malting a mistake hi net spreading the gospel to our brothers in other cities and towns. The 1947 Traffic Safety Ontest indkstes dut the police are net using the principle* if selective enforcement. In the "Guide to Action" It staled that as high as 42 per cent of the largest chics in this nation are net >Vwn use of accident records for analytical and selective enforcement policy. And strange to sey, our smaller titles turn a peresetage that ranged as high, I betieve, as 96 per cent, I know that wc arc all familiar with elective enforcement but 1 believe the P flee Committee should carry the gospel to Many of our brothers in other cities and towns. Phoned enforcement results from * com plete awarmest on the part of the traffic administrator of the desirability of selective enforcement. Accident investigation and ac cident record analysis are not only impor tant! they ar absolutely csimtiat. So, 2 believe it U a that traffic adminls- tralocs recognise this and isnintiln adequate records and analytical service*, and Mao investigate all traffic accidents. Every stable organ!ratios in" this country Meet its approach to the future upon its records, and the police must do likewise if they are going to accomplish a good job. To begin our discussion. Inspector Con ner will give us some up-to-the-minute ideas of mforccncnt planning techniques from the state angle. INSPECTOR C. G. CONNER: A few years ago, when we began the attempt to uuyiuvc our enforcement planning and de velop some sew techniques, we encountered a total lack of information. There were do todies, sotmd formula, or rules to follow. Certainly some public safety men were around; some work fand been don*--but we wctc not satisfied that that work was suffi cient for ns ia Tecas. I should tike to tell yon about what we have tried to do about that in the Texas Highway PatroL Basically, our traffic accident problem in Texas ia a rural problem. Last year, we killed 1,997 people on our Texas streets and highways; 1,549 of those were killed on rural roods; and 444 in municipalities of ever 2^00 population. Wc will have, at the end of our expan sion program, 450 highway patrolmen, with 30,000 mile* of stale-maintained highway and 100,000 mile* of county read to cover. That is mighty tittle butter to spread over an awful lot of breed. W could not hope to have an effective enforcement program unless we could utilise what manpower and equipment we have ia the most effective manner possibly so we sat down and said. "What will we have to have to do a good jobr First of all, wc recognise that we must have the basic essential data. We must have accident record*; we must have m- fococsatt records; traffic flow; and an ac curate record of other factors affecting diet problem. Second, wc must have some basts for an equitable and proportionate asrigisnent of manpower. We couldn't even find that basis. Then, we need a tabulation--an an alytical agency for our basic data. Wc decided that interpretations and assignmmts and the pushing of the entire planning program must be placed high in the chain of command. Even though there might exist tittle jealousy in oar own de partment, we realized that the program would be more effective if it were tied high in the chain of command. 136 Planned Snfarccmmt Then, wc believed, there must be sorae simple vehicle for the transmittal sod inter pretation of that mforeutioo to field super visor*. We found in the field of enforce ment planning, cumbersome vehicles, de vices, sheets and various other methods, that simply wouldn't work. It was not flexible enough. Of course, the accident records, enforce ment records, and so forth, take care of themselves. They are baric; but uniform techniques bad been worked out for a method of handling them a long time ago. We did decide that there was no equitable basis available at the present time hi any publicsdoe for the assignment of manpower on a state basts in a state as large and with as many complex problems as ours. With some experimentation and study, we finally arrived at the method of assignment of manpower that we are using today. We took seven factors that we believed fitted the problem is the traffic accident category. They are as follows: No. 1. A three-year average of rural fatal accidents. No. 2. Rural vehicle miles traveled. No. 3. Rural population. No. 4. Urban population. No. S. Number of registered vehicles. No. 6. Rural highway mileage No, 7, The land area in that designated district We weighted those seven factors as fol lows: the aeddat record, SO per cent; rural vehicle miles traveled, 20 per cent; rural population, 10 per cent; urban popu lation, S per cent; registered vehicles, S per cent: rural highway mileage, 5 per cent; and rural land area. 5 per cent * For our basic geographical division we chose the county since it was already set up---254 of them in Texas. A simple mathe matical computation allowed os to arrive at the proportionate amownt of rim traffic aeddmt problem that reposed in any county. For admimstntlvc purposes, the Texas Highway Patrol ia drrided into 14 districts or divisions. We are pluming, at the end of our expansion program, to have Texas fairly equally divided into 14 parts; each of those 14 parts containing its propor tionate share of thi traffic accident prob lem on the basis of the formula we devised. That means that some districts will be comprised of very few counties, while other districts, sparsely populated, with a low accident record, will contain many, many counties. The Uad area and highway mileage, however, take care of some oi that That was dooc for admMstrative purposes. Then, within the district we divided the manpower. We hare 450 tons available. They were divided as Dearly as possible, into 14 equal group*; and then, within that district, patrol areas were assigned on the basis of that formula. We believe this system has bees sold to our men, They feel that there Is an equi table distribution of work. The comparative records seta something because the re* spoosibHity Is equal between patrol mitt, between patrol districts, and can be used mp to the state level. I want to tell you about the vehicle that earn be used for tnuasnltting the infer* nation gained from muter records and enforcement records to our field adminis trators a order to guide their petrol assign* mart As J told you; we found nothing suitable So. we devised something by ma&dnjt changes In some older, more rabersom? forms. We me what we call our Rural Acridcr.t and Enforcement Data Sheet. Thai sheet seeks to study the traffic atrident problem from sue standpoints. The short itself desig nates the location. I on nse that sheet for a study of the whole experience So w owsrty, or for a hundred yards of highway in a comity, or for a whole patrol district, patrol area, or for the entire state. W study acridmts by violations: b> boor of occurrune; by day of eomract; by residence of driver; and the percentage of aoridentg hrerifUti That gets buck to the where, wheat, why, and who. I have sees the gnmwut deficiency occur to a planned uoforeanest program Wanw of lack of correlation between enforcement efforts, aod I have also seen the execution of the ptugtsm made to conform and cor* relate with the plan. It Is very simple through the use of spot amps, aeddest sum maries, and so forth, to discover what U the problem. Any intelligent idnuinifi Hue can make dcarcut assignments, hut thee must be Tr*0c Safety 137 some technique or seme device to check whether or not the program Is being car ried out, and whether the arrest effort or the mtforcemost effort by men m the field correlates with the acridost experience. We believe we have made that check In the Rural Accident aod Enforcement Data Sheet, throogh rite use of four simple columns. Golems 1 lists accidents in any table-- if k is violations, we know the number of accidents caused by csrit of the hazards. If k Is the day. we know the mxnber of acodart* on Monday, Tuesday, and so on, down m the other table*. Alongside of that; wc have the number of convictions for that violation, or for dot day, against the type of vehicle, of whichever table we nay be studying. Nwnbers mean very Utric; so ia the other two eohxnas we have reduced those two figures to percentages. In other words, if we aze studying violations, and I find that "driving while Intoxicated'* is respon sible for 17 accidents la any given area that I am studying on this sheet, l have in a vertical cohere: right by it the per centage of arrests made by the Texas High way Patrol In that same area against that riduke. If It is less than 17, I can hold tbs* patrol malt responsible for that poor correlation. We aB knew the technique of enforce ment iilnminf ilmjiTy Coding oat where, hm. why, who, and those other question*. and taking the available manpower and egntpaeat that We have at hand and assignmg it ia the ascot effective manner possible Too often, I fori, that simple devices for the top-level planning down lots rim of the officer actually work ing the patrol area are remote. We feel that in this "scientific development of man power,** aod riser utillration of a simple vehicle for trasmittiag the problem to the administrator and to the patrolman working the area, where he can correlate hU effort with the experience, and where the adminis trative officer an have a qualitative and quantitative analysis of the enforcement effort out there, brings our ideal of enforce ment planning merit nearer to realization. CHAIRMAN DIVINE; We now call on Inspector Bernard Schmidt. who is a traffic engineer as wall as a policeman, to give us the relationship of education and engi neering through a planned enforcement pro gram. INSPECTOR BERNARD SCHMIDT: The development of a comprehensive traffic control and safety program must be on a realistic and factual basis. Where authority and responsibilities are divided between several and distinct agencies, the closest co-operation and co-ordination must be maintained. There should be complete un derstanding and agreement as to what the probloa Is; how aad what must or can be done to find the solution. It Is essential that remedies or corrective measures to be ap plied be within the limitations or authority of the individual or agency accepting the responsibility for a particular pert of the program. There can be do program tmless all three *TTs are an Integral port of the programThe question is: How can relationships he established to the atfadmstratice of the three "E's" that will assure a successful program? I would like to offer a few sim ple and practical suggestions for`discussion' which ir.! hi prove helpful. Legislation -- No regulation should be proposed or adopted mless there is com plete agreement that it is needed and en forceable. Police departments should not be called upon to enforce regulations that are uRreasotabfe or ridiaifoa*. When sew parking regulation* are adopted, before active enforcement, they should be properly publicized. The street* should be adequately posted with uniform aod legible signs so that there can be no mistmderstaading as to their meaning. The enforcement should be consistent and regu lar, not discriminatory or periodical. Be fore and after studies should be made *o that we nay determioe whether or not the regulations are adequate to meet the need*. Xq one city studies indicated that a nor mal fine did not prove a sufficient deterrent to offenders. Later, a much higher fine was adopted with a graduated increase for re peat offenders. While conditions improved, it was still sot a remedy. Thereafter the most practical solution was foted to be the "impounding'* of such cars, together with higher fines and impounding fees. Incidentally, mrasures have been tried hi other jurisdictions but because of 138 Planned Enforcement adverse public reaction they have bees dis continued, As a suggestion, where such measures are adopted, the paridog sign* should inform the public of the impounding provisions of the law. The "pound" tor the storage of cars should be centrally lo cated so as not to cause unnecessary or arbitrary inconvenience to the violators. The best available equipment should be se cured and the personnel espedalty trained for this work. Meekantetd Controls of Traffic---\\ has long been recognised that mechanical con trols of traffic are more efficient and eco nomical than the stationing of officers at control points. Police personnel can be utilized to greater advantages in other func tions. Nevertheless, the acre installation of me chanical controls does not relieve the police department of certain responsibilities. At signalized interjections at certain times of the day, week or seasons of the year, traffic signals need the assistance of an officer. Traffic signals require an accurate factual study of the conditions, if their installation is to justify the cost. la many instances where signals have beat installed without the necessary factual study, the results have been serious. They increase rather than decrease congestion and create potential accident hazards rather than eliminate them. The proper timing of traffic signals oftos depends on the most thorough traffic engi neering studies and intricate and costly mechanical devices. Where officers are sta tioned to supplement signals, care should he taken as to the manner in which this is done. For example, if the officer turns the light out or operates the control manually, many disadvantages may result. By the use of too long a cycle, traffic would tic up in either direction for too long a period per cycle. It is practically impossible for traffic officers on either side of the inter section io question to co-ordinate their efforts with the traffic officer or signal at the intersection between. On the other hand, where the signal is a part of a oo-ordmated system, the officer can perform a real job by preventing blocking of the intersection. Police officers should be alert to report mechanical failures of traffic signals so that the trouble may be corrected immediately. Daring inclement weather, when streets and highways are slippery, police officers should observe whether the operation of a traffic signal creates actual or potential accident hazards, A very excellent Ida has bees adopted by some cities m the placing of sand boxes or other compounds at signalized intersections for emergency use during such times. It prevents or re duces the accident rate and keeps the high ways open. Bus Stops--One of the advantages of free wheel transit vchidcs over fixed wheel ve hicles is their grater Hexlbility. By pick* mg up or discharging passengers at the curb, a safer and most expeditious movement of traffic can be realized. However, unless the vehicle palls to the cmb. the advantages arc nofiffied. Without duenssag the merits of `Wr'ddt'' vs. "far-side," "mid-Mock" or a combination of inch stops, oM thing ts cHcnthl and that is that lei stops be kept dear of parked vchidcs. This calls for strict enforcement on the part of the poGcc mod for adequate marling of such Stops by the traffic engineer. One; without the other, cannot be effective. Also, it is errentail tint transit vehicle operators be compelled to pall to the curb at tuck dcsipiated aooc*. Studies have indicated that where operators fail to pull to the curb, the cause my be doe to physical of the inter section loch as, overbanging trees, curb alignments, etc. Considerable improvement may be cffccrated by sSapfc engineering improvements sodt os *--the curb back for toning movements, etc- Sions and Markings--Generally speaking, police officers can be most helpful to the engineer the ............... of signs and tuarkiogs. They should report promptly all cases where signs are damaged, oblit erated or are in need of ngbemek How ever, the engineer should bare a planned program for periodical replacement pf signs and markings. Where traffic control devices have been damaged fat accidents or for acme other reason hare been put out of commission, the engineer should co operate to the falkst extent by repairing the damage aa loan as possible. For example, where a control device at an important intersection is dam aged, the police should not be expected to provide mutual eaotrel for an unreasonable tagtk of time. In one coat; an electrical storm put traffic algnafr at several impor tant intersections out of emunuarion. It Traffic Safety AJJ> was that police officers provide annual control uatil repairs were mode. This was done for a period of eight hours. Laser k was Imraed that only a fuse had Mown and tin repairs could have beea made se kas than five niantes. Speed Zoning The erection of Speed sIga* Is wwwta? to the practical enforce ment of speed regulations. These signs lafere* the public of the regulations and en able Ac snfercascnt officer to present a mere nduHiWthl cose against the violator. Ia seme jurisdictions, maximum and mini mum speed rates are established by law. However, fat etbar jurisdictions, power is vested fat certain agenda to designate spe cial speed sooes or limits, fa such instances, enforcement agencies might be coosulted as la the practicability of proposed limits. In ether words, limit* which are sot enforce able should not arbitrarily be adopted. Highway ltnprowmenU--Where street and highway improvements, tueh os street widening or repaving are contemplated, the traffic engineer and enforcement officials should be notified or consulted. Usually a particular function is delegated to a par ticular person. For example, n a street or highway Improvement we may have a design engineer, a eocutfuction engineer and g contractor, cadi of whom is only con cerned with a specific part in the Wilding of the project and not with the regulation or control of traffic. Inasmuch sa this is the responsibility of traffic engineers and ertlecuuKSt agendes, their approval of the plant sboald be obtained before the project is started and not after it is completed. Many editing traffic problems could have beat prevented if the traffic engineer or foromsmt agendes had been consulted be forehand Of-Street Parking FtcSUiei--Ussy cities ore plagued with the problem of inadequate off-street parking facilities, There have beta many solutions proposed, but one thing is certain and that Is that the traffic engi neer or enforcement officials should be consulted ia the proposed design and loration of sock faotities. They know better dun anyone else the congestion and con fusion caused by haphazard or improperly designed off-street parking fxrilitiet. Emergency Regulation--Where special traffic regulations ore adopted to bsmflf large crowds attending sports or other events, they should be amply publicized for the information of the general public All enforcement officers assigned to such details should be thoroughly familiar with the general overall plan of control. Accessibility--Perhaps the most impor tant suggestion I would like to offer is concerned with the word "accessibility." Ad ministration officials of the three "EV' should be mutually accessible to each other. Often, best results can be obtained by drcumvcatioa of tedious procedures and "red tape" which prevents effective action of many organizations. In other words, a per sonal visit to a particular scene by all in terested parties as a group can result In verbal agreement as to a course of action. They can actually go ahead and do the work rather than fill out and file numerous re ports which must be cleared through diverse channels and be subjected to unnecessary delays before anything is done. This is not to suggest that routine pro cedure be ignored, but oa certain levels, de pending upon the personalities involved, if a friendly spirit of cooperation and deter mination to get things done exists, much can be accomplished to expedite the realiza tion or fulfillment of the program. There is much to be gained by the traffic engineer and the educator who will seek information and suggations frees the field experience of enforcement officials. There is no substitute for the advantages of per sonal contact and the engineer who realizes this can increase the size of his investigative staff by aa azaotmt equal to a goodly por tion of the traffie officers assigned to the traffic division. CHAIRMAN DIVINE: Our oext speaker. Sergeant Van Blankensteyn, will discuss state and city relationship ia en forcement planning. SERGEANT VAN BLANKENSTEYN: This relationship between state and city planning brought immediately to mind two questions: What is enforcement planning? And when does the state come Into it with the city? Frequently we think of our enforcement planning in a narrow sense, that of a spe cific project. But In answering the question that came to my mind for the purpose of tins discussion, I had to thick of it in a broad sense. 140 Ptmtud Baforctmcni 1 thought of the implications of the driver license sdnlnistnlion, the traffic engineer ing; the enforcement of the traffic laws, the public education and so on down the line. When we think of a state or dty rth' ti'ocuhip, wc think of each of us having a part interest in any one of those different things. And ia our planning, consequently, we think, first, of identifying the problem. We must do this before we Uy oar plans. Then, is the planning, we think about the objective. The solution constitute* the ob jective. Then, we go about the collection of facts. I am going to slap, for the time being, the mechanics of this. That is the point of my talk--the collection of facts and their study, and the arriving at some derision as to the course of action that would be takes la order to arrive at toe solution. And last, how will we do it? And with what? Then, as to this second question of rela tionship between the city and the state, when docs toe state crane into tins picture? For our purposes I think we caa sunt up the efty-state relationship hi two state ments. The state acquires as iatetett when ll>e effects of toe problem extend beyood the corporate limits of the city, township or county. The df.U toes became somethinc of significance to the welfare of the state as a whole. When the effects of these problems involve responsibility imposed by the provisions of the stale statutes, the state enter* the picture. Kow docs the* state assist? What docs it do? The state extends various services; gives assistance ta some case*. Sometimes it simply supplements, as is the usual cate la connection with these traffic problems. The state polk* or toe Bate highway patrols fill in between the cemnwmities to keep peo ple in the habit of doing toe things that the authorities ta the communities are trying to ingrain in toe public driving practices. How, then, does toe state assume tins part of working with the community? In some way or another there has to he a leadership. For example, the uniform traffic law enforcement policy ia Michigan, toe leadership stemmed from toe Michigan As sociation of Giicfs of Police. It didn't take very mock disnilrioc on the part of that group to re*lire that they had to have the cooaad of a lot of people. So, toy called on the chiefs of police of aH the cities taring traffic bureau* and asked them to assign torir chiefs to assist ta a project to be itorfilrrn by the Safety and Traffic Gommitte* of the Michigan Association of Chiefs of Folk*. After IS nauullw of work, they cant* ep with an egg; sad it ha* hatched oat smo a very satis factory fittle entoipciac The leadertoap eaaae from tom Committoe. That leadership has to he something of a catalyriag agent, worthing tost starts fractions **< carries at nod keeps then go ing mtS sat end radt Is xnsiplubtd. How does Bale-city relationship work? X shall give a brief review .here. A prob lem is recognised; a conference is called. The people are selected who are eognxuu of that problem, and who have some respoatibifity for Its solution; and they arc brought m to confirm toe Identification of the problem. If wc may pug it that way; to estimate toe situation; to agree upon a course of phwnfng action; and (e make torir own commitments as to toe part each is to play in the collection, exchange sod stndy of that information. Finally, nw.iy these drsenation* take place; and mar* forward, there win ter* to cpoc those derisions as ta toe course of opamtioual action that wiB be taken to effect the desired solution. Those decisions have to include how toe job will W done and what devices will be used. I touched upon the Michigan can form traffic law enforcement policy. What toe Gannittee aad its advisory peep came out with was applicable only to otkl We couldn't tie into it But we tod commit ourselves to the proposition tost as are could progress ia the development of these principles aad methods; we would adopt that uniform traffic taw enforcement policy, which include* this particular supplement At the IACP Convention last week, our comRtisricoer, Don S. Leonard, was able lo say we subscribed to this whole pcogiam In principle. The situation will be that some of toe title* want toe one form that we have now developed for oar own use. You know we only changed it a little to take care of lne vsc. With toe rural highways It Traffic Safdy 141 iut't a case of being on toe wrong side of ibe street In Michigan, at least, H is un lawful to be, on the extras* left lane of a three-lane highway. Except when turning left ft Is oafawfo! for a car to be on the lefthand tide of the center of a four-lane highway. At all other times, you are re quired to be In toe extreme righthand bne, tmlms you are overtaking or pasting, or the traffic volume has become so dense you have to use both lanes. It H rather tricky to incorporate into a few words a statement which will tell what land of a violation one is committing on ene of those high ways. It looks to as as though following the leadership of this Committee wc will soon have the nee form of ticket, and the end result will he that we will have achieved a complete program In Michigan. The Operation Safety program is doing much good. It follows the same principle of c&^cdisztiea between ail departments. Each takes Its share m toe task and carries that pert to a satisfactory conclusion. In ceodntiow 1 want to point out the need for this sort of development From the official point of view, there is unity m strength. A chief of police la the State of Michi gan who, two year* ago, would have wanted to adept a uniform traffic law- enforcement poOcy as comprehensive as the one that has now bees adopted la over 30 aties m the State of Michigan, would probably have bean told by lu* city father* that he eras evazy. The point probably costs now that a&y dnef of poller ceeld do it Many of then arc bring asked, "Why haven't you adopted that premia? Look at all torn other titicsGt*ad Rapids, Saginaw. Jackson. Battle Creek, Kalamasoo--they have it. Why haven't you got It?" So now, the chief who wants It simply sty*, *1 want to start this program.** Now the people have heard about it around the state aad they will want to knew, "WtB, why haven't you said something about tt before?1* What about John Gtisen? From hla point of view, it is to his Inter rat to observe toe reties o^ithe rood m the same Queerer--the ones tint are set forth a* to* inform act. But tmless there Is a uniform presentation of those rules of the road, he hasn't a ghost of a dtmxt of ever knowing bow `to do that. He may team a few, but he won't learn them all. If yoe tare a uniform code, but it is varioudy interpreted, it will do little good. That is the case as It has been up to now. I believe that a uniform approach in en forcement ra the court handling of viola tor* will do touch to bring about the desired objective of maximtan safety on our high ways. X have dwelled a little on this uniform traffic law enforcement policy of our* in order to point up the relationships that are involved between Bate and local govern mental units. We caa capitalise on those relationships but basically we have to identify the rcapoosjbflity; aod eadt cm his slice appro priately. OFFICES JOHN MADL: (Officer MadI presented a paper prepared by Captain Charles G; (/Regan, Chief of Traffic, Chi cago Polk* Department.) For the purpose of my discussion I am going to asstanc that a planned enforcement program has beat ta force and that all per sonnel, both traffic aod patrol, have been briefed as to time, place and violation of the acodewt experience and have been assigned accordingly- The quantise then i* how do we evshwte the performance and results of soch a program. The objective of airy planned enforcement iKOgiBM is, of course, the redaction of acci dents and (be production of a smooth traffic Sow. It would seas then, that the problem is merely that of compering the current accident experience periodically against the experience which existed at the time the progna was Instituted. Actually, It is not as ample as that. Such a comparison might show aa in crease or decrease which could be traced to other factors. A redoctioa might be due in port to a strong efoeatiooal program which had bees conducted Bmuhaneously with the enforcement pugraa; or perhapa some im portant eagiaeerkag corrections were made during toe period checked. The weedier eoold have been a factor; waicml accident trends most be considered. The police ad ministrator must remember these and other 142 Planned Enforcement factor* when he Is trying to determine the effectiveness of an enforcement program. With thi* in mind the answer to the prob lem of evaluating the program appears to he a matter of developing and mzintafnmg records which will enable one to keep a close check oo the quantity and quality of the enforcement activity of all personnel and to measure the gain or loss in terms of acadent reduction. Before describing record forms which win do this, I think it apropos that we consider some of the problems involved. Any traffic safety program should be based on the facts obtained through the in vestigation of accidents. Since our selective assignments and enforcement efforts arc hased upon predictions made from the study of the accidents of the past, we must re member that results based on anything less than the accepted minimum reporting ratio for dries may not be the best. By this ratio 1 mean that for every fatal accident, we know there were approximately 40 per sonal injury accidents and 150 property damage accidents, ff we are basing our entire selective enforcement effort and as signments on insufficient data the remits may leave much to be desired. It U worthy of mention here that selective assignment is not selective enforcement; it is only one phase since it concerns only the time de ment We must remember the high acci dent location* and the violations prevalent there in our Selective enforcement program. If we are to measure results accurately, we most consider the authenticity of the predictions; this is dependent upon the ade quacy of reporting and the quality of the investigations. The enforcement activity of per sonnel is not the only concern of the ad ministrator; the uniform petrol personnel not assigned to traffic must be guided by selective assignment information and en forcement bulletins. Their efforts must be considered in measuring the results of the wer-all program. We must be able (o determine both the quality and quantity of all the enforcement effort, as well as any increase or decrease in accident experience. If there is a lack of quantity or quality in the enforcement effort, we must be able to determine why. Do we have a full quota of personnel as signed to patrol and traffic duties, or is there a large percentage unavailable doc to sickness, escort duty, office doty ee special aSUgBBMStS? If we have suffioeat quantity but not commensurate results in accident reduction. how U the quality with respect to accident cause violations* the time asd location et such arrests? If we have both quantity and qtality, do we lack the coovktions in court which would give our enforemnstf efforts the backing needed to be effective? If we are failing to get sock cocmctioos, is H due to poor case preparation, improper evidence, or is there a seeming tch of cooperation on the part ef the court or the prosecution? Are we maintaining an adequate raforcsment index? Is it padded with non-hasard. ous violations? If die enforcement Index is unuanaBy (ugh, is our enforcement effort suffiaestiy selective or arc we making a larger immhrr of arrests than nccseary in order to blan ket the violators? Have we reached the point of feunlding returns with respect to onr enforcement effort? When we reach tint point where an increase in our enforcement falls to con tinue to decrease the aeddest experience, we must level off our oafutcement activity. How do our effort* compare with recog nized standards xxh as arrests in at lost Sff per cent of the aeddents fanestigatad? Did our accident squads anrcstigaec W pur cent of accidents reported? Are we getting oaovsetioos ht at least 80 per cent of acddoit arrest cases? Are we getthig convictions with punllj' of at least 00 per mt of all traffic violators prosecuted? Arc our mforcocept poBcxs and toler ances dearly defined so a* to Insure uniform enforcement? This Is a mast If we are to properly measure resedts. All these factors aunt be considered in evaluating performance and results of any planned eiforeemrat program. The poBee administrator most have reports which vriH answer these qoestioos. He mast get dally, weekly, monthly, semt-aenas] and annual reports m highly digested form to enable him to keep abreast of the program and to make such adjustments as appear neces sary. Traffic Safety 143 Here* are the basic reports which be tter* trsfl enUe esc to determine the effeetrveaets of a planned enforcement program. The Outer's Doily Activity Report This report firts such items as traffic activi ties and non-traffic activities, traffic hours sad noa-traSe hours. From this report it Is powdale to determine die number of acel dest* investigated, accident arrests other moving violation arrests. noQ-moving arrests and special details handled. It infficates the time in hours spent in the various traffic and noa-traffic activities, sod; as time ecrwsncd investigating accidents at the some foBow-up investigations. Inquests, court, etc By totalling the dally activity re ports of all personnel by units and districts the police administrator gets a comprehen sive picture of haw ids men are spmding their time and what type arrests are being made If there are aay deftdenaes, the time peat on sack item* as special details, court ****> kupuJti, escorts, etc. may provide the reason. DtSy Trofie Summary This report great the adniaistntor a picture of the accident situation and also indicates the number of arrests made by rite various units for Cstcd hazardous and aoo-Hazaxdous violations. The report includes hfomndw regarding in vestigations and arrests m accidents, such as the percentage of accidents investigated by tie acodent investigation unit and by tier units, rad also the percentage of ar rests In the accidents Investigated. Com parisons arc made m both the accident and enforcement data as to: the past 24 hours; to due rids month as against to date this month fane year; to htt this year as against to dale last year; it also lists the percentage change*. PerrotmR Record (Doily)--This report Eats totals of personnel by talt, where at. t*hy. and off doty today. It apprise* the a&nnistxator of the number of men on asd off duty on any given day and lists reasons for absentees. Here again apparent deficiencies m enforcement effort say be explained. Perhaps there are too rainy off doty, or too many on office rfuty, etc. District or Precinct Troffic Activity RePort (Doily, Monthly, Semi-Anmtol and ./<raaf>--This report should llxt the vari ous hazardous asd noo-hazardous violations and the total arrests made for each viola tion. This wiD enable the administrator to determine how actively the district* or pre dicts are participating uj traffic enforce ment. Traffic Safety Activity Report (Monthly) --This Is a comprehensive summary of ac cident and enforcement data; it gives the polke administrator an over-all picture of the program at a glance. It lists the acci dent ratio for this month and also this year. It lists the enforeemoit index this month and this-year. It lists the motor vehicle death rate per 10,000 vehicles regis tered. It gives current acrideat data as to total accidents, fatal accidents, Injury acci dents, property tinuge accident*, person* killed, persons injured and ramparts the present experience with that of the past. It tists the total accident investigations made by each unit, the ember of arrests made In accident cases and convictions obtained is these arrests. It makes possible the checking of selectivity of the enforce ment effort by listing the most frequent hazardous violations with total arrests and per cent of total for each violation; it also lists the number of accidents caused by each violation and the per cent of total for each violation. Thus it is possible to com pare the percentage of arrests made for any violation with the percentage of accidents caused by inch violation. For example; if 25 per cot of aeddenta were caused by speed then approximately 25 per cent of the arrests should be for speed. It tists also a time chart of accident oc currence by hour of day showing the per centage of accidents occurring each hour and the percentage of arrests made each hour. Hence, selectivity as to time can be checked is this manner. The report lists disposition with penalty and disposition without penalty few each of the hazardous violations previously men tioned. It Is therefore possible to compute the enforcement Index from this report. If we are failing to get convictions in certain violations, that fact will be apparent. Spot Maps--Maintaining spot maps is an excellent method for measuring selectivity of results. Comparisons can be made and the selectivity of tbq enforcement effort can be determined almost directly. The arrests spotted on the enforccroot map should com pos* favorably as to tune, location and vio lations indicated on the accident spot map. 144 Planned Enforcement Lam Observation Checks--This is an other technique in checking results of an enforcement program. It consists in check ing, a civilian dress, law observance at various fugh-acadcnt areas or streets. By checking speed, red light violations and other indicated high accident cause viola tions at high accident times, we on deter mine how effective our enforcement pro gram has been. Have medeveloped vohattzry Almost everyone who lives au a dty of avenge sixe Imp: ahrmst of the news and radio items relative to traffic injuries and fatalities. This is particularly true of par ents of small children, who worry rwinirlir ably aboot their chfldrua goCtiug to and frtxn school. A direct appeal can be made to this group through yonr local FTA or civic groups. Fortunately, to I.iactdo we don't have to law observance or do the violations appear sell the offinals on the Idea of cnfotsMent. immediately after oar enforcement is with They can nwaBy be guided by the actions drawn? Was the accident -reduction doe to of thdr supporters hi the program. They our efforts or is some other agency causing can be made to see the need of H. Dally the reduction? For example if a progres radio programs on traffic safety, which con- sive signal system was set tip along a high- tioually urge the cooperation of motorists accident street and the accident experience and pedestrians alike, of course will da much dropped as a result, then perhaps further efforts on our part insofar as certain hu- Selling traffic safety to the pabSc is ardoos violations are concerned may bring tike any advertising progi rse The about an eves further reduction. must be wsD fonmdated and must cl____ In dosing I want to say that it is impera tive that we maintain a close check on the quantity and quality of our enforcement; many dUfermt angles of approach. The troth is .today the pobBc must be sold on tire idea of saving tbrir own fives. we must be certain that the quantity u no We used a wailsr plau in Lincoln a few more than is necessary to control the acci yean ago, and I would tike to tcS ytw about dent curve. We must strive constantly to it I thick it eon be used to torgvr cities improve the quality through better selectiv on a multiple scale. ity, and we may thus be enabled to make We lad 2Q5 deathlem traffic days. When even farther redactions in the quantity this record was finally brakes, the reaction necessary to control the accident experience. was the same as If some cefcfcrity had been The American public will accept restric tions which they fed are fair and impartial. Effective, well-directed, selective enforce ment meets these qualifications; it penalties those who are causing the accidents. For tailed. The people bemoaned the fact that their record had bees broton by a soumtogly avoidable acrideat. The first step used to tills program was the erection of a large MBbocnt on oar dty many of the peblk their contacts with ns bail lot, which depicted to the public jurt on the streets and in the traffic court are how massy days had gone without a traffic the only contact they have with thdr gov fatality. This sign created a let of public ernment. To them we are the government. interest is oer proposed program. Tf we are to prolong and foster oar demo The next step toed was the pebtichdag of cratic way of life; it is important that we wbat we called a radio traffic forum, which be efficient si the administration of our was broadcast IS minutes a day and was particular. phase. devoted to muJjniug recent salary and fatal CHAIRMAN DIVINE: Captain. J. Paul accidentt, and bow they probably could have Shively will tetf bow to develop official and public support for the planned erforccmcat been avoided. Members of our police de portment appeared on thla program. program. CAPTAIN J. PAUL SHIVELY: I think probably the first and most important procedure in the development of public sup port is to inform the and the public of the need for seek a program by the Use of our record system. This, of course, can be done through several media. This program waa earned on for five years in our city and ffid modi to create public interest and to art the number of ear serious traffic accidents. We continued to accelerate public interest by having our traffic officers wear an arm band, on which was placed the wnber "W-fiOthkig more. Tronic Safety US This accomplished two things. It created work. Many departments lose sight of the a sense of curiosity to toe public; they fact it is utterly impossible to expect would ark the officer what was toe meaning one man to head up a traffic division and do of toe "300." This automatically created u all toe public relations work, too. incentive to the officer to find out bow many a our dty, we arc fortunate in having days we bod gene without a traffic fatality. a group of todies and gentlemen, who form We tied toe two objectives together. what we call a traffic commission. We knew It Is always qmle a task to get the older that wc couldn't sell toe Idea of any major police officers interested to that type of pro change to traffic pattern alone, so we talked gram. With toe use of this method, they the city council and toe mayor into appoint were as mwdh a part of toe program as the ing this commission. They have done a bead of traffic hkasclf. grand job in as advisory capacity to the The next step to further stimulate inter est and support waa the ese of bumper plat ters, placed on advertising our couodL They have also dace a good job to selling it to the public. You need the cooperation of toe courts jw'ograna--'Tfdp Ua Reach 300 Deathless and the courtesy of the officers to the pro Traffic Days." The amber "300* was made as torg u poaaAlc, so it could be seen for some djiUucr. There was a problem involved to' getting gram. If you tie all these things together and lamp at it. day by day, it is say opinion that you will receive plenty of support both from the official side and from toe public ride. these platters on on. Wc finally gained the cooperation tions and they doifd most of a grand the filling sta job to selling this to toe public. CHAIRMAN DIVINE: 1 think there are several other points we might examine and take inventory of, to see how we are iwa^lifig them. Lut, but not tout; to toe program was the use of mcrioo-pietare trailers is our motion picture theatres. However, misfor tune overcame u, and we had a traffic fa tality prior to that time we could use this One of those is that there is a definite relationship between departmental organise- - ties aad effective oaforccmait. How does your police organisation measure up? idea. There is a definite relationship between Enforcement phmniug is cartatofy n good metood of reducing traffic accidents; but is of an value without complete support of those participating, X think that any police ihiurt'iiinf to a dty of 73,000 or more police training Policies and tactics and ef fective enforccmmt. And lastly, bow mnch are you integrat ing the ms-traffic patrol into your planned enforcement program? population should iart on Its payroll u Of coarse, equipment and personnel fac mas or two who is acquainted with the tors are very important. Your driver rec problem and is schooled to pubtfc relations ords are very important, too. Rfficant Traffic Engineering Progress By C. W. FRISK Highway Engine*,, Public Roads Administration, Washington, D. C. Periodic reviews of progress sxe an es sential port of toe operation of aQ big busi ness and street and highway operation Is getting to be a ptrfty big brntoes*. Accord ing to an istirwtB made by the American AwOnmohSe Aaaocxaticu, this iyear's tourist trade alone wifi great approximately six bQSan daSan. Sixty million tourists travel ing to 20 million automobiles are expected to spend an average of $100 apiece daring 194ft. These rather substantial figures sug gest that highway and traffic engineers are not a~*nfgmg is mere statistical exercise when they inventory their street and high way faculties to see mhat they hoot and whet they need. We need to know much 144 Ptettned Enforcement Law Observation Checkr--This it an other technique in checking results of an enforcement program. It consists in check ing. in civilian dress, law observance at various high-accident areas or streets. By checking speed, red light violations and other indicated high aedient cause viola tions at high accident times, we can deter mine how effective our enforcement pro gram has been. Have we developed voluntary law observance or do (he violations appear immediately after our enforcement is with drawn? Was the accident'reduction due to our efforts or is same r'!hsL*mKV retiring the reduction?, sive signa^ accident Almost everyone who lires la a city of average size keeps abreast of the news and radio items relative to traffic injuries and fatalities. This is putkohriy tree of par ents of small children, who worry consider ably about thesr children getting to and from school. A direct appeal eaa be made to this group through year local PTA or civic groups. Fortunately, m Lincoln we don't have to sell the officials on the ides of naforocmcRt, They can usually be guided by the actions of their supporters in the program. They can be made to see the Med of h. Daily radio programs on traffic safety, which con tinually urge the cooperation of motorists jpd pedestrians alike, of course will do natch &la their support [lug traffic safety to the public Is much gy advextiriog program. The phn well formulated and must contain [crest angles of approach. The ^day the public must be sold on saving their own lives. similar plan hi Lincoln a few i I would like to tdt you about jit can be and h larger cities scale. deathless traffic days. When was finally broken, the reaction -te as if some celebrity lad been ie people bemoaned the fact (hat * had beta broken by a seeming!;, aorident the only emment .. If we are to demo cratic way of life; it is important that we be efficient in the administration of our {articular .phase. CHAIRMAN DIVINE: Captain J. Paul Shively will tell how to develop official and public support for the planned enforcement first step need Sa tills program was section of a large bttiboard on oar city lot, which depleted to the public just ___ many days had gone without a traffic fatality. This rigs crated a lot of public Interest In oar proposed program. The next step need was the pubEdring of what we called a radio traffic form, which was broadcast 15 saasstes a day and was devoted to analyzing recant injury and fatal aeridarts, and bow they probably could have been avoided. Members of ocr polks de partment appeared on this program. program. CAPTAIN J. PAUL SHIVELY: I think probably the first and most important procedure in the development of public sup port is to inform the officials and the public of the need for such a program by die use of our record system. This, of course can be done through several media. This progimn was carried cq for five yean <a cm* dty and did much to create public Interest and to cut the number of our serious traffic accidents. We continued to accelerate public interest by having oar traSe officers wear an arm brad, on wfddt was placed the nmber *300" nothing non. Trefic Safety 145 This `aceocsplubcd two things. It created a sense of curiosity In the public; they would ask the officer what was the meaning of the "300." This automatically created an incentive in the officer to find out bow many days we bad gene without a traffic fatality. We tied the two objectives together. It Is always quite a task to get the older police officers interested ia that type of pro gram. With the see of this method, they were as much a pan of tbe program as the bead of traffic himself. Tbe next step to further stimulate Inter est and support was tbe use of bienper plat ters, ptseed on autcootfks, advertising our program **Hclp Us Reach 300 Deathless Traffic Days." Tbe wmUi "300" was mads ss large as possible; so It could be sees for some dmoca There was a problem involved In getting these platters on cars. We finally gained the cooperation of mote of tbe filling sta tions asd they ffid a grand job In selling this te toe pebllc. Last; but not lease fia the program tbe see of motion-picture trailers in motion picture theatres, However, tunc overcame us, and we had a traff tafity prior to that time we could idea. Enforcement pluming is certainly a method of reducing traffic accidents; of no value without complete supp those gartiripeHng. I think that any department In a city of 754300 or population should have on its payee! man or two who ia acquainted with problen and Is schooled la public worfc. Many departments lose sight of the fact that it Is utterly impossible to expect one man to head up a traffic division and do all tbe public relations work, too. In our dty, we are fortunate in having a group of ladies sad gentlemen, who form what we calf a traffic commission. We knew that we couldn't seU the idea of any major change in traffic pattern alone; so we talked toe dty council and the mayor into appoint ing this commission. They have dooe a grand job in aa advisory capxdty to the coaariL They have also done a good job m selling it to the public Yon seed the cooperation of the courts asd the courtesy of the officers ia toe pro gram- If yem tie all these things together and keep at It, day by day, it ia sty opinion that you will receive plenty of support both from toe official side and from the public side. are j Rectat Traffic By C. W. Highway Tnglnnrr Public Ronds Periodic reviews of progress are an es sential part of the operation of all big busi ness aod street and highway operation is fitting te be a pretty big business. Accord ing to an estimate made by the American Automobile Association, this year's tourite trade alone will gross appruriaately six biUka doBare. Sixty million tourists travd- inf in 20 million antomooues are expected to speed an avenge of $100 apiece during 194S. These rather substantial figures sug gest that highway and traffic engineers are not indulging in mere statistical exerdsc when they inventory toetr street asd high way facilities to sec whot they Itome and what they seed. We seed to know much 146 Recent Traffic Engineering Progress Traffic Safety 147 more than we do about the real value, in is thus seen to be largely a quality factor ' term* of traffic service,'of existing streets and like many other qualify factor* good and highways. A survey of the physiol characteristics is of course the starting point In the cus tomary street or highway inventory, but the state or city traffic engineer cannot afford to be satisfied with lust a physical descrip tion of his rodway plant, no matter how detailed. He must have "use" facta and know how to interpret these as be applies his experience along with known principles of traffic flow and eventually comes up with the answers to some $64 questions like "How many vehicle* will that street handle if It is changed to one-way operation?** or, "What will be die effect on the accident record at this intersection if traffic signals are installed ?** An inventory on such a basis and bad traffic engineering cannot always b distinguished by physical count or measure ment Since 1946 it has bees my privilege to lave been associated with the engineering phase of the President's Highway Safety Conference. To the extent possible the Cooferae* has sought toformation oe the quality, as well as the quantity of the work being done to traffic engineering. This year's report, entitled "Inventory and Guide for Action," Is possibly the most successful eoc yet from this standpoint. It has aa ita prin cipal references the National Traffic Safety Contest, die National Pedestrian Protection Contest, and the High School Driver Edu cation Award Program. is exceedingly complex, but it is the fore Uocc tow 600 tides and all 48 stales gone responsibility of the traffic engineer to have participated to these competitive efforts strive continually to refine and complete his for improved traffic safety. With the in lowwledge and record of operational facts formation from these "contests," scme of on facilities under his authority. Only when which I understand are to be known In the a reasonable accurate inventory of ehe traffic future more appropriately as "Inventories,** limitations of present facilities U obtained it is possible Is do several things. For ex can he and bis superiors devise accurate ample, we can now measure the national plans for future improvement and progress, strength of traffic engineering activities bet in traffic matters. ter than ever before. Each city and state During the last year or so, a number of the states hare seen fit to examine their Street and highway situation at considerable length. Data on what they have has been provided largely from the state-wide high way planning surveys, an established co operative activity of the U. S. Public Roads Administration and the 48 state highway can be tested by standards of performance derived from the analysis of traffic engi neering activities to many jurisdictions of similar size and character. Also, if we take the Contest or Inventory data from previ ous years as a base, the amount of progress or failure on any phase of tbc program be come* quickly evident. departments. In every case, it has beat A imkw of the nnt recent data on clear that both what they hove and what traffic engineering progress shows that or they need in the way of modern express derly advanconenf is taking place c*s the ways, rural and urban, and other street and accepted fractions of traffic mginwvtog highway transport facilities, lave to be fact collection, traffic phrasing, traffic design evaluated in terms of service t6 traffic. and operational measures. A decade ago, The traffic engineer is m great deal closer to this service aspect of the highway than his colleagues, the design sad construction engineers. He cannot take much credit or pride fa the construction of a pedestrian underpass, for example^ no matter bow graceful the lines of the structure or how few cracks open up la the concrete, unless the underpass is protecting pedestrians from the hazard. Inconvenience and delay other wise incident to a grade crossing with vehi progress was a bit mors spectacular, per haps, but the steady gains of today mulling from the efforts of recognized traffic engi neers working in positions of iacraaed re sponsibility are vastly more effective and substantial. A majority of the states have now placed the traffic operation and control fractions to the highway department, Of the 38 states vrith regularly established traffic division* 34 are to the highway department rad 4 are cular traffic. This highway service aspect to the motor vehicle, public jafety, or simi with which the traffic engineer U concerned lar department!. la 9 of the 10 remaining state* traffic operation and control is a respaBsSaCfy of toe maintenance engineer er a mnujnulite official, Twenty seven crates have ratahSsbcd the traffic dhrltion with tohnity crrapanMr to that of other major dmskas of ton highway department, It cannot he mid toat there Should be tract maforauty raorig toe states to tbc matter of organization for traffic engineerisg, hot H is essential that all the fractions commonly Identified as traffic engineering be vitalised to every state. The catrafixatios of rc*poftsibtty for traffic operation and control la stiff to toe evolution process to many jurisdktioo* but the developments evident to the latest reports give promise of the rreatmi establlihcomt of a principal division with toff respootibcEty for all traffic operaboa and control scatters In pcactiraffy sB of toe slate highway department* The effective control of highway speed* ! see of toe more Important problems with which state traffic engineering divisions axe concerned. la 1947 more than 2Qfl00 man toys were devoted to conducting speed jtwfies rad preparing appropriate plans for speed control or aonbg. This U amrfy twice toe effort expended & the previous ymr. Special studies of higfc-aeridcnt loca tions sad the prescription of proper remedies totalled 92JXXI man toy* a gain of 8$ par scat over that reported for 1946. The time ipeat on charting designs for traffic capa city and micty featuies amounted to 37,000 ran toy* also aa MBprareacBt over the I previous year. I One of to* most notable gains was to j toe special studies made for smnitijnlitie* I The states reported 127,000 man-days is this ; category, an.increase of 55 per ont ever the 11946 total With the spotffght focused se fecentefy and ss deservedly on urban traffic pcTiViVtaa, this ito*iTT*iil btip fnra toe teste* which fnetoded nearly 14JD00 sepa rate traffic studies to 2,440 otic* Is an esperiaffy noteworthy factor to aoqr review of traffic engineering progress to toe state gov- Other iapoitmt state traffic engineering activities where progress has occurred toctode toe channelization of Intersection* the construction of sidewalks and other pedes trian- aid* mad toe feetaffatioigiof highway fighting. Ifach noticeable hoprovement has toot made to the field of traffic control devices aa a result of agreement cn the new national standards for sign* signal* and markings set forth sow m toe Manual on Uniform Traffic Control Devices, 1949 Edi tion, It may interest you to knew that toe num ber of new, racoeditlaoed or modernized traffic signs erected by to* states in 1947 totaled nearly eoe gniitlm, 3Q per cent more than to toe previous year. The whole cause of uniformity to traffic control, which Is so vital to traffic-handling problem* has been given a tremendous boost by reltnse of the sew liemted m Uniform Traffic Control De vices, through the Joint Committee repre senting the American Association of State Highway Official* toe Institute of Traffic Engineer* and toe National Cbafcreucc on Street and Highway Safety. Though toe standard* set forth to the new Manual rep resent the brat available current thought and experime* there la so intent to stifle experimentation and further refinements to traffic control device* The Manual will be a valuable guide to future progress in tills direction. In tbc city traffic engineering field, it Is mote encouraging so find that four-fifths of aff cities over 200,006 population have now estabffshed toe traffic engineer as a working pert of their municipal government. To a lesser extent the smaller cities heme followed suit More than one-third of reporting cities la to* 20Q0G0 to 2001X0 population class employ a traffic engineer. In the smaller cities where there U no traffic engineer a rather interesting trad is developing. Up ontil the last few year* toe police departments have been handling most of the traffic engineering and control fractions to many of the wnaiter titles-- presumably because of their close contact with traffic problems through everyday en forcement activities or because of seme re luctance or toartto to the city traffic engi neering departments or thrir governing officials. By contrast, the 1947 reports show that only one-third of toe titles below 50,000 population now hare rcspontihfllty for traffic engineering fractions located to tot potice department The at common arrangement reported is to place toe city engineer in charge of traffie engineering. This shift to emphasis is plain recognition that congestion and accidents can be cor rected by toe application of engineering 148 Recent Tragic Engineering Progress techniques as well as through enforcement measures. Such trends toward specialization in solving the city traffic puzzle are as natu ral and as necessary as the tread toward greater medical specialization in treating infirmities of the human body. I am confi dent that true progress in traffic facilitation and safety will closely parallel the extent to which the fstdamentals of specialization reeomiDotded in the original Action Pro gram of the President's Highway Safety Conference are practiced. The efforts of city traffic engineering officials are being devoted fas ipcrtaiiog amount to studies that are fundamental to sound traffic administration. Is many in stances they have joined with the state high way departments in the oondaet of travel habit and parking studies. These and other similar cooperative activities are an essen tial prerequisite to designation and design of die urban portions of the sew Interstate Highway System, completion of which will bring substential relief to crowded city streets. The comprehensive studies of travel habits and p^ffr^g also provide useful data for determining parking requirements, the feasi bility of one-way street plus, the location of interchanges, and the seed for special routes. This wealth of information is sot produced without considerable effort, how ever. A large casters dty that las recently completed eoe of the conprehenrive type sur veys fotmd that the time required mamtri to 800 man days per 100,000 person* to the dty. This is added reason for dose working cooperation between dty and state traffic officials. Well-deserved praise is doe those cities and states where their joint action has produced traffic data of value to the entire metropolitan region as well as to the cen tral dty area. Angle parking has held a tight xdn on the best efforts of traffic officials for many a year, but 1947 saw die complete or partial elsnfciatioa of this mcmce to safe, efficient traffic movement fat 188 cities. The improve ment was goseral in atics of all sizes and included at least one-fourth of the cities in each population group 19 to the 500,000 and over class where only two of the 14 cities of this size .indicated that angle parking had been abolished or reduced. Though com parative data for previous years are not available, this 1947 acconpiisfamc&t to an fanpeetrive prelude to the swan song of angle parking fa* many cities. Angle parking fa as outmoded as the horse and wagoq tint gave It its Wart. It is an accident-tomlci and severely handicaps streets to their pri mary function of meting traffic. Stiff greater attention rant be dnofa toward decreasing tit rase of the curb m a piece to park to central dty areas. Cast, pletc parking tons are to effect on at lean some of the principal business streets is more then two-thirds of aU upacliag dries over OQflOO population aad parking xaeUn are to extentire use to many dries to w courage more turnover and efficiency to the curb space that is available. A significant fact derived from the 1947 report* U that of to* 365 dries with perkag meters, only 143 or teas than 40 per cut asc the resume prodoeed for traffic inttonnuttL Certainly there could be a marked improve ment.to parking conditions to nearly all st the 365 dries U the strewn of psrirtog meter nickels could be turned toward the finiiii.iiij of desirable off-street parking facilities, There, ne*v. Is a good project for some el you dty traffic officials to take up with erne groups, merchants, and others who are fre quently so ts lad a hand to selriag traffic problems for you. Recerit studies ban shown that ordinary curb parking on typical downtown city streets redoes the stmt opacity by epwards of 49 pa cent, This shadow of inefficiency along oar ei& street borders should somehow be rcGcred. I rod to a Washington paper a while age of a ptaa to construct a park-at-yoor-desk building in that dty. The employee win drive op a ramp to his particular office floor, park to a central core of the MfcBog, and walk through a vestibule to Us desk. This said to be tic first of Its Usd to the United States, will accommodate 458 vehicles and construction is to be started to November of rids year. It will pay tbs traffic official who to besieged with parking troubles to trice tbe long look ahead to solutions as- ilar to this since they may evcntnaSy offer the greatest feasible amount of relief to his parking congestion. The myriad activities of traffic cagtoeerisg conridered singly amy sometime appear as trifles, but considered to the aggregate, rises* sense activities constitute a pewefri force that will oftea account for rise ffiffa> ence betveot accidents, inconvenience as* Tragic Safety 149 jtin'mf congestion and relatively safe, easy sad free movement of traffic. Traffic engineering has contributed to outfashion generally to tbe commend able hnpnmmatt that has been made to the Bstionri traffic accident record of the poetwar year*. Yet travel to on the increase, sod totalities are stiff piling 19 at the rate of more than 30fi00 a year, which to far from the itrodacihte minimum. The young and fast-growing traffic ea- gtonriag profession has had many chal lenge* to the twenty-odd years of its life, but few If any have demanded the courage, intelligence and skill needed for successful solution of today's traffic problens. Through todlvidual and collective researches and other fact-finding endeavors, traffic engineers must find the key to improved operation of street and highway facilities, both as we have than and as we should like to have them. The inventories of future years, showing what we then hove and whet we stiff need, will show bow squarely this challenge has been met. PubHc Support lor Traffic Engineering Programs By EARL J. REEDER Director, Departsmit of Traffic and Transportation, Ifland, Fla. Successful traffic administration must be a partnership. The partners are the general pilic who want to get from one place to unthcr and the official agencies who must provide tbe facilities and regulate their use te facilitate that travel. Of course. In a very real sense rite eoe partner to working for the other and It Isn't a pertoenWp at alt. However, from a ptac- tkal operating standpoint It must be a partsership to which both parties understand. mek other and work together. If to the early days of my engineering training someone had told me that the very tost portable plan that may be developed will he of no valoe unleu It to Msokf* to the potential user. be would have rendered me a very valuable service. Of course, to seems Bra sat axles, but over tbe years I have met many eogtneen to the traffic field who were experiencing the same difficulty that I have found 90 menacing to my own expen se*. They have felt that became g pro moted soWtioa of a problem was reached through recognized traffic engineering meth ods applied by a person with as engineering degree, the public should accept it and not tore to be sold ora it. The fact to, however, that if the public does not audastand a proposed regulation, control device, or ether traffic facility. It ray defeat that measure by using it improp erly. Or, if the public does not understand how a proposed change to traffic facilities or regulations will help pqeple get where they want te go more easily, opposition can he expected--opposition that will defeat it1 Now, what are some of the major factors In obtaining public support? This could be discussed to many ways. A sales expert could give yera some well established prin ciples ora salesmanship. A psychologist could ml you bow to appeal to persons to get tbe proper reactions. Botit would be correct, undoubtedly, but I want to try to relate what I shall my here more directly to our problems to the traffic eigioeering profes sion, than might be dooe by these men who undoubtedly know a lot sore about the boric principles involved than I do. I shall deal with just four major posts which I consider to be of vital fanportuce jn obtain ing public support for traffic engineering programs. 1. The tragic engineering agency mutt have a sympathetic attitude toward public views era traffic subjects. There to no place to tbe traffic enginering program for the statement that "We know what to good for yea and you will have to accept it," or for other words or even attitudes expressing that asms view. Every successful traffic engineering measure must start with a dearly defined recognition of tbe problem to facing John Q. Public. Of course, other considerations will have to be brought kite the picture, but when that to done it to necessary to show bow those con siderations relate to the problem as John Q. Public sees H. The tiling that I am erring here is sometimes not euy to do. It becomes especially difficult when, to cite one simple Utile thing that often happens, the traffic engineering 150 Public Support for Traffic Engmccrhtg Programs department U requested to prohibit parking in front of a house that baa a driveway and garage merely to prevent the guests at a neighbor's bouse from periong there. It is probably a neighborhood squabble m which one neighbor is trying to get even with another one. Such a request certainly tries the patience of the traffic engineer, but be must interpret the department's ftactions in terms of the public good, what this person would tbdc about it if be aw the depart ment do the same thing for somebody else,* and just what tt would mean to this person's privileges if his request were granted la other words, it is not only a matter of recogairing the public's request, but, also, approaching the answer from the public's viewpoint. Fortunately, the vast majority of improper public attitudes toward proponed traffic en gineering measures arise frbm mistwfcrstandings, or from lack of appreciation of the traffic changes that arc tafcmg place, or front a fcctiag that traffic engineermg de cisions arc made quite arbitrarily and wite- out orach camdmdM for the facts. In in that program, the expfanden is geaenlb adequate. It is difficult for the pubfie to ktupruas occasional application here and another one there at terms of a policy and a program unless it is explained. GaexiBy, however, when they know that these are parts of a definite plan and that not all of the rest of the plan can be tackled at one time, tbcj will be satisfied if they know that there is a "formula'' for the program that does set contain too many "unknowns." & When two or more Persons or inttraU ore invohfti m s mcgnrr (hot is being considered, they should he dealt with rofUctioely. If there are conflicting Interests such s procedure will bring them out at oaee. When these interacts arc brought together one can get a Jot farther with then this when they are approached separately. Wbcrt there is *dtg, each side is apt to promt its own uuuut picture individually sod pet the1 traffic engmecrirag degsrtmete la tW middle, but It witt not go nearly *e far la doing this when aR the Interest* are to were made for Npirito hot when 1 asked for tmjnt ta mw M(mW. mMm brae- pnsad. Of esane, nothing Inpiened aboet ton sourest other, mleas we fomd n tifii mm for mn type of regoterion then. In sndk a cnee, we weald find no objection Whm Item Q fitetec an* mm am * raamgpl iln*sniiitii Oj A nsd B stsvem hr ap* to venter uter amm\ ptaend as tee jnenmo erf * ate Y w> first TM he mm ate ten* muter Ms quotum "Whm da a* Ms h s as teatnaiefiagjNa srfjr MaMaT that a utitian is shorn m hs amdnd or scene odmr type of ^presume* as gong SO he applied if fine mo*t a qmdk ml maisfarasry answer. Sack queteioa on often hr ferataU if the reasons for new uxamret art given to show why they apply eoperiafiy ts At loco* ia fpnttim Thai, if it is shown that this was a port of a definite pro gram nad that the iatexaectian of X and Y streets will be eenridored hi its peeper place 4. The SneJSc moimeerinf deportment should mark through md with rtprtstnSeim cmmmmUy a p--'retina r da ike handling ofcmmmmmmty /ratifyir. I can bat met r Hr wbrat I man by m cample fran the Gty of Mnwni. In tee noth end ef tec city is one of scvssl npmm eadjhg ? ditrieU, the tons Meg variously abeot the Gey. In thte ' '----- jtrkt, caBed Lfttk Star. is an icihe hufansnafs areotiaboo. Abate two years ago we made a survey of their poridog problem which formerly be came extremely csapScatod doing r winter seasons bocarec ddt tutencss district is traversed by two Stojor thoroughfare*, ooc briag the find route between Uiiai fiends and Hialeah. Traffic Safety 151 W presented soeae facts to that assodnconcerning the parking problem, with jecoc teccmwnctvlaHone, For one thing; we urged that they provide some off street parkfef aad get tbdr employees and customers to use it, thus leaving the 192 ptrktog spaces at the curb for more rapid turnover by persons on short missions. They responded quickly with 7 lots for free parking, totaling 7C6 cars capacity. But that waa sot all. They indited that their employees use these late. They put up placards la their business places urging thtir customers and clients to use these lots. They requested truckers to asc off-street leading fatititjcs in their pickops aad deBvtrics. The business people of Little River liked the results. They asked for prohibition of kit tuns at the major Intersection. They helped us get a train schedule changed dor- iag the winter season to rvrW# a serious eeefiSct with peak hour rofeknltr traffic on M of the major tfwrrugfifini They wrote we letter* dan tnaprowud Iwims Whereof without the mfucika ef Ac Little River Bmtor--are's Amocmeson. these Mmtmia saffiridoffy nril hm noted tion of the radio through forums, speeches, and attention m their local news cute, we would be seriously handicapped. Without the opportunity to present our message bofore cccuaunity organizations, we would not reach the number of people that we can through participation is their programs. What have tried to present here is a group of principles for guiding the program that lies bade of the good work of ******* agenda. They are principles which arc necessary to snake the sens that these other agencies can disseminate and to keep that news coming along successively. Perhaps one of the things that tads to discourage or retard the application of these principles, is the professional fear of com promise with laymen in the field--the fear that it will lower the status of the traffic engineering department and create the im pression that people can settle thdr own traffic problems if they only get together. But, it Is a lot better to know what the puttie the problem Is and to either solve ttet ptWciB or show that it does not |h*q to disregard public opinion and bare to undo some things after they arc dam bacnm the pubGe will sot support Thou is an tetouaaiug eosalory so tens smry. In As Rate Poos aos at aafcnrf an imurgammf gto so m spAr for oa> wderation of enn so entente praMon*. Today tone* is s teoom'i msaclitfau as a resale. Ira test ffiacasim l bnac aot mid ante abate tec now madht of public Snfor- mation--newspapers, raffia, speeches before cktbs md ewganifcationn said tec She. These are mmiTiT aStt to a successful traffic rnfinir'nc program. Without the axesfiat support of our newspapers asd their inter esting treatment of feratara Items, we would have great difficulty Ira getting our message across to the public. Without the coopora- In reality, k is set compromise if the traffic fan x program which he on 4*fiH It brings sto the technical consid- wl-- of a traffic problem those phases which only potte attitude and experience can Hpply. U helps to identify and evaluate dk* baaaaeas and personal sides of the prob lem in a way that the traffic engineer's enperioaee may not prepare has to do alone. Wafa tease added concept* be can prepare a men comprehensive ad acceptable plan tea would otherwise be poasiMc. There is stiS plenty of oppoctanty for has to lend fat tew ratews of tec problem. Ira conclusion I should tike to sumrairiae in one sentence what I have presented here as four mseiirtfals of public support for traffic engtocertag programs. Te obtain public import, tee traffic sgi- oeeriog deportment should bare a sympa thetic attitude toward the public viewpoint; It should interpret things teat are done Ira terms of general policies and program; It should bring together various persons or groups teat are interested in a problem, and it should work through aad with eomsiiatity organizations. Wbafs New in Public Safety Education! What's New in Public Safety Education? (Seminary of a Storion) Projects and stmts used Is public safety education were presented at a group session. Clinton W. Dreyer, managing director of the Eastbay Chapter, National Safety Council (Oakland, Calif.), presided and Norman Barry, popular announcer for the National Broadcasting Company, Chicago, introduced the various projects. Jade Soward, public rdatfaos director for the San Francisco Chapter, National SafetyCouncil, told abont arousing interest through s traffic safety public opinion poll George Nugent, president of the Kenosha (Wit.) Safety Cornell, told how traffic safety was given a presuaenC place in a Centennial Day parade, with an almosthuman road hog getting nioeh attention. W. Howard One, of the Detroit Traffic Safety Association, presented a sample of a weekly radio broadcast, "It Could Be You." Four Niles Township High School stu dents from SkoJae, HI, presented an orig inal playlet on traffic Safety written by a former student. Omaha. Neb., and Dts Moines, la, have a continuing traffic safety competition aad activities ta the "Hey. Bob'* dubs for youngsters. The project was given a lively review by Faul R. (Bob) Stevens, manager of the Omaha Safety Council, and Bob Hassett, city engineer of Des Moines, dhtoe Dreyer described a campaign for safer tins eeoductcd by an association of tire dealers In bis area. Sgt. Floyd Kuuo^ of the Wichita (Kaas.) Police'Department, showed movies of hit city's recent Safety Holiday, a day-long celebration is honor of aring lives. Concluding 5 program, Paul Plutac. executive secretary of the Arisoua Accident Prevention Council, pr*> sented a dramatic December safety message which was played hourly several days bo- fore Christmas lan year on individual music reproducers m Phoenix restaurants. What Operation Safety Can Mean to the Local Program By NED H. DEARBORN Preridoot, National Safety Cemcfl, Chicago The general topic for this session cods on a rising ... "When the People Want Traffic Safety . , It is a challenge and at the same time suggests an answer that was not immediately apparent to many of us in the safety field. When people in this country want something badly esentgh-- they usually get ic whether It's education, a new automobile; or public knprovemaats. It seems to me Operation Safety already has shows itself to be the land of practical plan that will help get people to tons* traffic safety--to want it enough so that individuals will try to develop safe habits-- make it a habit to drive skillfully aad with consideration for other drivers and for pe destrians, will make it a habit to behave safely as pedestrians. ` What Operation Safety caa mesa to the local safety program has bees shows some what in its first year. The program loaned to meet a loeg-felt need. I beUcve that ti became the plan ts simple, logical and prac tical. It takes into account the people whose interests lead them to Uk pact hi promfirs traffic safety education. It provides epportxnity for broad participation by groups and iadbidnls in the community. Its change of emphasis each moth affords variety without losing ceotsky. The variety of projects toggCTfnd provides flexibtEty: la the 500 or more coeramitic* in which Operation Safety is bow bring used there are see? different kinds of safely wftnratfcm programs. The police de partment may hone the sole responsibility Trtfie Safety 153 for traffics safety cdecitim nr it may be ket. If we were gang to mike the pro the local safety eonadl that has taken verbial "better mousetrap," our product (eldership. Activity under leadership of would have to meet certain definite re cither the police education unit or the safety gainment* before we could sell it day after consol may be quits lotted, or it may from day and year after year. It would have to the start faring in uptMagt'itivrv of official meet a need and fulfill its purpose as well jod dvk group* so that aa active cocrdi- sztiog group indedot members representing many of the component parts of the comfflunity--dty e&exaJ* safety groups, civic, or better than any other available item for the sane purpose. It would have to be made available--ceorc readily available than other products offered for a similar purpose. In profesriouai. and fraternal ocgamzatiou; other words It would have to meet competi women's drib*. the schools, aad yoeng tion and become a habit with the consumer. people's aad children's organuatioes. Not What we have to sell la traffic safety. All alt of these groups participate m Operation of us bore are convinced of the value and Safety for any one month, bet each group importance of the product. attributes to the projects of those mouths Operation Safety eoa be considered the in which the these is most congenial to la means el merchandising this product Tech ewe program. niques have been liberally borrowed from By betogmg into the program the rrpro- the advertising profession, sod we can now mtativoa of all type* of groups. Operation see for oorsehea that they work in selling Safety works in two ffiroctioo*. First it ideas very much as they work hi seeing afford* opportunity for auunnana partici merchandise. pation of inifmilnslf. reaches Into every t you axe all familiar with the borne" la the community. Second, k ealista Operation Safety materials seat out each the interest and support of the local branches month. Using a different phase of traffic or dab* of national orgasdxatioos, md de safety for emphasis, each monthly lot con- ' velop* mutual support from official local taint a plawwmy gukk; filled with program agoodcs wheue frits parallel thorn of stain suggestions, projects, publicity idea*--end and miwul official group*. with it factual background material from I have deliberately placed Operation which news, radio and other publicity re Safety ba the community at the start, for leases are developed. la addition there arc safety education snot reach the individual-- pewter designs, a leaflet prepared especially the gram roots kill 10 he effective But for tie month's theme; the proof of a news cooperation on the state aad national level paper advertisement and other pertinent ma is vital. The eonemmity program gams fort* terials. Whoever there is a related traffic from the nation wide character of Opera safety compelgw bring carried on ia any tion Safety. Local group* an cacoungod month by another orgaaiatioo, this is given to participate by their national organ!ration* dee reesgaitioo and the suggestion is made especially those belongtag to the National that the activities of both be correlated. <* 'ti*. for Traffic Safety. The load It is not the purpose of Operation Safety outs often do a more effective job when to overshadow or supplement any activity in interete of dm national organisation i* Item the ecBunonlty that also sarre* to promote aad wheat traffic safety ha* boa made part traffic safety. Rather, all group* working of the natio in the sue direction should be brought Into Ceer&ntkn fra* the state ladhbWf the coordinated program--whether it's called derirsbfe. State offirltlr can provide statis Operation Safety or by some other name tical information, map state-wide plant, and Aad thee, I think, is the kernel of what provide teugii-- mggrttirm* keyed te the Operation Safety can mesa in any commu particobr noetic of umanwrarin within the nity. It caa mean simply putting into action state--a vkal service in the success ofany every individual aad all resources available cfcMnuij program. They can also rinw- ta "create an atmosphere of safety," as one lm* load jmrtidpatioa where laden are safety leader called it Your community slew In taking iaq*jnT1*Til/. safety education program should not became Fatting traffic safety .education os as a burden--depexffng always on the same everyday wctfahiig basis is somewhat Ek* individual* to do all the work. It is charac s jcwhtt foe tee mnmmiil tnr- teristic of most communities that seme per- i'i' 5/. 3. I 154 Wkat Operation Safety Can Mean to the Local Program sons have more interest, feel more respon sible for the welfare of their fellow citizens, and therefore will do more--will more often take part. However, planned oo a different theme each month. Operation Safety seems natu rally to draw into aetioa first oae croup, then another, so that nobody should have to do all the work all the time. To your com munity this can result is a continuing traffic safety education procram. The best way to achieve it is through an active coordinating agotcy which meets at regular intervals is made up of representative* of your various groups, and works closely with public offi cials, your newspapers and radio stations. The logical leader or spark plug of such a coordinating agency is your local saf-ty council, since safety is it* business Work ing closely with the council or other lending groups should be your dty officials and especially your police department. These points have, I think, been empha sized many times but I have a particular reason for laying them before you again. In much of our traffic safety work in the relatively few yean we have been concerned with it, many of us have felt like the lone voice crying in the wilderness. On the na tional level we have been working together. Official agende* have been with us in our concern since the ttut and many of the member organizations of tbe National Com mittee for Traffic Safety are veterans la the fight to reduce the slaughter oo our highways. The problem was approached from three angle*---enforcement, engineer ing and education. I thi-fc we all recognize that engineering and enforcement have advanced more rap idly than education has. Our fine express and tributary highways make little of the vast mileage private and commercial motor vehicles cover every day of the year. A thousand-mile auto trip is a commonplace and, while much improvement still is de sired and will continue to be demanded a the interest of safety and convenience, still our country's network of highways grows in mileage. Enforcement, too, has developed new tech niques to facilitate traffic flow, control traffic, and prevent accidents, and also to deal with violators of traffic laws. Of the three E's, education has developed most slowly. But our overall effort has sot been with, out result We know that from statistics. In sent* of the great increase m vehicle registrations--some 40,000,000 now--and in crease In travel, traffic deaths have remained well below the all-time high of 39,900 w 1941. We are bound to look upon tills resuit with some satisfaction, for it reflects much hard work by many agencies--'with special credit going to activity growing out of the President's Highway Conference of 1946 and the traffic safety eonfemces and work done in states since the*. Operation Safety was itself aa outgrowth of tbe President's Conference. And in spite of the fact that many of the orgaslatiens represented here bad a part in developing Operation Safety--still I expect some ef you have had the same sense of (Sscovery about it that I have felt, or perhaps it's a feeling of wonder that Operation Safety was not thought of soone'. From the welcome It ha* received in kj first year, the program plan xad material obviously filled a need. la providing a prac tical pattern and authoritative materials, h has suggested even further service for it self. I made tbe statonmt some months age that the same pattern could W need for promoting home safety, fane safety, cr safety in any other field where tit* nttw of the program depends oo the individual. That t feel, is what Operation Safety can mean to your community safety pro gram--a practical pattern for devdopmg safe habits in individuals. You have a nation-wide program, supported saboozily by official and public support group*, co ordinated oo the state end local levels, and bringing into actios tbe representatives of every phase of community life. It sound* 13m an ideal patter*. la asany places it still is just something to be hoped for. But there are a few state* and where it is a reality. In one dty where there were 16 traffic death* in the first eight month* of last year, there were only five at tbe same months of 1948. Is 1948 Operation Safety became a well coordinated program of pub lic mfety education la this cerarntmily. Surely the fatality reduction was more tfaaa a coincidence. This community Is a rather extreme example of bow a safety cdocatioa program can hdpboJd dawn fatalities. Tbe Tragic Safety 155 record was pretty black; the improvement m spectacular. la other cities and In states where sound safety education programs have been in ex^fcace for years. Operation Safety still fomid a wetecmc--and from these tides and states corns suggestions wkkh are put into Operation Safety planning guides. These two extreme examples show bow Operation Safety can work for your com munity, If you lack a continuing safety education program, here is a full scale plan. If you already have a community program for traffic safety, y6u can augment it with suggestions from Qjferatioa Safety and gain from tbe cumulative effect of nation-wide promotion of the same theme each month. Already Operation Safety is proving of value in enough communities and states so that it Aim a fair measure of success in its first year. What it ran mean to a conmumlty is bring demonstrated. It works. And may its success be catching. The Forgotten City By PAUL H. SLAI8DBLL Diraeter, National Committee for Traffic Safety, Chicago, IIL I want to analyze the reasons why any city or group of cities can possibly consider Amilra ``forgotten** in the traffic safety program. Have we not seen enough evidence her* this week that the community holds key to our problems? Hare we not hard it said: "tbe battle for traffic safety will mt be won in national offices, or nataaoJ organization* or even in state capitik r* wig be won on tbe Main Streets I America"? How many times this week bnt yes beard somcooe refer to traffic nfety with the tens "grass roots?" WaB, there Is still a reason for the foccity! The Action Program of the President's Highway Safety Conference; written la 1946, was based on the premise that the traffic safety program written m tbe na mmI conference would operate pikuuHf at the state level and finally work its way deww to the cities, towns and villages. Tbe stroceor* proposed In tbe Ac tion Program called for statewide official and support groups, and proposed governor's highway safely conferences. Tbtt it "tacked on" a proposal that the same type of stractare and a mayor's highway safety confer ence be activated ta the canmwjnitica. Although associations of mmddpol offi ce!* were represented m the President's Highway S :ty Conference, and although leal police Brers, school ta '-erf, city traffic engineers and public* support Unitors, helped write the Action Program, the "pitch," if I may call it that, was still di rected at the states. There is a reason underlaying this fact. r rvt guvetauent theoretically looks to the governor as the bead of all government in a state, and assmoes that if the governor tike* tbe t**'* and the state acts, tbe mayors and dty managers will automatically follow. This W a bcaatifol theory, but it's a poor example of practical politics. As a matter of cold *<-, the approval of a governor U too often a "Ids* of doth" when a pro gram reaches a city. Haven't we all heard it aid ta cor own city or town, "those mart gaqrs down at the state capitol aren't gig to tell as hew to run our traffic safety program." I am not presenting a in this assertion; I can see state . je.sw b >u rooni who have told me of the ore they most me in the handling of tandpat --*<*- Let's he sufficiently re alistic to appreciate the situation when a inuser of one political faith promotes a traffic safety ptugiwu for the use of a major of another political faith. 0 need is for a sore direct pipeline fro* the strategy board of tbe national pfat ef action to foe firing tine in the Ascrion dty and tows. Our need is a phariac -f d* cnrictiao that traffic safety traneomds pofiocal consideration. On Jme M. 1948. the coordinating com- minne of die President' Highway Safety Conference epee a recocnmaviation of the Geemaittee on Organized Public Sup- \ 29. J so. i: y~^.. 31. | S*. i i 3+ 156 Ttao Years of Effort port by agreeing to expand its own mem bership to include associations of municipal executive officials. This U a first step to ward treater municipal harmony in the highway safety protram. It is only one step. Our mayors, our city managers most realize that the Actios Program, though haring a national cover and foreword, has a text which was written by "we, the peopled and "we. the local officials," from a background in the bard school of practical experience. t certainly do cot have the answer to ag the steps of oar pattern for municipalities, but I am encouraged by the realization tfast something is bring doae to bridge a very real gap in the whole highway safety struc ture. There must be no forgotten city ht traffic safety. Without community leadership, both official and public; our efforts here today are unavailing and the national Actios Pro gram a document to gather dust on the bookshelf. Two Year* of Effort By DAVID L. LAWREHC* Mayor, Pittsburgh* Fa. I wish I could come here and tdl you that we in Pittsburgh have fomid a magic formula for safety--that we have hit upon some new discovery in mass psychology which has acridesta that has made every driver always law-abiding, that has made every pedestrian always watchful. But the sad truth is that we have not. My report today is simply one of hard and unremitting work. We have accomplished no miracle*. We have bo boasts and brags. We have simply tried to use all the facilities of a modem society to bold down and to limit ooe of the menaces of modern society --traffic ac cidents and <tft*** Pittsburgh, long before my tenure of office as its mayor, was actively seeking to meet it* traffic problems. Almost 25 years ago, ha 1925, our dty employed the first municipal traffic engineer to be found anywhere in the United States. We had a long tradition of citizen co operation in traffic matters. For many years, the mayor has been aided by a Better Traffic Committee; composed of Interested citizens whose interest in their city's welfare is keen enough to lead them to advise with their government on traffic matters. We had well-established programs is traffic safety education, and ha traffic plan ning engineering. Those programs were effective; but we found a weakness in our structure--a wsak- oess in enforcement. la a democratic country, law enforcement Ls as tight and as rigid as the people want it to be. We foond that to enforce the traffic taws, we needed public support. We found that we bad to make strict obedience to traffic taws popular. We found we had to remove from peoples* minds the idea that it was smart to beat a light, or fix a ticket Wc set out to sell--tf you will--cbe merits of strict traffic law caforcsmst to the community. On* of our first steps was inspired by President Traws'i Highway Safety CanTerence la the Spring of 1946. Oar official* came bade from that ConfertBce full of en thusiasm. If it could be done on a aatiooal scale, they raid, why not for the Pittsburgh district. Very promptly, we called a Mayor's Highway Safety CoofcrcDce in Pittsburgh. It was so hit-or-raiss affair. Every civic, business, social, labor aad fraternal organi zation in the immediate Pittsburgh district was asked to take formal action la the designation of two delegate*. The delegates they Dominated were individually hmtod to attend the conference and participate ia Its sessions. The Conference drew 1^00 persons---all of tfiuu snea aad wanton with the alfmmti of eoanaratity leadership. At the eeodnrions of the sesrions, at which Major General Planing was the principal spsisVcT, the delegates adopted a Tragic Safety lb/ platform which Included a demand for itnet, unbiased traffic law enforcement. Throughout the next year, the effects of that CbafcrcBee woe felt in traffic interest. Many of the groups represented became iraffic-conscious. Tbetr entire membership lamed of the program from the Confer* ore delegates. We were givoa window rjace, special soviet, painted street can, radio time--all used to stimulate the desire for traffic safety and the law enforcement which produces it We dad not expect, nor did we experience, ra immediate redaction In our traffic deaths and accidents. Habit patterns do not change overnight However, we did lay the ground work for psbBc acceptance of traffic lew eaforcBitciEt Wc did crate and extend dozen interest. To that end, our traffic edsotion psograra for adolts was devoted almost mtirafy to the enforcczssit theme. We think we ffid seme pioneering m this fidd--in poster design and general promo tion. We chose a ihiinsimitim area for the exercise of strict enforcement, including the no flopping roles. It was the bait of oer fashes* section, the famous Golden Tri angle of Pittsburgh. Window cards, posters newspaper pob> Ooty, and radio promotion were used to the ides that illegally parked tan choked traffic movement. Some busi es* iuttrem were osfappy about it. They thought that if we prevented automobiles from stopping before their door* that their business would suffer. For than, we had a slogan; "Good Traffic Flow Makes Busiutm Grew.** We lad a parking review committee es tablished out of tiit ranks of the Better Traffic Committee. It was a group of businessmen set op to bar the complaints of be .iasSsmcft. We studiously avoided any excuse for anyone to strata about `'bureau crats." The review committee patiently hard out the troubles of those disturbed by lira enforcement drive. Its hearings amity brought agreement that the enforce ment of existing laws was proper and boteficbl to all coocaiDcd. Critics hflcvmir supporter*. Every agency of publicity was used to keep the enforce ment problem before the pobKc. And to day, 1 know wc bar* fulj acceptance of stringent enforcement of bur traffic laws. In November, 1947--last year--wa summooed our Second Highway Safety Con ference. It was as wall attended as the first, and as productive. It was specifically aimed at intensified public support for en forcement. We Have achieved very marked success in cutting down pedestrian fatalities. Sioce the First Mayor's Highway Safety Con ference, the City of Pittsburgh has received a special award from the American Auto mobile Association for the reduction in pedestrian fatalities. The record to date this year--1949--is even more favorable than that for which we were commended. Nor have we neglected oar program of education in safety. Through the cooperation' of one of the Pittsburgh newspapers, wc have inaugurated the Green Pennant idea in oar school sys tem. The Grets Pennant project, which rues up the pennant over the schools which have a 50-day accident free record, is a definite aid to us. last year, we had the lowest child acci dent fatality record ha oar modern history. Only seven du'ldrw were killed on our streets, sad six of these were youngsters of pre-school age. We centime to put oar most solid enpharis on enforcement because we know that seven out of every ten accidents are -e*iurd by violations of the rules of the road. This enforcemmt drive has meant some sweeping changes ha oar police system sad sn oar traffic coart adaurustratioR. We hare trained 170 women to act as school crossing guards relieving many of the po licemen whs formerly worked such details. Fifty of these released officers have been added to the traffic division, for use in parking and intersection control in the fr***TM* districts. Six additional officer* have bees added to police our metered zones. The council fas appropriated, on as emer gency basis, the funds which are increasing our motorcycle patrol squad by 22 patrolmen and two lieutenants. The new equipment is oa order sod the men will soon be on the streets. Wa are calling a two day session for the entire, personnel of the police face. Tbe message of enforcement--the urgency of it, tbe Deed for it--will be brought to all the son. It U not a job for the traffic 158 Putting Operation Safety to Work in a City division alone. It needs the help of every police officer. We are going to follow the sessions with an in-service training program for all police whieh will emphasize re fresher training in traffic problems. Each police officer is row getting a little message on traffic safety every two weeks-- tn the one place where he is sure to lookin his pay envelope. The message is directly from the mayor. Each pay period brings a different memorandum on some specific phase of the traffic enforcement program. Traffic Court has been gives additional personnel. It is also being equipped with modem business machines, so that its rec ords will be kept on a punch card system, expediting the work of the court. During the first eight months of this year, Pittsburgh police have made 19,600 arrests for moving violations. That com pares to only 9,500 arrests in the same period last year. I don't think die drivers are getting more reekless. I am sore die police are getting more vigilant And I know it alt spells safety. Certainly, any thinking rational pence prefers a strict traffic system that saves lives to a loose one which risks lives. That is the premise upon which we arc working. We are confident that the people of oar city want us to go ahead and make our enforce- + ever tighter. We want to make it sticie. The theme of our next Mayor's Highway Safety Conference is an appeal to the peo ple. We still ask them to "Observe Laws and Conserve lives." For, byroad all the powers of government, here is a task for the people themselves. No traffic engineer, no expert in safety, no law enforcement officer on bold the wheel for evciy driver and regulate his pressure on the gas pedal We can't be at every chikfs side; nor am we bring clarity of'vision and more active reflexes to the aged pedestrian. This U work for everyooc. Safety u indivisible. It doesn't stop between the heme amt the school It can't be divided between city aod borough, between county and state It doesn't turn off at the intersection of a state highway and a township read. We must start the message, and rririforcc k with vigorous action. But then the message of safety mu* penetrate all the way down die line hue every person's individual consdoosncss and into his very sufecocsrious thinking. We most drum it ia; we must make safety instinctive; we must make it snore than law and snore than custom; we must make safety an unbrealabte habit. In these safety conferences, we have many approaches to a single objective. That objective is to save human Ufe. It is man's noblest purpose. I know, that working to gether, we ran score great accomplishments. We in Pittsburgh are tzymg to do our part Putting Operation Safety to Work in a City By A. B. AXTELL City Manager, Kenosha, Wk. In our dty the safety council was aa outgrowth of the Kenosha Civic Council, which was organized in 1923 and consisted of representatives from eighteen civic, fraternal, and patriotic organizations. Be* cause many of the subjects discussed at the meeting* of the Kenosha Qvfc Council consisted of matters pertaining to ofety, the Kenosha Cmc Council organized the local safety council. This safety coined existed year after year, talking safety, but with little interest shown during those years, except by members of the safety coundl. The eondi was financed -partly by the civic ceoadl and partly |ry the eity of Kenosha. It was not until the past year that we began to think seriously about safety, aad ts realize what Operation Safety really weans Today we know that Operation Safety raenns a wefl-plxoscd safety educational program for both the dty and the comity every manik of the entire year. So rariy this year a Joint meeting of the dty coond! and the ceonty board was held, at which a rgrcwatalht from the Ha* Tragic Safely 159 doial- Safety Comal spoke oa the ra tional safety program, and Inspired by his artdkal and vital program, we in Kenosha began to make definite plans for an Op eration Safety program. f had been secretary of the local safety National Safety Council, from which we received all of owe posters and pluming guides, worked with and advised the com mittee selected by the different organiza tions regarding the program of the par- tietdsr month they sponsored. owed) for about ten years, and because We also secured the splendid cooperation f this I was familiar with its limited pro* of both the local newspapers and the local pam, Whea the safety cotmdl came to radio station, which gave story after story, me about aa Operation Safety program m and as much time on the air as we re KcBOsbs. 1 endorsed it 100 per cent, and quested. Movie trailers were purchased by a*wed tfajun of the city's full cooperation.' ooe of the organizations sponsoring a Realism? It woold require considerable fads to firaaee this work, I personally wrote te most of the patriotic, dvic, and fraternal organizations in the dty explain* 8* the proposed program aad what Oper ation Safety ready is, ashing each of them u fiasn. endorse, and cooperate In the by sponsoring at least ooe mouth of the proposed safety program. This ra- qKtt met with almost 100 per cent accept* wen, aad asch participating organization was asked to aiirr a safety committee to week with the safety cotmdl. All organdid name a committee, and all month's program, and through the cooper ation of all local theater managers, movie trailers from the National Safety Coundl were shows. These traders, by the way, reals the property of the Kesosha Po liceman's Protective Association, which was cat of the organizations sponsoring a mouth's program. Ia eoejoDCtiaa with our Operation Safety program, both the public and the parochial schools increased the number of jtmlor school patrols, and they were placed under the snpervirion aad direction of our sergeant of police ia charge of traffic committees arc taking a most active part Whereas la former years these students ia the pregram. were merely appointed by the school offi The Mecca* of such a program depends cials, year all members of the patrol ot oaly wpon the three well-known "Ss" were brought la the municipal court room ia safety work--Engineering, Eduration, where members of the safety coundl, the aad Enforcement--bot also aa additional chief of police and the dty manager gave -ET for Enlistment; enlistment of the them short tatto, encouraging them in thdr proper persons who really get oat aad work. They were tbm officially sworn m work. This included women's groups, Par- by the mamdpal Judge, We believe this st-Tachcr Associations, etc. ta speaking impressed these junior patrols to a point of the fourth "T motioned above, it is where they wiQ better carry out thdr work atoolately necessary to have ooe key per responsibilities. son who believes whole-heartedly In Opera The eommitee also arranged for an- tion Safety, and who constantly thinks and nooacemmta to be made at ail public talks Operation Safety. Ta our dty we gatherings, frafl games, band concerts, bike were forttatafe to have such a man, and races, etc, calling thdr attention to the be Is contributing in a very great measure program, the slogan few the montit, and to the wen n of the entire program. the orgsmlzation sponsoring.that particular Our next move was to get the full co operation of all officials of the dty aad cocety, as ,weS as any state officials who might have anything, to do with state high ways entering tba dty. month. Lratbcr companies donated poster boards for the 25x38 traffic posters. These were placed in strategic positions by the dty workers, aad the posters on them will be changed from time to time. We then appointed a coordinating com mittee, composed of the chief of poHce. the sheriff, the captain of the fire depart ment, aw insurance man, nod n safety en gineer of ooe of our ,industrial plants. This committee in conjunction with the The Centennial parade, which wa* viewed by over 45,000 people, was led by a safety trailer trade with appropriate posters, and a pubQc announcement system sotmding the slogan for that particular month. Posters were placed on all poGee aad sheriff squad 160 Putting Operation Safety to Work bt a City can, as welt as the dty and the comity motor vehicles. In starting the Opcratios Safety pro gram in Kenosha the dty purchased the green cross flag; which was raised at a formal ceremony. The press was present to take pictures, as was the radio station in getting a wire recording of the entire ceremony. We fed that the committee; which was selected very carefully, has done a good job in telling the people of Kenosha the fact that the Operation Safety program as outlined above is a very necessary and worthwhile program, and should be con tinued. The records show that the traffic accident rate in Kenosha has been considerably re duced this year during the first nine months of 1948 compared with the same period m 1947, I am sure that by the end of the ytar a definite reduction in acddcnU wilt have been effected, and that there win be an increasing reduction year by year at this idea of Operation Safety becomes im planted in the minds of our citizens. In the field of industrial safety, osr local manufacturing concerns, working through the Kenosha Manufacturers Association, are doing an outstanding job within their organizations. They arc also cooperating with community safety work as tt involves industry and the welfare of the community. Our manufacturers were keenly aware of the general upward trend m industrial ac cident rates over those of pre-war period. Facing this problem squarely, the Kenosha Manufacturers Association formed a In dustrial Safety Cotmdl to coordinate the safety systems in individual pirns nod to sponsor an all-out campaign for the greater protection of employees on the job. The Council, which is a dhririon of the Kenosha Manufacturers Association, was set 19 by the Association's Safety Commit tee with the following threefold purpose: 1. To provide contact with safety engi neers and directors for eonferenm scns~ sioos on accident prevention problems and the administration of m educational pro gram of benefit to die mptcyaa of local industry. 2. To nupn'iH with feed, rrgVenl and national safety arpn'uulDM and other agencies interested in the promotion of accident prevention, 3. To cooperate with the Halloed Safety Caaadl, Wisconsin Safety Coox3, Wisconsin Indmtriil Commission. Motor Vehicle Department, Wisconsin Highway Deportment, and the Wisconsin State Board of Health in their accident preven tion tod health activities. The Council operates under the direction of an executive h-- which meets twice a year. The membership of the Council is composed of the mfety director: the individual who is responsible for, an4 m charge of, safety for each manufacturing plant in the Association. Meetings arc held monthly. Activities include the de velopment and promotion of safety pro grams and safety training in Industry, the sponsoring of city-wide industrial sad safety health programs in cooperation with the dty administration, representation of Industiy in all eeaummity safety program*, and the insistconoce of statistics, research, and training programs for safety engineers, industrial workers apt employees. Round table discussions are held, report* arc given and information exchanged per taining to industrial accidents and method* of prermtion. On spoesal occasions, mma, foremen. oBct assistants, doctors, and dty and state government officials arc invited to attend meetings as guests and to heir speakers on subjects pertaining to fedtutrial and conmmtity safety. The Industrial Safety Cowoefl executive committee meets periodically and sets policies for the operation of the CeemdL The Statistical Committee compiles mfety statistics natMy, along with plant safety raoerii foe dm pvuonifeg period of a year and a Uf fe order that up-to-date com parative figures may be available for the me of this group. The program commit tee plana for de meetings, sagging speaker* who arc authorities in thtir re spective fields. Tins'committee maintain* cfoac contact with the membership in order to determine their preference and require- mmns with fupact to topics of 4ueuiiea Aoiint frsporty and severity rale* are reported by ah council members momfiitp, Memfily nuda are compiled and Trafic Safety 161 altered on a five-year master dart for rtric* and study at each meeting. After carefully studying the industrial reddest situation the Council decided that one of the most important phases of the problem was the human dement. Inasmuch as an investigation of a representative atxufecr of acridcats indicated that in 98 per cent of these coses the mishap was fre to the failure of the worker to use protective devices or safe working methods. Accordingly, new program* of job safety training were promoted throughout the membership of the Association. Special attention was given to the matter of letteg .employes mow that top wnigni irnt was keenly interested fe the programs, ha this respect ear Industrial aamgemmt'Haa ^iMg bom aware of the fart that safety is good industrial and public relations, be cause It Is a human and economic need^ because it Is beneficial to all, and because safety means good citizenship, good in dustrial management, cooperation between employer and employee, and finally am-, Uroctivc, cooperative thinking and Gviug. Special attention was gives to making foresee* mid supervisors increasingly safety The keynote thought of the pro gram for these groups pointed out that a good departmental safety record indicates that the foreman U interested m the wel fare of his men. bus his men well trained; keeps his department m good order; and his m*rh*nkwl equipment In safe operating condition. All plrnt safety programs were reviewed to be sore *1* the proper attention was bring given to the training of new em ployees m the safe way to perform their work, as it is believed that the importance of the safety education of the new worker cannot be over-emphasized. These are but highlights of the activities of the Industrial Safety Council. The over all program coven all phases of good safety practice, and one of the Council's how objectives Is to sell the idea that safety is a continooos job that can only be accomplished by miking safe thinking and safe acting a habit of all employees and supervision. The results of this program may be judged by the fact that Kenosha, with an industrial payroll of 16^00 employees, which todudes 35 heavy metal working plants, had to accident frequrocy rate of 207 for 1946--iSJ for 1947--end 13-5 for the month of September, 1948. Kenosha rates are the lowest in the State of Wiseoasis, and are' also under the national record. I it can be safely stated that the effect of the educational campaign is such that the great majority of Kenosha indus trial people--from company presidents to janitors and watchmen--are constantly striving to maintain and improve the safety record. Officers of the TRAFFIC SECTION NATIONAL SAFETY COUNCIL 1948-49 General Chmrmm--HARRY E. NEAL, Chief Engineer, Div. of Traffic and Safety, Obs Dept. of Highways, Columbus, Ohio. first Piee-Choirman--COL. F. C LYNCH, Secretary-Manager, Greater Lot Anteles Chapter, National Safety Council, Los Angeles, Calif. Second VLr-CAairwort-=WILLIAM L GROTH, Captain, Virginia State Police, Rich* mood, Va. Third Vice-Chairman--EDWARD C FISHER, Judge, Uuoidpai Court, Lincoln. Neb. Chmrmon, Committee on Traffic Accident Records--J. E. JOHNSTON, Traffic Engineer, Dept. of Roads and Irritation, Lincoln, Neb. Chairman, Annual Congress Program Committee--J. L. LINGO, Director, Public Safety Institute, Purdue University, Lafayette, Ind. Chakmm, Membership Committee--HOWARD W. HOYT, Chief of Police, Kalamazoo, Mich. Stembers-At-Large--'WAINWRIGHT BRIDGES, Executive Secretary, State and Local Officials* National Highway Safety Committee, Washington, D. C.; MORRIS J. CARTER, Asst. Dir., Indiana Traffic Safety Commission, Indianapolis, fad.: GEORGE CLARKE, Mwagiog Director, Teas Safety Association, Austin, Tex,; JOHN EBEL1NG, Vice-President, Olson Transportation Company, Chicago, in.; GORDON GRAHAM, Supervisor, Safety Education Dept, Detroit Public Schools, Detroit, Mkh.; WILLIAM M. GREENE, Director, Connecticut Highway Safety Commission, Hartford, Goes.; MAXWELL HALSEY, Executive Director, Michigan State Safety Commission, Laastog Mich.; JOSEPH E. HAVENNER. Manager. Public Safety De partment, Automobile Club of Southern California, Los Angeles, Calif, j E, H. HOLMES, Chief, Dir. of Highway Transport Research, U. S. Public Roads Administration, Washington, D. C; RUDOLPH V. SONG, Registrar of Motor Vehicle*. Com monwealth of Massachusetts, Boston, Mass.; ARTHUR J. NAQUIN, Safety Counselor, New Orleans PutTic Service, Inc, New Orleans, La.; D. GERALD O'CONNELL, Director of Trainicr, Northwestern University Traffic Institute, Evanston. HI.; C REYNOLDS WEAVER, Automotive Safety Foundation. Washington, D. C: LIGHT B. -YOST, Director, Field Operation* Section, Distribution Staff, General Motors Corp^ Detroit, Mich. Ee-OjSeio Members: Traffic Court Division Representatives--RUVIAN D. HENDRICK. Judge, City Court. Shreveport; La.; EARLE W. FROST, Judge, Municipal Court, Kansas City, Mo. police Division Representatives--ARTHUR E. MTLLER, Inspector, Metropolitan Police Dept, Washington. D. C; COL. HOMER GARRISON. JR., Director, Texas Dept of Public Safety, Austin, Tex. Past General Chairmen--JOSEPH U. WYATT, Chief Magistrate, Baltimore Traffic Court. Baltimore. Ud.: PAUL J. PRICE, Captain, Traffic Division, Police Dept., Dayton, Ohio. Secretary--DAVID M, BALDWIN, National Safety Council, Chicago, Illinois. * 263 OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volume*. Here a the list: TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Index to alt Volume* and Exhibitors.., t American Society of Safety Engineers and Subject Sessions..................... . 2 Aircraft Manufacturing Section........................................ ......................... ........................ 3 Air Transport Section........................................................... 4 Auu-moiivc and Machine Shop Section................................................................... * Cement and Quarry Section............................................................................... .. 6 Chemical Section ............. ..................................................... 7 Coat Mining Section........................................... ................ . t Commercial Vehicle (Section. ............. ........................ .. 9 Construction Section ........ ............ Id Electrical Equipment Section........ ..................................................................... It Food Section ........... ................................... ................................................... GLt and Ceramics Section............................ 12 1J Industrial Nursing Section...................... ............................................ . 14 Marine Section ........................................................ ........................ 15 Meat Packing, Tanning andLeather Industries Section........... ... I* Metals Section ....................................................... ......................................................... v........ 1? Mining Section ........................................................... ................I.................. 14 Petroleum Section ............... ................. ...................................................... 1* Power Press Section................................................................................ 26 Priming and Publishing Section................................................ .................... . 21 Public Employees Safety Committee........................................................................................ 22 Public Utilities Section................... .......................................... 2J Pulp and Paper Section........................................ 24 Railroad Section ........... ............................................................2$ Rubber Section ............................. 26 Textile Section ....................................... 27 Traffic Section ............. ............................................................. 2$ Transit Section ...................................................... 26 Wood Products Section............................................................ 30 Farm Safety ............................................ .......................................................................... ...31 Heme Safety ............................................. ................................... . 32 School and College Sessions................. ................................................. . 33 The Human Side of Safety (Early Morning Sessions)..............W PRICKS OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMSEKS VOLUME 119copies 5IZE Each Ltft than 24 pages-- $025 24 to 48 pages-- .30 4*> to 96 pages-- .40 Over 96 pages-- .60 10 to99copies Each $0.20 25 J5 55 100lo999 copies Emch $0.15 JO JO JO 1000 ormors Etch $0.15 JO .30 SO Ccinplete set of Tranoctioru (34 volumes)--$6.00 NON-MEMBER prices are double member prices, except volumes 28, 31, 32 and 33. NATIONAL SAHTTY COUNCIL 2# K. WACKKR DKIVK CHICAGO A, ILL 164 1WC-4U--WH> Currant Safety Topics in the TRANSIT INDUSTRY As ! Hw Tr--iH SmIhs of tts 1948 NcHmoI Safety Co^rtu The Use of Torts In the Transit Industry.................................. 4 The Use of Torts In the Motor Transportation Industry.......... 7 Organising for Transit Employee Safety......... ............. ............. *0 frtployce Accident Records--Their Collection and Use... 13 Accidents Can Bo Helpful (A Panel Discussion].............................. .............. Use of Safety Council Materials................................................... 24 Need for Transit Operating Safety Program............................ 29 Organising for Operating Safety........................................ : Operating Accident Records--Their Collection and Use.. 35 What Is My Responsibility for Transit Operating Safety? (A Panel Discussion) J, Am Oporwiiag Campooy OMdoi.......................... 2. A SefMMfcWtrf i Trsmpvtoth*.................. 2. A 5oporrrme~lintr*cHf.... _ 4. A Trmmt Ketk/e Oparrtar,............... . ................. HwA Mt ^U. 41 Voitim* 29 ifc s j v 70&a& Ticca... la safety, as in all other human activities, the question is repeatedly asked, "What's new?", hfany answers to that question are given every year by these who participate la the various sessions of the National Safety Congress, Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of this fact, safety directors throughout the cation have always fotad the Transactions of the Congress a valuable toot m their accident prevention programs. Publication of the Transactions is small volumes-one for each Section or Division--permits wide distribution of pertinent portions of the Coogrcss material to mao' agonest and supervisory personnel at nH cost. The 34 vohaaes of the IMS Congress Transactions are listed on tite hat page. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program. In preparing these Transactions the proceedings of the Congress have bees and edited for reference purpose*. Complete original manuscripts, with any charts or illustrations which were used, are available in Natioaal Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety CotmdL TEE TRANSIT SECTION Hus volume is a reeord of the sections held at the 1948 National Safety Congress by the Transit Section. The conduct of these Congress sessions each year is oaly one of the many cooperative activities which the Transit Section carries oa in behalf of its mem bers, and for the benefit of accident prevention work in the transit industry generally. The Section gives guidance in the preparation of a great variety of technhal and educational material useful in day-to-day transit afety programs. The activities of the Section are mkr the dndica of its Executive Committee, the members of which are listed on page 43 of this volume. 4 The Use of Tests in the Transit Industry Transit Section S The Use of Tests in the Transit Industry By GX.SM U. CLSBTON Director, Division of Humanistic and Social Sterile*, Carnegie Inatituta of Technology, Consultant oq Employment and Training, American Transit Association Interest ta the use of tests in employee selection has increased tremendously re cent years. Available evidence indicates that at least one hundred transit companies are using tests in one form or another, and probably an equal number of companies could be added to the number Indicated if full information could be obtained. This growing interest in tests demonstrates a desire to place employment and upgrading of employees on a sotmd basis. However, unless tests are chosen and used with un derstanding. and unless the information made available through their use is applied with common sense, experience with tests is likely to be disappointing. Probably no employment device Is more thoroughly overemphasised by professional enthusiasts, nor more completely milunder stood by the average employer, than tests. Strangely aiough, both of these groups err in the same direction. The professional enthusiast claims too mack for testa, and the average employer expects too much. Test scorn do not provide a substitute for other information normally used in em ployment; however, they do provide a sup plement to other information. Used as a substitute for other employment informa tion, test scores are likely to be wholly inadequate as a basis for forming ;odg- raeats about the suitability of prospectin employee*. This is true because tests renal information on ooe or psore special capac ities sod personal characteristics which tfe new employee is expected to bring to tfe job. Thus; if test scores alone are. xud, important qualities or limitations of tW candidate are likely to be overlooked, Ha- ing by tests alooe is equivalent to hirag only that part of the candidate reveakt by the tests; whereas, the candidate briags a whole personality to the job. Satisfaction from the use of tests a selection requires that the tests used V ehooea with adequate aiderstending of tk majof requirements of the job and equity competent understanding of the tempib( qualities of the tests. With this principle mind the American Transit Associatiea through its Coshoittee os Selection ui Training of the Operation of Service Din- ston, made as analysis of the fundaments! characteristics of the job of street car op erators and of the job of bos drivers. 0 the basis of this information, duties sad responsibilities were determined and job specifications were prepared. The fmkmental requirements of the job were tbea translated into the personal qualities neces sary for the proper discharge of duties an! responsibilities. By grouping related traits, nine essential qualities entergod as follows ; QwKty ( Favorable Unfavorable I. Moral Character ' Honest, trustworthy,. sexually Dishonest deceitful, serutUr writ-behaved. promiscuous. 2. Mental Ability (To test specification levels) 3, Motor Ability (To test specification levels) 4. Health (To specified physical standards) 5, Motivation Careful, beedful, curious, inter- Lazy, overvabitious, indolent, ested, industrious, painstaking, ovcrscaloos, hSe, dull, dila diligent, prompt ariive, earnest, tory, financially unstable. detirea financial stability. 6, Stability Calm, unruffled, cool, steady, Nervous, irritable, impetuous, practical, stoical, levs!-beaded, vahamcni, brtckrmrt, agitated, composed, even-tempered, se fidgety, rastkss, changeable, rene, sober. inconstant, aesettied, fitful, mthappy, worried. Intemper ate, easily disturbed. * QnoAty 7, Maturity t Sociability 5, Planner*Appearance FtnraUr Responsible^ nrirmt, adult, aaswerable, realistic, retrained, disdplbed, fair,fully-developed. Unfavorable Irrational. chDdisb, gullible, superstitious, infatuated, overconfident, nonsensical, foolish, extravagant, irre sponsible, nmCsdptincd. Cougcab!, friendly, agreeable, fraternal, kindly, amiable, cor dial, good-honored, goodnatured, sympathetic. Antagonistic, unfriendly, quarrelsome, controversial, unload, spiteful, bitter, msHelens, ifl unused. ungra cious, conceited. Neat, wrilgloomed, soft-spoken, Slovenly, unshaven, loud* polite, quiet. mouthed, impotit^ boorish, iQ-naancred. Tbe of sriestion techniques with qafities requires a careful study of pro* cafares and the development of a step by itep pba of selection. Sock a plan has been developed by the ATA Committee on Selection and Training sad is reported in a mntal entitled Selection and Employ ment of Trmuit Optrotm? Personnel. Aderiristerbv teats is port of the recocscadcd Udriqat for sdoction. However, u already noted, tests alone will not pro vide a complete manaar* of an apScant. Information obtained through teste must be supplemented by information obtained through personal history, references, con fidential iereetigaticnr, physical evamiaations, and evaluative interviews. To present la detail the procedure recom mended m the manual would require more time than we have at our disposal. There fore, sheets have beet prepared which show an application of the procedure m a partic ular company. Trwmit Operator* Operator QmKJScotions L Is the appSomt oM laingh to be stable aad respccnble. jfg young enough to be tmeable and to have prospects of a leag career with the company? Z. Is fee honest. rilhMr, of good reputation and moral character? 3. Is he pfayaiotiy msd and In good health? Does he meet stmidards on vision and hairing? 4. Has he a strong deter* to do this type of work? Is he 13ce!y to continue to be mtisfied ha this job? hi other words, U be properly motivated? 5. Is he likrfy to be an Industrious, steady worker who can be depended upon to du his job day by day m an efficient and attentive nmsmer? fi. Is be dun cur, neat, will msiwa/rd. and of good ap pearance? W*l be make a good impression on pas sengers? 7. Is be affable, trimiffy. and congenial? Is be likely to get aloeg with {cfiwWian, supervisors, sad pas sengers? Sources of Information 1. Application Credit Bureau Report Birth Certificate 2. CroEt Burma Report Refer Personal Investigation Police Report 3. Me&cal Eaosticatioa Visual Skills Tests 4. AppBation Interview References 5. Application References Interview 6. Interview References 7. Interview References 6 The Vse oj Tests in the Transit industry Operator Qualifications 8. 1$ be mature, stable, realistic, tad emotionally well* balanced? Will he remain calm, composed, level-headed, and even-tempered in the {ace of emergencies or annoyinf situations ? 9. Is he teachable? Can he grasp instructions quickly? Can he learn to do, with speed, skill, and self-control, the movements required in operating a commercial pas senger vehicle? 10. Is he likely to be a careful and safe operator after he has learned the job? Sources of Information 8. References Interview Personal Reaction Tot 9. Application Interview Standard ExamuuUo* Motor Ability Test 10. References Police Report Application Personal Reaction Test Motor Ability Test Since time does not permit detailed dis cussion of all of the steps involved in an evaluative selection procedure, three tests developed by the American Transit Asso ciation for use in transit operator selection mil be considered briefiy. These tests, which are widely used in the transit indus try, are: 1, The ATA Standard Examination far Transit Employees. 2. The ATA Personal Reaction Test. X The ATA Motor Ability Text, In developing tests for operating per sonnel, experimental studies have been made with reference to three important manage ment problems, namely: training, aeddest control, and public relations, A pencil and paper test of mental ability knows as the ATA Stmdord Examination, for Trmutit Employees has bean compiled which meas ures the general learning capacity of the individual. By applying results of the Stondord rommation, it has been found possible to select candidates for operating jobs who caa benefit from training by mastering in structions at the required level of difficulty and at an appropriate rate of speed. Con versely, it has been found possible by means of the test to eliminate those persona who obviously cannot satisfactorily complete training and those likely to become dis satisfied with the job after a trial period. Thus, through application of the test; can didates likely to make suitably qualified op erators in an optimum training period can be obtained. The number of separations through fail ure to complete training baa been reduced and the number of voluntary separations resulting from loss of interest in the joi has likewise been reduced by hiring wiilx specified test score areas. Furthermore through selection of candidates by means this test, many companies have feted it possible to orgmuse their training programs more effectively and to conduct training a higher plane than is possible with a lot carefully selected group of trainee*. Another critical factor in the operaties of transit vehicles is public relatiou. Here the element of tbe operator's per sooallQr becomes important. Stability, ma turity, and sociability are generally race*- oiaed as traits significantly related to as operator's ability to deal satisfactorily with passengers and other persons with whoa he coses in cootact in performing Ut duties. In general, these qmlities are re lated to emotional balance. While no wholly suitable test for me** ttridfe emotional balance has been devised, the ATA Personal Reaction Test has pro vided promising results. The qualities which this test Imds to reveal are those of stabil ity and maturity, particularly la reference to public relations and street traflje situa tions. Recat checks of experiments! results obtained through use of the test again* clinical diagnose* by professional psycholo gists indicate that scores on the test arc significant. Experimental use of the test Indicate that the characteristic* mcaaircd have a bearing on both susceptibility N accidents and successful public relations. Generalized learning ability and emotions! qualities as measured by tests are not suffi cient evidence that a candidate will be aWe to master the intricacies of the job *1 operating a street car or boa. Operator* Transit Section 7 os ssdk jab* mast ban to do certain ttungs whAefc iswht feeds* sensori-motor eoonfimtamn, oimsl and direction of atten tion. and she ahifiqr an iwhr quick dis- crinssanr in ropeosc to changing m ruaiwMl nsUni To Him these qanficks. a highly Com dex mechanical dmice. tbe American Trwuie Medea Text, has beca de- rdeped. This drrice was specifically design*d an dmwmine ihtlti anappBomt ....u inirlnu ofadw anoenmry to kam to perform the duties nprd of a seccessful transit epoaHr. The tme manns csgaiJt/ to acquire *k&s nfimnd 10 pemutiel aKfity, but la no seme dee ic nomt existing acquired tidb. sock an al Try so drive. Tbe test goes far beyeoii simple nactioa tests and simple ceanfiaation tests in its mcasurcmX. By ms of intricate timing and recording medanbms, it reveals aa appli cant's ability to understand and respond ! fasti action, his ability to coordinate Idas and his ability to eooccatratc atten tion and to resist distraction, his speed of discriminative responir, nod certain physical and temperamental qualities rcliled to proper job performance. As proof of its validity, one company found that it could reduce training mortality by 90 per ant through the use of this test. Crucial to a transit operator's success is his ability to avoid accidents. For the purpose of selection with reference to acci dent liability, many tests, particularly of the simple response type, have been tried and found to be almost wholly lacking in validity. However, the American Transit Motor Ability Test does provide a measure for predicting accident susceptibility within acceptable limits. One company found that twice as sony men with high scores on the Motor Ability Test wme amoeg the most favorable accident record group as com pared with the men with tow test scores. By taking only those applicants with satis factory Stator Ability Test scores, an other company found that the probability of selecting men whose accident records were better' than average was increased to 43 to L It is evident that this test measures qual ities related to tbe learning of street car and bus opmation and to probable accidentfree performance mere satisfactorily than any other device now available. Tha Um ol Testa in the Motor Transportation Industry By PROFESSOR AMOS B. NEYHART Afahktntif* Hand, TiiefTTntr of PubSe Safety, Tbe Pennsylvania State College; Cmmltmt am Rond Teaming, Amorim Automobile Annotation It is my fin* .fmfew that unless we,ef fect a redaction in seridents on the streets and highways through voluntary measures; the chances are very strong that every Unde, bn* and tiskab operator win be scrionriy penSnl by restrictive legislation on the fnrt of dm federal government. Certainly jon wSH agree with me that it Is far better tint are find sound solutions for this Main of unnecessary accident* oanefra, and not make it accessary for tbe gimiv--wti to take drastic action. One of dm basic factors governing tbe rifichnt aee of wtirnntrui equipment and certainly cue of the approaches to tbe so lution of tins accident problem Is: better itfnrtirw and ~-t~g of drivers to bring about safer drlsiug and Utter handling of Which Driver For Use Job? Proper selection of drivers is one of the most vital of all the factors that contribute to real operating efficiency. It is imdoubtcdly the most difficult because of the fact that it deals with human behavior. Opera tors everywhere are up against this serious problem and are looking for help. The tendency in the post has been to confine the selecting program simply to hiring drivers who could point to their long experience as evidoace of bring highly shined. Management apparently believed thV, with such men, training would be unnecessary or reduced merely to company policies. Arming to secure only seasoned men and letting "the other fellow" do the training contributed to the scarcity of good driven. 8 The Use of Tests ht the Motor Transportation Industry In other industrial fields, selecting and training of men for production jobs _ is generally accepted as essoitial to filling the job satisfactorily. When it comes to driving, however, it is so easy to stumble Into that old pitfall of assuming that the driver with tea years of driving experience must be well qualified. The fleet owner's hidden investment in drivers is one of the vital items influencing costs. No owner's ledger sheet reveals the total cost here. Some operators guess that die cost of hiring a driver and putting him to work Is less than ten dollars; others who actually tried to analyze the cost find that it often runs over a thousand dollars per man- The time in hiring a driver and putting him to work is just a fraction of the stan total. The hidden cost of improp erly selected and improperly trained driven causes excessive losses. This lack of sci entific selection and training leads to ab normal turnover of personnel. The expense of driver turnover involves many factors, one being the cost of accidents at the bands of drivers who do not make good on the job and eventually leave the company--men who were not property selected originally or who were not properly trained after go ing to work. Another big factor is the cost of the time that vehicles are out of service for mech anical failures that could have bees avoided, preventable repairs or when vehicles are off the road because of other incorrect handling by drivers. * One intangible cost factor Is the loss of company goodwill through the absence of courtesy and the lack of desirable attitudes of driven who do not make good and who, therefore; have no Interest in the company and do not stay long: Customer relations, accidents, equipment off the road, super vision, training, length of life of trucks, and other factors--all are involved la the high cost of driver turnover. In the Interest of developing better driv ing, greater safety, and expert care of motor trucksj in the interest of cutting the high cost of driver turnover; the following "Tests for Use When Selecting Drivers" are suggested to help the operator improve his 'batting average? in selecting drivers who will maim good oa the job,. have a minimum of accidents, and remain on the job a reasonable length of tune. No opera tor is expected to use all of the tests but to select a few that are appropriate for ha particular business. These tests can be usd by the owner of less than five vehicles, ot by a fleet owner of thousands of vehicles. There are aspects of a prospective employee's performance oa the job that cu`t be obtained through the interview, applica tion blank, references or accident record. T rely alone on obaervmg the performance ob the type of work for which aa iadivifioal is bring employed, is too time coasueuag and too costly. There is, therefore, a need of having a short-cut method of learning about a person's future performance oa the job. Tests may be considered a short-oa method of getting such Informsbon. Since my talk is to deal with "The Use of Tests la the Motor Transportation In- dustiy". I'll delete such important tools of selection as job analysis and specification, interview, application blank, references, state driver's license bureau record, city police or traffic bureau record and fingerprinting record.1 What Are Some of the Tots That Are Mag Used? The following tests aid in finding the right man for the driving job. White the small operator cannot, obviously, take tbe time to utillre all of them, there arc cer tain items he should couridcr fundamental, adding to his selecting procedure other iteca he is able. 1. Physical Examination. To check phys ical condition as required by ICC Motor "Carrier Regulations for bus and truck op erators coming under its Jurisdiction and for all new driven. (This step makes certain, a advance of that the appli cant is physically able to make good ee the job.) 2. General Intelligence Text. To check mental characteristics. This help* manage ment to obtain aa todkatiou of the type and level of work the applicant eventually win be able to handle-whcther he is too mart, or not smart enough; too fast, or not fast enough, for a particular job. Such traits as excitability, alertness; womednea, abnormal characteristics, self-confidence and resistance to distraction should be chocked 3. Visual Speed and Accuracy Test To serve as a measure of tbe applicant's speed and accuracy in perception.' (Since 95 per cent of tbe cues ia traffic come through' the eyes, it is very important dot the driver Transit Section 9 gets a dear picture is order to make intel trained observer, using a printed, carefully ligent dedrians). developed check list, rides with the appli 4. The Personality Inventory. To check personality traits. For fleet operation, en forcement work, or other postdocs where the employee contacts the public and the customer, msiagement must have a vital kitcrcst m his personality. Tests which show up belligerent and morose personali ties are very serial to the company which cant The route is known to the observer in advance; and includes right and left tuna, stop signs, traffic tights, upgrade, corves, railroad crossings, and other maneuvers pertinent to the job. Since all applicants are tested over the same road course; com parative records of ability can be developed.) 10. Psychophysical Tests for Driver values its public relations position. 5, Vocational Interest Blank. To check Use work and hobby Interests. (Success ful people In any certain occupation have as high as 75 per ease interesti'ht common. Should any applicant show 7S per cent in terests ia comma with successful drivers; be should prove to be a good driver also). fi. Attitude Test. To determine attitude Limitations. To help the fleet supervisor discover physical or seisory limitations of a new applicant for a driving job. (A good driver testing program includes checks on the following Important characteristics: acu ity of vision, color vision, depth perception, field of vision, sight vision, reaction time, stereoscopic eye tests and bearing. A num ber of practical special device* have bees developed for these activities. If the limita of applicant toward traffic laws, other driv tions are minor or correctible; the applicant ers, pedestrians, and reckless driving. may be sent to a doctor, or suggestions may 7. Traffic and Driving Knowledge Test. To check on knowledge of sound driving practices, signals and sign markings; torsi, state, and federal operation rules. 8- Driving Skill Text*. To determine aa applicant's ability to handle a vehicle In be made as to methods of compensating for the deficiencies or limitations.. However, if the doctor considers them too severe; it is recommended that the applicant not be em ployed as a driver.) Limitations of Tests .dm quarters. (A series of carefully de 1. A test will do ouly what it is con veloped driving skill tots have been de structed to do. vised. They are bring used more and mere m driver selection and training programs. Such tests generally are grvtn on company property in a well-enricad "testing area" oc a tittle used city street. Teste Include msooth starting; shifting gears and stopping; chiv ing forward and backward on a straight fioe; gauging space when steering ia dose limits; stopping smoothly at 20 m.pJu; gauging Umits of front and back of vehicle;. 2. Needed testing areas must be prop erty idmtified before selecting the testa to be used. 3. The tests used must be valid red re liable measures of the areas identi fied. 4. The test standards employed mast be cheeked with the dwnands within the particular organization. puaOd parking; a brake reaction detona tor test to get a measure of reaction-time 5. Frofcsrioeal assistance is Decenary m developing the testing program. tkstanrg mid braking iBituict at different speeds; other tests to reveal driving sksQL Detailed information on tuts, with rating soles; ls available front the Institute of Public Safety, The Pcoesyhama State Col lege; State College; Ftzma.), 6. Test results never stand alone. Tests are tools for obtaining certain spe cific atforsatioa which must be evaluated along wide tbe information obtained frees the Interview, the application blank; refer ences, --to. 9. Pond Test* as Traffic. To get a tree Through the use of a testing program, the measure of an applicant's ability to handle motor vehicle fleet operator today has a a vehicle m traffic. (Many employment way of improving operation, cutting costs; managers beScre that the only way is to and wiany his vehicle a better public re have kin prove It in traffic. A road test lations asset on the highway by more careful is highly desfrable if given properly and selection of the representative to whom be planned beforehand so ad to develop ac entreats aa expensive vehicle, a valuable curate information about the applicant. A `cargo, and his reputation. 10 Organising for Transit Employee Safely Organizing for Transit Employee Safety By H. T. DORNAN Safety Director, Bluebird Coach Uses, Xsc, Lyoas, EL The title "Organizing for Transit Em ployee Safety" covers a great deal of terri tory. The amount of energy, time and dol lars put into this activity will depend largely upon the size of the organization and the past experience of the company, A Urge organtaation with many injuries would, of course, have a much more elaborate safety program than m large organization with few injuries. Also a snail organization with a bad ex perience will put more time and effort into a safety program than a similar small or ganization with a very good experience. Since our organization is relatively snail and has a minimum of personal injuries, I am not going to give you our program but am going to give you those elements of a complete program which could be used in a larger organization. Too many fleet organizations overtook the employee safety problem. Fleet engineers who have had training only in fleet problems are more or less responsible for this attitude on the part of die management This brand) of safety dealing with injuries to employees and commonly referred to as industrial safety should get the attention of every fleet man who intends to do a thorough safety job within his organization. In some states it is possible to vary the compensation insurance rate as much as 300 per cent or more. That means, that your insurance rate could vary between $2,000 per year and $10,000 per year tn a small organiation or from $20,000 to $100,000 in a larger one. t think you will agree that in either case compensation safety should not be overlooked. Many states now use the experience rat ing plan whereby you can get, a debit or credit rating on manual rates, depending upon your experience in past years. Realizing that here is a field in which you can make some progress and save some money for the company is important. As proof that industrial type accidents can be reduced. Jet me point out that there are many times as many industrial safety engi neers as there are fleet engineers. Industrial safety engineering has been ia existence many years as industrial management in tbe more hazardous industries realized long ace that injuries to employees was one problem they had to tick or go out of betineas. Fleet engineering is fairly recent. It had just be gun to develop in tbe 1930's. Moat federal state and dty laws dealing with commercial vehicle operation were just promulgated m the middle or late 1930*1. I will give you some of titose elements which can go into an industrial aafety pro gram with m brief dlsauskm of end). This is by no means a complete list but if you use % of those elements mentioned, then I am sure you will show improvement Briefly these elements are as follows: 1. An analysts of aeddat*. 2. Aa Industrial safety committee. 3. Regular inspccvm of properties. 4. Aeddent imotigatfons. 3. Proper accident records. 6. First aid facilities and first aid reports, y, p|nt aid classes. 8. Industrial aafety bulletin beards and posters. 9. Contests. 10. Safety meetings. H.- Driver safety. 12. Safety stoat*. As headings these do not tell you much that you don't already know aa this list seems to follow fairly doee to what you might use in a Sect aafety program, how ever, let us ifisnus each one seperaiefy. 1. An Analysis af Accidents--An analysis should be made of past accidents fee the purpose of determining where most trouble is occurring. Is It confined to one property or department or is It scattered evenly in proportion to the stenber of employees? You will probably find that an analysis will show you a ntaaber of repeaters. There are some individuals whs can no more keep from injuring themselves than some drivers can keep from banging up their buses. An analysis will probably show you that certain types of accidents arc giving you your fre quency. Transit Section 11 A great percentage of industrial accidents aa be rikntmted by correcting certain physical coodttioos. TM* Is not tree of Beet acodottt and here Is oar big difference In approach. If we have a grant amber of fifa, let us lode to oar flooring, oar foot wear, oar lighting, oar housekeeping or alulever is canting tbe accidents and elsnlBttc the bud conditions. This as easy, all you have to do Is repair the floors, see that proper shoes are wore, install more tights or dear ont ohsti ucticn an tbe floors sod your problem Is, for the moot putt, ticked. But you can jddom prevent an ntcncctioa acci dent by repairing some part of tbe bos. Analyse your paat aeadeou sow by typo, by botka, by mmlty, by time or by individual. 2. Industrial Safety CemmtiUe--It is just as important that yonr lajury type accidents be aired in a safety eaaoraitlee meeting as veer fleet accidents. A aafety eonsnittee is jest as ImpmifW to an sadostrial aafety campaign as it Is to your fled safety cam paign. If your organization U not too large yea will want to have your driver cent ralace discuss the bsjnry acridenta. How ever, If this is done; be sure and have some representation from tbe shop, (f your wpniiWMB Is larger and you bave a npireu safety committee or comtatUses, be sore to bmre yonr driver person as! npcumtiul on the committee or com mittee*. The safety committee should re view all inspection reports and decide oq any action to be submitted to muagonent for approval If a piggrrtiixi box is used (bey should pass m the derirabttity of sug gestions ofotd Also they should pass on ibe prerentabtllty of accidents. If a --| ftiisltniii or raoommgpdstk*) U car ried out the person or persuns who made tbe suggestion ifacdd be given recognition. If a suggesting or rceonmendatioa made, is not carried one. the person or persons makag k should also be advised as to the rea sons. Once a reconncafatka b made it tbeeld be noted on the minates of the eating until a final dlipostiow U made. That ia and! k it cither defiatdy rejected or has been carried through to completion. One thing yon don't mat to do, is to under estimate tbe value of a safety committee ia the prevention of injury type accident*. J. Regular Inspections af'%AU Properties --Have these infeetkm made ether by aa individual or committee appointed by the safety committee or by the safety committee members themselves. Do not we tbe same inspectors on the mine locations year after year, but rotate and change them. Do not belittle or ridicule any suggestions made even though they may appear foolish or unpractical to you. This can dampen the ardor of any inspector mud more qqkkly than any one thing yon can do. Instead, agree that the recommendation has possi bilities but then point out the factors that make it impractical. Build up the pride of your inspectors. A badge or a pin will malm them do a better and more thorough job. Don't steal their fire by beating tlwxa to some obvious changes that should be made. By letting them find things that should be done and by even perhaps giving them a few hints you are educating them to do a better job. Supply your Inspectors with plenty of literature and show them safety films if possible; This will give then a good Idea of what to look for. 4, Accident Investigations--You should assist in this as much as possible. These investigations arc much more rateable if made soon after tbe accident has lappened. The priedpal purpose of this investigation will be, of course, to ascertain If some step* can be takes that will pievcnt recamace. If so, do not wait until tbe next safety committee meeting to have nwk bat do it at once. For accident investigations yon also can iiave cither an individual or a committee. It is preferable that yon, as safety director, act as chairman of this group. It is pos sible that, as la some organizations, you will have a safety committee meeting after cadi aoddent instead of meeting at periodic in tervals. The results, at any rate of your aeddest investigation should give you some good meat for special safety bulletins. 3, Proper Accident Retards--These rec ords will vary according to tbe sue of the organization, however, in general they can be kept in moch the same lazrmrr as your fleet accident records. With year fleet acci dent records you have a record of tbe buJc- age driven--with your injury records you will have a record of tbe man hours and man da}-* worked--from this data you can com pute your frequency and severity, and com pere it with your own and other industries. See Safe Practice Pamphlet No. 21 of the. 12 Organising for Transit Employe* Safety National Safety Council for information on how to keep your records and compute your frequency and severity. From your records you should, of course, make analyse* for presentation to management. Don't forget that in many cases, a targe portion of your job is going to be selling management on accident prevention, and you can't sell man agement unless you have proof In black and white. 6. First Aid Program--You can start out by haring a first aid station on each prop erty. there should, of course, be someone in charge of this first aid statson who has had first aid training. The first aid station is only for the purpose of treating very minor cuts that are not serious enough to go to the doctor or for rendering emergency treatment rntil a doctor is available. In all cases where any treatment is made a first aid report should be completed and this should be kept along with other injury records. First aid reports should be scru tinized closely as many rimes as they bring to light unsafe practices or conditions. By doing this you will be following the old adage that if you watch the pennies, the dollars will take care of themselves. Reduce the number of first aid. cases, and you will find that the number of medical and lost time reports are decreased also. 7. First Aid Counts are available in most cities through the Red Cross who will fur nish instructors. In many" instances, instruc tors can be obtained from your local police or fire departments also. These courses are of great importance to seddent prevention, and I am a strong believer in than because of the many instances I know of in which grand results have been attained. The pri mary course is the ooe in which you will be most interested and requires 20 hours of instruction or about 10 meeting*. In starting first aid instruction, you will, of course, begin with the supervisory staff and preferably have some of than take the instructors course. The problem of teachers i* then taken eare of. In your first session* should also be those who will be responsible for first aid. After supervisory personnel has been given the opportunity to take the primary course; the course should be made available to all other employees. Do not ex clude your driver personnel but make a concerted effort to get them interested. Past experience has proven that first aid course* arc a* much a deterrent to fleet accidents u they are to injury type aeodasts, I know of many instances where a substantial r*. ductioo iat fleet accidents has occurred u a remit of drivers taking the course but de not know of a single instance where good results were not attained, & BulUtin Boards, properly placed, are as essential to your employes safety program as to your fleet program. Theseboards should he put at strategic locations and kept up properly and neatly. You will find as many items of interest to place oa this board as oq your fleet board. A poster service a abo available for it through the Council 9, Contests--Competition has long prove* one of the greatest stimulators of interest in a givm subject. Everybody like* a coo lest, be it baseball football or safety. Ye* will find that the improvement will be in direct proportion to the interest aroused, so put lots of effort behind it. Ypur bulletin board is a good outlet for pep Ttkf to the teams or contestants. Post standings of teams regularly. Hake the prise for the winner worthwhile. The results will be worthwhile to you. The oegatitt approach has been used successfully in the past, also. That is, the losing team has been penalized in one way or another--such u giving the laser a dummy which has to be kept oa the low's property until they could be among the wasters. - 10. Safety Meetings cas produce results "if**--and I mean--Tf they are interesting," "if they are conducted ta the proper set ting." and "if they give the employee scenething worthwhile.** A meeting which doe* not bold interest is worse than bo meeting at all A meeting held oa the spur of the moment, at some undesirable location or in undesirable surroumfiogs has two strikes against it ta start with. A meeting- which uses shopworn ideas, or whkh does not function smoothly wilt rum not only the one meeting, but will have an effect oa at tendance at future meetings. You can stimulate interest through films, visiting speaker*. The National Safety Council has quite a library of industrial safety films available as well as other ma terial that can be used is meetings. II. Driver Softly--Don't forget your driver personnel in your campaign oa dis abling injuries. A driver cm he Injured Transit Section 13 seriously by simply failing to me proper precautions in checking an overheated radiater, thereby scalding himself. There are many ways a driver can be injured aside from the possibility of as accident with the be*. See that driver safety U not neglected by including a driver oa your shop safety committee. 12. Softly Stunts will belp you create ms well a* mtinula interest ia safety. There arc many that can be used ta good effect is your war oa injuries. Read Safe Practice Pamphlets 100 and 101 for seme ideas whkh have been tried with suc cess. Think up some new ewes of your own. The National Safety Cooncd has material whkh will assist you m year employee safety program such as. Safety Instruction Card* for Employees Safe Practice and Health Pamphlets No-Accident Honor Award Pin* A large library of safety films, also safety graph* Pesters aad other printed material Reference library Aoridmt facts and statistic* You can also enter the Transit Section Safety Contest and thereby find out bow you arc, doing compared'to others fat the not industry. Tim Safe Practices and Health1 Pamphlets alone will give yoa a wonderful reference library, for instance, you should read at kut parts of these pam phlets: 21--Accident records and classifications 13--on abrasive wheels Dd-HP-1 on batteries 46-HP7 on carbon monoxide 56--00 classification of accidents, and accident investigation 96--oa chain hoists 1QJ--on electric welding * 24--on fire extinguishers HP-6--oa first aid D-6--oa garage safety 14, 106--on goggles 22, 59--oa lighting 2--oa stairways 39, 76, 41 and others oa hand tools and electric tools and many others which will help yoa with special problems such as your paint shop, cirboa tetra chloride. oaldte, new construction, etc. la rioting let me say that you can't buy a canned safety program and thereby tick the problem. I have seen program* that had a good many of the aforementioned items in effect and they were a dismal failure. Why? Because the proper effort was not expended to create interest. You can't just start any of these activities, and then just let nature take its course. Yoa must follow up and follow up hard. These words to the old soeg certainly apply to an employee safety program: "It ain't what yoa do, it's the way you do it" Employee Accident Records -- Their Collection and Use Er J. o. SPIED SspsriatmJtat Triimportation, Birmingham Electric Co, Birmingham, Ala. To nor way of lWaVSt accident rec ords, la whatever maiwirr they are kept, are just ooe of the tools fat the hands of the safety nan and his management. If properly evaluated and used they cootribute in Urge measure to the prevention of acddata. However, if accident informatics is gathered aad recorded merely for the sake of the record itself it is not oaty worthless, bat is a coloud waste of time and oegy that should be directed to more productive work. C do not under-estimate the value of good record keeping ia the prevention of acci dents, but to me tiie type record that provides the maTimtim of information, with the of paper work; is best. I have knows seme safety mm who became so begged down in a mate of intricate accident records that they bad no time left to prevent seadents, and they wondered why their frequency didn't come down. Of coarse there are several reasons why we keep accident records. One is that w 14 Accidents Can Be Helpful must be always ready to furnish reams of statistical data to the various sections of the National Safety Council. Then there's the American Transit Association, and the federal government, and the state govern* mait, and the dam* deportment and others ad utfmitum. Bnt regardless of the infor mation we record somebody always asks f<# some that we don't keep. But alter all, the primary purpose of the accident rec ord is the prevention of future accidents. And how nay they be used for this purpose? Let's start at the beginning with the acci dent report itself. Contrary to the belief of some, the purpose of the accident report is not to harass the foreman nor to be a stigma on the work record of the Injured. The one great over-shadowing purpose of the accident report is to record, for the in formation of those concerned: how the accident happened; when the accident hap pened; where the accident happened; and most important of alt; why the accident happened. These things are basic. They are the frame-work on which defenses against a recurrence most be built. To obtain this information on the acci dent report is many times difficult. First, the accident report form must be so de signed that the report is not complete until all of this information is furnished. This can be done m several ways, and in every case it most be designed to cooform to local situations. Second, the personnel re sponsible for making up the report must be properly trained. This type of accident report requires an investigation of the acci dent, and untrained personnel cannot mrestipate accidents. Armed with an accident report on which the essential data has been recorded ibc safety man is ready to build his first lit* of defense. With the help and cooperation of the proper operating beads the cause ej this particular accident wilt be found and a safe way devised. The next step is a form (call R what you may) on which the saformatioa fro* the accident report is recapitulated by de partments, sections or divisions. This fora shoutd reveal, at a glance, the cooparatirc accident experience of the sections and dr. partments. It should indicate the types i accidents properly classified aa to causes. Such information will enable the safety man and th mamganent to sharp shoot Ibdr accident csbks. It will show to tk safety man the points where his help b most needed, and will indicate to the man agement the particular section heads that need their attention. Xherc is another record that I like to keep. The good, safe workman is proud of the fact that be has no seesdents. as4 he likes to have his name published annual!; with the statement frees the Company that he has worked one, two, Evf, or ten yean without as accident. X consider that ft build* good employee rdatioos to keep a file ee the aeddent experience of the individual employee. This can be a simple card, har ing the employee's name and department. ,, with space provided to record his aeddests "by dale, type; nature of injury and lost time. This file also provides the safety m ready references to "repeaters" aril enables him to concentrate on soch men and endeavor to bring them is line. Accidents Can Be Helpful (A Panel Piscnsrion) Discussion Leader; H. W. Wftrrcoire. Superintendent, Accident Prevention Departmmt Philadelphia Transportation Company. Participants: Miltok VC Bowman, Supervisor of Safety Prevention, Cleveland ' Transit System. F, E. VfomvxiLO. Safety Director, The Memphis Street Railway Company. F. E. McCotxoir, Safety Director, Na tional Gty Lino; Odeago, IB. R, H. Daxlv, Safety Engineer, Surface Transportation System. New York. N. Y. Transit Section IS CHAIRMAN WHITCOMB: When we ay "Accidents Can Be Helpful" we are jp.mKTig jartiealarfy of those "near misses" where a* one was seriously hart, bat where tateee could have been IdM go watsy iwn wka impeding the iadustrisl side of it, we think only of accidents a injuries. We da this became we have tea 50 used to that in computing our fre quency rate n last time injuries, where if die fcBow doesn't come bade for his next Uit, lit is a test-time accident, and it is fronted In the rate. We try to get a report on every last aeddent eves if it is only a first aid case. la three of oar shops, we have a full-time mine attending and giving first aid. It is very difficult to get operating people to give as reports on that. Our superintendent of shops, Frank Hdaman, used to fight with me because he said, "\Ve take care of these trivial things. We take something out of an eye. We patch 19 a finger with a Band-Aid. Why do you want to know all about that stuff? Wc are too bogy to truck with that stuff. It taka up a cleric's tkae to make out dim reports dial you want" So we like ts keep the reports simple, because the op erating people will not make out a cornpli cated report. So, over the years, Frank would say, "X ara not going to report these accidents any (none. We are too busy and we don't have enough clerks. We don't have enough men." And of 'ours* my argument with Frank was, 4 Frank, don't have the accidents, aofi you won't have to have all the clerks. U'c don't have to lave all the reports. But, it is only in getting a complete picture of what goes on that we an hope to keep industrial injuria from getting into the lost time ootqnn," Many of these minor Injuria could have beta much more serious. I think it is very Important that yoe have a complete report. Only when these to rilled minor accidents xd "near mixta** are reported can "Acci dents he helpful" Now, what Is aa aeddent? Weil, the Actionary says that "an accident is aa event that occurs without one's foresight." We Ukc to think of It from the standpoint of acridost prevention as an event that oocnrrcd because someone's foresight^wasn't Bed. If ue could know about these thiags before hand and make some plans to prevent titer occurrence, we could certainly minimize our exposurca. I know some of you have been dose readers of Hemrich F. Ballard, who set up the "bible" on industrial safety. He gyves us' a story that points out what can be lorncd from studying accidents. It was made after studying hundreds of thousands of accidents of travelers' compensation eases. He says that out of every 30 unex pected events, only ooc results in a dis abling injury. 29 in a minor Injury and 300 in no injury at alL If we don't find out about the 330 events involving hazards a Jot of fellows will have to find out about than by having costly accidents. They have just boa very for tunate. but any day that ooc accident out of 330; as it mathematically figures out, may happen. So, out of 330 wrong acts, wc have one serious aeddent I have a full-time safety man who con tacts all oar men in 03 departments once a mouth. We investigate the accidents that happened in the interim since the last time wc were out. We make a shop inspection at that tune, either with the shop supervisor or if be is too busy, he says, "You go Out and take a look and come back and tell me what you saw." W have a form we tare with bia, giving him a clean bill of health or seise recommendation. We present him with an opportunity (until the next inspec tion) of doing something about the recom mendations, or if It is a serious hazard, we get after him by telephone more frequently during the interim of ooc month. We first give him an opportunity to do something about it,himself. If be finds he can't do anything* about it himself, then be ought *ay to us or we might say to him, "What do you want us to do?" He says, "I can't do anything. It is going to cost $100 or $1501 f can't get the boss to do it You take the ball and see If you can get him to do it" So, it is only when the shop supervisor gives up or cor rects the thing that we go to his immediate superior. We enjoy that kind of a relation with our people in the shops, aad so sometsna they have called matters to our attention whkk show that accidents can be helpfuL Some incident may happen, and they ay, "Don't tell anybody X said anything about this situation, but here Is something that SI. !\ 1 s ; ! i f 16 Accidents Can Be Helpful happened the other day." It was an acci dent, sure enough, but nobody was hurt, and you would never know about it unless he told you, and he does that because he is interested in your program. Not too Tong ago two of the top men in the operating department happened to be down on the pier where we bring in some special work on the Delaware River. They were underneath a suspended crane load. They were looking up, inspecting it from the bottom. Of course, the instructions are tint you stay out from under a suspension load, but that never applies to top super visory people. They always do things the way you wouldn't want them to do it They were standing there, looking up and one said, "Is it all right?" The other one said, "Yes." Then they stepped out and just that the liook bent and down came the crossbeam. One fellow's trousers were tom, but they both could have been killed except for a fraction of a second. One oi the fellows much lower down called me and said, "This is the situation. Harry. We ought to do something about it Don't say I said so, because I might get fired because they wouldn't want you to know they did such a thing." So many times, if you enjoy the proper relations with these fellows, they will give you things they could hide from you if you were doing a punitive job of whispering and stooping. ft is the same with reports of minor injuries. If we have reports, we can in vestigate and see what caused them. Why did something get in the eye? Was it that they didn't wear goggles? What caused the toe injuries?. What caused the slips and falls? It is only by normal channels of making the proper cause analysis and investigation tliat we can prevent a reoccurrence. If we waited for serious accidents, we wouldn't have much material to work with, but these incidents, such as minor injuries, first aid treatments and so forth should be reported. We should know about them in spite of the paper it takes to write them out and the clerical work involved. I think it is a very important part of an industrial safety program. Unfortunately, sometimes it takes quite a serious accident to get people to spend money. We have had things that we have recommended time and time again that might cost up in the thousands of dollars. Potentially, it is a serious exposure, but they always say to me, "Well, what has been our experience? Have we had any accidents ? How modi has it cost us u compensation costs because we have this conditioo existing?" They want to balance what they are going to spend with what it is going to pay them. It seems to me, if you are doing aea- dent prevention work, you ought to try and develop exposures whereby spending a few dollars you can save some maoey in the future--not spend money on top oi money you have already spent as a result of those accidents, But many ticaes, we rather wish, and this may be a little sa distic, we would have one rather bad acci dent where the fellow wouldn't be crippled for Hfc but something that we could use as a whip to call attention to It and get the money necessary to correct the unsafe condition. , At soon as a serious accident happens, they all throw up their hands. They start to holler and condemn. They come down on its, and we have to be, "I toW you so" people. We get a lot of stuff out of the files and say, "In 1943, 1944, 1945. 1946 and 1947, we brought this to your attention, but you said, no, no, m, no spend ing. And now we have had the accident and it has cost us some money and every body is in an uncomfortable position. Now you want to do something about it" You are required by Uw in the State of Pennsylvania to have a net under people working overhead at certain heights. \Vc do some pointing of our own elevated struc ture where it goes across the Susquehanna River. During the war, we weren't hiring structural steel painters, but merely ordi nary painter*. Painting structural steel up in the air is something different from painting a fence on the ground. We Invoked this rule of the State of Pennsylvania, which says you must have a net suspended under tecs work ing overbad. And then they aid, "You are perfectly ridiculous. By the time we paint it- gee the net made and everything, it would cost us about $1806 for the act plus the additional work of aovutg the net as the job progressed." However, I was able to get say bees and a couple of other fellows uotiicd about the iranstf oeuwn fiojU&Uty of someone being killed. So, we finally go* a net. One fellow fell off die elevated structure on tlie second day. He ms married. A young married man with three or four children. He would have cost 2 great deal in compensation. He was aught in the net and wasn't injured at all. Some of the people around the company aid they thought t had actually pushed the fellow Into the net, or given ham five or ten tack* to 1*11 into the net But this near rujs drove home a point- This land of "aeadart" can help prevent future tragedies. The National Safety Comal puts grmt jtress on fatal accident*. They don't sore me at alL \Vlat earned the accident is tbe Important thing and not whether he died or set Severity as was so well said, isn't the important ding. It is the frequency. MR. MILTON BOWMAN: The chair man asked me to cite some aeddoita that weald be bripfuL 1 could tell you abo*'l a few faCaEtics and accidents that h. penal fame m Okago mazqr years ago . wf stmns railroading days, ff It wtn ut for an accident, I wouldn't be here ay. That accident kacapaeiatcd me, t I couldn't return to railroad servlet. I wart over the 2$ years of organised safety on the Cleveland Transit Syston and saw many an instance where these accidents happened, asd where we have profited by these accident*. it certainly pey* to stop, took and Ettas. I can tell you from personal experience. If anybody wants to know bow much more I know about an injury than they know, well just wait until this session is over and I will strip and show you fourteen maria on me from an accident. When I accepted my present position in 194S, my assignment was to spend 96 per cent of my time ia transportation asd 10 pa cent of my time In the miscellaneous departments looking out for the personal injury situation. That was the wish of our Central Safety Committee. My time in the interests of miscellaneous aeddents has Increased and my time is divided now, 65 per cent of it In transportation and 35 per cent in the peracoal injury field. have selected five cases which I will go over m the five or six.minutes which I have to talk to you. FiraC,1 a ease that hap pened la November, 1945. It happened m one of our car yards when coe of our yardmen was bringing up the third two-ear train on track 7 and for sane unknown reason one of the new mess got on tbe four train and brought her up. Not knowing about the matter of air and such, he found that be had to buck the car, but be became panicky and lost control asd rammed into the third train. John Bmaifino had walked around to the head end of the third train and was crushed between tbe lead ear and the trailer. 'We lad an order ia effect that no one was to get ce the cars and move than who was not qualified, but for some un known reason, ia a moment of enthusiasm or wanting to play motarman, we don't know which, it was done- Ncveathcless, we have reemphasized aad constantly checked on the movanart of equipment. Only those who lavsw what it is *3 about are per mitted to move it. I would like to emphasize the importance of having only qualified personnel move equipment about your yard. Make that rule stick and check it frequently. At the present time, all of our men take a two-day training course m the moving of equipment One of the accidents caused alt of us to blush. This accident happened about two year* ago when we had three operator* fall ia a pit in less than twenty-one minutes. At five fifty-two a dispatcher ordered an operator to take out Coach A-64 which was is House No. 3. After getting his supplies, he hurried through this station where we had just broken in die floor in order to add another open pit We had taken every precaution. There were coaches parked on the pit There was a red light there. Tlie overhead lights us the station were lighted. Every one of these operator* was warned by the dispatcher to look out for the opat pit This operator went through the regular way and fell into the pit We got him out and into a police ambulance, but by that time, another fellow came through and felt to, and then, believe it or not a third one did tbe not thing. It all happened in twenty-one minutes. I am still embarrassed when somebody asks me if they have cov ered the btg opes bole in Cleveland where the three fellows went in. So, you can't take enough precautions. 18 Accidents Cm St Bdpfm But, that accident ftvs helpful, became fortunately there were two slight ankle injuries and a bruise on the right elbow and a head bruise and that was about alL Believe me, in our safety committee, we are pit conscious, ami we are hopeful that today we may hear more about pits here. We feel in our new construction and con* verting our old into the newer methods, we have solved many of the problems of the pits by proper illumination, and also good housekeeping. Since our system is municipally owned, we have no setup to buy and sell shoes to our people. So, 1 went to work and found means whereby a mobile unit could go out to the property' or the track gang and fit the shoes, 'I issued bulletins from the Cen tral Safety Committee, but I only received one nibble on that suggestion. It wasn't until we worked out channels whereby we could get those safety shoes for our people properly fitted at a price that is within reason that it worked. Two days after a carpenter in the maga zine department had been fitted with his safety shoes, a magazine fell on his foot. The sharp edge of it, weighing nine pounds and some ounces, hit that safety shoe and cut into the leather, denting the toe. We made capital out of that. We are still pub licizing about Wagner and his foot, and it has helped us materially. I think the only way you can solve the shoe problem is to take the shoe department out to the workman and let every man see the shoes. just the other day, the boss in the dumpers, handling the heavy oxygen maga zines and so forth, and his whole crew came in and asked to be fitted with safety shoes. We are now working out the chan nels for them to be fitted on the spot Eye protection is a subject that is near to my heart. We have a preponderance of cases of foreign bodies in the eye whkh disturbed us greatly, so we asked each de partment what they were doing aboat goggles. * During the war, we became somewhat lax in eye protection. In order to rneedy this sitaution, we called in all the goggles being used in every department and hid them on the tabic of our Central . Safety Committee with the latest types of goggles. There were two choices for each one of our ocoapelksa*. ThSa was altar the haz ard* had been ancfaQy southed. Z wasted to give oar mm the choice of two types oi goggles for each particular jeh, However, we had some difficulty at the time, our financial situation not being as hollby tiws as it is at the present. We went further than that. Wc took a troubleshooter from each departmest aid had him in for three sessions of two hour* each, working with the experts an firm* goggle*. Our aha was to inoc a pair ct goggles to every man who was wrinwe there. These troubleshooter* are in work ing with the boys. Whether they are track gangs, power gangs or what-have-yon. the? talk the language about whether it U a good fit or not We equip that with tbx little gauges and an artificial eye and e this way dramatize the thing* Then, if x man has difficulty, wearing plain safrn glasses he has written instructions on be* to to have a correction ground int* the safety glasses. I have three runs that happened withis thirty to ninety days of the beginning program. A man working on a trackless trolley touched the switch and something happexd that yon electrical people know more abooi than I do. Something gave way, and molten metal splashed over his glasses. Had it not been that hts prescription was ground into that glass (boause Myron couldn't see well enough with plain glasses) be would have been blinded In both eye*. The same thing applies to a welder here and also to a boy working on granite blocks. I have used oar house organ and every other pos sible means of getting Myron's picture with hts glasses and statements publicized. Those accidents were very helpful is our goggle program. Our stores .department was greatly dis turbed when it began handling the extra aad added duty truck tires and heavy equip mot which are involved la the great job of conversion that is going on in the transit system. They were disturbed because the number of hernias increased by about three times over what they had had in the five previous year*. To remedy this wc experi mented with a hydraulic lift gate which worked out very satisfactorily. The gate was so successful that we have it hctaJted or ordered It to be installed on two more Transit Section 19 trucks, and two new trucks that are ordered wilt be equipped with these lift gales. The psycfKtjogical effect and practical effect on the lifting problem in your property is won derful When we liave a preponderance or an increase of a particular type of accident, we thought it well to make a complete sur vey of our entire property from attic to basement. machine to machine, pit to pit and mtion to station. It will take you a taw time to do h, but by devoting my a fay or two days a week, it as be done. We did It in conjunction with the Ohio Infaunal Gaaanwsokxt whkh was equipped whh She necessary codes and the particular eccnpntiena throughout our property, t jut fiauhirl uck a complete survey, and rt ha* taken me a >v*r to do It We i mi ml 307 safety recommends- Mot and 82 per evt of those have been pot mto effect up to date. We fed tint an over-all survey*, an over-all inspection, particularly with your state inspectors, your Depamkoit of Labor is of psychological aod practical value. CHAIRMAN WHITCOMB; Our next panel man is Mr. Mottwriler, Director of Safety, Memphis Street Railway Company. MR. F. E. MOTTWE1LER: We had a couple of accidents tn Memphis that we felt helped us to reduce accidents One of them is an accident which I fed a lot of us are overlooking and that it, ladder accident*. I will rad yon the acadent report: "t was on a Udder cleaning the overhead motor in the carpenter shop. The ladder slipped on the concrete." This man didn't have anything to grab,* so he jumped to the floor and injured hts ankle He was off 22 fays, and It cost the company approximately $170. * Now, upon investigation of this accident, we found that the man was using a new ladder and that the person responsible failed to put safety shoes on the ladder. This accident brought about a very rigid nrprninn of our ladders the storage, fainting and the various things that should have taken place before the Udder was pet Into use. That acadent was helpful. The men are on the bell now to see that all of fate Udders are properly inspected. Ladders oat of working order arc tagged and inmedatdy taken od of use. The second acodcnt was one tit whkh an inspector of electric coaches was seri ously hurt. We have just converted all of our property from street cars to electric coaches and buses. Everything we lve is on rubber tints. You can s what a prob lem we have with our new equipment This inspector was working in the rear of doe of the electric coaches. There was another Inspector working on the coach immediately behind him. This second in spector was not doing his job in a safe manner. First of all, he did not have the oivergency brake on. He had the strings off the controller, and the controller switch was on. After he had finished working he jumped oat of the coach and ran around to the back and put the trolleys on the trolley wire. The man working in the war of the first coach was immediately crushed between the two coaches. He had a broken pelvis' bone and a lot of minor injuries. That happened about four years ago. The injured man was in a very serious condition what he was sent to the hospital, and^ as yet. he has not been released for fulltime work. A number of regulations were immedi ately kilo effect as a result of this ac cident. Patting chocks under wheels is now a requirement. You know that all people do not follow the safety rules. We had another accident of a similar nature where this person failed to put the chocks under the wheels, A coach rolled from a dad stop, 37 feet into an employee, We were at that time, building a new wash rack to wash our coaches and buses. We had sev eral men wurtdng over a coach on a brick wait If the conch had moved two or three feet ui cither direction, it would have lolled four or five of these people. So now, we have put into effect a system where we have two inspectors working on each coach. Those inspectors win work together. And. they wiU not work on any other line. We have our lines numbered from one to twenty-four. Wc have each inspector worktag on various lines. But. hi the past, we bad one inspector work on Liee 24 and then be would move ever to Line 23. But now. he will work on Dine 24 all the way down, with the tww inspectors, and we are hoping tint we wilt eliminate a few of these acci dents became this accident cost us approxi mately $1800 just for damage* to the not including the lost time of an employee. 18 Accidents Cm Be Helpful But, that acudcni %cat helpful, because fortunately there were two slight ankle injuries and a bruise on the right elbow and a head bruise and tliat was about alL Believe me, in our safety committee, we are pit conscious, and we are liopeful that today we may hear more about pits here. We feel in our new construction and con* verting our old into the newer methods, we have solved many of the problems of the pits by proper illumination, and also good Itousekeeping. Since our system is municipally owned, we have no setup to buy and sell shoes to our people. So, I went to work and found means whereby a mobile unit could go out to the property or the track gang and fit the shoes. "I issued bulletins from the Cat- tral Safety Committee, but I only received me nibble on that __ Tt wasn't until we workjgg could get ' proper*^ our occupations. This was after the tuu ard* had been carefully studied. I wanted to give our men the choke of two types oi goggles for each particular job. However, we had some difficulty at the time, our financial situation not being as healthy tiiai as it is at the present. We went further titan that. We took a troubleshooter from each department aid had him in for three sessions of two hours each, working with the experts on fittwif goggle*. Our aim was to une a peir of goggles to every man who was working there. These troubleshooters axe in work ing with the boys. Whether they arc track gangs, power gangs or what-have-you, they talk the language about whether it is a good fit or not. We equip them with those little gauges and as artificial eye and is this way dramatize the thing. Then, if a man has difficulty wearing plain safety [lasses be has written instruction* on bow >roceed to have a correction ground into fety glasses. it three case* that happened within ninety days of the beginning Eye\ my heai __ eases of fon^_ disturbed os greatlT^ff^HHIV^^SSr de partment what they were doing about goggles. During the war, we became somewhat lax in eye protection. In order to remedy this sitaution, we called in all the goggles being used in every department and laid them on the table of our Central Safety Committee with the latest types of goggles. There were two choices for each one of orking on a trackless trolky -itch and something happened pica! people know more about icthing gave way, and molten over his glasses. Had it not rescription was ground into reuse Myron couldn't see th plain glasses) he would ed in both eye*. The ant a welder here and also to a granite blocks. I hat . organ and every other potof getting Myron's picture glasses and statements pobtiaxed zeddents were very helpful in our program. stores .department was greatly dis turbed when it began handling the extra and added duty truck tires and heavy equip ment which are involved in the great job "of conversion that is going on in the transit system. They were disturbed became the number of hernias increased by abort three times over what they had had in the five previous years. To remedy this we experi mented with a hydraulic lift gate whkfc worked out very satisfactorily. 'Tim gale was so successful that we have it installed or ordered It to be Installed on two more Transit Section trucks, and two new trucks that are ordered will be equipped with these lift gates. The [wychologleal effect and practical effect on lite lilting problem in )*our property is won derful. When we have a preponderance or an increase of a particular type of aceident, we thought it well to make a complete sur vey of our entire property from attic to basement, machine to machine, pit to pit and station to station. It will take you a long time to do it, but by devoting say a &y or two days a week, it am be done. an inspector of electric coaches was seri ously hurt. We have just converted all of our property from street cars to electric coaches and buses. Everything we have is on rubber tires. You can see wliat a prob lem we have with our new equipment. This Inspector wo* working in the rear of doe of the electric coachg^ another inspector worjg immediately behind^' spcctor was not^ manner. First a emergency bjj We did it is conjunction with the Ohio Industrial Commission which was equipped with the acecseaxy code* and the particular occupations throughout our property. I just finished such a complete survey, and it las taken me a year to do it * We uncovered 207 safety recommends- off the coo^ was on. he jump* ' to the j trolley / of thej bees and 82 per cent of those have been put ato effect up to date. We feel that an ova-all survey, an over-oil inspection, particularly with your state inspectors, your Department of Labor Is of psychological and practical value. when 1 yet. hej work. CHAIRMAN WHITCOMB: Our next panel man is Ur. Mottweikr, Director of Safety, Memphis Street Railway Company. UR. F. E. MOTTWEILER: We had a couple of accidents in Memphis that we felt helped us to reduce accidents. One of them is aa accident which t fed a lot of us are everfooUng and dirt is. ladder aeddenta. I wiU read yea the accident report: "I was on a Udder droning the overhead motor tn the carpenter shop. The Udder dipped on the concrete" This man didn't have anything to grab,' so be jumped to the floor and injured his aside. He was off 22 days, and it cost the company approximately $170. A atcly putl ddent. Pu^ a requironef do not folios?* another aeddent^ this person failed i the wheels. A coach^ stop, 37 feet into an empIS? ______ at ttet time; building a new was!* ni* i wash oar coaches and buses. We had sev ere! men working over a coach on a brick wall. If the coach had moved two or three feet in either direction, it would have killed four or live of these people. So now, we have put into effect a system where we hare two inspectors working on each coach. Now, opon investigation of this accident, we found that the man was using a new Udder and that the person responsible failed to put safety die** on the Udder. This accident brought about a very rigid inspection of our Udderv^-thc storage, painting and the various things that should have taken place before the Udder was pet into use. That aeddent was helpful. The men are on the ball now to see that alt of these Udders are properly inspected Ladders out of working order are tagged and immediately taken eht of use. Those inspectors will work together. And. they will not work os any other line. We have our lines (timbered from one to twenty-four. We have each inspector work ing on various lines. But. in the past, we had one inspector work on Line 24 and then be would move over to Line 23. But now, he will work on Lioe'24 all the way down, with the two inspectors, and we are hoping that we will eliminate a few of these acci dents because this accident cost us approxi mately $1500 just for damages to the coaches, not including the lost time of an The second accident was one in which employee. 20 Accidents Cen Be Helpful CHAIRMAN WHITCOMB: Our next safety expert is Mr. F. - E, McCollum. Safety Director of the National City Lines, Chicago. MR. F. E. McCOLLUM: When I was first asked to appear on this panel with the subject title, "Accidents Can Be Help* ful," I frankly had to scratch my head a little. The subject itself sounded ambiguous. My definition of an accident is aa tin* fortunate incident. To say then that aa unfortunate incident can be helpful is con* fusing. It remains so until aa explanation is made of who is helped or until we deter mine if the degree of bdp exceeds the de gree of harm. To be helpful, someone must benefit by the fact the accident occurred. The eligible benefactors are: A.( The employee or employees involved. B. The other employee*. C. The employer. The employee or employ**! involved bene fit only when they leans through the' acci dent that it pays to be safe; that had they done differently, the accident would not have happened, and how they could avert a similar occurrence. Other employees benefit only wbca some one else lets them know what to expect and how to conduct themselves so they, too, will not be hurt or be involved in an acci dent. The company benefits in that they may reduce the frequency of accidents through knowledge of what has happened and in augurate steps to prevent a reoccurrence. Our company. National City Lises, recog nizes the importance of taking such neces sary steps. We operate out of our Chicago headquarters, 29 individual or separate op erating companies. These are city tnoiit lines, operating buses only. Since accidents from all 29 companies dear through the Chicago safety department, we have the advantage of using the experience gained from one to help avert similar aeddots to the other 28. T-*t us trace through the steps taken following a serious accident we experienced July 6, at one of our larger properties. In describing the accident, I quote from a letter submitted jointly by our transporta tion and maintenance superintendents. "We experienced a very serious aeddent involving one of our shop employees i evening m the parking lot back of our garage. The aeddent occurred about 6:45 pm, while a utility man was gassing and parking buses. Our operator was turning into the garage off a tripper run and had turned north on 8th, north off of J Stmt, to a point about 50 feet north of J, where he crossed over the sidewalk aad entered the parking lot with bos number 1256. He states he went over the crosswalk to a point approximately 50 feet from the gas pumps. The utility man gassing bus oum< ber 1280 motioned him to pull in directly behind 1290, so it would be handler for him to service bus number 1256. "The bus operator in his statement stated. T was moving at a normal speed when I crossed the sidewalk and was coasting down hill ia a westerly direction towards the gas pumps.* About fifteen feet beTore reaching the point of contact, be applied the brakes. Ia addition be applied the band brake, and m his opinion slid the rear wheels for a short distance is the loose gravel. The left 'front comer of bus 1256 hit the left roar comer of 1290, as bus 1290 was at a 30 degree angle relative to bus 1256.. As die bus was parked at aa angle sod the comers of the buses hit each other, they absorbed a considerable amount of the im pact. However, the utility man was caught between the buses in such a manner as to erode his pelvis bone in two places, break ing one leg at the hip, breaking several rib*, and rupturing his bladder. The opera tor got out of the bus and went to his assistance. He laid the lad on the ground and came into the garage and esDed for befp. Two of the three garage employees were cm a rood call and the third did not bar him calk He then wont to a telephone in the shop and called the ambulance. After that, he went up to the drivers* room up stairs to get assistance. While attain, be called the company doctor and he and one other employee then returned to the yard to do what they could for the ntiHty man. Almost immediately, the ambulance arrived and took him to the hospital. "It also developed some time after the accident, bus 1256 caught oa fire dec to a short caused by the impact. Not too modi damage was done to the bus. The only damage experienced was to the wiring. The fire was extinguished with the aid of a fire extinguisher and the aid of the fire department." Trmuit Section 21 Our injured employee, tn his early thirties, is expected to recover fully. HowcYCf, it will take aa estimated twelve jnocths, at considerable pain to him and high cost i the company, through iasur- soother maintenance man started the motor. "Danger--Do not start motor" signs were , supplied to all garages for use wbca work ing oa coaches. Wc have enforced the rule to dsnand the use of these signs, and it sacs rtafans .ad. The accident has been has worked. thoroughly investigated. Human failure has again stepped into the picture. Safety regulations have been violated in that the cgtrh operator should not have approached the parked bus until the utility man was safety aside, out of harm's way. He should have had the eo h under control, to insure stopping in sufficient time Another type of acridqt occurred some time ago when one of the mechanics nar rowly escaped serious injury as the top of a fire extinguisher, of a dry chemical type with a pressure cylinder inside, blew off, due to the failure of properly matching threads when putting tops oa after inspectioo. A bulletin has been issued wanting The utility man was violating a safety of *!? condition so other properties will regulation ia not stepping aside as the other guard against this possibility. reach approached. Past experience has aught us that established regulations oa die handling of coaches and oa maintenance practice* sometimes become so much a part of routine, that they are forgotten. We thm reissue, add to, or revise these regula tions, stressing only those rules needed to overcome these currently hazardous condi tions or practice*. This accident is a good example. I could dte several other instances wbema we have, as a result of an accident, been able to uncover a cooditioa which p-t--an accident possibility. Naturally, we prefer to cover these on the minor acci dents and make corrections before a major ooe occurs. Aa accident caa be prevented only when die warning given is heeded. That, I believe, is the purpose of this Safety Congress; to We, therefore, have issued a new set of get us to heed tbe warnings and become srutruetioos, stressing ways of overcoming the reoccurrence as forfows: 1, A complete stop shall be nude before entering or leaving bus yard or garage. safety conscious. CHAIRMAN WHITCOMB: Our next panel member is Richard H. Daily, Safety Engineer. Surface Transportation System, 2, Coaches will sot be operated tn excess New York, N. Y. of five miks per hour in bus yard or in excess of three mile* per hour ia garage. MX. R. H. DAILY: We have heard a lot of stories this afternoon.that are based 5.. Any employee will stand aside when oa tbe fact that we have to have am aoddozt coaches are being moved in front, behind before we are able to remedy a particularly or parallel to the coach on whkh they are tiuardoui situation la my particular case working, to insure their not being caught ia New York City, I had more or less of between the two vehicles. aa ultimatum that ire had to get results In 4. Coach operators will not approach six months or else. As safety men, we can ..-Mther vehicle without first being sure any usually expect that when we go into a eomother onploycc. who might be between the paey. coaches, is to ene side aad out of harm's When klr. Whitcomb said just a minute way. ago that accidents can be helpful, I won 5. Three short warning blasts' of horn dered, "How can they be helpful? We are will be given before backing a coach, either trying to get rid of those things right ia the bus yard or garage. now." We bcQcve from past experience, that by publicizing the incident and applying the tides to overcome the situation an acctdmt caa be helpful to the employees and com pany. For example, six years ago, a review of our record shows aa taeddent wherein But if we stop to think about it, if we want to get to accident reduction quickly, wc mast; first of all. make a quick survey of tbe accidents that are happening and that witl give os a pattern or lead to do away with them. a mechanic working oa 'an engine at tbe Tbe first thing I faced in New York City rear of a coach was caught in tbe faa when ' was the fact the company was having tea n Accidents Can Be Helpful thousand accidents every year, suid some times up to $3,500,000 in claims. Accidents `were happening in 45 different properties, so we knew that we had to get started fast We found that accidents could be helpful. An operator came in one day and made a report on a rear end collision. These acci dents were happening faster than we could count them. In order to reduce them, we had to find out just what was going on. We had a faint idea that operators were probably following too dose; but this op erator's report said: "I was following a vehicle by 25 feet I was going 20 miles an hour and I should hare had ample room. He stopped Quickly in front of me and the accident occurred.'* It was just as simple as that and it was written as though it were something he had been doing for years and be couldn't understand why it happened. But we had a selfish idea. After all, this particular operator was injured, and that is one of the quickest ways to get the story .over, to tell them a personal injury. We had seen so many of them injured and hurt in the past and we wanted to do everything we could to cut down the accidents, because it really involves them and their families. We were lucky in that particular instance to have the union chairman with us, and we hustled him Into the picture. We put on detonators. We knew we were going to have to prove that he was following too closely. We put the detonator on the bos and proved to him that with a loaded bus it would take him all the way from sixty to seventy-five feet to stop when going at the speed of 20 miles an hour. There was no use in his trying to kid himself into think ing be could stop within a twenty-five foot distance. We started our safety refresher school for the purpose of taking care of 181 men that were repeaters. Out of 2,100 opera tors. 181 individuals had a third of the 10.000 accidents. There was no use in wrestling with the problem involving all the men. We felt we should get to these 181 men. We found out they were having twice as many rear end collisions. A lot of operators were being injured. General Motors told us they were putting oq more new front panels for us than any bus com pany in the country. We were ashamed of it We began a school in which we told the operators what was happening as a result of their following too dostiy, what das- tance was necessary to keep from having accidents. We also showed them how te prevent accidents of that kind, dace 99.9 per cent of those accidents were aet neces sary and could he dindnated. We set 19 the National Safety CowadI rules, with the intention of aCaaspoctg not rear end collisions as qakUy as poswMc. You know wiat misery aad awqr e . be spent on a rear cad coBiaina. There i nothing a afety max hates acre or that will bum him up quicker than Is laow hi* men are having rear cad ooBUioat. Its disgraceful to him. to the public aad u ccrminiy doesn't help the record erne hit. la rear end collisions yew have arc? claims. The person ia frees foe ioforie' that are covered and hard to define, iferr- over, the operator usually gets hart, be cause many of these hoses fold ip tike credeerjack boxes ooce they hit something in frost of them. They dcaTt have as neck protection as the old trolley ear. In our school, we use a detonator leaded with cartridges and powder. We dsaaue- stnte on the floor of the dlaih Thee ha* a twofold purpose. It shows the driver* that they had to have a fdkvac distance and It woke them up when they got sleepy. We 'didn't say that ft was neces sary to have a detonator on the front of Our buses. We found eat it was just as effective to have it* oe Use Soar of the school and watch than open their qas when they saw what was going on la froot of them. We had 181 an educated overnight about roar ad collision*. Tb^r didn't lmow what was causing them up to this time. They fotmd out by the time you got the reaction time and added it oe to the actual braking distance, i took 65 or SO feet to stop and as a good formula, we used one vehicle length for every ten miles per hoar. We put the posters alt over the system and told the hoys to deal with them firmly. We set up an aeddent system where an operator could only have two accidents in a two-months period, and we worked that right in with the program. Wbst they bad the first accident, we brought them us for retraining and a refresher Morse and seat Transit Section 23 them oct with an old operator on the bus lo bad out what weakness they bad. We knew rear end collisions were ibe ones we had to work on. We eliminated 75 f4C cent of oar rear end1 collisions in x two-months period. X sever say anything work as fast. And now yoa should see the Mentors come ia aad talk to us when they had an acridcst where they don't do half a* omdi damage. Maybe they slip into the bos ahmd a little bet. They take this thing very seriously sow. They try to keep from isring rear cad collisions. We teU* them of accidents we want to areid. We are going to have to watch We told them they bad to keep rear end nnlfiifrFHf in mind all the thne and member they bad to keep as a safe fol lowing distance. How on we keep that safe following ff*--* when some driver cuts la front I n til day tong: The best thing is to ga into the habit of doing tbe same thing the trolley operator does. Power on, power C aU day long. It nmVti a person work in da it. but it does get results, and with a ha all you have to do is take the foot ff and pot it baric on the accelerator. As imacfcodjr passes the left land minor and pill out ia front, the operator can push hu foot down and stop in about as short a time an the feflow in front. We took off 900 trolley cars and put in a thousand buses and our old motorroen. vho were exceptionally good trolley oper ators, were having trouble the first month with tbe hoses. What were they doing? They were getting themselves injured. They were sliding oa those terrible cobblestones New York Gty. I have sever sees anytfciog like it la my travels across tbe United States. The first thing we did was to quire a study of why these fdlows whet coming arts the Washington Bridge went into a slide at the intersection. There is a yellow light at the center of the bridge. We told the driven that they should start braking when they saw it tone os. Tbe boys were musing the ydlow tight. and as a result when they applied their brakes they would keep oa going. They waolda*t know whether they were going to end up against tbe inter section or tbe Empire State Betiding After two or three of these accident* happened, we brought the operators into tbe school. We rode with them, , and we sent oar mm out in the bases to show them bow far ahead they had to apply the* brake so they wouldn't slide into the intersection. Wc had a selfish ids tbac. We told them tint they were injuring thamjrirta. and ww were going to try to do every thing we could to prevent then from do ing it, There are other accident* that you know about that arc problems, too. We eliminated about 2S per cent of the skidding accidents and 50 per cent of tbe rear tsd collisions We have eliminated about 50 per cent of tbe sideswipes. Pulling away from bos stops hundreds of times each day causes a great problem to the operator. Think of the exposures be has all day pulling in, polling out, worrying about the pedestrian crosricg. tbe people crossing against the rod light and everything yon have to worry about wbee yoa come to the intersection. We found out our operators were not adjusting their mirrors properly whet they left tbe garage in tbe rooming. Although they ehedeed their mirrors, they would go out and get hit and my, 'Writ, there is a blank spot in it." X fotmd out years ago there is a blind spot, if it is not adjusted property. Wc brought tbe operators into tbe school aad taught them the 1, 2, 3 mirror method ca reducing sideswipe accidents. We told them before pulling out, to check tbe mirror ooce. and then turn the head to tbe left. Ttet takes care of the little Austin or auto mobile that might be*right against tbe blind ride. Then, tuna the bead to the mirror By that time anything that is com ing is past. Then, they could pull out cau tiously and carefully. By doing that 1, 2, 3 system we have eliminated a good 25 per cent of our side swipes, and SO per cent of oar accidents arc probably sideswipes anyway. So, by cutting those down 25 per cent and cutting the rear end collisions down 75 per cent and 'working on the skidding accidents and get ting there down 2S per cent, we were able in a nine-month period, to get a 35 per cent accident reduction last year. In the last thirteen months we had 2^00 fewer accident* aad the company saved $75,000. 24 Use of Safety Council Materials Use of Safely Council Materials Br J- & OSBORNS Superintendent of Transportation, CjarinniH, Newport ft Covington Mnj Co, Covington, Kf. Last year when X attended the meeting safety problem, we feel, U tmlquc la its here in Chicago, I had with me Lucn Ed variety for a small company, and that this wards, the Vice Chairman of oar Safety necessitates a little departure from usuti Board. The remarkable thing,about this, X methods fas binding those problems. think, is that Lum is also an official of the The management of oar company is ag Union. As we sat and listened to some of the talks; I got a very distinct impression that had some of the speakers known that a Union official was present, some of the gressively interested in safety and acridart prevention work and has sot stinted, withh the bounds of the limitation that we are a small company by industry standards, in things may not have been said. There was providing meant for carrying out a safety no cause for concern, however, because Lum is a broad-minded Union official, as you program. With the Green Line; safety it a first consideration. will see, and a theme of Union-Company co operation pervades the whole nfety program Oar safety program is built around a on our property. For the information of you safety board whidi came into being as a who are not acquainted with our company, result of the fedmg on the part of both and since the matter of physical make-up the employees and the company that safety of a company is a determining factor in its performance Is a matter of concern to both safety program, I would like to give you a t tike to term oar program a cooperative brief description of The Greco Line. aoddent prevention effort became of the fact that responsibility is placed on both The C. N. & C. Railway Company, better parties--dhc anion and the company--to re known as the Green Line, serves all of the duce acddenU. Northern Kentucky portion of the Greater Cincinnati area. This area consists of 1$ cities and towns of varying sizes and traf fic regulations representing a population of 145,000 in the 1W0 census. With our wholly owned subsidiary--The Dixie Traction Company, we engage in a wide variety of transportation services, inducting local city lines, suburban type service, airport lim ousine service, darter, and even over-the- The birds of thia safety board is, I think an Interesting story. Over a period of yean the matter of accident costa has entered into alt wage contract negotiation* with the union. Both parties concluded that this was roeocy poured down the drain and that something should be dose about it. After a great deal of dhemuos, it waa decided that the natter would be turned over to a road intercity service performed as a lease to Greyhound. Our principal operation Is interstate between the Northern Kentucky area and Cincinnati and is handled through two terminals where more than 50,000 peo committee composed of both tmfoa and management representatives who would make a survey of the sitaatioa and reeoes- mend a plan of action. The oofon elected two representative* who fortunately were ple per day pass. We employ in regular service approximately 300 operators who members of their executive board, and the company appointed two representatives and make use of 135 motor buses, 31 trolky coaches and 10 street cars in transporting asked the anger of the dilms department to tk la as an advisor. about 100,000 people per day. Our limou It was this cennittee which finally be sine service, operated between the Greater came onr safety board. At present; the Cincinnati Airport and downtown hotels, board consists of, in addition to the afore employs an additional 21 persons and op mentioned, the nqiULHUiiiknt of equipment erates 15 pieces of equipment tanging in rod a Dixie Traction representative, for a size from 7 passenger cars to 21 passenger tool of sera members. As presently con- Flexible Airportera. I make tills description stituted, the board functions as an Independ in order to qualify the remark that our ent unit with full latitude to take any aetioa Transit Section 25 g sees fit, aad I might add that we con sider partisanship, balance of power, and lackeying for advantage, to be practically non-existent ia this organization. It Is the principal function of tins board te study and devise accident prevention pcograms and la this effort aU of the mforaoahen and materials available are placed wfihk Its bands. There are, for Instance, modest studies made from the A.T.A. de signed Kcysort cards which were instituted by the company to provide analyses Informshoe to the board, and stadia of various sorts provided by the **!"* department and personnel department, the National Safety Ceuaeii, and The American Transit Asso ciation. Some of the accomplishments of tbc board have been: Many conferences with traffic authori ties of various cities directed toward elimination of accident hazards. A study of safe bos stop requirements. Recommendations for use of A.T-A. accident analysis system. Meetings with employees. Designed a new accident report form. In fact, the board las designed the whole safety program and. as a part of that pro- recommended the tut of Natioaal Comal services. The board did a great deal of stndylog on this subject aad its coedtuioo was tint there waa a very definite need for the type of materials famished by the GoanaL We felt that we coald sot reproduce those materials at any practical cost, and that without these serv ices, ov program could not succeed. This phase of the accident prevention program wakes use of the following council services ia the following aaaaaer: Sefrty Foxier*--sue 17x23 and 8xlL These posters are placed on bulletin boards la division driver rooms aad are changed me* cadi two weeks. Our Idea here ii to keep ia the minds of operators particular problems associated with safety. We quite realize that the operator Is the men to make safely conscious aad that his performance k the gangs of toe program's success. The Driver Letter Is written by die Goos ed for distribution to the individual opera tor aad covers some particular topic of safety. At present our letters are dis tributed by division superintendents to op erators In personally addressed envelopes but, we feel that having this item go to the operator's home Is more desirable and hope to work this out in the near future. The Safe Driver Magazine Is an inter esting small booklet and is also distributed m the same manner as the letter. Doth Cords are displayed ca the dash boards of all our vehicles and these cards are changed once each week. The booklet. For Experts Only, baa also beta distributed to ail of our operators. The first distribution was made at the gen eral safety meeting n February of this year and tied la with the presentation of Safe Driver Awards. Since that time all new employees are presented with a copy of this booklet as a part of his training material. The Safe Driver Aword has been estab lished la the minds of our men as a mark of distinction to be earned by diligent atten dee to duty and safety, and at tbe end of June of this year, we arc proud to say that 125 of our nearly 300 operators are wear ing this bodge. Since this award has only been In effect for six months and since our tcddait grading procedures have been very strict ia this time, we consider this a cred itable performance. Aside from those materials, we obtain from tbe Council, accident prevention data such as aeexdmt rates, accident facts, and answers to particular problems which prove invaluable. You may be interested la other portions of our program as designed by the safety board. It is this company' and the board's opinion that we Americans cannot be forced into anything. We don't believe that op erators ran be suspended, fined, or penalized Into safe operation. A psychology of fear may result is temporary or apparent im provements which we do not believe will last. We believe that operators must be trained to operate safely and that every effort should be expended in that direction with suspensions and held as a last resort. We believe that an adequate selec tion procedure and training program will produce a high percentage of safe operators 26 Use of Safety Council Materials and weed out those undesirables incapable of receiving training. We have instituted at the beginning of Uiis year a new selection and training pro* gram along the lines of the A.T.A. recom mended procedures. Accident Grading--We fed that the mat* ter of accident responsibility grading is important tn determining performances and further, in making operators accident con scious. We use a numerical grading which adapts itself to coding on oar analysis cards and designed to provide some lee-way in degree of responsibility as follows: 1. Operator dearly not at fault. 2. Equipment failure where failure could not be foreseen. 3. Operator exercised ordinary care hot could have avoided the accident by extraordinary rare. 4. Ordinary care would have prevented the accident. 5. Cardcas, avoidable accident. 6. Reportable incident. Accidents graded 3, 4, or 5, are charge able as preventable both oa company rec ords and for purposes of National Safety Council Safe Driver Awards. The establishment of this grading is done in steps: 1. The division superintendent after aa interview with the operator when hehands in his report.'Tweommends a grade. The assistant superintendent of trans portation reviews the report pnd after investigation with supervisors and equipment department, makes his rec* onanendation. 3. Accident performance record is re viewed by personnel department and record attadbed to report in certain rases. 4. Approved grade is affixed by superin tendent of transportation. 5. Operator is notified, by form letter. This, we believe, is a highly important part of the whole scheme since the matter, of grade is of primary impor tance to the operator. (Sample). 6. If the operator upon notification dif fers with the assigned graffing he may appeal to the safety board who vi hear hi* rase and make recommends, tions to the company for change n warranted. This too, we feel, is ia. portant and it may interest you ta know that of 17 appeal cases head ia six month* of this year, nine hart resulted in rtcornmcodition for done to aon-cbargrable classification. You also may be interested In Iraowiaj how this grading system has worked e comparatively. In 1947, of a total of 1J27 accidents 239 were charged to operators u preventable This is 235 par cent la six saceths of 1943, of a total of 1M accidents, 138 were charged to operators in the prcvoatablc classifications. This it 35.4 per cent. What 1 am pointing out hot is flat while we have had fewer aeddeag a eloser inspection has led ns to chars; more of these accidents as preventable with the desired reside that more mea are shova their responsibility ia accident prevent** Work. The safety beard also meets oaoc od three months with m3 new operators a* ployed in the preceding three months' pe riod. These meetings provide an opporfiarftj to get acquainted and describe to these asm the purposes and fimezSoas of the safety baud, to impress upon than the importance of safety. Another type ei meeting is one in which the safety board select* accident repeaters and nmasot then to meet with the hoard for a discussion at safety practices. At a meeting In July, It sodt operators met with the board and good rendu hare bees achieved in all rase*. These meetings, held once each six months, do ocX replace the normal practice of per* tonal conferences and retraining of these men by the company bet they aid grail? m impressing them with the solidarity ot the effort. The board operates, wholly without re ward, a safety suggestion syslea where any employee, citizen, or anyone else mar make any suggestion In the interest o( safety oo the property. We have obtained hundreds of suggestions In the twehc months this schanc has been ta me and have foxmd many of than to be valuable. Rerultr--Of course; we realize that the proof of any padding is la the eating aad we further realize that six months of ex Transit Section 27 perience U not sufficient to base any coo* pared to the first six months of last year elusions upon. We are also aware that sot we have bad a 14 per cent reduction in having bad aa expert safety director, which traffic accidents, hut at the same time, we condition we hope to rectify, we have not have had a 19 per cent increase in passenger been able to apply ourstivm as diligently accidents. The second quarter of the year to the problem as necessary, but as a whole has shown a more remarkable decrease of e fed that some good results have been 21 per cent ia traffic accidents and 9 per obtained. cent in passenger acridmta. In view of the Comparison of accidast figures Is sot severe winter and conversion from street wholly a good thing unless all of the fac cars to gas buses in the early part Of the tors which go to make up the figures are * year, we consider the first ax months im cecuKkred. However, we can say that com provement noteworthy. Use of Safety Council Materials By L. D. GALE Mtotgfeg Partner, Beloit 1m Co, Botoft, WIs. Daring my travels H has been my pleasure aad my privilege to visit asd observe many transit operations. I have found some to be very good operations while others do not do things as I do. Hoot of the operation* visited have been members of the National Safety Council. During and even after the BoabcrshTp rotmd-up these few unenlight ened properties were the object of an tstauive pcTsoeal missionary campaign. What is the status of these operations today? Without a-single exception cadi of then it stiff ia outer darimme. This establishes die toper rilcwnanshlp mad sterling abiCtic* which qualify me to solve any and all prob lems of the transit industry. Aa aoazmg and, to me, shocking revelatica which I have learned from my travels ap aad dom die coontry was the number of tramit properties who were menbera of the National Safety Council. That's all-- just members. These properties wherein top vrtgqpqat approves a purchase requisition asd sign* a check with a flourish and secret rtJoctaace for a membership in the Condi, thus settles beck oa his swivel chair with a self-satisfied sigh--all of his safety prob icat settled tod eei*of-mit)d for another year. Just like that. Oe those same operatieps take a peek lifimrt the scenes at the' maintenance dc~ fartoMBts. Here, too, top management has granted considerable expenditure to provide equipment and tools. On not ooe of those operation^ however, had top management divulged the formulae which was applied in the safety department. In every rase that maintenance equipment and the tools were ia constant use. Perhaps the management of those properties await the expansion of the facilities of the National Safety Council --the formation of a sister organization to be called the National Maintenance CoundL Press this Cbtodi afi tools and equipment could be poehased aad hung on the walls of the garages m spotless and orderly array, for the cocotil membership would, of course, preclude the necessity of ever having to use theta. No, you're dam tootia* it doesn't work that way ia your maintenance department nor tn bum; and yoa ran just bet yoar last suspeoder bottoa that it can't work that way in our safety deportments other. Tools which are specifically designed to do a necessary job are just as essential in the safety department few the job of accident prevention as are the tools which are used for our reTtnoc vehicles. In our mdustxy ia which management must be practical to toe nth degree, the business of buying tools to da a aacesniy job aad that malting no pretense of using those tools just doesn't make sense. 28 Use of Safely Council Materials The National Safety Council is a coop added use for this handy gadget also ex. erative organization composed of you and plained in TVwtrii Topics some time ago. I me and Joe Doaks. We have pooled our safety problems, our individual accident pre vention know-how and our resources. The might also mention the poster service as a time-tested toot. Z would probably mentx* the Driver Letter, the Safe Driver and Safe pooled funds thus made available have made Worker as multi-purpose tools, I would cer* possible a staff of experts in virtually every tainly recommend those sterling tools: the field of human endeavor, artisans, if you National Fleet Safety Coates* and the please, who carry oa the research, testing Transit Section Safety Contest. I wouM and distribution of the tools for accident point to the GoobcsTs Accident Rerice prevention which we find necessary. The Board for aiding us m the determination of council is ready and able to place Is the responsibility for aeridmts, I would cer hands of every member a bag of tools, tainly touch on those fine tools for visual precision-made, for every job demand, a bag education and training offered through films of safety tools which would otherwise be and slides. I might mention is ps sting the beyond the ability or resources of any indi tools provided b/ the wealth ef factual, ana vidual member to provide. As membership lytical and data which Is far* in the National Safety Council increases, nlshed. Certainly X would be remiss were I so the benefits to each member win increase; to neglect the bonus tools to be had throogh first, in the increased resources---the "Jocg the fine associations with each other through green" pouring into the communal pot ac out the year and here at the Congress. celerates research and testing; and will make new and improved tools of accident pre vention available, at lower cost, to each of us. Second, it will stock-pile more ideas and know-how. the raw materials from which those tools of ours are taachined. X ay this at the risk of being branded a reaction ary, for it is predicated upon sotad econom ics. and I an old fashioned enough to believe in and have faith in sound economic principles. Fully realizing the Inadequacy of my laspirational ability X shall. therefor refraii from any mention of each item. Year bag of tools has been provided--use then, 11 yon become proficient in their use and achieve a measure of success la year crtmde of safety, share jots- metiiods with others, thereby providing additional know-bow and new tools for the rest of us. It Is by such concerted cooperative action that success is our accident prevention work can and must The staff of the National Safety Council, be achieved. the artisans which our pooled resources have hired to forge the necessary tools for our safety work, are doing a magnificent job. It ain't the IndlvhSnl Nor the army as a whole, In the Transit Section, the Commercial Ve But the everlasting teamwork hicle Section and every other section. It Of every bloomin' sod would be foTIjr indeed to attempt to vie with our good friend Paul Coburn In a detailed description of the bag of tools they have provided for the Transit Section. All or most of you have at some time, some of us many times, been inspired by his accounts of what could and should be ac Farh one of us feels that Us pmxy efforts are alan to an attempt to stem the mighty Mississippi with a twelve inch plank. It tikes a lot of there and a lot of knew-bow to join there, bat that great river -can be dammed, and with twelve sack planks. complished with the various safety tools It is unthinkable that any of us couM which he knows so well. If I were to attempt pull an ostrich act and stick our heads Is such a descriptive feat I would probably the sand when we are faced, daily, with our mention the Council's Safe Driver Award own accident prevention problems and the as a potent took Perhaps some ef you problems of our neighbors said ear industry- happened to notice how my own little opera It is unthinkable that any of us could score tion integrates the Awards with our own to use aay and'every mesas at our com- Safety Incentive Plan, which was published mand--every tool In the beg--to curb the in Transit Topic*. I might print to another " needless economic waste resulting from the too often neglected tool--the Dash Card, and horrifying accident toll being taken every how on my property we have developed day oa our streets and highways. Transit Section ' Need for Transit Operating Safety Program By K. D. MERRILL Pr--idwnt, Capital Transit Company, Washington, D. C. 29 Anyone who has beat connected with tnnrit operations tn a large city over any considerable amber of years, needs no re minder of the unnecessary htanan suffering which results from accidents. We have all luid friends involved In aeridmes with tran sit vehicles and the personal suffering and difficulty which arises as a result of sock experience Is thas brought home to us riridly and become* a sharp stimulus toward the promotion of tbc safety idea; set that wc should hinV aaorc seriously of aoodmta te our friends than we do of those which occur to people with whore we are not ac quainted, but injury to a friend or neighbor dees bring a sharp realization of the expo sure to aeddents. From the standpoint of the general policy of an operating transit company, the matter of accidents is more than a mere matter of dollars and cents. The reputation of the company for safe operation U a very valu able asset In all of the dealings which the nanaganent must have with public author ities and with various citizens? organizations. It U, X believe, bdpftd toward increasing travel on the lines of the company. When yon add up all of the individuals who are concerned with an accident, aad am speaking now of the individuals outside of tie company** organization, you will see tint a tresaeadoos mother are Involved. Payment of damages would not erase the yarn nor the recolkaction of btzmHatioa or cmberTasamcot resulting from an accident, and era If no payment Is made bceaase tits company is not at fault, the person who suffers will fed aggrieved toward the com pany whose vehicles may have been involved in the accident. In addition, there are witaccsm, tbc family and friends who know of the armeutances and who spread the discus sion of saeh things, and in case of trial Acre arc lawyers asd jurymen and jndges who are reminded of the hazard connected with public transportation. All of these hfioceces build up a background of public pinion which Is good If the safety record is good and If accidents are handled In the best way, and which Is bad If the reverse Is true. I believe that most people who have ana lysed accidents must agree that accidents axe preventable, A cause can be fotmd--lack of intelligence or of proper precaution, or lack of attention or scree other timnnstance defined broadly by tbc word "negGgence." It may be that we talk too much about prevention of accideats, whereas we should think of the proposition la terms of safely as an ideal toward which we should develop aa active and constructive program. This vriB perhaps assist m placing more snphasis oa safe operating conditions along the routes over which we operate and m the thoK garages and carhonses, where main tenance work is done. We cannot, of coarse, expect to make the condition foolproof, and there rests on the operator of a vehicle oa the road, or machine in the shop, an impor tant degree of responsibility for safety pre cautions and safe habits evm though wc may famish him with the safest surround ing conditions we can devise. Those who have to do with the general policy ef the company and the disciplinary processes have their share of the burden of responsibility. Negligence la applying proper disripGne or providing the safest operating conditions Is just as culpable as negligence pa the part of the' Individual actually la-. votred hi the accident. The costs arising from failure to accom plish the best results m the direction of safety are very serious, particularly when all coats are rising and traffic declining. Any Item of operating expense which may absorb from 3 to 10 per cent of the gross revenue of aa operation Is of grave Importance and every precaution is naturally taken to re duce the amorext of such at item. Just as a sample of the kind of expendi ture involved, I note In the American Tran sit Association's report for the year 1947 on the operations In cities having a population of 500,000 to 1,000,000, a group of four motor bus companies speeding for injuries 30 Need for Transit Operating Safety Program and damages two thirds as much as Is spent for fuel for revenue vehicles, and a croup of four electric railway operating companies who spent for Injuries and damages 86 per cent as much as they spent for electric power. Considering the investment we have made at some times in the past for power-saving devices in the hope of saving 10 per cent of the power, I sometimes wonder whether we have given sufficient thought and been willing to spend the necessary funds to accomplish all that can he done ia the direc tion of safety. A typical company may spend on account of accidents several times what is spent for salaries and expenses of general officers and in some cases a great deal more than is spent for all of the officers and gen eral office clerks. Admitting then that accidents ought to be reduced and that they com be; because they involve some form of negligence on some body's part, it would seem that all concerned would be constantly on the lookout for ways to improve the record, and we might won der why a special program need be con sidered. Isn't everybody fully aware of the problem and awake to all of the possibil ities? We have two kinds of accidents, namely; the accidents which occur on the road by reason of our operations, and the accidents which occur in our shops or in other operat ing units and which involve our own people. Both lands have the same human Interest and the same reasons for trying to eliminate them. A different sort of program may be needed to get the best results in die two different fields. I understand there are oth ers here who stay discuss the details of safety programs but 2 would like to call attention to some of the elements in the problem, some of the rcasoos why, from the viewpoint of the general management of die company, a "program1* is a good thing. AH the various departments of the com pany are involved and each must do its part if results are to be accomplished. The em ployment department has a vital and critical part in the selection of new men. Failure here is difficult to overcome in other depart ments. The transportation department has a vital part in the training, retraining and the "preventive discipline" which is reaUy a con stant retraining process. This matter of pre ventive discipline I regard as extremely helpful m eliminating accidents white cooserving the valuable asset arising from the retention of experienced oaptoyees. The maintenance department must keep the ve hicles safe for operation and must train and retrain employees in the establishment safe habits in all the mechanic*] operatic** of the company. The claim department, which ts railed m to get us out of trouble when we fall in our safety program, and which should be constantly needling us to strengthen oar safety efforts, also has a valuable contribu tion to make. The engineering department studies the physical layout of shops, garage* and rarhouses and the con&tiona along the various routes where vehicles are operated. The accounting department shows us the good or bad results of our efforts la raid but coorioting, dollar figures and compara tive stxtsidcx. With such a variety of re sponsibility, there may be a tendency to blame the other fellow for accidents and this points to the need for coordination oi all of the safety work, to be sura that at are conscious of their responsibilities and work together to the best advantage to ac complish the common objective. The habh of safe operation by trainmen, bus operators and shopmen should be estab lished in the training period bet constant reminder is necessary to keep the safe habits working to the fullest degree. We are alt human and very few are above the need of a stimulus and reprated reminder of the need for safety precautions and all of a# can benefit by utilizing the new ideas that come, either in our own groups or from those outside of'it. I believe that these general consideration* show plainly the need for a safety ^pro gram," but 1 believe further that each com pany will have its own method of going about that program. There are strong argu ments for placing responsibility on a single individual known as the safety ragioeer, or by some other title, who will devote his entire time to investigating accidents and proposing means of carrying oa our opera tions more safely. Thera are other argu ments; very strong ones to my mind, for placing the emphasis upon the responsibility of each department, each foreman and su pervisor, for carrying on the work ia his small field with the greatest degree of safety. Transit Section SI 1 think nothing should be done to detract from the direct responsibility of every de triment head and supervisory officer and member of the staff for giving active and very constant attention to measures looking toward safety. Much will depend upon individual person alities available In soy organization to carry on the work. It may be that the general manager haa safety uppermost In his nuad and is constantly lucumneg away at it. Tha individual mast concerned tft dralrng with accidents is the head of die duos depart ment. Perhaps be Is the most ceosrioas of the need and has the spto'il umIuwmutes of act and persistence to get things dene. He U constantly reminded of the coot and the serious effects on public opinion which grow but of accidents. Me may be the one in the best position to remind all departments of their responsibilities and keep them alive to the problem. Whoever is responsible for the carrying oat of the safety program and whatever type of organization may be used to accom plish the purpose I am sure that a safety program carefully worked out and diligently pursued will produce beneficial results not only ta the matter of coat reduction but in tha ,/* of community relations and the dcvcloi icnt of friendly support from all element in the city, and will, therefore, be one of the most valuable and important activities carried on by the company. Organizing Sot Operating Safety By BARI. RLSTTKBR AatitMt flnimlntnulinr of Timsyne utiixi, SfBvolm Skctrie Railway A Transport Co. My cooncction with the Milwaukee Bee- trie Railway and Transport Co. bos been that of aa operating awn. For the last 20 years I have been In charge of traffic studies and the plauehtg of schedules for the sys tem. My problem has been to scan effi cient and economical performance while --E-rafeii-g the rn--tkacoU that per mit nfe operation. However, no operating um ran overlook the angle of safety be cause accident costs are pure waste and certainly do not promote econocray or effi ciency. We are rather proud of ora* company's safety record in rcaat yrars. Ia 1943, 1944, 1945 and 1946 we won honorable martiori or special merit awards ia the American Transit Association's safety con tests. Our accident costs have been low, ranging between 2 and 3 per cent of rev enues even under conditions of present high costs. During 1947 and the first half of 1948 we selected mod trained 428 new operators for replacements, service expansions and in creased off days and vacations. In spite of this Influx of new men (23 per cent of nor present force) we hire maintained low frequency and severity aeddent rates. Our safety ' organization includes every nan ia the executive, supervisory and train ing divisions of the company, but we have no separate extensive safety division as such. We have no rule bode and give the new operators do printed material of any Itind. This I believe to be rather unusual and the rcasoos for it will be discussed later. propose to point out the elements that we rmtjAor essential in a program of or ganizing for operating safety. Essentiola of Sound Program for Op erating Safely--Ia enumerating these essen tials I am going to describe chiefly our own organization because we believe it to be Mind and to produce most of the desired remits. We .work on the assumption that safety cannot be instilled by means of speeches. lectures, contests, meetings, din ners or prizes. The natural reaction to these devices is that "they are fine for the other fellow, but I don't need that sort of stuff." When accident producing, conditions arise all of a sudden, the only thing which can prevent or minimize the catastrophe are the reactions and habits formed previously by the persons involved. Mo one has time to 32 Organizing Jor Operating Safety get out a rule or instruction book to see perintendent of transportation represent* I what be should do, or to think bade about the company on the City Commission. j the last lecture on the subject. His im mediate reactions from previously formed iiabit* determine whether or not there will be an accident. It is on these reactions and operating habits that we concentrate in our organis ing for operating safety. Before getting into details, however, wc should like to point out the general type of organization on our property. We have-- 1, A astral mfety committee in the com pany. 2. A representative on the Gty of Mil This is a very important connection since, it co-ordinates the interests of the compasr I and city on common problems. Question of turns, safety islands, stops, parking, etc are alt involved in operating safety and the common interests of both parties can At worked out on the Spot. Recommendations of both safety groups can be passed bed and forth. The Milwaukee Safety Conunitrinn Tnu. fic Group haa been exceedingly ce-opcratm on matters involving the safe operation <W company service. waukee Safety Commission. J, A careful selection system. 4. A thorough departmental training and follow-up system. 5. Careful investigation and follow-up of accidents to prevent repetition. 6. Careful investigation and followup of equipment failurea. Operator? Selection System--Problem of safety are simplified when the misfiti are weeded out before they have a daec* to have accidents. We lave bees doing this for over 2S years. During the past fr* years the American Transit Association hu been actively engaged m developing a se lection procedure usable by members of tin 7. Careful investigation and follow-up of industry. Our pioneer equipment and meth schedule troubles reported by oper ods have largely been replaced by these ators. later developments. & An important place for safety in de partmental meetings and foremen's conferences. We should like to comment briefly oa some of these and in more detail on others: The proper selection system Is essential in an organization planned for operating safety. Men who pass these tests realize that this is an important job even before they get it and that proper reactions and The Central Safety Committee-- This habits are essential. committee meets ouee a month under the Deportment^ Training end Followup direction of the company's vice-president. System Now wc come to the heart of the It consists of the beads and principal rep whole safety organization. The men who resentatives of the various company de work with the men who may have the acci partments. Accident trends and costs are dents are the ones who can make or break discussed. Those pertaining to certain types the accident record. of failures are pointed out and remedial measures suggested. Important individual cases are discussed. General Information and matters of interest are also brought up tor discussion. 1 have previously stated that our opera tors get no rule or instruction books. Our training and instruction is of the persona) contact variety with repetition and drilling on the items which lead to safe This is the co-ordinating unit for com pany activity. The interests of manage ment are parsed on to department heads. The viewpoint of the claim and personnel departments are presented to operating de partments. Departmental responsibilities are allocated. operation, namely alertness; anticipation of possible trouble tad the proper reactions to those conditions which can cause teadeals. You probably all know that the first three days of training on our property are put in oo our private training trade where the fmdazueatais of proper operation are We consider' this committee to be very essential as an informational, co-ordinating . taught under terference. conditions free of trafie in and directional agency. Training is continued os the road for TAr City Safety Commission--Our su another two weeks under the constant su Transit Section 33 po-nsloa ^*e suae platform instructor wbo accompanies the student from line to One and constantly directs the formation of jm(r operating habits. After the road training another day at tbe Training Building for check-up and final instruction starts the new student oat oa his own but not without constant followop instruction. Tbe regular foDow-op fa- jtruclor then takes over and follows tbe new student daily until he is certain that tight habits have been firmly established, then at longer intervals until be feels it *sfe to get down to tbe regular monthly routine. We have eleven follow-up instruc tors. Each one of tbe 4211 operators hired Is 1947 and thA first six swaths of 1948 was trained la the above manners for street car operation, gas bus operation and trackless trolley operation and were qualified for alt three services in the relatively short period of approximately six weeka. These men switch front tine to line and from bus to car, to trackless trolley daily. They may even operate all three on the same day. This complicates safety training and is realty a severe test of a training sytsca. It Is this constant drilling and repetition of fundamentals that we believe lays the foundation for most of our success in the reduction of accidents. Constant alertness and anticipation of possible trouble and the formation of quick habitual responses is the secret. We sow have about 70 operators oa oar piopu ty who have qualified as platform instructors and receive men for road train ing. These platform instructors are care fully selected on the basis of their operat ing and accident records and ability to teach. Men interested the job varies application for It and after wfcttkw are on six months probation before they are finally accepted and given a platform in- structoe** badge. While the new operator is under the reclioa of the platform instructor the regu lar follow-up instructor assigned to *>* station occasionally rides with tbe new man to check up on tbe instructions! procedure and progress of instructton. If tlie platform instructor or follow-up Instructor at any time ftdc that the stu dent cannot make the grade, be is released from the service. This is a further screen ing after the regular selection procedure. Investigation md Follow-up of Accidents ---Accident* are bound to occur (even in Milwaukee) sad when they do, steps most be taken to determine the responsibility and prevent a racurtence if possible. Every accident is first investigated by the division superintendent, who determine* the responsibility as well as he can. The divi sion superintendent's report covering the investigation and placing of responsibility of the accident is sent to tbe claim depart ment. The dalm agent looking at the Blat ter from the legal viewpoint and possibly having interviewed witnesses nay suggest changes ia tbe findings of tbe division su perintendent. The bead of the training division then receives the copy and esters the accident information on cads man's record. The roiaute be feds further hmraction or. -rnvdTil steps arc necessary, special atten tion U given and plenty of rL This specie! attention may take the form of follow-up by tbe platform instructor (who gets a copy of each chargeable acci dent). It any take the form of a call to the training dhisfon for special interview ud check up by the superintendent of train ing; or It may take tbe fora of a small class assembled at tbe station of two or three operators who are called together by the sopq iatendent of training for tbe pur pose of going over tbrir record*. These meetings get right down to details, re sponsibilities and suggestions for changes. No one can my "that sort of stuff 1$ all right for tbe other, fellow bed I don't need it." Our experience with these special case treatments is that we bare no further trou ble with them--at least for several years. If we do. more drastic action may be neceamry. This close follow-up of accidents by the framing division has nipped many a wrong tendency in the bnd and put many a man bade on tbe straight and narrow path of safe operation. Investigation ami Follow-up of Equip ment Failure*--Every acridmt which the operator clans to be.a result of equipment failure b carefully investigated by the roll ing stock department. If the equipment is at fault it is corrected and not only on that particular vehicle but all vehicles where 3J. i5 34 Organising for Operating Safety i simitar failure might cause a similar acci operation or at least produces as irritation dent. * which causes au unsafe attitude.: I would like to mention a few of tbc We hare attempted to correct these con things that have bees dose on our property ditions by the use of a report fora for as a result of accidents from equipment failures; 1. .To reduce treadle door accidents prac tically all vehicles have been equipped with what we call the O'Neill, pin-type, door-brake interlock. This eras developed on our own property and carries a- positive brake interlock vfhea the rear door is open. To reduce falling acci dents from rough stops there has been incorporated with the interlock feature a reduced brake pressure setting of about 40 per cent of maximum as a holding brake which permits tbe opera regular operators. This fora is used le report cates of repetitive over-loading, run ning time presence or Mgimpu operation of fellow operators canting excessive head ways. Each report U carefully Investigated and the operator making the report receives a personal letter from myself stating the results of oor Investigation and what hat been done ot not dene to correct the situa tion. The above procedure has been of grot benefit to us bt torsting trouble spots and has reduced our schedule complaints from tbe Union to practically niL Everyone Is tor to make a smooth stop while setting the door handle to opening position. 2. As a result of aeddents doe to slow . application of air cm certain types of street rars, air piping was entirely happier and we feel that tbe operators have benefited greatly through the possibility of straightening eat Use tittle things In their da3y work that bead to cause irritation and unsafe' operation. changed to remedy tins condition. Safety in Departmental and Formant's 3. As a result of a tom glare accident all Confertnees--While departmental meetings buses and trackless trolleys are bring are generally called to discuss operating equipped with Polaroid visors. problems, safety always bolds an important 4. As a result of several aeddents due to place. Accidents, methods and practical. freezing of control rods---all such rods hazards, etc. are discussed and rranrliiif on our bases and trackless trolleys arc suggested. In some of tbc safety now enclosed. is always tbc first tbiug up for ducassion. 5. As a result of several am aeridoots, through open window, practically all of our buses and trackless trolleys now have stationary bottom window sash. 6 As a result of several aeddents where cotter keys were omitted, inspectors must now sign for all cotter key inspections. 7. As a result of an accident due to a failure of air pressure, extensive experi mentation is now being made with low pressure indicators. The above sort of changes are usually not publicized but the results have been of incalculable benefit. Interdepartmental co operation of this sort has been an essential part of our organization for safety. It is getting exceedingly difficult to charge an accident against our rolling stock depart ment because of equipment failure. Our company has for amoy years con ducted a foroun** conference program, consisting of monthly conferences for about 4 mouths of the year. Usmdfy nt of tibese conferences is diluted to mfety. cither of an informational or Inspirational eiuractcr. These two types of procedure hare helped keep the importance of safety before the operating supervisory gro^. In our organization for np e riling safety', we have the necessary amnagcrial htecx and direction to produce co-operation be tween departments mvolred: we have the neecsrary connection with the dty safety' organization; we have the necessary careful selection of operating material; we have tbe necessary continual drilling on safe operating fundamentals; we have the essen tial close follow-up on accident tendencies; Investiyalion and Folloto-tip of Schedule we have essential co-operation betwees de of Contfilaiiils--The operator's schedule de partments. Last bat not least we try to termines the pace of his daQy work. Many remove the trouble causing irritations from times some repetitive over-load or improper ' the operator's duly woric The whole thing condition of running time may produce a sums up to organisation for the things that pressure which tends to result in unsafe are really necessary for safe operation. Transit Section Operating Accident Records--Their Collection and Use 35 By COLIN DOBELL Tnnsit Safety Supervisor, British Colombia. Electric Railway Co^ Ltd, Vaaeoanr, B. C, Ciwih Every safety mas ts agreed that there is no single cure for accidents, but there it s good deal of difference of opinion as is whkh toots are the most important in combatting aoodestj. Some believe careful selection is the nest important item, others stress training; and again others urge de uced statistics as the important thing. The fart is, of course, that all of these things arc important and must have their place m the well-rounded safety progranmie. The difficulty ts to strike the middle line and develop each phase ia its proper proportion and degree. Records have value-very definite value--if they are used. Proper records permit a safety man to tackle first things first. To diis point statistics are a help, but don't kt them get to be a phobia or a fetish. Don't get to the point where you are trying to prove a rdatiooshlp between fat ladies and the claims coats of braised bottoms. There may be a relationship, but you still faiTe to carry fat ladies. Set up year rec ord system and tailor it to give you mast of tbe Information you are apt to require. The systems developed and advocated for use tty the Americas Transit Association, National Safety Council, and other organnations, arc aU good aod can be modified to suit properties of whatever sue. Tbe system to be used should provide enough detail to permit of uieejive action, whether k be a muter of attending to em ployees with the highest aitiJdrat records, lo the highest accident leotimu. or to the highest accident equipment. With the majority of transit companies it is safe to say that the basic source of information regarding accidents is the j^ erstoris origin! report. Information re lating to the time of acrid**; location, type of equipment, type of accident, and extent of injury or damage to the persons or prop erty involved Is usually secured from the employee's accident report. Theoretically, this is as it should be. since no one knows more about the circumstances than the man involved. Tbe big problem is that it is one thing for the operator to know what happated, and another thing to have him provide a detailed description s paper. True, la the case of an inadequate report, a supplementary statement will be obtained by the office and probably by tbe superintendent, but not always is this sup- pkmectary information made available to the safety department so that their statis tics may be accurate Moreover, securing additional information by tins means often proves an expensive procedure. The original report should contain com plete and accurate informatics. If tbe boys who are operating tbc equipment have not, tbe necessary skin and knowledge to pro vide a complete and ecorise report, it is my opinion we should provide assistance. In Vancouver, we found that most transit operators could aot convey a clear Picture of the rircumstaneea wboi an ac cident occurred. For a long time we either sett a supervisor out to get aa additional statement, or hod the man come to the Office for that purpose. Since so many re ports lacked complete information, this got to be a real chore. Not only was the claims office held up until the additional informs- Hob came through, but having supervisors tub aioud oa this woric was expensive. Moreover, die employees occasionally got irritated. From their point of view they had reported the occurrence; and if others t&d not mwlerstand the report, it was too fcyt That was the situation, and one, I imagine, not peculiar to this one company. To knprove the situation, we adopted the view that an operator's original report is rs M so. i-: 01. 52. ! S': 36 Operating Accident Records--Thar Collection and Use an important document, tint it should con tain all basic information regarding the accident or occurrence and that U should be accurate. We then developed sew report forms. Two forms are used-one for traffic and misedhaeoas accidents, and ooc for passenger-type accidents. These form are patterned very ctoceiy on the forms de veloped by Mr. if. A. Kraft of the Ameri can Transit Association. We then selected and trained a supervisor to accept and scrutinize all accident report* tamed m at our main terminal. This man or his parttime assistant helps each individual prepare, his report and makes sore that not only is the detail accurate, so far as can be ascer tained at that time, but also that the report is reasonably complete. At all the terminals derks or dispatchers have also been briefed to do the same job. We have found this routine very bene ficial. Our claims office now has only oc casional need to call ta a man for additional information on some particular point. They estimate they now need to see 65 per cent fewer men than formerly. Similarly, the operating superintendents can now deal with each accident or the bests of the in formation contained in the original report. The operators, themselves, seem to appreci ate the assistance in making out these re ports and. moreover, get a considerable amount of education from the supervisor while discussing the circumstances of the aeddent being reported. Last, but not leas^ the information made available to the safety department for statistical purposes Is ac curate. This last h important Operating super intendents and supervisors generally tend to discount the significance of accident sta tistics. Consequently, if safety departments are going to convince management and op erating officials of the need for action m any direction, they cannot afford to be in a position of explaining Inaccuracies. Records are necessary, in fact vital, to economic safety effort. On the larger properties a statistical set up utilizing I.B.M. or Hollerith machines will permit the development of very de tailed statistics. In this connection, some of the card sort systems, such as Keyicrt, can be used for the same purpose and. more over, are available to the smaller operations which do Dot bare tabulating machine* available. In any event, some over-all rec ord of frequency Is If you know what type of aeddent is most frequent and costly oa your property, yoe can devote your efforts to that type. If yet knew which intersections are high on sc* ddents, you can go after than ae a seke- live basis. Last; but not least, when yoi learn which of your men are most subject to accidents; you can apply your efforts t* problem, too. This Is, I believe, ooc of the most fruit ful fields few selective effort. I am think, ing now of 16 men Interviewed just over a year ago. These mot had high aeddeat records. Is checking the record of these men the other day, I found that m the 12 moeths before the interview they had aver aged eight accidents each and a claims cost of $281.00 per man. la the 12 months fol lowing the interview these men averaged four accidents per man and an 82 per cent decrease la the amount of responsible ac cidents and had occasioned only $52.00 of claims costs per ms ever that period. All that was dene in these cases was to have a detailed review with the Individual of all bis accidents, as Indicated oa the record card; so (hat tendencies and patterns could be pointed out. I meetioa this subject of dealing with high aeddent men because it is important. On almost every transit prop erty a relatively small group of men account for a disproportionate number of accidents^ Many of the mea this category an be made nimble employees. If corrective ac tion can be tmderbilccs. Corrective action, however, caimot con sist of warnings, threats of discipline, or the Imposition of discipline. The only Jdnd of corrective actloa we have fotmd to be of real valise consists of carefully review ing the employee's complete accident his tory, diet|kg with him the possible con tributing factors and pointing out such faulty habits of operation as can be shown to have contributed to the overall picture. I stress this because, obviously, a detailed review of the mao's aeddmts Is not pouibte unless the record Is available and unless it is accurate. Similarly, any period of re training which might be undertaken cannot be made fully effective, unless designed to correct the specific faults Indicated by the operator's record.' Transit Section 37 What Ik My Responsibility for Transit Operating Safety? tUM PitBMioo) Discussion Leader: Hailzx L. Umj, Safety Counselor, Indianapolls Railways, lac, ladhaapoTit, lad. Perticifmts: , An Operating Company Official W. J. McCaxtxx, General Manager, Chi cago Transit Authority. A Saperintmdent of Traspoctaikxt H. E. Palam. Superintendent of Trans tion, New Orleans Public Service A g^ecTieor-Iustnsctoc Rkiab D. Healy, Division of Oper ator Training. Transportation Depart ment. Capital Transit Co, Washington, D. a A Transit Vehicle Operator Jajos f>, Operator, Indianapolis Rail ways, lac, Indianapolis, Ind. DISCUSSION LEADER MYERS: Re sponsibility has two commonly used mean ings, one of which naturally follows the ether. Its first meaning u o&f/girinn or doty. The second nnrimg is blame st in a responsible acridmt or rtspoaribiCty for liilun. In the transit hekulij. it seems that we bh It ofteoer is in nasi mnaig and we have more triple plays on k in n week than all the baseball tom m Imaocy. The passenger ays the company is ropswOk for his acrident. The cempaety soys the operator is ropsodUt TVr speninr mys tec hlhwlrefy Me igi fiirir U zmpaeaibfar. Actually, off of Aa are She the two farmers some jm ap dhsahg die pidfol plight of agrirolnare daring the kit depreariaa. The fine one pieced all the blame oa the shMttinin. al the other aid, "Well. Hank, yon can't hteue me for that. 1 ain't tend fer faTM w years.** La us think of mgmufiiBty in the fiat mrtnmf tft olfipdm or 4*y. ItaipoaalbQity oonnota authority. The two go hand hood. A baser ieeV rU mijig of that staple fact would help m min ground. We have today ten many penman in responsible poritwns wishing Isomal peases te the mfaty man. No ground is gained oa lateral posses. To gam you must carry the ball--forward. Our pond is composed of responsible per sons only. The first speaker is Mr. Walter J. McCarter, general manager, Chicago Transit Authority. Aa Operating Company Official MB- McCARTER: I suppose a general manager's thoughts of his responsibility toward safety depend on his background, oa his service with his operation, and maybe on the manner in which he arrived at the general manager's job in teat operation. I came up through tee ranks of safety activ ity, so my attitude was well known toward otriA*** prevention. In Chicago, by circum stances, I came ta from the outside to tee general manager's job. Because of teat-- except that my reputation accompanied me-- the people in Chicago didn't know the attitude of tee general manager toward ac cident pretention. At tee ontset I tried te get that situation wraffi#- I kite jam accepted and started a [Hiiliun whereby I aee te gne forty talks to different groups #f meptoyees You may my that a taking a bt of time for the general nmgr. be* I faaf thee tee em ployees afi hove a right s tmow what tec genetal anger iUs shear bis myoosteifity and tear rasp i i ~i fliej'. for seridmt prevention. Of coan^ t tienk tine seritimc perntion is jut gnd operation, and therefore if yon are t*Bring accnlme invntia from a gnacral manager's sendpeme yarn are mik ing good operation, t pehti eng as t go arovmd and talk te the gnjeps of smgfaytm in Chicago, what my joh is in relation to teat program, and what ! think their job is. A man's attitude can't be right mini he knows tent everybody rise's attitude is right His dgmtea oft be right oskn be thinks that the people who are working with bam, right Bp te the general manager, have the same feeling ahem bm job as be hat. i j 30. '(; */. |5 sz. 3*-l What Is My Responsibility for Transit Operating Safely? It is very simple to justify, in my opinion, *pending time on accident prevention. A* Mr. Merrill poinled out, the cost of *ca<UnU run from 3 to 10 per cent of the gross. In Chicago it is a little more than S per cent of the *to. That means we are spend ing over $5,000,000 a year for accidents. When you are talking about $5,000,000 a year you know it is worth doing something about! tn talking to operators I can go back to the time when I acted as an instructor under Bill Hadcbarth, and ooe of my jobs was to ride with accident prone motonam to try to find out what caused them to be accident prone. As I rode behind these accident prone motonnen, 1 was very much surprised to find that most of them seemed to be excel lent motonnen. They made miraculous stops. They would get in a difficult situation, but they were very quick to throw off the power, drop sand at the same time, and just miss a bad accident. You would say, "My, that was a good motorman. He did a swell job." I wasn't finding oat what was wrong with these fellows became they were doing what I thought at the tme waa an excellent job. So I decided then that I would see what the difference was between those fellows and the men who had no accidents. I started riding behind those people who had no acci dents. They didn't impress me at all as being these super-motormen.. As a matter of fact, nothing seemed to happen in front of them whereby they could demonstrate the fact that they were quick, that they were super-human in their speed of reac tion, and so forth. After studying that situation over I came to the conclusion that the men who didn't have accidents were so modi on the job, were so conscious of everything around them, that they always had things under control. They didn't get into those situations which required super speed and super action on their pert. In other words, a pod oper ator doesn't get into situations where he has to think about emergency action. Now, I am taking my time as general manager to go around and make that simple tittle Statement about accident prevention to our people I am trying to create an attitude about our job which 2 think should permeate down from the top to bottom. Sometimes things tike that witi travel ahead of you. 1 Itada't been general twimgrr Chicago more than two months until 1 found that In the transportation department tltey assigned two of their best men to the accident prevention division. I suspect that was due to the fart that here was a aev general manager, and one of the things he was vitally interested in was acridrot pre vention, so they wanted to begin to concern tratc on it. Recognizing the fact that good operabos is accident prevention, all of Ac techniques that go with accident pretention, aS of the investigations, selection, contests, or any oi the other thmga that you do, arc things that must be correlated with doing a good job. I don't care whether that is dene through extreme concentration en aeodo* . prevention, or extreme concentration ca training, or extreme concentration on supervision, or in what approach we make or what emphasis we make on that robjcct-- accident prevention Is just as good an ap. proach to operation as any other, because yon have to do all of the other things m an accident prevention program. As general manager t am not dictating to our organization as to bow that approach should- be made; but I think I ss making it dor that this general manager is aU oat for everything that can be done to prevent accidents. A Superintendent of Tranopertotk* ' MR. H. E. PALMER: I was very grati fied to bear people film Mr. McCarter, Mr. Merrill and other imbirt of top mamgr meet express their views ip Ait matter of safety. I know eatacOf how to appreciate general managers and ptMufauti, men of their caliber ltat I am fortunate enough to be associated sad erode tmder such top management. If it were set for that attitude on the part of the president and' general manager of our company, we certainly would not enjoy the privilege of coming up here to receive a very nice safety plaque awarded by the National Safety Council today. If I were to aoccmpCik what I would tike to do as svperlatenfimt of transporta tion, I would surrotmd raysdf with the very finest pcnocswST could, and then my re sponsibility would be over berime, after all the superintendent does not wm anything. He is vety fortunate If he can bold together Transit Section 39 an organization sufficiently to have it win semrthlng. In ihinVfog of what I might say in a very brief period, 1 wonder what single respon sibility I might talk about Remembering that we lave been told that a great majority of failures arc man failures, the subject U automatically reduced to that, which is sot very much of a reduction, inannoeh as we art told that man failure is responsible for approximately SS to SS per cent of all aerideits. You know what I am talking about, you experts, but I aa firmly of the opinion that la spile of whit our titles are, whether we are general managers, presidents, super intendents, agent superintendents, super visors, or what hare you, we arc all per sonnel people. Because of that ooe factor, that SS or Si per cent of faihucs are non failures, we have to deal with the men. Now, who are they? Tb^- are human brings, just exactly tike you and me. They are not faultless. They soke errors, but I wonder every time I start cribating an operator for an error be mslies, whether I don't make a lot more than be does. I think that seeing that daoplioc is prop erty administered on the *ob U the super intendent of transport' .Vs responsibility. Tbc general manager oocrn't bare time to go ante tbat detalt. As a matter of fact. the mpcjiritcmh.ru can't go into it aU the time, bet I think it Is one of his first respooinkfitic*. And, as somebody was able to point out Ais morning, dtodplme isn't meting oat ymiiili ii i if I don't tike the idea of the definition if jw want to conntrue it as bring sock. I hdlgi-c that we in the transportation Ihmim-ii barre Inmerl an im portant lessen, and thnt ts to dal with one another as human tarings. The ncwejt bes operator should he treated with the same consideration that yon trai or show the president of year company, He is entitled to it. He needs year help mote than your superior. I heSrrr that a form of accident prevention is dernBng with one another la a It is Important to ocrfaUr the activities of the oporatmg figMwt with Ac other important JipaiiiauM. w Aesc Ant are essential to good operation and mfe operatien. soeh as Ae mwiril departmmA I think one of Ae rui.aaJuu of Ae superintendent we are fining afcoat I* to realize that the hoods of Aar ApoiunenU are aot necessarily operating people. They may not deal directly with safety. They may not dori as much ta personnel work u Ae mot m charge of the large group. But it Is very unportant that the superintendent secs that they understand the problem of the operator--Ae boy who is down in the Chicago loop; fighting to get through traffic --end l don't see how they do it. I don't envy him that job. When the maintenance men realize that soood brakes and tbc various mechanical aspects are all important m this business of safety, you are going to help Ae safety record. And whose job Is it? It is Ae superintendent's job to help Mm, became be Is more or leas Ac coordinating mao. . After we have the poor drril out m A* firii tine, there comes a tone when the superintendent bas to say "oo." He has to say "no" to the muoa committee when it comes over to get as accident removed from a man's record. I don't know what your systan may be of handling accidents and churifytog them. In my ease it comes bade ta Ae superintendent qmle frequently. I bcSeve it is all important to have good I nothin. risrple fries, t thank it is necessary sometimes to Charge a good afe man with a chargeable accident. I don't think any man is so perfect that be can go on mooA tn and month out, year in and year oat, with out Wring ooe. He may go a long time beg that dement of failure is Acre. I don't care bow careful you are you can't be per fect all the time. Naturally, he has to have it an his record, aod he will come to you. Hat Is where I the door bas to be left open to him, and a sdling job done. This business of saying "no" U hard some times. You can say "no" but you cast do it m a way not to offend too many people. I hope that accidents arc reduced ail over this country. If Acre is anything that needs attention it is a great reduction m accideits. I am not holding my coaapany up as a shin ing example. There Isn't any company that needs to improve any more than my com pany seeds to, because one acodert is one too many, and we certainly have a kmg way to go to minimize or reduce ours to a minimaav. This harness of soring tires, and rtdocing injury and damage is very impor tant. I shall do my very best as superin tendent of transportation to support my boys whenever possible I will say "no" occasionally but as long as they will keep What ts My Responsibility for Transit Operating Safetyf that accident trend down, I am not averse to sayinf "yes." A Supervisor-Instructor MR. RICHARD D. HEALEY: Respon sibility for transit safety lies primarily with the operator and with the instructor Vbo has trained that operator. The operator's physical and mental qualifications are deter mined by the employment office, but it is my responsibility as an instructor to develop a safe operator out of every man employed if possible. I .must be able to gain and hold the con fidence of every new man. I must take a personal Interest in each employee and dem onstrate this interest by my eagerness to help him in every way that I can. I most get him started on the right foot and make him a credit to the company--for to the general public the operator it the company. One of the first steps in transit operating training is to prepare a new man for his job. He must be sold transit service and the important part be will play in that Serv ice. I must give him a reputation to live up to. t must arouse in him an eagerness to want this fob, because it ts my responsibility to make him the best operator on the street. I must show him the benefits be will re ceive from being a safe operator as well ms the effects a good record will have on his progress with the company. If this personal appeal will not convince him of the need for safety, 1 can point out to him that the next life lost might be his own. The fundamentals of driving must play a very important role in the training of all new operators. The new man must realize from the start that there is more to his new job than just navigating a transit vehicle on the street An operator may drive in such a manner that his operation is techni cally correct liis movements in traffic are strictly legal, and yet pay little attention to the safety* and comfort of his passengers or the other users of the street Such an operator cannot be considered a safe oper ator. The accident frequency of any large city will show us that the average driver is at best a poor driver. This might be due to many things, including his lack of experience or training. Who does teach the average man how to drive? Dual control autos and driving schools arc relatively new. How did you first lean to drive? Was it the best way? Did you know anything about the mechanics of the vehicle at the time you learned to drive? Before a sew operator can operate a transit vehicle safely and correctly I must show him bow to make a complete ihspec* boa of bis vehicle. He must Jaiew the pur pose gad use of every operating device and switch. He must know how to inspect a vehicle as well as bow to test each safety devkx with which the vehicle ts equipped It is my responsibility to show the nevr maa that the simple act of stuting and stopping become* very complex whm he gets into a transit vehicle due to the size of his vehicle aad to the fact that the people be is transporting may be stand? 3 or walking, and any sudden mover...nt caused by the operator might cause such passengers to lose their bslsncr This Is just one of the many problems that the new operator must tmdcrstaod as he begin* his .work of learning bow to operate a transit vehicle. Once he realizes that be is ready to begin his work of learning bow to operate. The new operator must Jim sre the need of making these movements skill- fully. That be must practice toem under dose supervision--practice them until he can make those movements habitually and tm- eonstiouly. This is just the famdatiou of the establishment of habits that will make him a professional operator. . Once the operator has developed the acc essary, let us say, "mechanical** habits, those necessary to move the vehicle and to stop it, and so forth, he is ready to start de veloping the habits required to make him a professional operator. This means that he not only knows his vehicle and the routes, but that he also has the proper con sideration for the other users of the street. He must be constantly watching thq eder drivers or pedestrians so that l will be able to anticipate their actions, remember ing that he cannot expect them to always do the right thing, It is a duty of the transit operator to compensate for the mistakes that other people make, "be must be good enough to avoid an accident that others osstT ft ts my responsibility to skew tbe ucw operator . just what be might do >0 avoid these acci dents. I must see that be Is taken over the streets and shows the condition* as they exist. He must be taught the danger points Transit Section 41 itarg his route aad unde aware of the (UsfcroQ* physical characteristics of the greets. It is asy responsibility to sake sure that be knows bow to compensate for these potential hazard*. I must instill in turn die knowledge of how to operate his vehicle ea such a man ner that be will uot antagonise the other um of the street--be must give others a wbnafc.<' Tbe transit operator mast set the example He uiusc be tbe best on tbe street, and be most show others bow to use the streets correctly. He mu not take ad vantage of the rise of Ms vehicle to try to bluff others into giving Mm whs* be wants. And it U my responsibility to make sere that the operator understands just those things. 1 wit! uot ask tbe cause of aco'dmts be cause tbe answer ta too complex, bu I would Pee ta ask one gumtksi. And sines I have a group of expels here it fitoM be a good answer. How much time does tbe average man make or save by f- f-g* Experience teaches as that the operator other saves or loses rime wtrile Ms vMde it standing tt passenger stop*. Tfctc Ss a surprise to moat new operators, and it i* my respooribnity to make sure that toe acw operator realizes what 4* to be ^ined in An a*rig of both time and auuper by dm me of courtesy In bis puHspr rcbmian*. I most show toe ucw operator toe taffy of becoming upset by toe bud uuain t other users of toe street, Whm do yarn do when someone cuts yun off in mffc? Tbe tnnrit operator mnt not alow M* ammbon to become onmni atari on bow be can "pee evert" He must not ritrfiii by his vehide roughly or by bring 4a________ to hi* passengers. This is one of toe major cause* of both inside and nunh accidents. When discourtesy peranum**. safety b forgotten. How that dm mv man has reached a definite required level of operating pcoffa'cney and has beeoam a qnafitied operator. it Is my respumlbailj' to saei.it km b solv ing any transit problems which anight arise. I should check Ms eptriring perfonuaace frequently, encourage M* questions, sad give him any necessary operational demonstra tions. As tbe new operator progresses this extra '-*'~*'f"g may be gradually duMAri anti! he proves by Ms ewiry day work that be is able to get along alone to toe satis faction of the company, the public aad him self. Should he at seme future time develop short-cats which arc mnafe or inconsider ate it U my lopconhility to call toon to his attention aad to aarist bun in correcting them, rcuuatimg Mm always of this maxim: "Be Careful--Tbe Life Yon Save May Be Year Owr A Trauufc Vehicle Operator MR. JAMES COLE: My responsibility for transit operating safety U more impor tant to me as an operator than to anyone rise. But equally impwtm* is the question. **WB 1 accept ay responsibility?*' When I look back twenty-five years, which a toe time I have bast employed by Inifiw--t***>;t Railways. 1 see to* bus of that rime as a very awkward vehicle. It was baud to steer; toe pidc-up was so slow that an automobile a block away would overtake before we could pull out from tbe curb into toe line of tratoe. And, remenber towing toe Met war. toe pilots used to use toe phrase "Cawing iu on a wing and a prsynr." weff. toss is just about tbe way we napped toe buses at that tmc. We tooveri On toe brake petit! as hard a* wu todd push and torn started praying, hoping toe bm would1 stop some place between the earner wd toe uddk of the Mode, or at kmc before we hit somebody. But when we compare the bus of 1923 to toe bus of 194R we know that the manafsxtottr of tom bu has recognized his reppenaVKfy and accepted it. We remember ton toe toJy edwarion we received in safety ant *Vn we bad an atxiJent aad were toe carpet for it, suspended or ----- ^------- . 7 toe company** investiga tion k m* found that we could have pre- mtd tost tcodtsL Today aff enupwia-sr at Itost ItttBmfeBt Railways--give adequate instruc tion* to afl new drivers and furnish them with a safety manual before they ore per mitted to drive by themselves. Safety edu cation is contimed by bokfi&g regular nftty mattings where the operator may get to gether with tbe official* of tite company, to discs ways aad men* of prevmtmg acci dents. The creation of a safety defyluwnt asd toe endless endeavors of toe mfety council prove that tbe transit company has recog nized thrir responsibility aad accepted it. sz. . :.n 42 What Is My Responsibility for Transit Operating Safety! But regardless of all the efforts that are made to nuke that bus and its operation the safest possible, the operator, who is not alert to the possibility of every accident, can in a very short time spoil the whole picture. When we see and hear of so many acci dents today, involving a needless waste of human Uves and materials, we wooder just who is at fault It isn't the manufacturer. It isn't the officials of the transit fataparty. And I am not willing to accept that the operator is entirely to blame. We, each eoe of us, have a definite responsibility that goes far beyond the operation of our bus. This great country of ours is today suffer ing from a disease known as "automobilitis.'' It affects a Urge percentage of drivers, and he U generally a well liked fellow who wouldn't think of hurting anyone until he gets behind the wheel of a car and then, brother, you better took out! Notice too, particularly on Friday and Saturday eve nings, the Urge number who drive to tav erns, spend the evening drinking, stagger out and get in their cars and drive off. Multiply that by the thousands of taverns you have in this country, and you have a fair picture of what the operator has to contend with. I know that it is very easy to say feat the driver of that car was dnnk, or that be ran through a red light, or was driving recklessly. But that still doesn't erase feat accident, nor does it improve the feelings of our passengers waiting for us farther down the line. We might say why don't fee po lice do something about it. We have laws against drunken driving, against all forms of reckless driving, as well as against fee pedestrians crossing the street at other than designated crossings. First let me say that because we are a public utility, everything concerning trans portation and traffic is of interest to us. Local and state governments have been bard to sell on safety. It is only recently that they have begun to teach the public bow to drive and how to walk. Because of po litical reasons, and the large number of traffic violations, their progress will be slow. And until they approach fee standard of safety as set by fee transit industry, we must because we are professional drivers, assume at least a part of their responsibility. But before we criticize too severely let us take stock of our cm driving. Do we inspect fee bus before we Save the garage or do we just assume feat every, thing will be okay? Do wt accelerate oar speed evenly? Or do we try to make acro bats out of our passengers? Do we approach bad intersections with or bos under eon. trot, or do we trust to lode? Do we stop where It is safe for our passengers to alight, or do we force than to jtuup over mad puddles aod other obstructions? If the light were to change, could we stop without blocking fee cross walk or throwing our passengers out of feeir seats? Do we re* alixe that fee passenger pays our salary and is entitled to a mfe, comfortable ride? De we realize that we build fee public relations of the company, that by our actions the standing of the company Is fee conammity is cither good or bod? Do we realize feu we were pot on this earth to be serial creature* and that we should treat others just fee same as feqr would treat us? I am sure that aB operators recognize fear responsibility and are wilting to accept it If in the post we have violated safety rules, it wasn't that we didn't care. It was only that we didn't think. DISCUSSIOK LEADER UYERS: Na doubt, you have some questions to ask these gentlemen MR. HOLT: I would Qee to get the op erator's thoughts concerning fee rule book that most of us pot up. They are filled 17 with rules, maybe 100 to 159 pages of ruks. Is a large rule book necessary? UR. COLE: I think feat every phase of operation should be Included la feat rule book. Now, r would like to tell you why. A few years ago we had a program feat divided our operators hito teams. The ton that won, or at least; had fee least amount of accidents m a month, the ofeer tom had to set them tip to a daar. I think for about eight months I was on fefe ton that tori. I didn't have an accident in feat time; bat I was always on the 1rising side. There used to be mother fcDew 00 fee other side who had quite a few--he got his dinner free every month. WeH, we nsed to pun him quite a bit about fell, feat aod fee other thing, and why "don't you de this or feat;" and be would say, 'There is aofezag la here that says snydtiog She feat.1* I think that every phase of operation should be In that rule book or safety man* ual, or whatever yon wish to call it TRANSIT NEEDS AN Employee Safety Program By Arthur J. Naquin Safety GewiMlor, Now Ortccn* Public Service lne. and benediate Past General Chairman, IMt Sectten. Notional Safety Council NEED we take time to convince the day of the accident; the coot of omeselvcs that theme is a need foe time lost on the days following the more employee aeoleot preventioninjured employee's return to.work but wock in owr indash/? Apparently so, on which ne most still report to the foe last year: medical department for treatment; the time loot due to all the 130,000 or more minor injuries which were -- Vi treated but for which no lost time is reported to the AXA. and the Na tional Safety Council; the coot of the 72 fatal and permanent total dis Mwr wtf mm a-- MO !,, iXiiJia hr wk< abilities which occurred last year (1^00,000); the cost of 122 perma nent partial disabilities ($230,000); and finally, the rest of all those acci dents experienced by transit companies whkh make no report of than to the A.T.A. nor to the N.S.C. To this must be added the cost of Remember, too, that this total sum time lost doe to partial days loot on of--sajr $4,000,000--represents ooljr the direct costs of persons! injuries as our accountants would compile such costs (compensation claims and medi cal costs). Professional safety engi neers know that the ratio of indirect or hidden costs to direct costs is some where between 2 to 1 and 4 to 1. Combining direct and iadircct costs of personal injuries tn the transit in dustry, it is my conservative opinion that the total amount paid out each year because of industrial injuries ts about $12,000,000. This is a staggering sum, and the responsibility for reducing such need less costs is so great ana so personal it should electrify everyone in the in dustry. Since accidents are NOT bound to happen, there is a crying need for a greatly expanded employee safety pro gram in our industry. When Roadway or Right-of-Way or Maintenance-of-Way Departments re port industrial accident frequency rates as high as 105 and 119 and 134 and 138 and 283 and 348 lost time accidents per 1,000,000 man hours worked, and when such rates can and should be held down to between 15 and 20, there is an overwhelming need for better employee safety pro grams. When only 217 American and Ca nadian transit companies report in 1947 their employee accident figures to A.T.A. out of a total of 1,432 transit companies in the LLS.A. alone, it indicates that there Is need on the part of transit managements to have some real appreciation of the site' of their employee accident problem. Perhaps the best proof that there is need for a better national transit em ployee safety program lies in the re sults obtained by a small group of 39 transit companies, who entered the first Transit Section Employee Safety Contest conducted by the National Safety Council from July 1947 to Jely 1948. . fifrt at all. U*cy (MtnttMlf tw*rc4. thrir freaueMcy ntr mantfc ky trow 32.12 in June. !4J t s cumiilitn't xwnxc W I?.*} fr the 11 iMMkt petwift t, TUitrm the if caapiaSca kit rtta btlo* tkt MkNil mn|t. 2, Sm censuses did aw uftiimt > itut* Xiwbtiac iaiwy 4n*c catiri tvctv>M*tli ptrioa. To all of them go my heartfelt thanks for their cooperation and encourage ment during my two-year term of office as jpaenl chairman of the Council's Transit Section. Facing the facts now as I see them, we have a kng way to no on the problem of reducing employee acci dents in the transit industry. We have first to regain the ground we have lot: and have bees losing since 194a Transit managements ought to be informed that they are letting con trollable mishaps go uacootroUed. Management must be convinced tort ooe of toe best ways that we know of for redacmgpublicaccidents Is through employee education in the proventsoa of personal injuries and tost an employee safety program will not only pay its way, but will save money which ts now needlessly meat at a time when the industry is faced with high operating expense and inadequate We must demonstrate to manage ment tost a competent program of employee accident ^prevention will foster good employee relations; that the beneficial effects from auto a pro gram will, in return, tend to maintain or improve good public relations. We have to fight off our industry's lethargy, ignorance and lade of interrat in transit employee accidents. The steel industry dia it The communicatiocis industry did it The cement tex tile, chcmiau, rubber, automobile, aircraft and electrical equipment in dustries did it They saw the need for effective employee safety programs, and they instituted them. All or them enjoy accident frequency rates of 10 or under. Must we bow our beads in shame and confess that our induifry- -Transit does not see the need? RtprtMM from PUBLIC SAFETY, Moy 1949 Sc 5/49 Officers of the TRANSIT SECTION NATIONAL SAFETY COUNCIL 1 948-49 Central Chou man HALLIE L. MYERS, Safety Counselor, Indianapolis Railways Ine. IndianapoCs. lad. Firit Vke-Choirman M. & BULLOCK, Safety Director, St Louis Public Service Co. St Louis; Mo. Steoni Viet-Chairmm --E. F. MF.HRENS. Director of Safety ft Personnel, General Oahu Agcrt, Omaha ft Council Staffs Street Railway Ox, Omaha, Nebraska. JkirJ Vice-Chairman C. DOBELL, Traffic Safety Supervisor, British Columbia Electric Rwy. Gx Lad. Vancouver, B. G. Canada. Secretory--L. D. GALE, Partner, Beloit Bos Gx, Beloit Wisconsin. Program Committee Chairman--J, S. OSBORNE, Supt of Transportation, Cincinnati, Newport and Covington Railway Co. Covington, Ky. Start Letter Editor--DR. J. V. WAITS, Personnel Psychologist Capital Transit Co. Washington, D. G 34emktrehip Committee Chairman---F, E. MOTTWEILER. Director ot Safety, Memphis Street Railway Company, Memphis, Tern. Immediate East Genera} Chairmen-^-ARTHUR J. NAQUIN, Safety Counselor, New Orleans Public Service Inc. New Orleans, La. Stemberr-.-it-Large--G J. ANDERSEN, Executive Assistant Milwaukee Electric Rail way ft Transport Company, Milwaukee; Wisconsin; L B. ENNES, Supt ot Trans portation, Cleveland Transit System, Cleveland, Ohio; A. H, GOSSARD, General Manager. American Industrial Transit Oak Ridge, Tennessee; G. hL GULICK, Safety Counselor, Ohio Rapid Transit Ine. Newark, Ohio; W. S. HELMAR. Gen. Supervisor of Accident Prevention, Chicago Transit Authority, Chicago, III.; M. .A KRAFT, Director, Dept of Personnel and Accident Prevention, American Transit Association, New York; N. Y.; E. J. KREH, Manager, Accident Prevention, Pittsburgh Railways Co. Pittsburgh, Pa.; W. L. LEWI5, Claims Adjuster and Engineer, Erie Coach Company, Erie, Pa.; D. I. MACDONALD. Asst to Manager of Transportation, Winnipeg Electric Co. Winnipeg; Canada; F. E. McCOLLOM, Safety Director, National City Lints, Ine. Chicago, lit; H. F. NILES, Personnel Manager, Chicago ft Wot Towns Railways Co. Ine. Oak Park, lit; CARL RAWLINGS, Safety Director. Phoenix Transportation System, Phoenix, Aria.; G D. SMITH, Vice-Presi dent ft General Manager. ScbuyldU Valley Lines, Inc. Norristown, Pa.; M. E. STERNBLKGH. Sepcrrisor of Safety, New York City Transit System, Brooklyn, X. Y,; LYNN M, YEATTS. Director of Personnel, Fort Worth Transit Company, Fort Woe*. Texas. c -nmAert--E. G GROVER. Manager Qaimt, Columbus and Southern Ohio Electric C*. iVilnlmi Ohio; J. P. TRETTON, Vsco-President ft General Manager, Indian* apofe* Railways, Inc. Indianapolis, Ind.; H. W. WHITCOMB, Superintendent, AcciPrcunrirm Department, Philadelphia Transportatioo Co. Philadelphia, Pa, Siaf Kepreieatatrcr--PAUL H. COBURN, Natioaal Safety Council, Inc, Chicago, III. 43 r i 50. 58. i 3*. ;1 OTHER VOLUMES in this Scries Many users of this volume will also find much value in its companion volumes. Here is the list: TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Index to *fl Volume* sad Exhibitors.... American Society of Safety Engineers and Subject Sessions.......... .................................... Aircraft Manufacturing Section................. .................................. 3 Air Transport Section............................................ ........................................ . 4 Automotive and Machine Shop Section.. Cement and Quarry Section..................... Chemical Section ...................................... Coal Mining Section............................................................................................ I Commercial Vehicle Section.. Construction Section ................................................... M Electrical Equipment Section........ H Food Section 13 Glass and Ceramics Section.............................................................................. I.* Industrial Nursing Section... Marine Section ..................... ....................................................................................................., 15 Meat Tacking, Tanning and Leather Industrie* Section.........................................................1* Metals Section . 1/ Mining Section.................... M Petroleum Section ............................ W Power Press Section............................. 2 Printing and Publishing Section................... ........ ............21 Public Employees Safety Committee.. Public Utilities Section.............. ............................................... 23 Pulp and Paper Section................................................................................................... 24 Railroad Section ......... Rubber Section -----................................................................. 26 Textile Section .................. 2 Traffic Section ............................................................................................................... 3 Transit Section 24 Wood Products Section................................... 3 Farm Safety ..........----- ...... -- ............................................... 31 Home Safety ............................................. 32 School and College Sessions......................................................................................................... 33 The Human Side of Safety (Early Horning Sessions)................................ 34 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMBERS VOLUME t to 9 copies SIZE Each Less than 24 pages - $0.25 24 to 41 page*-- JO 49 to 96 page*-- .40 Over 96 pages-- .60 IQ ts99 copies Each $020 25 35 SS ZOO to999 copies Bash $0.15 20 JO JO JOOQocmort Each $0JS 20 JO JO Complete set qf Transactions (34 volume*) $6.00 NON-MEMBER prices are double member prices, except volume* 28, 31, 32 and 33. NATIONAL SAPKTY COUNCIL 2 N. WACKXK WUY* CHICAGO *, ILL Current Safety Topics in the WOOD PRODUCTS INDUSTRIES Ax pres.irted ! the Sessiees of fit. Weed Prodacfs Sccffen at Hie IT4* Notional Sefety Cn,r An Engineering Approach to Smell Plent Sefety................... 3 Menegcment loots et Sefety...................................................... 5 Teiring Pictures for Use In Wood Industry Sefety Progrem.. 9 Volant* 30 Traatactioas 1T4S Notional Safety Congress. 5/. I 52. t 5fs 'Wtuifo 'Ttccv... In safety, as is all other hisnaa activities, the question is repeatedly asked, "What's new?" Mary answers to that question are riven every year by those who participate in the various sessions of the National Safety Con- at Many new methods, devices, and ideas which later became generally accepted first were preseated at a Congress session. Because of this fact, safety directors throughout the nation have always found the Transactions of the Congress a valoable tool in their accident prevention programs. Publication of the Transactions in small volumes--one for each Section or Division--permits wide distribution of pertinent portions of the Congress material to man agement and supervisory personnel at small cost. The 34 volume* of the 1948 Congress' Transactions are listed on the last page. Distribution of these volumes to key personnel is suggested as a valuable aid in the safety program. In preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available in National Safety Council files. Views expressed at the Congress or in this record are those of the Congress participants, and not necessarily those of the National Safety THE WOOD PRODICTS SECTION This volume is a record of the whom held, at the 1948 National Safety Congress by. the Wood Products Section. The cooduct of these Congress sessions each year is only eoe of the many cooperative activities *&ich the Wood Products Section carries on In behalf of Its members, and for the benefit of accident prevention work m the wood products industry generally. The Section gives guidance ia the preparation of a great variety of technical and educational raatmial useful in the day-to-day safety programs of the wood products indus try. The activities of the Section are under the direction of its Executive Committee, the members of which are listed on pages 10 and 11 of this volume. Wood Products Section 3 An Engineering Approach to Small Plant Safety By CHARLES R. ZE8KBY, JR. Cfctef Engineer, T. H. Kaiths St Company, Knw City, Ifo. Being aa engineer, I also have a very great interest in the engineering aspects of safety. and I'm sore yod'r* as familhr as I am with oar loud and long public aad pri vate wails to the effect that we have such a $caB stature in dm professional field. Frankly, 1 fed that oar stature is deserv edly small. That is. If we want to be dused as Bpseen instead of school teach ers or Suppose we compare our owa progress ia the past tea years with, say,. the progress made ia the fields of chemical and architectural engineering. We. hare nothing to brag above. Remember sow, I haven't said T think we should worry, rifikt nsm, about our status as engineers. Paa net at all sare (hat we should. I think that we should probably be wdeai>eafh)cers** for the time being. Bat, at any rate, there's a lot of boot-strappdUng-op these days, and I thick we are anxious to use; aad sbotdd use sotnad engi neering principles if we can find a way, aad the time, to tse them. I'm going to tail yen about a plaa we hive developed and used from time to date which is applicable of coarse, to small woodworking operations, but just as appli cable to nearly every type of industrial operation. I believe, and I hope yon agree, that, ele mentary as it is. It is a trae engineering approach to the prevention of industrial injuries. I'm me the idea is sot new. It's too simple and too workable and too saleable to be new. However, I bare not heard of its bring used before, and I was most pleasantly shocked about a month ago to find a mods more scientific and tanch more detailed discussion of a very similar pro cedure published in Mechanical Engineering npiinn It Is entitled "Accident Preven tion Using Operations-Analysis Procedures," written by Ur. John V. Grimaldi. I vary lodrily had the opportunity to tiSc with Ur. Grimaldi last month, and I explained that my tafie today is sot aa bstantioasl bit of plagiarism. It tarns eat that both of us are interested in a workable engineering ap proach to the prevention of industrial in juries, and neither of os takes too much stodc in the theory that only 10 or 15 or 20 per cent of all industrial injuries are pre ventable by mechanical means--that is to say, by engineering methods. At any rate, since it will give you a better understanding of the basis of the phut which ITJ describe later, I think 1 should explain that Ur. Grimaldi proposed that a job or a process be first analyzed physically --broken down into its eompoaoit steps-- these steps be listed, the accident potential of each step be determined, and corrective measures be taken on the basis of the analysis. It is strictly a methods-eogjoeeriag ap proach with the emphasis on injury preven tion rather than efficiency, but it should not be surprising that be found that, after the proper corrective measure* had been taken to eliminate the possible causes of injury, efficiency was also measurably increased. As us engineer, Mr. Grimaldi went beyond the obvious fact that heavy objects falling on toes will cause injuries. In one example, his recommendation was not safety shoes for the employees, but a revised operations method which placed heavy objects where they could not fall oa toes. That this approach (aims more time, more ind ingenuity, and a better safety engineer than the conventional ap proach is not to be doubted. Nor is it always possible for all of as to spend the time necessary to do justice to this method. When One is dealing with one or two hun dred plants instead of one or two (not for getting tiie personalities of the executives, their labor problems, and so on) he say be forgives for over-simplifying and shortcutting the Ideal method, and for develop ing a reasonably accurate facsimile of his own. He cannot be forgiven, however, if he falls to the questioning attitude which is necessary to the conduct of a true engineering analysis and to the finding of the correct solution to any aerident prevert- 4 Ait Engineering Approach to Small Plant Safety tion problem. He* must constantly ask "Why?" If it Is true that `'methods safety analysis" will improve the efficiency of the average operation, the converse is likewise true: increase the efficiency and you de crease the hazards. In small plants it would probably be more accurate to say: decrease the inefficiency and you decrease the haz ard*. From the practical standpoint, as will be shown hi the following example, it is fre quently easier for the perambulating safety engineer to start with production than with accident prevention. Also to be considered b the probability that the small plant owner will turn his good ear to a conversation about increased output and his other car to talk about safety. He doesn't know what a man-hour it, and cares less; your question about frequency rate may well get you Hornsby's batting average in *24, The small plant owner is interested m the number of kitchen chairs, baseball bats or screwdrivers he can turn out in one day, and how he can increase the number. With this as the premise, and on the theory that the real sotution to many an industrial injury problem lies somewhere in the overworked and vague phrase "effi cient production," a small plant can be approaiffied in a manner wfaieh will do rea sonable justice to the title "engineer"-- looking first toward "efficient production** and working toward accident prevention through the back door. Take, as an ex ample, the following case: This is a "typical" small plant It regu larly employs 16 to 20 men in the produc tion of fans wagon bodies and stock water ing tanks. The presort owner if the proud founder, manager, maintenance man and trouble shooter. His labor troubles are-- on the scale of his plant--multitudinous. He has two elderly craftsmen who have beta with him for over 30 years. The rest of his help is week-to-week unskilled labor for the most part. His injury rate was ridiculous. In a plant which should have, on die average, one lost time injury a year, he had been having all the way from four to fifteen. His products were good, but they used to be better. His output was dropping, and he was hard put to find a carrier for his compensation in surance. But he was still not too much interested in accident prevention work, as such. Initially, a two-hour period was spent observing the operations of the wagon body manufacturing department A chart was then constructed. Arrows were drawn oa the plan view showing the flow of work from machine to machine (correspoodtag to the paths taken by the employees) and a tabulation was kept of the volume of work following each path. Originally, this was shown in actual num bers of trips, but was reduced to percentages for the purpose of the dart, and ibe size of the arrows were made roughly pro portional to the voltznc of work flow. la itself, this proved nothing, but there did appear to be a reason for the many brufcrs and scrapes from handling material. Subse quently, a study of this flow-chart was made, the machinery was rearranged oa paper with respect to logical placement and faring, and a diagram was made, snag the same michlne-to-machine paths as in the first plan. Aside from the very obvious simplifica tion of the work flow and the cBminatioa of all but one pair of intersecting paths with the resulting temporary confusion and loss of time when two or more employees met. it was shown that the material traveled, and the employees walked less thm SQ per cent r for at in the original /tot. ifatcrial handling lime and material handling hazards should be reduced proportionately. This was something the owner could mideritasd. The diagram was self-selling; the shop was rearranged. It did not follow, of course, that output was immediately increased SO per cast. It must be kept is mind dm this method is an oversimplification of the Ideal methodsengincering procedure. ,It is not the whole story by any means, bat it does illustrate the fact that decreased production does not necessarily call for more employees or in centive plans or sock stop-gap measures; or that the reduction of materials-handling injuries can invariably be found In leather gloves and safety potters. To return to the case in question; Pro duction wax increased enough to coevinoe the owner that subs- quest recommendations were worth a fair trial. With the machines Wood Products Section b resrtangtd, it was obvious enough that work was Sowing store smoothly. Previ ously* the housekeeping problem had been acute. If a safety engineer had dared sug gest the employment of a cleanup man, he irould have been tossed out oa his ear. |KAy was the housekeeping bad? The pos sibilities were my: poor material storage, jnadequate waste disposal faatities, poor tool storage lack of aisle maintenance, makeshift oiling facilities, and so on. Each was a contributing factor. The basic cause was not lack of a cleanup man and no safety engineer would make such a recoreetendation. Following the replacement of the machin ery, rt was not too difficult to arrange for belter waste-disposal and aa improved stock storage area. Takoi all together, the im provement* (fnelarfing; finally, even rea sonable guarding of the table saw) resulted not only in increased production but m almost complete elimination of injuries ha the eighteen months since the original sur vey was made. Thai this was entirely doe to a half-day's work moving machinery around on paper is not argued. It storteZ with an elementary problem in industrial engineering which was investigated and solved by engineering methods and followed up by conventional safety educational means. Xor is St argued here that this one simple case history proves the value of any particular theory. 1111# example was need, admittedly, be cause the original shop plan was inefficient even to a carnal observer. It was oot en tirely unique in that respect, however, for there are thousands of comparable small plant layouts throughout the country--tn your territory and mine. They are not planned--they just growed. In each of them there is the opportunity for a safety engi neer to start with engineering and work around to safety. The results will be com parable to those described above only to the extent that the safety engineer has the opportunity to use, and then does use, his technical education and training, his imagi nation and his ingenuity. If the foregoing is to be used as a guide, it should be considered, at best, only a mini mum standard. It has been stressed that it is a simplification of a true engineering procedure, designed specifically for smalt plants, and it should follow that the engi neer can and should elaborate on it as circumstances permit. If we are interested is being known and recognized a* engineers, well have to do more than read or write editorials is the ASSE Newsletter and National Safety Artur. Well have to learn--or recall--our engineering principles, and then follow those principles. Our present theories to the con trary notwithstanding, our success wilt come not with more effective means of education (although education is important today because we've not done our jobs as engineers) but with the elimination of the potential of machines aad industrial proc esses to muse injuries. We should use and develop every educational device at our command, but we must realize that these are only temporary expedients. Eighty or ninety per cot of all injuries ray very well be due to "man-failure"-- but we are the men-who have failed. Mcmagsment Looks at Safety By W. T. GREEN Vice-President, Tbe ldesgel Company, Louisville, Ky. Whoever chose any subject knows tbe secret of lodes, tal accident prevention, for bo management ever looked seriously at or for safety without finding* ways to reduce the causes of accidents. By "management" I mean "top management." Interest la safety at tbe top level. If sincere and posi tive, transmits itself through plant man agers, superintendents, safety supervisors and foremea to all employes. Participation 6 Management L >oks at Safety in a company's safety program by everyone on the payroll is essential to a food safety record. tivdy low weight, so we added the hazard* of corrugating machines, printers, slotters, etc. We have twenty plants scattered through nine eastern and southera states, several of which have sustained no lost-time injuries for many years. Our largest plant, employ ing more a thousand people, has twice won the National Council's Distinguished Up to this time we did no aggresme safety work, and--though our records were neither complete nor very accurate-- w seemed to bold our own pretty wtM against the mounting complexities in ocr processes and equipment. However, In the Service to Safety award within the last early '20s we entered a new field and be three years. The first time in 1945--1,505,- came the principal Indcpcadmt supplier of 100 " hoars were worked without a lost machined wood parts for the composts time injury and on the second occasion, type passenger car automobile bodies, pro including several months last year and ducing also large quantities of truck body this, 1'287,900 mas hours ctapsed with a clear safety record. I am told ours is the only plant in the woodworking industry to have merited this honor, aad in September our FJcxwood-Flexglass Division was awarded the Distinguished Service to Safety Award for operating 1,378,000 man hours without a lost-time injury. 1 have no safety rules to give you and no vast array of statistics, but it may be worthwhile to uQ you some of the things we have done during the last two decades to protect our workers from physical hajury. In 133 ooe of the principal speakers at the Safety Congress said his father was one htmdred years old oa that day and that daring his lifetime practically all accident hazards which now confront us had developed. This statement may be open to question because injuries caused by falling. lifting and handling still oecupy an important position m any list and they arc common to all periods and places. It is true, however, that modern machinery aad methods have brought into being many dangerous operations which can be; and fit numerous instances have been, the source of increases in accident frequency and severity. Oar company began operations in 1877 parts. This entailed the bunding of additional floor space and facilities, as well as re vamping the equipment fit several ttxmtng plants. A large portion of the machinery added consist'd of tenoners, mortUers, bor ing machine*, gainers aad shapers. Nor people, were hired fit large numbers, who had no training or experience fit operating such ichines. Our record became terrible; not a week passed without one or more severe injuries. Sometimes it was the toss of a hand or an arm. More than ooe fatality occurred before we became sufficiently awakened to reverse the trend. Vertiah high speed hand-operated shaper* constituted our worst hazard front the standpoint of severity. Often oar cus* toner, the body manufacturer or auto mobile company, would supply os with forms and fixtures, also with specially ground knives, along with their first order for a particular design or model. Such shop tools were gmeraDy crude sod many of the knives furnished us were of soft steel with a thin layer of higher quality stud welded to one face to form the cut ting edge. All of them lad opea ilots to with wood boxes made of purchased lum provide adjustment Some of the boHa for ber as the sole product. About 1900 we hoidisc the knives to the 7200 r.pjn. bead* were using plywood for many of our boxes, were of cold rotted steel, with nuts of vary ranking Mcngel among the first to employ ing hardness and strength. this superior material Industrially, aad this change added to the hazards of saws, planers, natters and such shop equipment, those of felling timber, cutting logs and malting veteer and plywood. Just prior to World War I corrugated paper and fibre- . On eac oeeasfou the hard steel cutting part of the knife pulled loose from the wtAg, the bolt or nut failed doe to the additional strain imposed, and the opera- tot's tower jaw was almost loro away. board were substituted for plywood hi The steps taken to prevent a recurrence many containers for packing goods of rela- were: Wood Products Section 7 j, Make a torsioa wrench test of all shaper bead bolts and nuts then oa band, nutroymg *U those that would not pro vide an adequate factor of safety. 2. Refer to a given specification by SAE unaber when ordering new bolts and nut*. 3. Chang* to blind slotted, solid high speed steel Ura. 4. Test all new bolts, nuts aad knives whs received by us before checking them out to our production department. Xumeroas serioos shaper accidents were dac to the use of Improperly made forms not rtriignrrf to hold the parts scairdy aad equipped with damping devices that were awkward or hard to operate such as eccentric lever? or threaded knobs. Our chief engineer, Ur. H. T. Riggs, at present worts manager of the company's two larg est plants, undertook the solution of this problem aad practically tUmlnatcd all retsamiag shaper accidents by designing aod building a new type of form. Attention was paid to five fundamentals, ax follows: 1. Bases were aaade of 3-ply, Idhs-dried, laminated hardwood 1Hr thick. 2. Easy-acting toggle chraps of our design made la our shop were substituted foq Ibe eceaafcric type of sow damps which required considerable effort to use and therefore were oftes not tightened mmnh to bold the work la place. 3. <_*rip surfaces tank of steel, mschined like a rasp were screwed to the base wba the parts were herd to bold or the cut unusually heavy. For simple cuts, sandpaper grip* were found to he nit 4. Properly looted comfortable handles were attached so that the operator could handle the form readily with Us hands fis safe position* with respect to the knives. 5. Metal guards ware mstilled in front of the boodles to keep dupe ina hitting Us knockSc*--which might tempt him to take bold of the form at some danger ous point. (As a matter of fact, we have, before incorporating the changes numerated, had experienced shaper op erators to take hold o the part to be shaped and cut off ont'or more fingers before realizing that tbelr hands were bound to move into the head making from fourteen thousand to twenty-eight thousand cuts a minute.) A double-end tenoncr is generally con sidered a pretty safe machine, but in 193 g Mengd employee was almost sawn asunder la cue; dying Instantly. He had been gassed la service daring the first World War, disregarded instructions in starting up the feed mechanism and appar ently fell backward on the chain, due to fainting. Although this was sot likely ever to happen again, we immediately equipped our double-end teaooers with electric stops so that anything traveling along the feed chain thicker than die stock for which the marhme was then set up, would shut off the power. These examples arc drawn from our ex perience twenty years ago. recall the circumstances with chagrin because it then required injuries due to accidents that actu ally happened to focus our attention on unsafe conditions, t believe that we now foresee many conditions that may cause accidents and remedy them in advance. You may woedcr bow we sustain interest in safety. Of cewu, we have the best safety director there is--Jade Dtmmaa-- most of yon know him. With Jack arotmd, nobody has a chases to forget safety; he writes a letter early each month, giving each vice-president and division manager the previous month's record and that of the same month tast year, also both years to date. This report Is broken down by depart ments, mod 1 writs each plant or depart ment bead fit our grpup, commenting on the report, panting oat perfect performances as wcB as calling attention to situations that need improving. Safety committees are active; our house organ devotes a lot of attention to safety; foremen's meetings rarely end without discussing accident pre vention; good housekeeping U stressed; departmental records are shows on bulletin boards kept up to date; electric and other signs are placed In locations where they can be seen readily; our president, Mr. Alvin A. Volt, who spoke at the 1946 Con gress, is oa hand and takes part fit our spedal safety rallies mid celebrations. A Mengd executive Is generally an officer or an the board of the Louisville Safety Council. s Management Looks at Safety I feel that whatever success we have had is based oa sa everlasting promotion ot accident prevention among the rank and file workers and making sore our super* vhor* and other management men know that the basic reasons for oar program are; 1. To reduce human suffering by lessening the severity of injuries caused by acci dents. 2. To improve production by avoiding the interruptions to work due to accidents. 3. To reduce costs sustained by employees who lose time on account of injuries occasioned by accidents. 4. To reduce costs to the company occa sioned by accidents, whether or not they result in personal injuries. These four baste reasons for accident nrrvention bring out the finer points in Worship among our supervisors. Sowone has said. "Good Management is of more avail than perfect equipment.** If this is true, and we feel that it is, there u no place in industry' that presents a better opportunity to show results than the pro motion of accident prevention. And, strange to fay. safety promotion can generally be based on good common sense, initiative and the acceptance of responsibility, rather than cm complicated engineering and elabo rate safety regulations. We fed that management has a moral obligation to safeguard its workers which is greater than its legal responsibility to do i*, This attitude encourages coopera tion, Management must--by using visible signs; by haring its representatives attend accident prevention committee meetings; fey inftailing mechanical guards; by providing good lighting and other working conditions --prove that it is doing its full share be fore the workers can be expected to give genuine wholehearted cooperation. 5us revisory cooperation can be had by presenting the safety problem in an intel ligent manner and by* exacting from the supervisory organisation the same degree of attention to accident prevention as Is required to quality, methods, production, etc. Mvapnaetf mast supply the field mar shalls in this battle for safety sod by their own faith and enthusiasm they must \r for this worthwhile cause the respect as4 support it needs and so well deserves. It must be a vital part of the operating de partment, to which a substantial share of time and thought and effort are devoted. Do not rely on spasmodic campaigns. Most of us know how these work out Beginning with a big build-up and a let of ballyhoo the campaign may do well for a week or a month, but there is soaw< times a tendency to faff to cooat minor lost-time injuries. After the campaign it over there may be a let-down fat mterex and enthusiasm that proves disastrous ia accomplishing lasting improvement. In our twenty plants, the accident pre vention scheme Is carried ou la exactly ike same manner ia each plant On or about the 20th of the month, a safety package or plan of action is sent to the manager i each branch, and it contains all material for use' in the next month. There arc posters, charts, safety instrac tion cards, fetters to be signed by the manager and bulletins developed is our Louisville office pertaining to the acoden prevention subject for the month. This campaign idea is not sew, but it U probably used by our managers to a greater advantage due to the fact that each eoe knows in advance what the subject will `be and has the grotmd work already laid for him. We want to give due credit particularly to the National Safety Cotaei aad the Wood Products Seetioa for the material* and help made available to ns and our cm* ployees. The general information aad sta tistics from this source guide as and con tinually inspire us to work harder for safety. An old says there is so excel lence without great labor. Sandy there is slight chance for safety without great effort. There should be real teamwork par ticipated in by all. with the boss pultiag more than Ms share of the loed and ever- lastingly looking for afety. If this i* done consistently and aggressively, no one in the' organization can for one moment faff to know where he stands on this most important question. Wood Products Section 9 Taking Pictures for Use in Wood Industry Safety Program BT HARRY LANGE Production Muiipr, Sun, Inc, Chicago, C2. (Ur. Lange showed slides frees three Am be had made for the Wood Products Section, "Timber," "SawmiU Safety" and 'Woodworking Machinery," to illustrate the points in his discussion of bow to make photographs for safety.) Select angles that emphasize what you want to teU. There is no inherent value ia ooc angle or another, but if you can make your picture teU a better story by climbing a ladder or lying fiat on the floor, it is worth the effort Most people accept, without question, the statement that a picture is worth a thousand words, but, like many proverbs, it any be misleading. Aeanlly, k picture, ^ like any ether median of communication, is only as peed as the job it does. If it tells your story. If It makes people fed as yon want them to feel or act as yon want than to Select angles, also, that are pleasing to the eye. Particularly, if you are making several shots to be used in series, vary the angle from one to the next Usually you know how your picture is going to be used. When you do. make It the shape that you want Sometimes we see people try to use a vertical picture ia art. then it is a good picture, a useful pic a horizontal slide film frame and the mutts ture, but if it doesn't do these things, it is are not pleasing. worthless. Compose your picture as well as you can When you start out to make a picture, when you take it Then work on the com first plan what you want it to do. then make position some more when you print it. By everything in k serve that plan. Sometimes skillful cropping; a picture can often fee yon will find that yoor story can't be told greatly improved. ia one picture. In that case make as many Use close shots, generally, to teU a story as yon need. Make then teU the story; that or teach a job. Often, however, it is neces & the' only good reason for taldng them. sary to accompany the dose shot with a Pose your pictures. It Is very tmlskcly long shot showing the location with relation that a snapshot of racbearsed action will to ita surroundings. exactly fit year specifications. Of course; Finally, remanher that fibs is the cheap poring mustn't look Eke poring. est commodity you use. Don't be stingy Use the people on the job as your sub jects. Take them into your confidence. They will enter into the spirit of the job and will make better actors than you can hiit Use their kiaankdge aad experience, too. They {mow the fob mecr mtfanatefy than anyooe else aad as teS yen the little with it While your light* e set and your subjects posed, protect yourself by making three or four or mpre shots. The amateur afford to shoot once from the hip and hope for the best The professional knows he Isn't that good so be shoots several. One of them is sure to fee good. details that make your pictures really "tell . My advice is, "Take pictures for the truth.** Light yoor picture to emphasise the point of your story. People wilt give the greatest attention to the part of your pic ture that {g most brightly lighted. safety; take lots of them. They will reward you far ia excess of the effort you make to get them." The more pictures you take, the more ways you will find to use than. Farther, taldng safety pictures on the job is one of the best ways of arousing safety Light, also, to give your picture depth interest la place after place where we aad shape and contrast. Almost always yon have made safety films management has need more than one source of light ia order reported that increased safety awareness not to produce a fiat pktpre with all the was apparent throughout the organization front surfaces evenly flhnftmattd and every and, in many cases, a tangible decrease in thing else in the dark. accidents has resulted. -r r3/. 5*. 3*. i %- 5 T i i i Officers of the WOOD PRODUCTS SECTION NATIONAL SAFETY COUNCIL 194S-49 General Chairmen--JACK DUNMAN, The Mangel Company, Loumill* Ky. Vice-Chairmen--W. C BOTTOMS, Farley & Loctscher Company. Dubuque, Iowa. YUe-Chairmm (Western Region)--\V. M. ALLISON, B. C Lumber Manufacturers A*, sociauon. Yancourcr. B. G Canada. Secretory--E, I*. SCHULTZ, Zurich Insurance Company, Chicago, 111. Aretet Letter CempnitUe--JOHN A. DAVILLA, Great Southern Box Co, Inc, Nor Orleans, La.; T. E. NORTH, Alaslat Pine Sales Company, Ltd. Vancouver. S. C,, Canada; O. R. HARTWIG, Crown Zellerhach Corporation, Portland. Ora.; ROBERT E. FRANZ, The A. W. Burnt Company, Bridgeport, Coon.; MRS. CATHERINE BOUCHER, The Ucngel Company, Louisville, Ky.; P. H. MAITLAND. Edward Hines Lumber Company, Hines, Ore.; RUSSELL E. BELL, The Crossett Corapanja. Crossctt, Ark. Program Committee--V, I. CALKIN (Chairman), American Scaring Company, Grind Rapids. Midi.; \V. C BOTTOMS, Farley Me Loctscher Company, Dafawqu*. Iowa: J, R, MEEKIN, Wood-Mosaic Company, LooUviDc, Ky.; CHAS. R. ZESKEY, JR. T, H. tlipj. t Company, Kansas City, Mo.; CHARLES EPLING, Potlatch Feral Inc, Lewiston, Ida.; ROBERT P. MILLER, Long Bell Limber Company, Loogvicw. Wash.; F. H. MORRISON. Whipple Bros, Laceyvilk. Pa.; GEORGE K. ERGANG, Edward Hines Limber Company, Chicago, IlL; WALTER R. JOHNSON, NieLey Bros., Inc, Memphis, Term. Engineering Committee--ROBERT E. GILES (Chairman), HaskcUte Manufacturing Corporation, Grand Rapids, Mich.; A. J. SHAY, Zurich Insurance Company, Chicago, HI.; ARTHUR FRANCIS, Workmen's Compensation Board, Vancouver, B. C, Can ada; DAN ADAIR, Capital Apartments, Olympia, Wash.; L. W. HAGERUP, Lum bermen's Casualty Company, Chicago, IB.; CHARLES H. JONES, Michigan Mutual Liability Company, Chicago, IQ.; W. J. SEALE Michigan Mutual LhEliq Company, Detroit, Mich.; H. T. LOVEJOY. Jamestcwx Mutual Iontruce Company. Jamestown, N. Y. Membership Committee--J. B. WISEMAN (Qiairsun), E. L. Brace Company,,Memphis. Term.; GUY HOLLAND, Koppers Company, Ioc. Paducah, Ky.; J. W. KIRKPAT RICK, Lane Company, Altavista, Vh. Trade Associations Committee--JOE T. DUNLOP, Dtcrfes Lumber and Coal Company. DeQuecn, Ark.; J. B. WISEMAN, E. L. Brace Company, Memphis. Tenn.; LOUIS 10 GLAZES, Dicrks Lumber & Coal Company, Kansas City, Mo.; GORDON R- MER CER, AJgoma Plywood and Veneer Company, Algoma, Wit yisual Aide Committee--ALBERT F. REINWART, St. Louis Safety Council, Sl Louis, Mo.; JOHN CRIM, Employers Insurance Company of Alabama. Birmingham, Ala, Jianbert-At-Lerge--*RALPH CALDWELL, Frost Ltanber Industries, Inc, Shreveport, La.; *LOUIS GLAZER, Dierks Lumber fc Coal Company, Kansas City. Mo.; W. B. ifcSORLEY, JR, Hutdg-Sash and Door Company, St. Louis, Mo.; *H. J. KELLEY, Americas Searing Company, Grand Rapids, Midi.; *J. A. PURDY, Michigan Mutual Liability Insurance Company, Detroit, Midi. 5St,f Represenf0/rve--GLENN F. GRIFFIN, National Safety Council, Chicago^ IlL put General Chairman, II OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volumes. Here is the list: Current Topics in TITLE VOLUME No. Annual Meeting, Banquet. Women's Activities, Index to all Volumes and Exhibitors.... I American Society of Safety Engineers and Subject Sessions,......... . 2 Aircraft Manufacturing Section............................................................ FARM 3 Air Transport Section....................... ......................... . Automotive and Machine Shop Section.................... ........................ ...................................... Cement and Qu**ry Section.......................................................................................... . Chemical Section ........................................................................... . 4 5 6 7 SAFETY Coal Mining Section..................................................................... Commercial Vehicle Section............................................................... A9 s |NStsMtl ( fln Construction Section 10 Electrical Equipment Section....................... . tl Food Section .................................................................................................................................. 12 Glass and Ceramics Section..,.......... ..................... ................................... . U Farm Scfriy Seiiku Hfe lf4t NcHmsS Safety Cai^ress Industrial Nursing Section.................................................................................. 14 Marine Section ....................................................................... ...................................................15 Meat Packing, Tanning and Leather Industries Section...................... . It Metals Section ........................................ .............................................................................. 1? Mining Section .................................................................................................................. Petroleum Section .................................................................................. It Safe Farming for the Future..................................... .. 4 It Power Press Section....................................................................................................................26 Printing and Publishing Section.................................................................................... 21 Public Employees Safety Committee.................................................................................... 22 Interpretation end Use of Farm Accident Statistics...... 8 Public Utilities Section................................................................. Pulp and Paper Section.......... 24 Railroad Section .................................................................................................................... 2J 25 A Safety Program for Farm Women......... .. 13 Rubber Section 36 Textile Section....................................................................................................................... Traffic Section ........................................................................................................... 27 28 44H Club Contribution to Safety...................... 14 Transit Section.................................................................................. 2S Wood Products Section........................................................................ 20 Farm Safety ................................................................................ 31 Home Safety ..... -- ............................................................................................... 3? School and College Sessions.......................................... ................. ....................... 33 The Human Side of Safety (Early Morning Sessions).....,,,................34 Volume 31 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS Trifeflois VOLUME SIZE Less than 24 pag 24 to 48 pages-- 40 to 6 pages-- Over % pages-- t to 9 copies Each - $0.25 JO .40 .60 10 to 99 copies Each ?O20 2$ J5 . J5 100 to 999 copies Each 220 JO JO lOO&eemort Rack 80.15 220 JO JO 1T4S National Safety Congress. Comi iete set of Transactions (34 volumes)--f&OO NON-MEMBER prices are doable member prices, except vohnnes 28, 31, 32 and 31 NATIONAL SAFETY COUNCIL 2 N. WACKIR MUVE CHICAGO 8. ILL ...... 12 5Z. * Is safety, as La all other human activities, the question is repeatedly asked. "What's ocirl" Many answers to that question arc given every year fay those who participate is the various sessions of the National Safety Coagress. Ussy new methods, devices, and ideas which later became generally accepted &nt were presented at a Congress smsion. Because of this fact, safety leaders throughout the nation have always foood the Transactions of the Congress a valuable tool is their accident preveatioa programs. Publication of the Transactions in wail vehanes^one for each Section or Divisioa-~penmts wide distribution of pertinent portions of the Congress material to lay individuals at small cost. The 34 rnliiv i of the 1948 Congress Transactions are listed on the last page. Distribution of these volumes to key persooael is suggested as a vhnMr aid in the safety program. la preparing these TranFictions the proceedings of the Congress have beat mndenwt and edited for reference purposes. Corapietc original """"T^T**. with any charts or illustrations which were used, arc available in National Safety Council files. Views expressed at the Congress or aa this record are those of the Congress participants, and net necessarily those of the National Safety Council. THE FARM COMFERERCE This vottanc is a record of the sessions held at the 1948 National Safety Congress by the Farm Conference. The conduct of these Congress sessions cadi year is only one of the many cooperative activities which the Conference carries, on for the benefit of accident prevention work on the farm. The activities of the Conference are under the direction of the officers of the Conference listed on page 19 of this volume. 4 Safe Farming for the Future /Safe Forming for the Future By BON D. GRUSSING Advertising ft Sale* Promotion Manager, Director of Public Relation*, Minneapolis-Moline Power Implement Co^ Minneapolis. Ilha. Read your papers. Look at the record of tillable portion of the earth's surface m your community, and you'll realize that which alt life depends! (arm safety is a human problem. It is hifli What have these facts to do with ufeu time we stopped blaming God for these on the farm ? accidents. There are now enough fact* available on this problem practically to elim 1, Mechanization is relatively a new thing-- and of growing importance. inate it, if all of us want to do so. But it will take teamwork as well as individual ctFort to combat these man-caused misfor tunes. To get a long range solution and to appreciate and to understand fully the prob lem of safety on the farm we must con sider mans* thing*--particularly man's ability to adjust himself to tempo of progress and more particularly to modem mechanization. A. The human equation factors of trai and error, of alertness, carefulnea and carelessness must always renua an individual matter. Cadi pence must team to be careful. B. Some machines and seme aninub have unpredictable behavior patten*. It is better to take extraordinary pre cautions rather thus to take dunce, C No accident ever happens when ex We can be hopeful because man has pected. It's best to investigate al proved his ability to shake off famine by usual situations before trusting to means of his own inventive genius and to luck that everything will be all right create a new world of hope by establishing the art and the sdence of agriculture--the world's largest and most basic industry on which ail mankind and all other industries are dependent for survival, life and progress. 2, Farming today is a highly specialized art and science with many diversifies' lions. A. Each job cut be beset with accident* if not properly understood in part or If a little over 150 years ago, the prophets, as a whole. Moses and Abraham, had been able: to return B. Training of experienced manpower to earth, they would have been entirely begins almost at birth and should be conversant with the working tools, methods, continued until retirement. and crops that the American farmers of. C Since, in proportion to the total pops* tliat day used. We must consider too the lation, fewer persons must now d (net that during the last 50 years there has more and provide more, saving lives ixrcn more progress and more mechanization and man hours is of national as wt on .American farms than during all the ages before. While lifting these tremendous bur dens of toil from the tillers of the soil by mechanization, life expectancy* of American farmers increased to an extent without parallel in history, and because of modem of fapuly importance. 3, Fanners now have the wherewithal to cubic them to farm with safety aac understanding and profit thereby. A. They have learned about machine!} methods and machines more and more farm ers were allowed to leave farming to help create and establish other industries. About a hundred years ago 83 fanners were re and adapted themselves to constaat changes. If alert they should lmo how to be careful with their sur* roundings, animals, mod machinery. quired to produce enough food for them B, Most fanners can read and write selves and 15 others. Today* 15 farmers a, Aa late as 1865 2G per cent et with modem machinery' produce enough for Americans on farms over 21 eotdi themselves and 85 more plus over 65 per not read or sign their own same. cent of all the raw materials used by indus b, We are now 95 per cent literate. try. Besides this, fanners are now able to. Low cost printing has enabled ef Help preserve and even improve the condi to get facts oa accident prevea- tion of the top six inches of that small tion to all before accident* occur. Farm Safely 5 C. Fanners want to learn. They want to the farm cannot be bandied in the same live, and they want to eootiznie on manner. The farmer and his family do the tbe road of progress. work. There may be a hired man or two. a. They are beginning to heed safety Each day adz person does a variety of and danger signs and signals. jobs involving hazards of one kind or an b. They arc the best read (or can be) other. Animats are handled; ladders and on the mechanics of both animals steps are climbed; various more or less com and machinery behavior. plicated machines are handled--often these D. Moat farmers are financially able to jobs are done by individuals working alone. take advantage of things that make, For this reason supervision by others is out for safer living and accident preven of the question. Each farm worker must,' tion. therefore; learn to be his own safety direc a. Our fanners are now relatively tor.- He must learn to know, if he doesn't better off than ever before is his already, that his own life and the happiness tory. b. Available facts point to continued of others is always at stake. All farmers are not fully aware of this responsibility betterment in this category. because each year more than 19,000 fatalities EL Mechanization has given farmers more time for leisure and education. a. Accident* because of hurried op eration or unconsidered decisions could be eliminated. b. Knowing more about what cause accsdenu, they now have the time occur is rural areas and 1,500,000 rural folks are injured. Many thousands will suffer from permanent personal physical impairment each year. According to the Bureau of Agricultural Economics, U. S. Department of Agriculture, here are some facts to consider; to clknioate these causa. On the 15,000 farms surveyed by tbe De partment about four times as many farm What Causes Accidents---How Can mm and boys between the ages of 14 and They be Prevented? 64 suffered injuries from accidents as did Garrieuncss causes most accident*. and the eely way to prevent accident* therefore U through tdtuaiio*. N*o other people are farm women and girls. Of the youngsters under 14 who were injured, nearly 6a per cent were boys. so well equipped wii!. an enlightened free Of the total number of accidents 56 per yex radio and movies jdu* the mechanical rent vert connected with form work and know-how of prcjmatiou methods a* are only I per cent with housework. we in North America. If all the editors, Bums and electric shock were more com publisher* and writers of our papers, mags- mon among women--52 per cent of these ooes, and house organs and trade publica accidents being suffered by women and only tions knew the facts and presented them 48 per cent by men. But in all other type* regularly, we could eliminate almost 100 per of accidents men took the lead. Falls injured cod of the farm accidents. Radio, movies more farm people than any other kind of and television can help, too. accident. Most common were falls on steps Oa most problems these various means of aad stairs and from vehicles. Here again eeraanaaoitions say "give us the facta and men suffered the most. Over twice as many weH present them.1* In this case the National injuria from falls were listed for men and Safety Council can give us the facts, and boys as for women and girts. I man say the press, radio and commercial The most dangerous age period for acci movie* lave done an excellent job. But the dents for both men and women on farms is serface has only been scratched, particularly between 25 to 64 years. This age group ac by fans papers, and our job of education counted for nearly 60 per cent of aU acci of our people as to the causes of accidents dents. The period from 25 to 45 is slightly aad how to prevent them must be continued. more dangerous than the later years, the About thirty years ago industry awoke survey findings showed. to its responsibility in helping prevent acci dents. You can get the facts oa the progress Agriculture aad Industry Interdependent made from the of&cet of the National Safety Aside from die personal suffering, sorrow, Council. Progress was made through trained and hardship caused by these accidents (at* leadership and close supervisioca. Safety oa moat all preventable), you may ask what <S Safe Forming for Ik* Future business is this of. ours? Well, the firmer and all industry arc interdependent! Farm areas take around 40 per cent of all con sumer goods, and about 90 per cent of the products produced by the farm machinery industry. We don't want to lose customers. Industry cannot prosper without a prosperous, prop erly populated rural area. We know that from if cold blooded, practical standpoint, every accident on the farm reduces potential customer or buying- power. Industry must [cam to be the good neighbor by helping train and educate all its dealers and repre sentatives to be teachers of safety. Industry, having had years of experience in safety work in their factories and plants, should be in an ideal position to assist its rural friends in reducing the terrific toll that accidents are now exacting from their ranks at a time when maximum production is vitally needed. Manufacturers and distributors of equip ment and products for use on the farm can help and are helping to safeguard the fanner and his family by exhausting every possi bility of making machinery as free of in herent danger as possible. Having done so a definite effort should be made to educate the user in their safe operation and use. it is. perhaps, surprising to many that the most dangerous place on the farm is the farm home itself, and the immediate sur roundings--die yard and the barnyard. The most frequent type of accident here is that resulting from falls caused by the use of unsafe ladders, substituting chairs and boxes for stepladders, falls down stairways, and even falls caused by scatter nigs and slip pery floors. This type of accident on the farm results in more fatalities than any other. Bums arc second in importance m producing fatal and non-fatat accideits. Cuts hv knives and other sharp instruments are also frequent around the farm home. Farm machinery is responsible tor a large percentage of accidents. Modem farming involves the use of a great variety of ma chines and implemeits, some of which are of a fairly complicated nature. The farmer is generally pressed for time to get his work done and very often neglects to take cer tain precautions that are necessary for safety in the operation of these machines.1 The functional requirements of most farm machines makes it impossible to guard cffcc- lively certain potentially dangerous modi, antsm, and it is, therefore, imperative that the machine is stopped before the operator tries to unclog, adjust, or oil any of lbw (arts. Safety shields or guards are provided oa farm machines, where practical, but the* are often moved when malting adjustments and repairs and arc frequently net repUcri when the machine is started. This prartkt Is especially dangerous when the shield designed for protection over the shaft which transmits the power from the tractor to * compkker or combine harvester, for w- stancs. The failure to keep this shield ie jdaee hag resulted in a great many fatal ac. ddmta and serious injuries. Of the farm machines, the tractor it involved in the greatest nwnber of accident*. The reason for this is, perhaps, that there are more thaa 2,000,000 tractors la u*c a the nation's farms--a far grater number thaa any other tingle load of major fans machine. Tbc greater percentage of fatal tractor accidents are caused by tractor* overturning whet driving toe dose to ditch banks, driving too fast on corners, etc, !* many instances, operators are rat over bv pulled implements after falling off the trac tor; also, the operator and bystanders art often hurt when the tractor is acddcnutU started while in gear. The operation <W tractors by children or very old people in vites accidents. Refueling with the engine running is a dangerous practice and ha* resulted in fatal burns and loss of propem by fire. The aforementioned hazards in all the ilcpartmcnts of farm operation offer a chal lenge to Industry to draw something from iU fund of experience to help to find way* and means of reducing the annual toll taken bj' farm accidents. The farm machinery industry has aeerpud this challenge and Is making a determined cooperative effort to reduce accidents that occur with farm machines. In 1938, through the medium of the Farm Equipment Insti tute. representative engineers from the major farm machinery companies were appointed to serve on a safety committee to study to this end. Since the eoenmittee was formed, it has met at approximately tix-week interval*, except for a-period during the war. Al though the companies which the members Form S*fety 7 represent arc aggressive competitors for the stop all accidents on farms in the United fane machinery business, they have worked States for one year, we could produce in w perfect harmony. It is also significant terms of added man-hours seven extra that the members of this committee have bushel* of wheat for every U. S. citizen. mvinably brought to tbc committee's atten Safety is no triflo--but trifles taken care tion safety developments of their respective of may save * life. Let's all help our companies and,have not attempted to retain farmers realize that there is a great future (he feature for their exclusive use. in farming, but they'll have to be there to Gartrwat and Safety I have tried to point out thjt practicing safety on the farm, aa all of us know, U a habit acquired and retained by means of constant education; that the only place where information regarding' farm safety and die practice of safety is effective Is on iht farm and then only to the degree that h practiced by all individuals on all farms. At least 9 oat of 10 accidents are caused by iirrtnwim f Von can't legislate or order artteamen off the scene of the American enjoy it. Safety-wise farmers make a habit of: 1. First class maintenance and conservative operating procedures on all farm ve hicles and implements. 2. Continuous upkeep oo all building--re pairs to stairways and ladders--safe storage of flammable*--protective guards on cisterns, wells and pits. 3. Never travel on rends or highways Without proper tights. 4. Property using hand tools, particularly fan*, ft takes education and cooperation pitchforks. and real tons work by educators, industry, 5. Care in handling animals, especially firmer* aod the several safety commis- those with new-born young. ]inom of tbc several Mates. 6. Regular inspections of electrical and Gevcranuast afety employee* should make ft * point to confer with our engineers and safety men If they're truly interested hi heating facilities. 7. Wearing well fitted, snug clothing that won't snag. protecting the Eves and well being of their 8. Training children In good, sound-habits fellow farm dtixeas. They can expect the of safety. ettmst la /mriuuf cooperation for the good 9. Operating tractor at a top field speed ef ait Sane cxUuue safety measures arc of 4H m_pJi.--and not over IS m.pii. not taken by industry baame of tbc exces oa highway. sive and prohibitive cosh involved to the customer. Other things soch as pitch fortes, manors forts, large drive belts as used on threshers, etc.; cutter bars on mower*, Get Safety Down to th Comnunity Lad , Whatever else can be recommended let's binders, combines, and wiodrowers; pidring deride to get tbc final safety education and or snapping roll* on heskers and _ corn practice down to the local community--get pricers simply can't be protected without all ia each community to cooperate, and preventing than from doing the job for we*U soon have ar good national safety which they were intended. In these cases, record on the farms o`f America. Better as in "u* of highly inaccessible gears and safety education in each neighborhood and pulley* it will be up to the farmers and on each farm should be the aim of all pub* Heritor* to be careiul in order to prevent tidty and all planning soddenU. In oar industry, emphasis on safety on Farmer* must kam that accident* just don't happen. Carriesmess causes aeddeata! The terrible toll on farms will continue mitxx every farmer become* aware of Ids little errors in judgement; the little chances be takes; the anal!, minor repairs be neglects to make. Stopping all fans machinery be fore "*krwg adjustments, oiling, trying to the farm is oo accident. For many years we have cooperated with the National Safety Coundl and farm oeganiaztions, state and load safety departments, in every conceiv able and practical way. From farm ro riiioery companies come leaders, foods, ideas, posters, and a thousand and case things accessary to execute a good effective form aodog the mirhlra-, or jus* finding out safety program. Many other firms and ifl- what's wrong would cut* down accidents divldaals participate in this important work, lrtmcodonsly m just on* year. If we could year tbc Advisory Coundl of the 3 Interpretation and Use of Farm Accident Statistics Farm Equipment Institute distributes a spe cial farm safety poster nationwide just prior to National Farm Safely Week, The October, 1948 issue of Comet maz arine had an excellent article on the Na tional Safety Council. It helps sell the organization that we help and which in turn helps sell safety everywhere. National magazines, daily papers, and small town newspapers are all cooperating to advance the cause of safety. During Farm Safety Week and through out the year most members of the farm equipment industry, the o<1 industry and other industries take a leading part in the educational and advertising activities of farm safety. Many of our movies deal with this subject. Outstanding is Sinclair Oil Company's "The Miracle of Paradise Val ley." We all like our government because it's still ours. Our officials are still our servants as well as our political leaders. Let's keep it this way particularly on safety matters. Let's cooperate, but let's not get to iht point where the government has to tell tt$ what to do. Remember, every time you aik the government to do something for yn. you increase the power of that government to do something to you. Industry ts spend, ing millions of dollars to help save farmers* hands, legs, eyes, fingers, 'feet, and lives. Well continue to do so because it's rigbt and because it pays. Accidents are one of the Jcadiar ousts of death and a etiidf cause of lot man hours in America. But tmlike other leading killers such as heart disease, cancer, tuber* culosis, we know how to prevent these acci dental deaths and tosses without further research if we can get everybody to stop, look, and listen. We have of course a tremendous educational job to do to nuke peopte more thoughtful and more courteous and more earefuL Interpretation and Use of Farm Accident Statistics By T. C. M. ROBINSON Agricultural Statistician. Bureau of Agricultural Economics. U. & Dept, of Agriculture Farm-accident statistics perform a useful function in that they presumably shock the farm population into a realization of the seriousness of farm accidents as a cause of death, reduced efficiency, expense, and suffering. The fact that during 1947, according to National Safety Coimcii approximations, 19,500 farm people died from accidents i-hould go a long way toward convincing even the most complacent that farm acci dents are not to be takes lightly. Perhaps this figure on fatalities will mean more to most of us if it is converted to a rate of 60 deaths per 100,000 farm people, or an average of over six farm people per county m the i.000 odd counties in the United States. To date, information about all except the fatal farm accidents has ben extremely in complete. There is no "cause-cf-accident" report filed with any government agency in injury* cases that U comparable to the "cause-of-death" finding by local coroners. Also, whereas fatal accident* are almost `universally reported ia at least the local papers and can be picked up by maintaining a careful clipping service, ooa-fatal acci dents, even those whkh result in serious ia-. jury and considerable Iocs of time, are net ordinarily recorded ui the press, unless the injured person was a prommeat citizen or the circumstances attending the accident were unusual. If complete and serviceably accurate in formation as to total amount of time lost by farm people as a result of accidents, number of permanently disabling farm icrideits occurring each year, number and age of dependents left by fatally Injured heads of farm household*, and total direct medical cost- of accidents to farm people were known, each of these statistics would . probably be more shocking than the simple statement that 19,500 people living on farms were accidentally killed during 1947. Farm Safety Petailtd information on both fatal and The mechanical safeguard* and the im acn-fatal farm accidents by type, cause, and proved techniques mentioned above must be lecaboa and by age, sex. and activity of the injured serves a wide range of needs. accepted by the farm population if they arc to result .in an actual reduction of the staggering farm-accident bill. A protec First, information of this land makes tive housing for a power-take-off docs no possible development of unproved machtn- good if it is removed by the farmer to ary and structures to leaden the accident kiViriL Suds necessary parts of agricul save tunc. A State law prohibiting pedes trian traffic on the right-hand side of the tural machines as rotating shafts and rolls, pavement has failed ia its purpose if farm catting knives, and high-speed belts and children continue to walk with traffic on chains constitute real hazard* if they are their way to and from school. Knowledge ^adequately guarded, A detailed study of as the part of a safety engineer that kero accidents that have occurred, including all sene is not a safe material with which to contributing factors, often malms possible start kitchen fires is of little use if hurried the design of protective housings or other farm housewives, through ignorance or derkes whkh materially reduce or eliminate entirely, the hazard w question. Use of ramps to replace steps, substitution'of stairs carelessness, persist ia starting kitchen fires m that way. for ladders ia barns and of pulleys for If these safety devices and rules are to Kiting and carrying; installation of spark be generaly accepted, the reasons for them arrestors on chimney*, protection of farm must be widely publicsred through the use buildings, paxticnlaxly bums, by lightning of all available media such a* posters, the reds, and construction of hand rails and press, radio broadcasts, and personal con grab-ban arc example* of changes in fixed tact work ia the various farm and youth structures which materially lessen the like organizations. Upon their general accept lihood of die occurrence of certain types of ance depends any substantial reduction in xadents. the incidence and cost of accidents to farm Second, detailed analyses of Urge numbers of fatal and sou-fatal accidents often make possible the development of safer technique* for the me of existing equipment and the people I believe that snore adequate farm-acci dent statistics would be used also as an actuarial basis for the calculation of pre formal*tion of safety rules, the meticulous mium rates by casualty companies that write observance of which greatly lessens the tSadthaod of accident*. We can all think of foam of safety rules tike "never tad a boll without a bull staff," "always walk faring traffic.** "hew try to clean a fouled huUdng roll white the roll is ia motion," and "don't over-drive your head lights." Infonmzkn that shows the relative incidence and severity of the various types of farm accident insurance on farm operators, mem bers of their families, and farm workers, as well as workmen's compensation insur ance on'hired labor. The greater the un certainty a* to die probable incidence of an uadesired event, the larger the premium "loading" must be to protect the insurer the possibility that the anticipated incidence will be exceeded. Therefore, if acddaXs would permit the greatest em phasis to be placed on the prevention of those of accidents whkh occur more information ia regard to the incidence and cost of farm accidents were available on a scale comparable to the information that aftea and which result in the more serious injuries. is currently available in regard to nonfarm accidents, it seems probable that the pre mium rates of accident insurance on farm Ia addition to making possible the re people and workers would be materially designing of farm machinery, modification redneed as the companies would not have f farm structures, development of safe ta rely solely upon rather limited informa procedures, and formulation of safety rules, tion in calculating their premium rates. In aooe of which functions are ordinarily per addition, differentials between existing rates, formed by farm people; detailed and ex as on farm operators and hired farm haustive information relating to farm workers, might be altered on the basis of accidents furnishes a factual basis for ed more complete information. ucational campaigns directed it farm people themselves. It must be admitted, however, that the 10 Interpretation and Use of Farm Accident Statistics experience of insurance companies will or* dinarily be kss favorable than would be expected on the basis of all the people In a given population or occupational group. The higher claim rates are ordinarily due to two /actors. Pint, the poorer that is, the more aeddent-prone--risks arc more likely to be insured. Second, the availability of insurance boiefits, particularly of the required waiting period is short, encourages a cessation of regular activities In border* line cases. Farm-accident statistics may be' put to many other minor uses. It U possible, for instance, that members of certain age groups cannot safely operate certain machinery; if so. the danger of permitting children or elderly people to operate such machinery should be thoroughly publicized. A first consideration in the interpretation of farm-accident statistics is that the popu lation and the phenomena in question be clearly defined. If, by farm accidents, we mean accidents to the farm population, it would seem desirable that the definition of the farm population used by the Bureau of the Census should be followed, that is, "all persons living on farms.* If we consider chat a Census "farm* is any tract of land of 3 acres or more on which some agri cultural production takes place, or any tract of less than 3 acres on which the value of production during a year is $250 or more, we must realize that the <*" definition at the farm population includes two large groups which are not generally thought of as 'farm people.* The importance of the definition of the farm population used arises from the fact that these groups classed as farm people, who we don't ordinarily think of ns put of the farm population, probably do not have Vte same land* of accidents or is Ac same proportioo* as do maubers of the more generally recognized farm *---- Another group whose accidents an almost universally called farm suiiluili, a more enact wnmcnrlaturt weald be fwrzawork accidents, are farm weefacts who do not kw on farms, ha eospng rat?*, zcodau orrnrrkg to farm people should of pwrw be idnsd so the tod] farm ypulaiiwn. acodascs dag toqqen so pscplr who work on facma should be rrlwn f eo shr ember pf peopfc wurkmg vn farwu The tern popnbtione are far from identical, for the former * dudes many who do no fans work, mdi as children, housewives, asd nonfins workers who live oo farms, bat It excludes farm workers who do sot live en fan*. The second tens tint requires is "accident." The Winstoo Dictionary de- rises an accident as "an unexpected or in foresets event, generally uofortmta," Thu is the way ia which the word "accident* i* ordinarily used by each of us when we art not thinking statistically. For tone pur. pose* it U a perfectly good definition. The upsetting of a load of bay U as arriehtf. potentially dangerous and expensive whether anyone was actually hart or any property was actually damaged in that particular up set or not A fall down the stairs which results, fortunately, in only very bruises and temporarily lent dignity, is ttiU aa aeddmt, and ncrytfihig possible should be done So prevent h htppming again, in sofar as these &on-Mrieas nbdcati differ only by rhanrv from acadents which result la 'serious Injuries, information ahooc the condition resulting ia the mm-serious acci dents would help to prevent acci dents that might hxvotvc serious injuries. However, ta practice most aadmdmk soon forget mishaps which they coetider minor because little or ao property dump or injury to persons was isuoliwL There fore, it la practically imponrihle ta get any where near complete coverage of such "minor" accidents by means of a suivey * covering more than a few days. The ex pense of collecting nriAat Information or* (fioariiy precludes the miking of frequent surveys. Therefore, the euutiow asked ordknoly relate to several miaulu, and sometime* to a whole year. ' Uadcf these circnmstaaces It would'be naive to aspect to obtain usably complete fefonnatioB as ta acodeots that involved Stile preparty hnage or Stile loot time on die pnrt of the injured. In the mistrial Ml, one day's feet time is ordinarily tiha as tic fewer ent-off peace for the nporting of acridznra. Ia rior of tit vkml in^ioaribgiry of efath- xng mere that fragmentary information on aeridmts that involve fees feet time, and ta an effort to achieve a *--'! cnmpnnbSty between farm- and Safebafecofat statistics, as areidea* is eimnlf drlinrf by tie Burma of Agrkaharal Economic* Farm Safety n jj ooe which involves lost time of one day stance. if a man attempts to lift one end or mere by the injured from his, or her of a heavy piano and, without his feet or regular activity. This definition of acci hands slipping, strains his back, hi* injury dents, which is probably entirely satisfac tory woes applied to industrial workers, favs* much to be desired when applied to the linn population or farm workers. It is not considered by the insurance company to result from an accident. However, if he trips or stumbles while carrying the piano and a similar injury results from n very difficult to evaluate injuries to in temporary loss of footing, such injury is fants and small children in terms of time test from their regular activities. A mouth$fd baby tics is bis crib whether or not he has a broken kg. A three-year old child considered as an accidental injury. In other words, the means producing the result, as well as the result itself, must be accidental, and there can be so recovery from the com continues to pUy, with bis broken arm in a pany where injury results from the volun ting. Aiwa, farm operators and members tary act executed in the expected and ordi of thor nit-- tend to continue their work nary way. despite injuries which would pot aa tndsrizial wage-worker off the job for a day or mere. With the exception of administrative sta tistics collected by government organiza tions. Incidental to the operation of work In the ok of fanners, the work is there men's compensation State funds, and by to be done right then and there is often no cumity insurance companies. In ceaoection Mt else to do it. Therefor*, thfay any work with workmen's compensation insurance of more slowly, but as ioog as they arc able fered ta noncompetitive and competitive to work at ah, they my do so. The nae States, accidort statistics are ordinarily ob thine is true, perhaps to an even greater tained by means of sample surveys rather extent, of injured farm wives and mothers. than from complete enumerations. The Particularly if there are small children, sampling approach is necessary because of there is often no alternative to keeping on the high cost per schedule of information with the regular activities of cooking. k*q> obtained by personal interview. tog hoote; and'caring far the children. Eva* hired farm workers may be shifted to teas strenuous tasks when iojured and still be kept oq the job. Therefore; physical in juries of identical severity often result in lest lost of time to farm people and farm worker* than to indottrial workers. It is, of course, only by personal Inter view that a complete census of any phenom enon can be taken, for if a question naire in regard to accidents is mailed to each farmer in a state only a relatively small percentage will reply. Surveys are made by mail in some states, but the inter A farther difficulty is encountered m ob pretation of the survey result* is difficult taining information on accidents that In because of the selective nature of the re volve one or a few days lost time. Whereas turns. Operators of farms on which serious industrial employers are ordinarily in a posi accident* have occurred are much more tion to report such accidents on the basis likely to return questionnaires than are op of currently maintamed records, very few erators of farms on which, no accidoits or farmers keep such records. Farmer* must only minor accidents have occurred. _ In therefore depend upon memory. It is ob formalk as to the causes and conditions viously very easy to forget or to overlook surrounding an individual accident are just a rather minor accident that occurred sev as valuable if they arc obtained from an eral months before. unrepresentative mail sample as from a rep A minor differstee between the defini tion of an accident generally used by safety and gmeremenMl organizations and that mod by 'e'xk"* lunrane* companies should perhaps be mentioned. Insofar as the defini tion amd by the insurance companies is i am arm d. same untoward and unforeseen ent man bare occurred outside the body of Ac Injured person before an accident a eantadered to hove occurred.. For in resentative sample or a complete census, bat estimates of the inddoxt of the vari ant categories of accidents are of doubtful utility if they are based on unrepresentative samples. Therefore, the Bureau of Agri cultural Economics has used a scientifically designed, preselected sample of faruu in each of iu farm-accident surveys. Field work on the third of these was completed m October, 1947. 12 Interpretation and Use of Farm Accident Statistics In this most recent survey, more than 10,000 farms in about 400 of the 3.017 counties in tjie United States were visited, and their operators were interviewed in regard to any accidents which may have happened to than, to members of their households, to members of other house' holds on the farm, or to other people work* ing on their farms during the months of May through September, The sample used is a representative sample in which farms of every type and size are included in the same proportions as in the total universe, which includes all farms in the United States. Therefore, survey results say be thought of as valid and representative ex* cept insofar as the number of accidents of a given type or other category included are very small For instance, our April. IMS survey uncovered only eight accident* on the 11,54! farms covered in the sample. With such a small number of ** we could not attempt to estimate the airndwr oi fatal accidents in the United Statm a* a whole. Such an estimate, which would work out at just over 3,500 fatal accidents for the first third of the year, might be 200 per cent too high or 40 per cent too low. In addition to errors due to small sam ples, other errors may be present in the survey results because of incomplete or biased reporting. Individuals being inter* viewed or filling in a questionnaire tend to report occurrences which seen important to them but to overtook occurrences to others which have bad less impact on their own consciousness, and this tendency' may result in serious distortion of presumably comprehensive accident information. An outstanding example of such respond ent bias in the nonfarm field occurred re* cently when a prominent national service organization in cooperation with the public schools conducted aa accident survey of a southern city. Questionnaires were taken home by the school children, presumably to be filled in by their parents. When sum* manred, the results showed a much higher proportion of accidents to children of school age than had been anticipated on the basis of prior information. This bias undoubt edly resulted from two circumstances. First, the population sampled consisted a* tlreiy of households having children of school age. so the age-group distribution of members of the sample household* dif fered significantly from that of ail house holds. .Second, on the whole die children took the survey more seriously than did the parents, so that mud* more com plete coverage was obtained on accident* to the children themselves than on accidents to other members of their households. A farm-accident survey recently made m one of the northeastern States in reoperation with teachers of vocational agri culture may he dud aa a second example Questionnaires were distributed by voca tional agriculture students to farms which they themselves selected. The farms on which the students lived were almost al ways included. When summarized, the sur vey showed a disproportionately high acci dent rate among adotescent and young adult males. Again, the Sample selected was ap parently unrepresentative at that it in cluded too afaoy farms on which adolescent males were living, and the resulting bias was compounded by the fare that the boys saw to it that the accidents which they aed their acar-contcmporaxics had suffered were more completely reported than were acci dents to women or girls or to very young boys or middle-aged and elderly men. In the case of the two Nationwide farm* accident surveys which have been made thus far by the Bureau of Agricultural .Eco nomics, more incompleteness of reporting accidents to members of nonoperator house holds thaa to members of operators' house holds stems probable as the person inter viewed was ordinarily the farm operator. The user of any set of farm-accidem statistics most know the answers to the fol lowing questions before he can use the statistics with confidence: 1. What is the population or universe which this survey, or these administra tive statistics, relate to? 2. How was an accident defined? , 3. How was the information obtained? 4. If from a sample, was the sample fairly representative? Possession of the questionnaire or record form on which the accidents were reported so that the exact wording of the questions can be studied helps In detecting possible sources of bias. Due to the very fragmentary coverage of the fann-aeddort field insofar as statis tics are concerned, it Is often necessary to generalise for a bread geographical area on Farm Safety is the basis of information obtained front a {sailer area, sod* as a township, county, or state. Generalizations of this land should never be nude blindly but always with the reservation that the conditions which give rise to the various types of aecidmtt are not exactly the same in the two areas. Dissimilarities ia conditions which might result la somewhat different accident patterns should be noted and rough adjustments should be made to fit facia for the surveyed area to the condi tions la the onstuveytd area. If uniformity of definition can be achieved, preferably through the use of standard questions, it should be possible; as more and more county, state, and nationwide surveys are nude, to collate the survey results and thus to gain a dear and comprehensive picture of the type, causes, severity, and costs of farm accidents and the character istics of the injured persons, by states and regions. When we have reached that happy condition, interpretation of farm-accident statistics will be much simpler sad their use much safer. A Safety Program or Farm Women By UBS. ROT C. F. WEAGLY President, Associated Women, American Farm Burma Federation The simple words, "fans home" give one aa impression of tranquil safety, but what a false impression! Many parents residing bi the atics are of the opinion that if their boy or girl could spcod two weeks ia a farm home they would experience the safest vacation ia the world. That could be a true picture but, unfor tunately, U is not Farm home living should be the richest, safest and mo*t satisfying way of life. It could be so, If all farm families were adequately Informed tpd will ing to cooperate in a positive safety educa tion program, and were eager to eliminate all accident hazards. Farm home living that is safe, satisfying, and successful is our national goeL Other objectives are but slept toward'this ultimate end. While we are by no means sear its realization today, yet its achievement has be come a matter of pressing necessity. Farm heme safety U practically new to many farm iwniTWt. The fact of the matter Is that, for too long, farm people were obliged to get along with makeshift equip ment, under poor conditions, that it made them somewhat apathetic, and they learned to Ignore the hazards which surrounded than m their daily work. Many tasks are so routine and commonplace that fans peo ple have become so used to them that they consider the possibility of accident very re mote. Yet those very siPotions are respon sible for many deaths and crippling injuries. There are more farm home fatalities than any other type. Last year 6,000 persons were fatally burned in kitchens alone. Now, when farm people, generally, are in a more favorable position to taka ad vantage of sorer and safer equipment, they have to team all over again how to do things the safe way and with nfer equip ment. There U a safe way to do every farm and household job and an unsafe way, too. The choice is up to the todmduaL it is only by being akrt and practicing safety every minute that ooe can hope to escape injury or death. Before dealing with the tangibles, how ever, whether they be in the home or out side, there are taro intangibles that must be developed and cultivated. First, the attitude of the members of the family; second, the fortitude on the part of each family. The attention of the farm family must be raptured by the astotmding number of farm home accidents. Many of these could have been avoided. The farm family must recog nize .the need for an accident prevention project in their own heme. They roust be nude to realize that other farm families mid profit by community safety activi ties and thus chaJlmge the support of all for their mutual benefit. In the past year, the four leading causes of hocne accidents were falls, burns and explosions, poisons, and poison gas. If we were to do away with falls and bums alone; 14 A Safety Program for Farm Women w* would eliminate almost 70 per cent of 6, Cooperate in cararaumty education activi. home fatalities. The strange thing about it ties. i* that no age is Immune from any type of 7. Utilize every opportunity to expand home accident, but falls are the chief con* safety education. rn of people advancing In years. Bums ft Know first aid and have a first aid kk and poisonings take their greatest toll among available. children up to four, and hums are frequent Fortitude will he required to change un In the five-to-fourtecn age group. safe habits and vigilance will he necessary Accident booby traps are found In the to carry out the following safe practices: yard, the kitchen, outside stairs, inside stairs, living room, porch, bedroom, and basement. The causes can be attributed to tools and other objects, slippery surfaces, disorder hi the home, improper use of equipment, care lessness, neglect, and hurry. 1. Cultivate the ability to "see" fire aad accident hazards. 2. Correct those hazards immediately. 3. Use a play pea for children under It months of age. 4. Instruct children m safety teach tbesa fn too many instances, the hansnaker is the safe way. responsible, either by example or precept, for the conditions which make the farm home a dangerous place. Many yotmg mothers, through no fault of their own, never received training for parenthood nor for hotnenaJdng. They are, therefore, in dire need of safety --kv-arim Almost half of all falls on farms last year were fatal, over 14,000 deaths. Sheer carelessness is almost the complete blame for this constant rise In home accidents. And yet it has been reported that at a meeting of the New York 4H Health Com mittee, held in Syracuse ia May, members of the New York State Health Departmou said that they are hemming more aware that health, environmental conditions, and disease were the principal causes of acci dents. Sulfa drugs, phenobarbital, and epi lepsy cause many accidents. These accidents were said to occur among the very young children under five and the older persons in the home. According to h*t report, 20 per cent of the people have 80 per cot of the accidents, and seaee people have bean found to he prone to aeddoitSL 5. Keep children away froca operating ma chinery. 6. Keep pans and dishes out of children's reach. 7. Keep handles turned bade from the edge of cooking range; ft, Keep matches and sharp InsTrujiuits out of children's reach. 9 `Label poisons and store In special cab inet away from children. 10. Avoid open vessels of liquid hazards for childrea. 11. Keep dangerous tools away from pby areas. 12. Keep yards free from mils, broken glass, etc. 13. Provide special containers for broken glass, etc. 14. Have folding gate at open stairways to keep ehfldrm safe. 15. Keep window scream latched securely oat of children's reach. 16. Remove ladder what it has served its purpose, or it may unite ehSdrea to climb. 17. Avoid leaving small chshkas ilhnr tu the bath tub. Following, ! have listed some of the lft Have a place for toys and toK|i chil attitudes essentia] to safety: dren to put them away. 1. Believe that most farm home accidents can be prevented. I Feel a personal responsibility for prac ticing safety. 3. Be alert to accident hazards and unsafe practices. 19. Keep children away from ireneag board and dangling cord. 20. Keep small children away from stock peas and bams. 21. Teach children aad youth to rcapeu fire. 22. Read label before using cafelmti of any bottle. 4. Believe accident prevention should be a Electricity may be a boau to the bouse- continuous family project .wife; or It can be a honmmng If used 5. Encourage safety education In rural carefully, it lightens the bb^r ia the home schools. but it can be just as dangerous as a match. Farm Safety 15 a gtai, or a 2-yrar old colt. Electricity is wed safely by millions of people. Accidents are not the fault of electricity; they are the fault of people. Here are some tips to remember: 1. Have hands thoroughly dry when turn ing on current for light or electrical equipment, 2, Have all pull chains provided with in sulated links. A Keep electrical cords in good condition. A Place electrical cords to prevent trip ping ml free from wear, A Avoid hanging anything over electrical wires. 6, Dtscomcct cfecfriad equipment when not ki me. 7. Have bap near bed within reach for safety fa the dark. ft Have alt electrical connections out of reach from bath tub. 9. Have a automatic hand release ea washing machine wringer, 1ft Have metal frame of electric washer gi inwi faul or insulated with robber. 11. Knew the location of cut-offs for dec* tridey, water, and gas. 1ft Doriag an electrical storm, avoid standtag tItt a lose tree, near wire fence, or in opm doorway. Aba avoid drawtag water from metal faucet There Is now on.lbe market a fluorescent the stac of a walnut, which costs a asoatk to burs eoniirm- etnly. It is a safety beacon and convenience fight for Stairway, nursery. bathroom and fcatt- A hint to the wives ia sufficient. 5, For every stairway have a band rail m at kast one side. ft Have stairways well lighted and free from ubstpseticew. A Have top and bottom basement steps painted white for better visibility. 4. Keep step* ia good repair. 5. Have a safe place for storing house hold equipment 6. Keep floors free from liquids and avoid slippery eonthtioe. 7. Avoid the we of sfcepladder substitutes for reschine high place*. ft Skid-proof jtcpUdder with pieces of rubber fanertubes. 9, Skid-proof scatter n*s with pieces of rubber. 10. Provide grab bars or non-skid mats for bath tubs and showers. 11. Keep sharp knives separate from other Utensils. 12. Use proper tools and gadgets when working in kitchen or repairing tilings. IA Use pot holders when handling hoc pans and dishes. 14. Bead knees instead of back when lift ing heavy objects. 15. Remove ice from porches and walks or sprinkle with sand or cinders. 16. Keep guns out of reach of children. The bat place is under lode and key. It Is estimated that ftSQO lives will be lost la farm firm this year; $775,000,000 ia farm property will b* destroyed. Four farm buildings will be destroyed by fire every* hour, "An asdyat of fire causes has- shown us that 90 per cent of all fines could be prevented If simple, common fire hazards were removed.*' Too frequently fire hazards arc removed only where viable to the public eye, but in attics aad basemans a different picture is found. Here are more tip* to remember. If one is safety minded it will not be difficult: 1. Use non-damnable; non-explosive fluid for dry cleaning, ?. Store cleaning fluid m closed containers. 3, Place oily rags In closed metal con tainers. 4. Avoid using kerosene or other flam mable fluid to start fire in the kitchen stove. 3. Have heating plant, stoves, flues and illinium domed yearly. 6. Remove ashes aad store in a metal 7. Use asbestos or metal stand for electric iron. ft Keep water supply available in ease of fire if no naming water ia the house. 9. Have an approved type of fir* extin guisher at hand. 10. Have boxes of sand available to sup plement other equipment. Believe >t or not, the usual house dress presents hazards: Button-down-the-froot dosings catch on knobs, chairs, etc.; large patch pockets catch, too. Skirts may be too tight for climbing or stooping; starts may 16 4-tt Club Contribution to Safety be too lull or too tons that heels catch when climbing or stooping. The farm woman, gen erally, has work outside the house which requires the use of tools, such as rake, power mower, etc. When planning new house dresses, one should have: 1. Slide fastener' fronts, instead of but* tons which gap. 2. Set*in pocket* or patch pockets stitched with elastidzed thread to hold top close to body. 3. Square armholes for comfort and free dom. 4. Correct length and fullness for case and safety. 5. Avoid bows, ruffles, loose belts aad flowing sleeves. Safety training is merely good citizen* ship training. Safety is everybody's business. With united efforts we can save htsnan life, canserve material resources, and make fam home living safe, satisfying and successful 4-H Club Contribution to Safety By KENNETH ANDERSON Associate Director, National Committee on Boy* and Girls Chib Work, CUcago, 11L I should like to briefly review the progress of the National 4-H Farm Safety Contest which is now in its 8th year. As most of you laiow, the program itself is carried out under the direction of the federal, state and county extension services, with the schedule of awards provided by General Motors Corporation. A number of states had car* ried out a 4-H Safety piogiam prior to the inception of the national contest in 1944, but the national contest has provided an organized procedure whereby all states work toward the same common objectives. Although hnal statistics are not available for 1948, our best estimates on results are these: Number of states accepting the contest-- 44 Number of states qualifying for state award--40 Number of members qualifying for medals --2,100 Number of counties naming winners--700 Number of members enrolled--265,000 Number of members participating in the contest--145.000. Are we making progress? The answer is definitely yes, although there is much more to be done. In the past five years, the num ber of counties participating to the extent of naming county winners has increased by 250. More significant, the number enrolled has doubled, and the number participating in the contest is nearly five times as great as in 1944. \V don't believe this progress is due alone to the incentives offered in die coolest But It is due is large part to the tremendous preenotiew the National Safety Cetmdl has put behind the cause of safety. Three things stand out as we hare ob served the progress of 4-H safety work during the past year:. 1- There is more emphasis oa dcmomln- tfORC. ~ More emphasis on highway safety. X Better planning of programs with the chth and county-wide approach mere com- - mooly found. For the time, money and effort expended. I believe that more can be accomplished with youth in the safety field than with adults. Young people. I believe, are open-mioded and receptive. They arc joiners and tike to par ticipate in organized efforts. They usually have more time than adults and their per suasive powers with parents and neighbors are great When 1 say don't underestimate the power of the 4-H Club monber, I tike to tarn to some of the reports of the 1947 national winners. Let's see what they have done. The girl from Oklahoma reports that she made a survey at home aad corrected 37 hazards, all the way from repairing two rung* ea the latchoi chair to ttottg medi cine bottles. These are shtipls things, many of them, but they may relieve suffering or death. Farm Safety 17 Yog can become safety consdous doing things. as the Wyoming winner points eat: "The best thing about safety is that so matter hew much or how tittle you do, you bait aecnetpCibed something that is for the feettermwrt of everyone concerned. There is so such thing as doing a poor job in safety wrib Every tittle bit help*." Safety begins at home but usually expands to t.wuunity-wide effort. As the Maryland ^iimcr points out: "In previous yenrs*many safety projects began and ended at home. I now retire the importance of expansion. { am encouraging alt 4-H members tn my liwiwaiity to plan a campaign for their own borne aad for their neighbors' homes.'* Commtatity-wide effort is exemplified m the report of the Arkansas winner who says: *Qwr dob went 100 per cent into the safety cp^iga I have checked personally every horse h our community aad a large part of the accidents and fire hazards have been removed. Eighteen homes made first aid sented by the Arkansas winner who was from Jackson Coimty. A comity-wide com mittee was formed which met with the 11 local dubs tn the county, and safety was discussed with 576 4-H members. Safety captains were selected for each dub and 523 surveys were made by the 4-H mem bers. Talks, safety survey blanks, radio, newspaper publicity and demonstration re ports reached almost all the families in the coimty. tn El Paso County, Colorado, all 4-H dubs in 24 communities had safety programs. In Tompkins County, New York, 306 4-H members participated tn the safety contest Thirty-six special programs were held in the mtcrcat of nfety at schools, community dubs, farm organizations and fire insurance meetings. A three-year county-wide program of safety and heahh was inaugurated. Dyer County, Tennessee, repot ts that 937 4-H members participated in their county wide program. Idts.** States ranking high tn counties qualify The MTtnect of the work of these 4-H ing for awards ia the 1947 Safety Program: mend exemplified in the report of the Kcw Mexico wiiwer who says that over 500 hazards were corrected in her community. Activities whkh brought this about were a wttf at a county-wide 4-H manbers meeting, a committee representing each of the 14 dobs mi the ootmty. Mi adts and discussion topics, distribution of safety literature, dem onstrations at community meetings, a radio I. Georgia ......... 2. Mmnesota ....... 3. Wisconsin ....... ...,45 4. Illinois .......... ....45 S. Arkansas ........ ....43 6. Texas ........... 7. North Dakota ... ... .28 & Oklahoma ....... program, school safety program, news arti cles m every county paper, and booths on safety. The WiscMiia winner smu it all up very nicely by saying: "The real reason why 10, Indiana ......... 11. North Carotins .. States with highest percentage of counties qualifying for county awards: farmers an careless Is because they do not 1. Rhode Island' .... ..80% realize the dMger of their work. They are 2. Minnesota .......... . arotmd it every day, generally alone, and usually they arc unaware of the dangerous X Delaware ........ 4. Wisconsin ....... ..62% things they do day after day. To stop farm *rodent*, we must make the farmers con-, 5. New Hampshire . ..60% ..57% sdous of the danger spots on their farms 7. North Dakota .. . ..53% and show them what to do to promt than" 8. Illinois ............. In this national contest, plaques are pre setted for the best county-wide programs. A typical county-wide program was pre 9. Wyoming ........,..39% 10. Georgia ............... II. Oklahoma Officers of the FARM CONFERENCE NATIONAL SAFETY COUNCIL 1948-49 t'ke President far Farms--G. L, NOBLE, Managing Director, National Committee on Beys it GUIs Club Work, Chicago, IlL Chairman--KIRK FOX, Editor, Successful Farming, Meredith Publishing Company, Des Moines, Is. Piet Chairman--THEO BROWN, Deere S ,'ocnpany, Uoliac, IlL Sccrttory--MAYNARD H. COE, Dir rf. Farm Division. National Safety Council, Chicago, IlL Memtm--UXS. ALMF.R ARMSTRONG, Dir. Wtuts's Activities. Indiana Farm Bureau Coop. Asm, Inc, Indianapolis, Ind.; HARRY P, COOPER, JIL, Secy. National Association of Mutual Insurance Companies. Indianapolis, Ind.; WAYNE DINSMORE, Secy. Hone & Mule Asm. of America, Inc, Chicago, 111,; T, A. ERICKSON, Consultant, Rural Services, General Mills, Inc, Minneapolis, Minn.; ROSS FLOYD, Manager, Agrienlturai Service, Continental Oil Company, Ponca City, otda.; RAYMOND R GIUCE50N, Kaiuas Farmer, Topeka. Kan*.; ROY GODLEY, Agric Counsel, Public Relation* Dept, The Kroger Company, Cincinnati, Ohio; A. S. GOSS, Master, The National Grange Washington. D. C; H, J. GRAMUCH, Gen. Agr. Agent. Chicago <t Northwestern Rwy. Co, Chicago. I1L; C. N. HINKLE. Tractor Rctu Standard Oil Co. (Indiana), Chicago, 111.; ELEANOR HOWE, Editor, "What's New in Home Economies/* Chicago, IlL; MISS AMY KELLY. College of Agriculture, University of Missouri, Columbia, Mo.; MRS. DOR SEY KIRK. Oblong. IlL; . W. LEHMANN. Head, Depc of Agricultural Engineer ing; University of Illinois. Utbana, IlL; S. P. LYLE, Extension Service, U. S. Dept of Agriculture, Washington. D. C., J. C. MOH7.KR, Secy. Kansas State Board of Agriculture, Topeka. Kaas.; PAUL M. MULLIKEN, Managing Dir, NafL Retail Firm Equipment Asac, St. if,; HARRISON S. NOLT, Pennsylvania Rural Safety Committee, ColtxnbU, Penn.; JAMES PATTON, President, National Fanners Educational Jc Cooperative Union, Denver, Colo.; V. S. PETERSON, Midwest Repr* E, L da Pone de Nemours it Co, Ames, la.; HARRY PONTIOUS, Director of Safety, Farm Bureau Mutual Automobile Insurance Company. Columbus, Ohio; HARRY L. POWELL, AccC Exec* Manufacturers* Sales, Goodyear Tire t Rubber Co, Inc, Milwaukee, WR; MARTIN RONNING, Chief Engr, Power Machinery Division, Mtoacapotis-MoUae Power Implt Co, Minneapolis, Mian.; CHARLES B. SHUMAN, President, Agricultural AModation, Chicago, IlL; W. T. SPAN- TON, Director, Vocational Agriculture; Federal Security Administration, U. S. Office of Education, Washington, D. C; RANDALL C SWANSON, Faria Safety Spe cialist; College of Agriculture; University of Wisconsin, MatS.tcn, Wis.; JOHN H. WETZEL, Chief, Regional Water Conservation Div.. Soil Cbisservatioa Service, U-SiXA^ Upper Darby, Pent; IVAN L. WILLIS, Vice Pres. In Charge of Industrial Relations, Inter"* Harvester Company, Chicago, Illinois; DAWSON C. NVOMEL- DORF, Agric. Repr. PubBc Service Company of Northern Illinois, Chicago, IlL; CHARLES WORCESTER, Radio Station WMT, Cedar Rapids, la. 19 OTHER VOLUMES in this Series Many users of this volume will also find much value ia its cewipanftm vofamoes, Here it the list; TITLE VOLUME No. Annual Meeting. Banquet, Women's Activities, Index to all Vofamcs and Exhibitor*.... 1 American Society of Safety Engineers and Subject Seulons.......................... 2 Aircraft Manufacturing Section............. .................................. I Air Transport Section......................................................................................................................4 Automotive and Marfimr. Stop Section........................................... ........................... 3 Conent and Quarry Section................................................................................................. . 4 Chemical Seetioa ........................................................ * Coal Mining Section.t Commercu! Vehicle Section................................ . 9 Construction Section ....................... ..................... 19 Electrical Equipment Section........................................................ It Food Section ................................................................................................................................. 12 Glass and Ceramics Section....................... 11 Industrial Nursing Section.........................I................................ 14 Marine Section ............... ........................................................... ................................................. I.1 Meat Packing. Tanning and Leather Industrie* Scctioa..................... ............................14 Metals Section .................................................................... 1? Mining Section........ ...................................... .................................................................... . If Petroleum Section ....................................................................................................... . 14 Power Press Section.......................................................................... J- Priming and Pnblisbuig Section............................ . 21 Public Employee* Safety Committee......... ..................................................................................22 Publie Utilities Section............................ ........................................... . 21 Pulp and Paper Section............. .......................................................... 24 Railroad Section.................................................................. 23 Rubber Section .................................. 2s Textile Section ................................................ 22 Traffic Section ........................ 38 Transit Section .................................................................................................. 24 Wood Products Section...*......................................,.................., 20 Farm Safety .......................................................................................... 31 Home Safety ..................................................... 32 School and College Sessions............ ................................................................................. 33 The Human Side of Safety (Early Morning Sessions)..,................................................ . 34 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS VOLUME SIZE lta9co}**s Each L*f* than 24 page*-- $QJ5 24 to 48 page*-- JO 49 to 96 page*" ,40 Over 96 page*-- .CO 101*99 copies Each $0.20 .25 J5 ,55 IDO1999 tapic* Each |0.15 JO JO JO' 1000 ormart Bach SliS JO JO SO Complete set of Transaction* (34 volwes) f6.00 NON-MEMBER prices are double member prices, except voftmse* 28, 31, 32 and 33. NATIONAL SAKTY COUNCIL MR. WACKKR DUVf CHtCAtO 6. ILL 7A lias m wu Current Topics in HOME SAFETY As pmW Is tte Hmn Scftty Ssniss* tf H 1T4S NsHmoI SoTsty Cssgrsis Patterns In Home Accidents,.............................................. Tbc Accident Prone Individual................................... .. Accident Prevention --A Stele Health Dcpstmtnt's Responsibility ................... ........................... ...................... "Buitt-Is** Safety In the Home........................................... Safety i* Family's Badness........................................... Velm 32 ta safety, as la all other hun activism, the question U repeatedly asked, "What's new?" Many aaewers to question are givea every year fay those who fortidjotc is the various sessions of the National Safety Congress. Urey near methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Becanec of this fact, safety directors throughout the nation have always fond the Transactions of the Congress a valuable toot in their accident prevention program*. Publication of the Transactions m snuS volnmcs--one for each Section or Division---permits wide AniMa of pertinmt portions of the Congress material to man agement and mpex-vuocy personnel at snail cost. The 31 valuer of the 1948 Congress Transactions are listed on the Use pace. Diatribelion of these voitrees to key personnel is suggested an a nfcnhlc aid in the safety program. In preparing these Transactions the proeferfiags of the Congress lave bean imidland and edited for reference purpose*. Complete original m--f rifti. ifrth any charts or iEiutratJoos whkh were used, are available la National Safety Canal files. Views aynnwl at the Congress or in this record are those of the Congress partidpocts, and net necessarily those of the National Safety Council. TIE ROME SAFETY CONFEIERCE This volume Is a record of the unions bdd at the 1948 National Safety Congress fay the Home Safety Conference. The condnrt of thee* fYegrf sessions each year is only one of the many cooperative activities which the Conference carries on for the benefit of accident prevention work Is the home. The activities of the Conference are tmder the direction of the officers of the Conference listed on page 23 ef this vohn. 4 Patterns in Heme Accidents Patterns in Home Accidents By DR* JOHN S. GORDON PrefcHor of Prtrtndrt IfnScki and Xpldanloioor, Hirrwi Urirwit/, School of PabBe Health The responsibilities of physicians a the problems presented by health sod dis.t have been stated in simple fashion as the obligation first to prevent disease; if that is not possible, to effect a cure; and if that proves impossible, to alleviate offering. Doctors of medicine as a profession ap proach the problem of prevention ta two ways. The first is through that intimate and universal relation which costs between the individual practitioner and a single pa tient. The advice he gives and die measures1 he takes are preventive medicine. The con tribution that results is a major part of what doctors give to the prevention of dis ease; first because of the numbers of doc tors and of people concerned, and secondly because the action is directed toward a determined need, a totowa cause, and to a specific circumstance. But the health problems of an are not the simple summation of die 21s of the in dividuals who make Bp a girm population or community. The misfortunes of one act on the well being of others. Thcx* art causes of disease and tnjnry which are be yond the control of the individual, to be eliminated only by group action. There are sick communities as well as side Individuals, and it is the community that the public health physician has as his patient This, then, is the second way in which the physician ap proaches prevention, as m problem of popu lations rather than individuals, and the medium is known as public health. While the primary objective of pohCe health is to prevent disease of the com munity, circumstances comnwoly require the same compromise as in vHnfaai wivdtrlm*, the need to be satisfied writh something less than the perfect result of prevention, to control or limit disease that cannot be prevented and to decrease the ousts in terms of com munity health whoi neither is successful. All three are a positive contribution to pre vention although in progressively lesser de gree. A successful and intelligent practice of medicine as it relates to the individual pa tient depends first on * clear rocogniuce of the character and ertret of a dlscue process; upon diagnosis and secondly upoe a treatment designed for toxt particular ewcomstaace and that particular person. The same principles bold when the community is the patient. The counterpart of the discipline of chai- cal ifitgntwis ia tint of epidemiology, with the obligation to evahnte the ills of a com munity. It Is tint of which I wish to speak, I have perpoeefy refrained from nring dut term m the tide of this paper, and X shag in the discussion to follow. After all epi demiology * of.no more than defining ti*e pattens of bu* that is most im portant berime it determines to a grot degree toe reasonableness and the joctttt of wwra that are applied to remedy a situation. 1 would make one more point before turn ing to the special qnaition of home accident!. Wont the pmMnw is that of the cure or alleviation of disease in the iadmdinl. that is a function wholly of the phyridir through bis special skills and toe knowledge derived from his profesrion. Prevention ,is some thing else.* The priariple is firmly established that the central of rnmnauntty health is a community obligation, a team effort requir ing a variety'of sldQs, that of the engineer, the public administrator, experts in science* allied to BKdlcxnc, (be social service worker, the sanitarian, toe safety officer, aad of course toe physician. The doctor has his contribution to make because Ins hmaxcas is health. But`dependbg on the nature of a community prows his part may be dominant, as ft Is in the health of ton new bora and of infants, or secondary, as I fad it is in accidents; taking toe problem as a whole. Bet be does have some obligation in every coramanity problem tost leads to death, defect or (Usability. I venture that one of the reasons tint physi cians have failed to interest themselves as they should in the prevention of accidents is a failure to dissect toe problem. Uifir fields ia accident prevention are dearly the Home iejety 3 primary responsibility of others, the safety cnztaecr m iad~.*ry, the polio* aod other law enforcement authority m motor aca- these and many others in the diverse uridorts that occur in public places. Nrvtrtftrlrf, the physician fcna a recognized duty ia xll these fields, as a technical expert and a x piddle health officer. ^-yrnalgp, bat through search for those fac tions'of the population ecetributiag in inor dinate degree to the total tuberculosis of the city. They were found in the population o three wards, predominantly negro, where in tensive control measures produced a signifi cant improvement in the rates for the city as a whole. The vrvfrnte that occar ia homes are ig apart ThU important group ae- eooBts for asoee dmto* aad far more dknj*rks than any other of toe four mat categories into which accidents are dmded* I believe that the bane is the par ticular province of pabCc health and pre- ratfrre and I saa so other promise of saeeessful approach except through these jgwrie*. U heme aeesdeuts be a primary problem Tbs reason then for an interest ia the patterns of bTM"* accidents or any other community health problem k to direct avail, able preventive measures intelligently and specifically. The demonstration and inter pretation of these patterns lead straight to the question of erase, and that is more than the simple tangible object so commonly in terpreted as toe sole responsible factor in disease or injury, a germ in Infectious dis ease or the loose board m a home accident. Bather it is a combination of force* of { ceanmity muBcLse then tt scans rca- origin from at least three sources, neither mdlc to apply to its solution the tech- gqc nor the other regularly exerting the itiqwst upon which all ceuaensity health prtocipal effect. Because this suggests that practice k hurl. whether the question is of <! phenomena may arise from toe twM--kilh diseases or carver, dia causes, it is necessary to speak betes, aetrition or other. In owner, this briefly of the biologic origin of disease and includes first an epidemiologic saalysis of injury. toe broad problem and then a focal attack where the csedftkm k detenalnably mart pronounced, throash specific educational An geologic Interpretation of lfiaaa Disease* tedmiqaes and the demonstration of pnrven- The direct causes of disease or injury t.e munis by public health auncs or are many, ranging from microscopic living other health viators ia the hemes of people. tilings to chemical agents such as lead, physi The definition of pattens is the first roqai- cal agents of beat, cold, electricity, dusts, tite. In presenting this method of njedidne fire and a host of others. Disease may also as an approach to accidents that occur in result from toe hick of aa essential dement, hemes, toe umrirrim ia left that these teeb- sods as vitamin*. Collectively these are the itiqocx may be applied to advantage ia other agents of disease. fields of acridnte pnwadoa sot so clcaxly A suitable best is essential to the produc within the rcipootibflity of the doctor. tion of ditftt*. apd our interest here is in Objection wm as the host The essential ccotideration'U In that quaHfymg word "suitable.'* The masons for an interest ia the pat Some ages and some races are Individually terns of home aeddeats axe simple--to Sod susceptible to a disease or aa injury, sad out when and where these events take place; there are variations from condition to con how they occar, winch is to say the saochan- dition. There axe important differences in ian Involved; and finally to leant who gets organic and pcycbologk makeup that relate hurt. These matters are vitally proctimL ta resistance or to the Gketibood of disease. Rcatei&al meaxarts axe coetly. They are These and many others are the host factors time consuming and Interest sags if return in disease. k aot evident If sivcrsaVy applied, and Ftostij there is tbeenvironment In which blanket-wise, they lead to dlffuscoess of ef qgent aad host find thenasdves. First is the fort - mad accomplishment physical inriiimmnl which mdades climate, When the death rates from tuberadosk is Detroit were judged some year* ago to be beyond reasonable tazuts, the attack ,on die disease was Dot through a city wide weather, aad similar inStanccs. Secondly, the biologic cuilroomqrt, tbe whole of toe other tiring tilings with which ana associ ates, and finally the socio-economic environ- 6 Patterns m Home Accidents ment, those things of the surrounding world cidents are the principal factor ta the halih which arise from man's association with his losses from accidents since they represeat fellow man such as crowding, ccoaomic about 35 per cent of the total reported for status, housing, clothing and many others. the United States in 1947, The proportion An established and satisfactory equilib rium or adjustment between man and his environment teads to the situation called health. A significant disturbance of this equilibrium results in disease or injury. The disturbance may follow through the princi pal action of the agent or of the host or of the environment, more commonly through their combination. But what is the practical relationship of all this to the causation of disease or injury? How* is it concerned with our particular problem of accidents? May I return to my previous example of the loose board that caused a home accident through a fall. A loose board exists. The likelihood of trip ping and falling is exaggerated by its post- tion in the environment, whether that be attic, cellar or front steps, by the influence of weather, of season and* of daylight or darkness. The host may determine the whole event. A careful individual may avoid the most evident danger over tong periods, while a minimal provocation suffices for the opposite sort of person. And of the agent itself ? Big boards may cause tittle accidents and little boards, big ones. The cause is the summation of these three forces, and what is so frequently looked upon as came is actually mechanism. These principles arc believed to apply equally to disease and in jury of the individual and to mass disease of communities. Many facts are known about accidents in the home. Their interpretation and the re lation one has to another are presumably improved by looking at them in these terms of agent, host, and environment. These are the fundamental factors in producing acci dents. The mechanism of how they act to gether in the eventual production of an acci dent is an equally practical consideration- through bums, falls, crowding and what not --but not the essentia! question. Basically, what caused the fall? varies in different parts of the country ud from* ooe time to another. The experience of Tennessee shows home accidents to he somewhat leu important than those due is motor vehicles, while the data for New York Stale during the years 194? to 194 show almost one half of accidental dead* to have occurred In the home. Geographic Distribution--Not only is the relative proportion of home accidents to all others a variable feature of geographic regions, but the actual frequency aa judged by the number of such events among each 100,000 people differs from state to state The differences in respect to all acddental deaths are well known and have been re corded over a mmber of years. .The less comprehensive information about home accidents shows great differences frost ooe. port of the country to another. Rates vary from 343 is Missouri to those of Utah with l&J per 100^000 population. The gross differentiation by sates scarcely permits the individual community logically to judge its problem of borne aoddmts. Much depend* on the concentration asd character of the population as becomes evident when the fre quency of home accidents is considered is relatioo to place of residence; as urban, farm and rural non-farm, for heme acci dents are dearly a greater problem of nrtaa wwmIiIk than rural non-farm areas. The reasons are net well **"* but Ac differ ences arc soSricntly great to suggest ma terial variations Iron community to com munity. This. has been recognised to the extent that some few cities have determined the frequency of borne accidents by political subdivision sods as wards or census tracts, and states tike Tomessec and Kansas have effected divisions by comities. The* rcsuhs emphasize the need for individualized infor mation if communities arc to apply proper stress to control measures. Largely because of the interests of a few investigators, mods is known of the inner Environment--The primary classification structure of the home as aa environmental of accidents by the National Safety Council factor in home accidents. The dita are is on the basis of environment, four great familiar to most sad appreciation at general categories to include the accidents that oct of the extent to which direct educations! cur in homes, in relation to motor vehicles, measures have followed the demons(ratio* in public places and where men work, -of the hazard pertaining to various features .fudged by the deaths that occur, home ac of home life. Home Safety * Stesomot--Acodentt as a health problem ire a steadily marring phenomenon eor- iUtiawfag to wfaat is termed entkmicbe- htner toss* of occurrence. Little variation oocass from month to month, as tiluitritrd h<f Ac experience of Wisconsin for 1946. Specific loads of accidents are rtoogtibad as to certain seasons, joffnnrion of Infants and falls at all ages yetdoniaatiag in wiener. Gmerally, the in formation ts iKWte toe extensive and the Isowicdge of home accidents would profit by methods osed is the study of motor rrMrlr accidents to determine such time factors as the influence of weekends, of ment, the scalding hot water, the unguarded poison--is so evident, the tendency to think only of that factor in a causative relation is completely toTM An enveloping darkness or rainy wet weather, or a crowded tortuous thoroughfare arc also readily viewed as con tributing to the causation of aeddents. But (he people who get hurt--they are only the poor victims of drax&stance And yet, when ' vre th* question, probably more causes of accidents lie within what we choose to call "host factors"--within people themselves--than in any other of the three parte of the triad which explain the causes of disease and injury. holidays, of periods of bad weather, and of daylight boors as contrasted to those of darkness. Biotoglc timiuwid--Tb< biologic fac tor of environment baa minor significance in heme aeddenu compared with the dominant part in jT3dt mass diseases as malaria and nbin That the principle holds asd that environment la rationally interpreted in terms of physical, biologic sad sooo-ecoMEue components, is demonstrated by the heme accidents associated with pets, with poisonings through action of snakes and uaseeta, and other events related to the ani mate things that live with seam Age is aa important determining factor. Considering deaths, the very old are most affected, with the lost of life far less during the active periods of life* when conceivably the opportunity for aeddents is far greater and the risks much enhanced. The contrasting liability of the two sexes to aeddents is best demonstrated by exam ining deaths from aeddents of specific types. Those associated with falls serve to good purpose. The factor of age is well indi cated. with more deaths amccg those of advanced years than in yotmger age group*. Equally striking differences are related to in that younger rT******* are far more Soeio*co*omlc Environment--Whatever the or nture of mass disease or injury, whether it be infectious, metabolic or trau matic, the part exerted by the sodo-eco- coviroanent is probably the most neglected and endenkrrioped of any cpi- dauofogfe influence, with accidents no <Sf fermt from any etiv. Only scattered in formation case be put together, Aat arising from the National Health Survey of 1935 being the most instructive. The quality of hooting aa judged by the amount of income or ratal paid has been repeatedly demon strated to have aa influence on the fre quency of both communicable and non-eoo- nnnirsMe It is not surprising that ihc same causative influence can be shown in the frequency of accidents. Indeed, many of the physiol factors of environment al ready presented asd thos of the host to follow will be seat as scarcely independent in thdr but representative of a solid admixture with this component of sooo- economic environment. frequently involved than female* of the same age. At advanced ages female* out number Tn?t-- in deaths from falls by a wide margin. Deaths from cutting and piercing instruments fail to show these dif ferences according to age. The sex differ entiation is just as definite. At younger ages males surpass females, but with ad vancing age the susceptibility becomes more nearly even and from persons post 73 pars the differences arc Don-essential. The relation of race and likelihood of death from aeddente is best illustrated by the particular condition of accidental death from suffocation. Again the age differences ire well marked, in that the rates for in fants wider ooe year of age are completely out of proportion to those of children aged 1-4 yean, but tht data are chosen to illus trate another point and that is the discrep ancy to respect to race. For this unusual 0f accidental death more than twice the numbers of children succumb among colored than white Host--Because the otfjcct that directly give* rise to an accident--the faulty pave These difference* in liability to aeddents among the gross divisions of the population Patterns in Seme Accidents are striking. Each may be subdivided by all manner of other factors which make op the whole of the coustitntioa of the host. Acci dent proneness is a host factor related to soda! attitudes and psychologic differences, a subject to be developed ia detail by the speaker next to follow. The increased lia bility to accidents m the wake of fatigue and other physical and *nrn*il stresses; the effect of alcohol, all manner of physical de fects of which those of the eye and the ear are especially significant; are farther examples of host factors too little developed in relation to home acddaits, despite the emphasis they have had in industrial and motor accidents. Agent--The information about the precise agents involved in home accidents is aooe too satisfying because of die common coofusion with mechanism by which die acci dent results. The mechanism Is not the cause of the accident. It is the means by which it is brought about, while the causative fac tors have been sees to reside not only In the agent but in the host and in the environmens as well. A log lying is a park gives rise to a fall which ends in a broken arm. The log la the agent, the fail is the mechanism which char acterises the type of accident. The cause may well be a combination of fifst the agent as a fundamental essential. of a host with faulty vision, and `a rainy day. The broleos aim is the acadent, the result arising from duly defined cause. An accident may be described as dae to cutting or piercing; to collision or to crush ing. and yet the agent in all three instances may be a glass panelled doer. Conversely, a fall may be due to such dissimilar agents as a faulty ladder, a playful pap or a mis placed handbag. The Epidemiologic Approach to Accidents Hie sort of analysis that has been de scribed is believed fundamental to an under standing of the origin of accidents. It in volves first a recognition of the agent in volved; sceood the mechanism by which that agent comes into play: thirdly a detertuaation of cause ia terms of agent as the direct inciting cause; the qualities of the host who is involved in the accident; and finally the influences exerted by envireemoit. The kinds of agent involved in home ac cidents ia nrtoa areas are expectedly differ. tt from those of rural bones. The seven! kinds of people vary a their susceptibility to aoridcats from n single potentially dangw. out agent. Either aa agsnt or a host as be particularly aalskdy to give rise lo m accident wader one act of amtromamtal eanastances; under ethers the agent any be rendered pnrticnUriy dangerous or th host twHimlfr sesetptifefe to mjtuy by ac cident. This is not a cosapSoled. bet a ratioed approach to a better understanding of ace. dents. It is a scheme followed by seven] state health departments. The Katioml Safety Council has made a special analysis of home accidents according to this pottos. The investigation forms used in Kansas pro vide a simple mean for recording and acquiring these data. The method need* wider application if the problem of the is. dividual community is to be adequately dtfined, `and better dd&utioa Has the practical of permitting more intelligent and spt> programs of prevention. The Existing Status of the Kmu iectimt Problem Mueb attention has been givcw this dkcmrioo to the recognition and evaluatioa of the various loads of home accidents. This is the sort of totdlectaal exerase that doc tors call diagnosis. I have likewise made It evidmt that the reason we arc interested ia diagnosis k because it so largely deter mines the efficiency of treatment Bat there k always one other feature of a medical problem with which phyririaas are concerned, and that Is the future outlook, will the patient get well and how long will it take; a question of equal k die mass diseases of populations and opetifi- eally that of home merldmts. I wkh to make three points: The 1947 record for accidental deaths k the United States, of all kinds and from all causes, was appreciably improved over other years, but largely related to a better recced for accidents of industry, of motor vtfaides or those which occur ia public places. The frequency of home accidents goes aloeg year after year with relatively Ettie change. As hfiatri by the martber of deaths that occur, bo great progress has beat node in home accidents. Homs Safety 9 mth is not the only health cost exerted bf accidents or for that matter with any Ants health problem, A common tendency exists with accidents, and particularly with home accidents, to base judgment entirely ert deaths. To an orient this k a forced mtuition by reason of deaths bring carefully recorded while cases are not Estimates indicate that for every death from a home scodeet about IS) disabling accidents occur, a rads greater than for any other class of accidents, the ratio for motor vehicle acci dents bring 1 to 32. Dead) k not necessarily the roost im portant cost exerted by a mass health prob lem the couraon cold being is good ex ample. The losses from temponxy disability and from permanent defect may be the more serious coosderation. Just how important put k ta connection with home accidents rests upon insecure information. The problem of home accidents cannot be approached to its entirety without much better information than now exists. There k nathcr provided dm* opportunity for reporting of as U true of com municable disease. The information so nec essary to a* evaluation of defect and dis ability from home accidents would appear to be had most readily through visits to the homes of people in the course of the ordi nary activities of recognised health agencies. Th Accident Prone Individual By FRANZ ALEXANDER, lUX Psjtbosnilyri bsdtats, Chicago At this conference it k not accessary to unexpected and improbable. So is the fact eapfnsisc the tranendons practical kupor- that certain people are prone to have more taaoe of accidents in relation to our national economy. It k not surprising that medical men, psychiatrists, psychologists ami statis ticians hare tried for a long time to eotabfiih proekdy what k the transit factor to the causation of accidents. Effective pre acadents than others, not because they are riumsy or absent-minded, but because of the total structure of their personality. The significant factor is not a particular isolated feature such as slow reaction or lack of intelligence bat something much more basic vention requires such precise knowledge. The BXitofloB of modern peyehiatsy that most aeddenta arc not accidents at all bat are caused largely by the victim's own dk- which pertains to the totality of the person as aa individual Let me first mention a few startling facts concerning the human factor to acridrttf* poritknt k but a confirmation of common ob- More than twmty years ago, Marbe, a senratioB. Strictly speaking, aa acrideet is German psychologist, established the re an occurrence, the cause of which is cetride markable fact that the person who bad one a person's control A bride faffing cb a Kridwit k more than likely to have another padc-striaa's bead Is a completely accidental one than the person who bad never suffered event; particularly if the pedestrian is not m. accident. Statistical studies to targe in warned tor a sign that snch as event k dustrial companies have shown that acridoits Kktiy to oecar to a particular place. are not evenly distributed among the em Most industrial and traffic aoddeats, how ever, are of a different nature. The sufferer of fie acriiTmf has some active pert to its ployees, that a very snail percentage of employees has a very high percentage of the accidents. It k popularly turned that be One aright comdade from this that peestbly was clumsy, tired, absent-minded; otherwise those employees who have more accidents he ought have avoided the accident are those whose aatfgmnaits are most dan Scientific staattoy, however, has estab fished that most aeddeots are not favored by soda simple hmas qualities. Many sci entific discoveries appear attbe first moment gerous. That thk is not so. however. Is dem onstrated by the fact tint those persons who lave die most accidents to one kind of job have also the meet accidents to other 10 The Accident Prone Individual lands of job. Motww, tboae employee* who have the wont aceidmt records in their jobs have also the most frequent accident* at home or oo the way to work. One large company which employ* a great number of truck drivers became concerned about the high cost of its automobile acci dents and tried to analyze the causes of ac cidents in order to reduce the frequency Among other procedures, they examined the accident records of each driver, and finally they transferred those who had the* most accidents to other occupations. By this sim ple device they succeeded in reducing the accident rate to one-fifth of its original level. The most interesting fact in this study is that the drivers who had a high accident rate retained their accident habit in their new occupation. This shows irrefutably that there exists an aeddent prone person, and that accident prone individuals are aeeadeat prone in any occupation and In their every day life.. After this highly significant fact had been esablished, the next problem was to deter mine those qualities m a person which make him inclined to have accidents. It was discovered that the t structure was to be held i accident | the modem netoed* *4 j a larpr nemher fra ihe accident ] decisive U{Klft He apt to wt n mem Hr like* lacw d<>* not bkr to ptae future. A tkrgv loUt hare had a derived freto da rcMntxnca Bnefiy, they planning, . much detiberatoaa pulses and thee a be varies* reasons for but apparretfy i ' by authority and aM farm of don is h* i Planning and drhtfrukn are potcae fac tors which make oat refrain from inanediatc rash action. The accident prone person is essentially a rebel. He oaet tolerate even self-discipline. He idik woe oaly against external authorities bat aguiart die rule of bis own routs and adf-coatrol. Intensive psychoanalytic Sto&f of a for cases has allowed an crca deeper insight into the iatrkarics of the emotional life ot the accident prooe person. Particularly re vealing were studies which scrutinized the emotional state of the person immediately before his accident. Dunbar, Mcmiciftr, Ackerman, Samoa and others have sham that in most accidents there is an doom of intoition, though this intention U by M means coosdoos* In other words, most accidents are aaoonsdousty intended They belong to that category of pbmocncna which were described by Freud as the errors of everyday life such as misplacing an object; forgetting to suit a letter and carrying it for days m ooc`i pocket,* misspelling or euspraooQocbg a word. Freed showed cooviodagly tlut such errofs are not accidental in the strict sense of the word but are imcuaioously intended. Wha a president of parliament erroneously declared a meeting dosed instead of opening it. he kd scree good but hidden reason for iuriag the wring over with before it started. A person who carries a letter in hfo Wdat for days Inis jree define although --r.u--rimi, ream for not miffing k. Um acodetos are mnihul/ csmud by .msrinni liwagli tky aetcaSy are of er consequence then these snore errors of everyday fife. fsyrbs--Ijtjr inrretigatioos hare re- U de visit of the mcamnnni motives 4^ - people to act im a way which > a area* of palt which the victim tries to o I sir by setf-iapoMd suffering. by sdl- bsri atrfrhm smn this pupow. Since tot* rejr sound haprohshle to yon, X shall try to i ifrile it with a few brief easepins. Adnman quotes tbc foQowfag case: *A youth was driving has --other en a W our. Ha begged bar for the nsr of the ear for a fijbiag party the Inflowing day. 9u refnsed, wbmnpon be fidgeted angz^y. `acridcntiy' stepped on the ' aoorierator and rat the car Into a did, isjariag beds bbnsrJf and hit toother.** The ewnfeiBslioa of revenge and graft wu Berne SeJdj 11 ebvida* m toil cac This yoreg mm pemtibtd Ms soother, bat at the sane time ha puitsM faattdf. Aeeonfisg to Rawscs. GO per cant of frec tum studied psychutrkally confessed guilt and resentment in their relationship to some person in eonneetioa with the accident. He itfastrated this by mda revealing examples as the following: MA 16-ycsr-old Puerto Rican wid: 'It wu really my fault because Mother said supper Was reedy, sad t was not to go out. I went out anyway, got into a wres tling match and got my arm broken. Any* way* l guess Mother's sorry she's so strict with me.' "A 27-year-old woman was hurt sliding down a banister. She bad always worked off annoyances with bar parents aad later frit towards his parent*. The combination of these two, resentment and guilt; is the most comaco factor in accidents. Those people who have a great deal of this self* pmutive urge constitute the majority of the acridmt prone mdmdasls. The guilt feel ings are cocrriariogiy revealed sa the fre quent question of the sufferer right after his aeddent; **Wby did it happen to me? What did^ I do to deserve it?" These ques tions show that the guilt feeling, although not quite conscious, ix vaguely sensed by the patient, It was 20 years ago that 1 first became convinced of the uncoeudously intended nalure of certain accidents. I was consulted' by a very intelligent man in middle life suffering from a severe depression which developed out of aa unsuccessful struggle for existence. He came from a well-to-do with her husband by such tricks. 'Periapt socially eminent family but had married intb I ought to know betto*, but X wotid^t tare bees like that if they had bad sore sense, and had treated me more like a person instead of bring so strict.* a different social stratum. After this alliance his father aad family refused to have any thing mere to do with him. His unsuccess* fal struggle for existence through many "A secretary ftfl and ftaelared her hip. year* terminated (on account of neurotically T asked my friends why I Bast be pres determined inhibitions) in m total psychic etted so. I can't rawafig ever haring entbpec. done anything wrong, bat I mm bare Z advised him to begin an analysis with a done something tembhf."* colleague, because f lad personal relations The basis of this gnsgt waVoiriw of oostkat Is a d--ptj ingxai alent in < wide ban ad his family and was well ae- qmmtod with bis pcerious history. He found ihniA'w difficult. One evening when the final decitfow about the analysis was to have been made, be asked to visit me ta order to talk dm sulfrriag eaoaod by i she* a# for hm gaiic amt dm and regaws toe bw ri bis psto some eswiiml amieods a x hr I Thee ever the pros and coos once more. But be fid not arrive: be bad been run over by an aum tbc aaghbochood of my home. He one taken to a hospital suffering from many erete njowt Ms i Is ms <ab fie following day that I heard at toe modes*. When I discovered him in toe find ctos* tfivisicu of the hospital, be via henihpirl ap Eke a miaiany. He maid sec more aad all one could see of his face acre Ms eyes, k"^*g with a euphoric fight He was la good quits, free from die npcri nirr mebachofy of recent days. The ccotiast between his physical condition and Ms mental state was striking. The first The non comma om of grit ferfingf h chSdrem are lull tilitt.1 impolsM against the putati. Tbc acckhnt prone person retains hit cWdrod rebeCx* against persons is authority nw is his bier life He also reMini the gwk reactions originally words with which be greeted me were, "Kow I lave paid for everything now I will at list te& my father what X think of Mm." He wanted to dictate a determined Setter to bis father immediately, demanding Ms share of Ms mother's estate. He was full 12 Accident Prevention--A Stole Health Deportment's Responsibility of plus and was ttunicary of startmy a new life. What is most impressive in this story is the emotional relief which this patient gleaned from his injury. It freed him from the pressure of liis guilty conscience which was stirred up by his extremely hostile fad ings against his family who refused to rec ognize his marriage. After the injury be was ready to express freely all his resent ment and tell his father what he thought of him. Occasionally there are other unconscious motiyes at work in the causation of acci dents such as the wish to avoid responsi bility, the wish to be taken care of, even the desire for mooetary compensation, bat time does not allow me to go into further do* tail concerning these secondary motivations. There is also some evidence of a correla tion between accident proneness aad cer tain isolated faculties such as side vision which cannot be discussed here. Another interesting correlation is between accident proneness and low blood pressure. Since blood pressure is correlated with certala per sonality constellations, the significance of this finding wilt have to be elucidated by future studies. Iti summary, the accident prose individual is an impetuous person who converts im mediately into action his momentary im pulses without deliberation and planning. He harbors a deeply ingrained rebellion against the early excessive regulations of his upbringing--a deep resentment against persons In authority. At the same time he lias a strict conscience which makes him feet guilty for his rcbcUtaa. In the tot* consciously provoked accident he expresses his resentment and revenge, at the same time atoning for his rebellion by his injury. What can we learn from all this for the momentous practical problem we are inter ested la at this conference: the prevention of accidents. Since tite major factors la accidents are not external, such as defective machinery or unfavorable conditions like wealher, darkness, etc. but tic In the person who has the aeddatt, the primary measures must be directed towards the person. There are only two effective ways to approach this human factor: one is to change the individual and the other, to take the accident prone person away from those occupations where the danger is great' Both measures require reliable methods by which the accident prone Individml cut be spotted. Because the psy chological factors which predispose aa in dividual to accidents are not simple isolated qualities, they caasot be detected by the usual methods of psychologies] testing. The psychiatric Interview, coococted by an ex pel, which reveals the whole previous life history-of a person is the most. If not the on!/'reliable method. The saddest habit develops early In life and manifests itself In the youngster, in a noticeable iachnatiow to contract physiol injuries even if only nuaor. Also, the com bination of excessive resentment and guilt manifests itself in early childhood In vari ous ways familiar to the trained psychia trist. * To alter inch aa isgrained enotional pattern as is characteristic for the accident prone individual by psychotherapy is a major therapeutic task. It requires pro longed treatment and is, therefore. In the present state of psychiatric facilities, of no practical significance. The recognition of the accident prone person and hU re moval from occupations which are danger ous for him aod for the public is at the preseat moment, the only effective measure. Accident Prevention--A State Health Department's Responsibility Br F. C. BESLKAH. M-D. Executive Officer, Kaness State Board of Health There was a time when baaards to life were so great that the animal toll from accidents passed unnoticed. The ravages of uncontrollable disease .brought fear and de- apeir not only la indivldnal* and families bat to Large cilia. Just a lifetime age re current epidemics detonated the yotmger population groups fas entire UGaezmtities. Home Safety id The -t----1 microscope, with its oU emersion leas and the new world of baoitnx, advanced medkune from its dark ages into a new era of sriantific truths. Since the 1990's, in ahnost every state there have been constantly Increasang efforts to avert preventable diseases and deaths. Public health and preventive medldoc, the applica tion of new medical skills, Inommlring agents, and drugs, hare changed the Isading eases of death. la no group is this change more striking today tin* sa the yoigrr population. The first rcQabte mortality sta tistics for Kansas were tabulated ha 1916, and Vy comparing causes of death la 1916 with thorn tor 1947, a graphic story lairpi uncurling health progress In oady 31 yean. In 1916 there were 154S deaths from acute coBiawascahte dhraies. la 1947 there were only 290 such deaths. For children of school age the mortality decrease is even more remarkable. In 1916--318 children betmm the ages of 5 to 19 (Sed from acute com municable diseise. as compared with only 20 in the year 1947. There is one fcadteg preventable caste of death aod duahiUty which has not kept pace with its mates of half a century ago-- accidents. The estimated acute eoneuunkable disease rate, as mentioned for Kansas la 1916 for ages 5 to 19 was 61 per lOG^W population, as compared with* the rate of 4 for the year 1947--a ilsjqjt of 93 per cent. The accidental death rate for the same years and the same ages was 40 for 1916, and 3S for 1947-- decrease of only 12 percent. Unfortunately, there are only meager sta tistics' available Indicating the status of ac cidents as a factor ia non-fatal, temporary (Stability or orippHng. from acute communicable diseases and the exceedingly high death rate from accidents. In right months of tills year, Kansas is near a record breaking accidental death rate. Both motor vehicle and other accidents are reaching nearly aa all-time high for the Stale. If this trend Is true for other states, 1948 may see a national record breaking year in the number of lives lost through accidents. -Acridmte are, perhaps, the most prcvmtable of all the misfortunes of mankind. People caenot be unmtuuzcd against them. They must knew how to avoid than. From the past available records it seems that some mull progress msy have been made fat accident prevention. Yet; at the present rate, it will be many decades before acddoits have undergone a decline comparable to the experience m the control of com municable diseases. Are state health depart ments, which, m* the pest, have. Initiated and put into operation programs that have contributed so much to the saving of fives through coramuxucabla disease control, fid*Bwg iifca Nero while the accident death rate mounts or. fully aware of the devas tating scope of the accident problem? Are they convinced that nothing actually can be dene about it? To answer this question fairly, and with out prejudice, a questionnaire was prepared and mailed to every state health officer. An excellent response was obtained. Forty-one ~~or 85$4 'per cent- completed and returned the questionnaire. Three state health officers replied that, in their departments, nothing wm done toward accident prevention. AH the others carried, on accident prevention activities to some degree. The questions and information secured follow: Death statistics, however, arc complete and infficate dearly tba comet ride Cron accidental doth as compared with all other causes. For Kansas; in 1947, accidents were the fonrth liaMag caosc of death for the total popubitkei. bet for all igea, up to 35, they were the leading cause of death. Farther analysis shows that for ages S to 19, accidents ripenest ahnost one-half of the total deaths. Specifically, 172 children in Kansas between the ages of 5 to 19 years were accidentally IdBcd In 1947. Favorable mortality trends for the first right months of 1948 In Kinsas were high lighted 5y the csceptio--Hy low death rate The first question asked was--"In what place do accidental deaths rank as a cause of death Is your state?* Ia two states-- Nevada and Idaho--they are the second caase of death; in nine states Texas, Utah, Loafstaiat, Montana. New Mexico, Cali fornia, Arizona, North Dakota, and Florida --they were the third, caase of death; Is nineteen states--the fourth cause of death; and la sevoa states--the fifth cause of death. One state each reported accidents as the sixth, seventh, and' eighth cause of death, la 31 out of 41 states, 75 per ant, accidents racked fourth, or better, as a cause of death. 14 Accident Prevention--A State Health Departments Responsibility The second question was--"To what ex tent should state health departments engage tn accident prevention activities?" To) stale health officers replied that it should he a major activity; 27 stated it shoutd he a minor activity; three did not commit themselves, and one stated it should not he a function of state health departments. Recognition of the responsibility of the state health department in the field of acci dent prevention is clearly indicated by the 25 per cent which felt it should be a major function, and the 66 per cent which indi cated it should be a minor activity. The next question, entirely in the realm of speculation, was--"In your opinion, what would a major aeddoit prevention program in the state health department, operating on a divisional basis (comparable with tuber culosis control) accomplish in decreasing the accidental death rate for your state?" 5 state health officers replied that tt could be reduced 25 per cent 12 state health officers replied that it could he reduced 15 per cent 9 state health officers replied that it could be reduced 10 per cent 6 state health officers replied that it could he reduced 5 per cent 9 state health officers gave no opinion. Even the reduction of 10 per cent, or more, which 64 per cent of health officers believe could be accomplished, would result m a greater saving -of lives than, in many other areas of intensive activity. The fourth question--"What is the extent of your state health department's organiza tion responsibility for accident prevention?" None of the states, at the present time, have a major division with full-time per sonnel engaged entirely in acadent preven tion activities. New York is the only state with a minor bureau with full-time per sonnel. Many of the states ire carrying on some accident prevention work as a part of the activities of various state health de partment divisions. Health Education Services ....31 states Maternal and Child Health,....13 states Industrial Hygiene.................... .29 states Vital Statistic*.......................... .24 states Division of Sanitation...............15 states No activities................... 2 states The fifth question was--"What type of accident prevention activities are carried on in your state health department?" 26 states cany on special statistical studies on accidents 6 states promote organization of local Safety Councils 4 states coordinate sta(c*wide accident prc> vention activities 16 states furnish consultation services to other state departments on accident prt. ventioo 1 state health department lends personnel to other state departments 19 participate m State Safety Cotawil ac tivities II prepare and publish special reports m accidents 5 prepare and publish pamphlets 7 prepare and publish posters Under Safety Inspection Services 18 states cany ea safety imptedea Berries in industry 11 states inspect public boOdmgs for safety measures 7 states inspect mines for skfety prueixo. Under Health Education Services 27 states' prepare and release mwjpaptr articles 15 prepare radio releases 21 talks are given by poKoad 27 distribute pamphlets on accident preven tion 16 distribute'posters 24 distribute film* on safety. It is evident that health dtpajluu* ac"tlvides now concern theresdves largely wrdi the study and educational aspects of accident prevention. A few are entering oa mere specific control programs such as prcaaotion. assisting in forming local safety roemrih. co-ordinatioe and inspections. Sixty-six per cent of those replying are developing pro grams. The sixth question concerned itself with personnel, and it is an important question-- "Indicate the manher of health department personnel engaged la aoridot preimtkw activities." Answers to this question were disappointing as the totals indicated rela tively few persons are actually cogaged e accident prevention programs b state health departments. 1 state--full-time enploymort......... 2 1 state--full-time' employment......... 1 1 state- half-time employment........ 2 1 state--half-time employment........ 1 30 state*--small amount of tfmc7T....17S Hama Safety IS The seventh question gave some indication u to the amount of money that was being spent for accident prevention programs-- "Whit la the estimated amount of finds insuranc* Jepartmcnt, and worianan't com pensation commission. In most states, one or more organizations were active in the field of accident prevention. expended on' accident prevention by your Twenty-five states had regular appropria stale health department?" tions for safety to a state agency; 11 had t5 salts indicated they were spending ap proximately $1,000 or less 4 sates indicated they were spending ap proximately $2,000 1 sate indicated it was spending approxi mately $3,000 2 states indicated they were spending no state appropriations, and six gave no answer. Twenty-right states had full-time personnel, which totaled approximately 212 persons; nine did not have full-time per sonnel, and four gave no answer. One ques tion was asked as to the limit of accident prevention activities by these various state approximately $5^)00 1 stale Indicated it was spending approxi mately $8,000 2 state* indicated they were epeeding ap proximately $10,000 12 state* d sot make a statement. 13 carried oa programs to control all acci dents 23 carried on only highway aad traffic ac cident prevention programs 15 engaged in home accident prevention Answer* to the nth and scvwdt qocsMdkmtc that stale health departments lave sat, as yet, seriously undertake the oak of acodeni prevention. Any state-wide 15 included farm acddent prevention 15 industrial accidents 14,school acddent prevention 15 included fire prevention safety programs program, to he effective, must have full time trained personnel, with an adequate badget, la the control of tuberculous, which feat approximately 60 per cent of the am ber toot through accidents, state health de partments are spending over $10,000,000 aad have a mall army of trained personnel of, at Ip*. 10000, It would be deddcdly in teresting to see what might be acccrap&ihcd if forces of that magnitude were available sod f--rrTm?ng in the field of accident peewntion, fa the eighth question an attempt was made to secure Information from the health officers relative to organisation and departmots outside the health department that were active in the field of accident petvm- This brief review of information, secured within the last few weeks from forty-one state health officers, presents a fair picture of the acodort prevention problem and the progress which is bring made toward the development of effective accident control programs within state health departments. A nanber of conchastons can be drawn. State health officer* are aware of the seriousness of the accident problem and the majority fed drat it is a responsibility of the health agency. They further be lieve tint control measures can reduec the . death rate, la fact. 26, or 60 per cent of the ywimuin.1 returned, indicate that acci dent peerentice cri a divisional basis ccenpunble to tuberculosis control would reduce DCO. tfte antidotal death rate 10 per cent or 24 states listed a State Safety Council 6 states had a Safety Cocmtis-tion more. Yet. only 10 of these 26 health officers thought that acddent prevention shoutd be 5 a*to* had a Safety Committee a major activity of tbe state health organi 3 states bad ao Industrial Safety Cam* zation. The majority of state health de partments, at the present time, are carrying 7 states hnd x PubSe Safety Deportment, In 31 states the highway department carried oo safety tfriigin, and in 14 ***** the on and United educational programs in --y*1-- prevention. A number of state* have rrpanrlnf prognun* to include promo tion and er^jeAtattm of activities. the d listed If dte response* of the health executives of the United States are accepted only m pwt. it is dear that health departments are a^aliag grossly Indeqoate funds for acddma prevention activities. Funds and per- 16 "BuUi-in" Safety m tie Berne sonnet should be provided in sufficient quantities to construct active safety pro* grama and to coordinate safety activities within the states. State-wide accident prevention programs are still in the experimental and planning stage; as evidenced by various divisions within the state health department carrying on separate activities. Many state departments are interested and active in accident prevention. Probably the most active; operating in a greater percent age of states, are programs of highway agencies aimed at motor vehicle and traffic accidents. Occupational accidents are pos sibly second in their coverage by state labor departments. Home and public accidents (other than motor vehicle) receive the least attention from state agrades and might logically be the entering field for state health departments. There is, apparently, no uniform wellorganised agency, either official or volun tary, with full-time personnel and funds actively covering tbc broad field of accident prevention. Many states have funds appro priated for various phases of accident pre vention. No specific federal funds, or na tional voluntary agocy foods, appear to be available to states for demonstrations, pro gram planning, or the training of personnel in the field of accident prevention. These conclusions might be compared to the conclusions drawn by the Sub-committee on Accident Prevoition of the American Public Health Association and published in the March, 1945 JooaMAZ. of the America* Public Health Association. The article en titled, "Actideit Prcveatioa--An Essential Public Health Serrictf resulted from a study in whkh some three hundred state, county and local health departments were asked to outline their past and current aca dent prevention activities. Conclusions reached were as follows: Ml. Health departments on the whole are now doing very little as regards actual or contemplated studies fa the home aocidmt fidd. **2. Some casual edStatkml work Is being undertaken, generally fea oooperatioa with other agendas and frequent^ through nursing staffs. "3. There is considerable awareness of the importance of the field and the logic of health department participation in it. There is also evidence of a desire for suggestions and iafoRxtatioa which health deparfenents can utilize la qm'nection with integrating safety with health cdecatjoml activities." It it evident that progrem is slowly being mode by state health'departments sa assum ing ropooribttitics la the accident prevention fidd. The Increasing seriousness of the problem warrants greater effort oo the part of aB interested Mate and national organsra tions. Only through organized and coor dinated activities esbradnf the concerted action of oSdal and noooffictal organization! *caa we hope to curb this ncedlas loss ot tile. "Built-in" Safety in the Home By TYLER S. ROGERS Owcns-Cocrting Tfberglas Cetp, Toledo, Ohio When someone falls on a steep stairway at home; part of the blame for the accident shoutd rest on the man who designed the stairway. When someone falls on an ice-covered doorway or terrace; part of the blame should rest on the man who failed to provide an overhead shelter that would keep out the ice. When Fibber McGee gets banged on the head by the cootents of an over-stuffed closet, part of the blame---but only a mil part---should rest on the designer or builder who didn't provide enough storage apace in the McGee borne. The accident prevention phase of borne safety is partly a matter of original design. It is this part of die safety problem with which I shall deaL If we take the records of home aeddeats Home Safety 17 ard 'sect out these which are due to im & Inadequate lighting: not only in balls proper design from those which are doe and passageways, but oti stairs, in closets to hexuaa factors of carelessness, ignorance, and in rooms that must be used for traffic. (oothardiaess and the like, we find a rela The ability to pass through the house; turn tively sniff fist of causes. Bat this Use is ing lights on ahead and off as you leave important, for it is a contributory cause of Is a minimum safeguard when rooms serve thousands of injuries. And it is important as necessary passages. h dements that should sot be perpetimted by repeated osd la the milBoa sew homes the building industry is erecting each year! 9. Softly from fire, involving not only proper design and construction and the use of low-hazard materials, but provision for rapid and safe exit from any part of the Here ate the major items on the list: boose if fire should start 1. Interior jtmrweyi: too steep, body proportioned steps, earviag winders, lack of lack of bead room, Inadequate slippery or tmevat treads. It would 10. Safety m ' tie use of electricity, gas, oil and eeel fuels and proper protection of boilers, water tanka, refrigerators and similar domestic appliances. be nice If ciuyooc could live la ooe-stoiy These last two, you wiU note, are tbe only bouses without buezKSts or attics; that items on the list that are well covered by woold i-timiMM stairways altogether, but universally recognized building codes and thm we would aot know bow to handle our- ordnances. In ratio to their potential dan sdrm what we bad to visit some school or ger, they are probably tbe cause of the boildmg that did have stairs. fewest accidents. That is due, I believe, to 2. Owtside walks ami sitft: subject to the sane troridc* as indoor stairs plus the haz ards of toe and soew and rain. Terrace* and Miti'anT porches are included here. i Unsafe poors? mtevos, slippery, or ifnpMic floors, high thresholds or changes of tetri dne to changes of surfacing. We ezsooc bbsne loose settler mgs on designers, or the degree of sfippermess dne to pollshiog, eves though they are major hazards. 4. Cupboard end cabinet doers that swing oat where they can be bumped into by the busy housewife. Included here are im properly designed doors on refrigerators; ranges, riotbes- and dish-washers, launder- ing devices, etc. r- the fact tint everyone recognizes the im minence of high personal danger in these sources of power and in the hazards of fire; hence they respect the codes and sup port their cnforconenL Stairs mid stairways are also within the province of- most budding codes. Neverthe less, statistical evidence of home accidents points sharply to tbe question of the ade quacy of code provisions or to the degree of tiicir enforcement I have seen too many bouses being built today that have obviously iwnfAuu stairways to believe that the code requrtmesu are adequate, or that tbe sound coda are being oriorced. The pressure of cost Is malting snail Rouses smaller; the stain are bring squeezed down, inch by 5. Closets end their Pttmge: inadequate inch, to make space for other rooms. We so sue, containing shrive* above ale reach, ar^ I fear; betiding broken legs and asms, with projectisg fittings that cause btcnps necks yml heads, into altogether too many Ac dark. To be sure, most people abase new houses. tbe closets they have; tbe art of disposing of useless jenk is not well developed. 6. Doors that jwing Ike wrong way. They are often blamed for black eyes they didn't cause; but on tbc other hand, the skeptics are often wrong. 7. Peer treffe arrangements: the en What can be dooe to prevent titese "bolt-ia" aoridmts? The job is big. There are many people concerned. And a good share of the work rests oa us who lave an acknowledged in terest in home safety. * forced' use of living rooms, dining rooms The designer coma first. The term **de and kitchens as traffic ways. Hallways are rigaer" may meaa a professional architect very desirable for traffic, but other rooms or it may mean any builder or owner who have furniture that mosep aeddmts m the draws the plans from which the house is dark, or *** betweefi running children built. The professional architect is least and bury adults. likely to phut without a conscious thought 18 `Built-in" Safety m the Home for safety. It is port oi the training of the experienced architect--although there are altogether too many young practitiooers and complacent oldsters who can be swayed irom good design by the demands of clients who insist oo details that are unsafe in dally use. It is more important to reach the amateur designer and the builder who plans more with an eye to low cost or high profit than to the living safety of the bouses he creates. Only stricter codes, vigorously enforced, can reach these people and force the adop tion of safe design practices. Quite a measure of responsibility attaches to the owner for whoa the designer or architect plans the bouse. Some of them are entranced with the narrow, steep, wind ing staircases found Sn many old centerchimney salt-box or Cape Cod houses of colonial days. Others want a winding, gracefully curved staircase reminiscent of the grand manor houses tbqy have seen at the movies--but they don't have the space to make them reasonably safe. Others, im bued with the modera trend, will take freak stairways that resemble ships companionway's, modified ladders, slippery ramps or almost anything that is not like an orthodox safe stairway. And these owners are largely responsible for improperly designed closets, cupboards, outside walks, steps and terraces and for poor traffic arrangements. Builders, millwork companies, manufac turers of prefabricated cabinets, ranges, re frigerators and similar appliances, the pro ducers of some types of floor finishes, all must accept some share of the responsibility for home accidents whenever their products are so designed that they can be hazardous in service. It isn't enough merely to require these products be safe when properly used; we should insist that they be designed so that they cannot become hazardous even when improperly used. That is a tough at titude to take, but I camot absolve a manu facturer of building items, or a builder who uses them, unless they have taken every possibte step to make their products fool proof. and show dearly how their products should be installed for maximum safety. But we who profess aa interest in borne safety also must accept some of the re sponsibility, Onr statistics show us the magnitude of home aeddents and fairly well define their causes. We know that a great many accidents are built-in to modem hones. We knew how they can be ditu* rated. It seems to me wc have a job ta do -that has not yet bees done. When Mr. Pansier wrote me about this talk, he made some very keen observation*. "The architect can design and the builder can fabricate a mechanically fool-proof home,** he said. "But could tbe average per son afford td pay for h? However, granted a fool-proof enviraiment, there still rcRuiu the problem of fool-proofing the people, who live in such aa cariroomcBt which U. essentially, an educational problem." To my mind, we have not made aifaqimt progress in this secernary sdsatKaal proc ess. First, we thwiU drftnr far aaere cleat?} the good design practices that wifi riinrimir the most common built-in We should give specific duneneoas, tolerances, clearances, approved where necessary. We should set up specific hin-- criteria based oo currently available accident sta tistics and modify them later oa as farther knowledge is gained. Second, we should publish a "home- safety code" as a pattern for progressive communities that want to write these prin ciples and criteria into their local regula tions. And we should make (his suggested code available to architects, builders and aU other designer* through the professional, trade and consumer publications that reach them. Third, we should encourage the develop- 'meat of local services to home builders and home owners. Fourth, we should encourage local safety groups to aalyse their existing building regulations m the fight of our proposed home-safety code; to determine what devia tions can be corrected. Fifth, we should encourage study of the enforcement of code provisions to assure better compliance, both in ncw'bousc* and in all existing residential structures. And finally, through local displays and exhibits, we should demonstrate to all home owners the most home hazards and practical means of etbiimTing them. To my mind, suds a program Is our re sponsibility. We ""* prevent people from doing foolish dungs that cause aeddents. But we can go a loog way toward soring that they do sot, through Ignorance or in difference, build accidents into their dwel lings. Home Safety 19 Safety Is a Family's Business By MR*. MARTHA LOU GUNDELACH District Secretary, Southwest District Office, Family Service Bureau, United Charities of Chicago How important is safety to you? 1 mean. Leal care and was offered a job that he could bow really important? If you were young do---that of sweeping floors. Everyone was George whom our agency met two years aware of tbe seriousness of his physical in ago, then you'd know that safety is precious. jury, but no one had considered that every You sec, George is bow 14--a very sdf- physical injury has its accompanying injury eocucious adolescent. He's sensitive about of attitude. bis appearance--be feds ugly--be feds pee- Ur. Timothy, the* steel worker--the man pfe dou*t like him. George Is a looely yotmg- coded by his buddies for his physical jjtr and he's earned these attitudes with strength--now a floor sweeper. How did ban as leug * he exa remember. they dare offer him such a job--why be George has gooe through fife this way could never face his buddies--it was down because * ", safety was not assured. Whcu right degrading and a constant reminder of be was eight mouths old be rolled off the the loss of his vitality. His wife was even bed aad fell against the ra&aior. He re stronger than be was now. That was a ceived a third degree burn of the right check Utter thorn in his side, and it made him aad kft tofwl The wound healed and left very irritable. Ur. Timothy was suffering a disfiguring sear oa his face. The family not only from a physical Injury bat was also fid not see tbe seed for the plastic surgery suffering from the loss of his self-esteem. aad expensive Ucatuvents that were advised It was in this frame of mind that he wan to correct this. They hoped the boy would dered into the office of the Family Service oatgrow the scar--instead he has an addi- Bureau. Ur. Timothy seeded some help to ----- bit whole outlook oa life has make the adjustment with which he was bees seurccL The Family Service Bureau is faced, and it was this land of help that the sow tryicut to help George correct his inner Family Service Bureau was prepared to give. Kars, but the recognition of the importance We are beginning to see that this job of of safety could have done a preventive job. safety involves many things, and that tbe Tbe recognition of the importance of broadest of mderstanding as to causes and safety Is very necessary. The plant fore- results in many instances eradicate acci na at the seed mills felt it keenly as he dents hi many others oa re-establish a thought of Ur. Timothy who used to work sense of safety. The Family Service Bureau oo the forge. Mr. Timothy had enjoyed this often becomes acquainted with families as heavy work for years. He,bad crane to the a result of accident* which have disrupted ttirrl as a yoang fellow. He was a family fife and haYe caused severe suffering. handsome; dynamic young tain, full of the Chaotic social ooexfitions Increase the pos zest of living ad very proud Indeed of his sibility for soddarts. Very often accidents physical strength. No job ncmrd toe moeh cause dislocations he family living and result for him te perform, and for several years m tmsoos that .disrupt the family unit I be lintimtif aa excellent work record. think of Ur. Mack, a discharged war vet But as the plant foreman now reflected, eran. who was faced with the impossibility be knew he would give anything la the of finding adequate housing for his wife world if be had Insisted that Ur. Timethy and baby because of the acute housing short take the precaution of pbyiog safe and get age. Ur. tlirlc cherished his family asd be ting SCC3COOC to help him oa that test job wanted a home of his-own. The only thing th*i be hM attempted. That last job was re he could find was a garage. sponsible for Ur. Timothy getting a double It was just about impossible to heat this henna. garage in zero weather aad one bitter cold Tree enough, the company aad everyone night while her husband was away working. lad tried to nuke up to*Ur. Timothy. He Mrs. Made got desperate. She couldn't bear received his compensation and excellent sed- to see her little bey so uncomfortable with 20 Safety Is a Familys Business cold. She decided that she might make the ccsI burn better if die poured kerosene over it, and this she did. Mrs. Mack's parents had neglected a very important part of her safety education. They had never stressed the danger of pouring kerosene over live coats, and as a result of this she suffered a terrible tragedy. Her clothing became ignited and she suffered such severe bums over her entire body that the doctor said it was `a miracle that she lived. < Doctor and hospital bills were tremendous and impossible for Mr, Mack to meet on his earnings as a mechanic. Even after Mrs. Mack left the hospital, she had to have months of convalescent care and the couple were forced to move In with in-laws. Over crowded living, the responsibility for a con* vaicsccnt and for the Macks' young baby put a considerable burden on everyone. Moreover, Mrs. Mack's parents held a de^ resentment toward their son-in-law, as they blamed him for their daughter's plight. He should have provided better for her. These burdens were just too much, and, at a result, family tensions developed. This tension retarded Mrs. Mack's recovery. The baby was affected by all of the confusion and when Mrs. Mark was able to again be a mother to her own child, she was wor ried and hurt by his shy responses to bcr. As you can imagine, Mr. Mack had more than his share of worry and debts. There was no place to live that be could <-Tl a home of his own, and, on top of this, be bore die brunt of the resentment of bis in laws because of the disruption in their home. This accident meant an illness of over a year for Mrs. Made with the family's home life completely disrupted. Tt is difficult to estimate the damage done to this firmly group. The Family Struct Burma did help dilute the intensity of the suffering of the Mack family for we were able to help Mr. Mack work out some settlement en Ms debts. The agaxy through a trained aic worker was able to permit Mr. Made to give rent to his feelings of frustration and loneliness so that he was able to keep a better hold on himself and not giiie in completely to bis worries. FnaSy he was able to coral Ms strength and begin to rebuild his fwiiijy life and look toward the future. Accidents cause int i itahlc physical suffer ing and family disruptions. The few ex amples I have died could be multiplied rruar thousands of time*. The price o< accidents is human suffering. Accident prevention requires many t>ix> of effort. The Nation*! Safety Council is doing a job by educating us all in the auset of aeddents and what can be done to pre vent them. Wc can all enumerate man? reasons for accidents. We know that sometames it is ignorance of possible dangers-- sometimes. carelessness and sometimes, tnresolved social coeditiaos such as unsafe boosing. Again, the cause of an accident may Be us the fact that a person is absorbed in worry. In addition to these more familiar causes for accidents, I would Qce to very briefly touch on one cause to which we hast given very little attention until recently. The story of Mr. Gale will nuke this point more dor. Mr. Gale sought help frost the Family Service Bureau on three occa sions, Eads time the circumstances that brought him in was a need for temporary financial assistance, while he was awaiting compensation foe as injury. Each time he had injured hvmrif to the ectcot that be Could not work. On the first orrawnn that Mr. Gale came to the Family Service Bureau, he had in jured Ms ana while working on a truck. This accident occurred a couple of months following the birth of Ms first child, and .be was especially worried about Ms son's welfare. The second time Mr. Gale one to the Family Service Borcaa occurred about three years later. Amaringiy enough, the tircurastances were almost identical to those under which c first became acquainted with him. His sccimd child bad just boas bom and Mr. Gale was very worried about how hi? family coekt manage since he again wa awaiting compensation for an injury that bad just taken place. He had bees employed by dm Good Hwnor Company and his bi cycle had iw into a hole. He had bem thrown and had hart the arm that had previously been injured. Three years later Mr. Gale again caw to Family Service Bureau for temporary bdp. TMa time he fad suffered an Injury to his tiuMcr. He bad accidentally knocked over same heavy best* on himself when he was r^mnagiog ia Ms basement lor Home Safety 21 stored dotting. This accident occurred at a tknc when be was faced with additional home responsibilities is that his wife was tft and needed expensive medical care. As you have probably noticed there are isse striking similarities ta the tircurastances surrcondtng Mr. Gale's three acci dents. Eads time he suffers an injury this follows circumstances that have meant ad ditional responsibility foe Mr. Gale. Hla first and second actideats occurred shortly after the birth of Us children. The third aetident occurred at a time when Ms wife seeded medical care, and the burden for the borne was placed on him. A knowledge of Mr. Gale's Bfe expmiroce gives some due as to Ms behavior and explain* the coincidence of his actidenta and Increased responsibilities. Yon see, Mr. Gale fad bees left to "grow up dee Topsy." From a very early age, just when he most needed some one to depend on and guide him, a little brother was bora who became tlx "apple of Ms parents' eyes.'* Mr. Gale was neglected and forlorn. You can appreciate that a little fellow left in this sort of a spot would have a lot of angry feelings at bring so deserted. Also, He'd naturally be guilty about Ms angry feelings toward Ms parmts. As a little fellow, he did get attention, howtier, when he hurt himself. He didn't lave to take m much responsibility for himself at theoe times, and he realty <Sd suffer when fa fad aa aetident and somehow that suffering took care of some of the bad conscience fa bad wfaa fa became angry about not bring given attention. Mr. Gale grew into aa adalt man 91 pre pared to meet Cfa demands of an adalt world. A pllag op of rcaprvwiTiiBtica stirred up earlier feelings that had never been comfortably worked oat His fadtogs of frustration, anger and guilt piled up and he was "ripe** for aa accident. Having an acddat was the one way he had found to give Mm an out from these feelings. Of course, Mr. Gale was not aware of Ads explanation for Ms behavior, ft was quite an mconstious pattern and one'over which be fad no control. He could only gain con trol over his behavior, if fa were helped to tadcfrtaad the causes for Ms actions. Td like to cite ooe strik&ig example from Dr. Donbas's book, "ICsd and Body,- that re^emphasues the importance of this aspect of the petition. In Chapter VIII, Dr. Dun bar tells of a large public utility company which operated a Sect of trucks. The com pany fad cause for serious alarm as they noted that the aetident rate of their em ployees was interfering in the profitable operations of their business. They went to great lengths to test their employees, to put In aa intensive educational ptegtam for safety and to iapoae severe penalties on employees who had accidents. They shifted truck drivers who had frequmt accidents to ether job*. Careful study showed that many men who had been shifted went right on getting themarfvts injured. This example tQastretea very well the point that the pence who has the "accident habcf at*ill dor to correct the situation then a austpulatioo of his circumstances of safety education. Dr. Dnoher makes this understandable through many individual his tories that illustrate the way in which ooe's emotions can affect the personality that lads to the "aetident habit.- la sock in stances the Individual seeds help with Ms emotional problems. The responsibility for safety belongs to each and everyone of us. Individually, we r,n mi important contributions by fairing the proper precautions in our own homes. Don't risk putting a box on a chair to stand oo when yon are in a hurry to hang that sfadn If you're tempted to hasten the fire in your stove remember the story of Mrs. UiA- Safety begins at born* and tlutt's where our children will begin to get the idea of Its importance. Parents in the home, the policeman on the street, the teacher* m the school and the foreman in the plant contribute individually by bring sore that safety measures are en forced. If the plant forasan fad intilted that Mr. Timothy not talcs the additional risk en Ms job, a fife-foog tragedy would have been averted. The responsibility for safety belongs to us collectively, and as a community we tasks? important contributions by supporting nec essary institutions for our protection and safety. Wc are gfad to support tbc fire de partment and toe safety division of toe police department. Ia toe past year, the citi zens of Chicago bare crusaded for adequate ambulance service. At the presort moment, we are pressing for safer and more adequate 22 Safety lx a Fcmrily's Batmen housing so tltat people like the Uidl win not be forced to live in unheated garages. We, as citizens, support the Nabosa! Safety Council out of our recognition of the importance of a co-ordinating agency in the community. We realize the worth of the very fine educational program of Ac Na tional Safety Council. We as citizens realize the worth and fundamental value of safe and happy Bring, and we contribute to the promotion aad protection of families in many way*. Real izing that safe and hippy family living depend* on the security of employment; the security of a home to live in; the security of a safe community; we work together toward these goals. When the security of oar environment is threatened in any way the family suffers. It U in this area that the family service agency makes its contribution. Family strains, tensions and disturbed personal rela tionships become acute if safety in aU its meanings is not protected. The Family Serv ice Bureau is making a contribution by being at hand to aid the Georges, die Maria, the Mr. Timothy* and the Mr. Gales in re- erafcKsWng thor sense of safety and thu strengthening the security of the family. Bnt more than that, the Family Service Boron is on hand to do a preraatrs* job, to help famflhn tut their tensions aad worries before a dnrttr occur*. Would it net fam been more hcnrfirfil for Mr. Gale bad he been helped to ease his fdsp abom hit mrmafiffftiti rather than solving them throughdeveloping the''accident habit" Yen, who bar* uoilnl with local safety corneas have become very familiar with ways in which yon can most effectively work with industry in relation to safety. We would Ukg to ask that you get acquainted in yonr own communities with another comnatality .channel through which you way broaden yonr program. I am referring te the council of soda! agendec. Mod com munities have such a coaadt with which the sodal ageades affiliate for the purpose of considering community needs and com munity' resources. The coimril is, therefore, in a. position to make use of this bread dottu&g of the ooamsunity and to work out a prugrwa that wiQ help to strengthen aad enforce safety meawi re i. OtHcers of the HOME SAFETY CONFERENCE NATIONAL SAFETY COUNCIL I94S-49 Cbmnmam--DR. DONALD B. ARMSTRONG. Second Vice-President for Health and Welfare, Metropolitan Life Insurance Company, New York City. yice&aiemmo-VtL MARGARET C LEWIS, Health and Safety Adviser, Girl Scouts National Organization, New York City. rrrTYfery--THOMAS FANSLER. Director, Home Safety Division, National Safety Council, Chicago, Illinois. Choumon / Committee on Research end Technical Studici--DR. A. L. CHAPMAN, Assistant Chief, Divi*:>.n of States Relations, U. S. Public Health Service, Washing ton, D. C. Ckmrmm of Committee m Education and PuUic Information--`DfL L JAY BRIGHTMAN, Assistant Director, Division of Medical Services, New York State Department of Health, Albany, NyY. Chairman of Committee on Community Resources and Services--HRS. GEORGE WELLES, JR, Duluth, Minn. OTHER VOLUMES in this Series Many users of this volume will also find much value in it* companion vohancs. Here U the list: , TITLE VOLUME No. Annual Meeting. Banquet, Women's Activities, Index to all Voltsncs and Exhibitors,... 1 .American Sodety of Safety Engineers and Subject Seasons................................................... Aircraft Manufacturing Section....,....,.................................................................... ................ -1 Air Transport Section.......................................................................*..........*...................................... * Automotive and Machine Shop Section..................... 5 Cement and Quarry Section..................................................................................... 6 Chemical Section ................................................................................ 7 Coal Minin* Section............................................................................................................... Commercial Vehicle Section......................................................... 9 Construction Section ......................................................................... IS Electrical Equipment Section.............................................................................................. 11 Food Section ................................................................................................................ 12 Glass and Ceramics Section.lJ Industrial Nursing Section....................................................................... ............................... H Marine Section ......................................................................................................................................15 Meat PacJdn*; Tanrmf inrf leather Industries StrtMa................................ U Metals Section ................................17 Minin* Section ............................................................II Petroleum Section ............................................................................................... IS Power Press Section.............................................................................................................................20 Printin* Publishing Sedioo,........................................................................... 21 Public Employees Safety Committee............................................................... ..................................22 Public Utilities Section........................................................................................... ................. 23 Pulp and Paper Section.......................................................................... 21 Railroad Section .................................................... 25 Rubber Section ................................................................................................................................... 26 Textile Section ................ 27 Traffic Section ................................................................................................................................... 2* Transit Section ........................................................................................................... 29 Wood Products Section.................................................................................................................... 30 Farm Safety .................................................................................................... 31 Home Safety .................. 32 School and Colic** Sessions.33 The Human Side of Safety (Early Moraine Sessions)....................*... 31 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMURS VOLUME SIZE Ho 9 copies Bach Less than 24 pages-- $0.25 24 to 48 pages-** 49 to 96 pages-- Over 96 pages-- 30 .40 .60 10 to 99 copies Each $0-20 25 05 .55 100 to 999 copies Each $015 20 OO JO SOOOocmott Each $005 23 JO JO Current Topics in SCHOOL AND COLLEGE SAFETY As ia Hm Scbee) mmd CsOt^a 5*uicis mt INI KHsm! Stfdy Congress Conservation of Ufa- A Challenge to Education................ tie Challenge (A Symposium) fert*5Me...................................... ........................................................... Foe 46* Lwp* Citf............................................................................ Far tk* MW/m Gfy............................. ....................................... Hr tie Snetf Ofy.......................................................................... 4 S 7 t 19 Programs of Safety Education in Ohio........................................ 12 Recent Research Findings in Safety Education........... 14 Scheduling Driver Education and Training..................... 17 State-wide Legislation and Regulations for Safety Education .............................. ..................................... 17 (CW/'wW m nut p*S*J Valin 33 Transactions ItU National Safety Congress Complete set of Transactions (34 volumes) $6.00 NON-MEMBER prices are double member prices, except volumes 28, 31, 32 and *33. NATIONAL SAFKTY COUNCIL 29 M. WACKIft WUYI CHICAGO 6, ILL uee-14*--'f Currant Topics in School and Collage Safety I /CmI/wW fra* tar*) Utilizing Athletic Accident Benefit Plan Expencnees for Reducing School Accidents................................... II Figures Don't Ue......... ......................... ....................... 23 Question and Answer Period on Student Safety Organizations..........2$ Pupils Belong to Parents, Toe.................................. .. 31 Accident Repeaters Among School Children.............................. .. 34 Malting Safety Functional In Physical Education,.................................37 Desirable Standards In Driver Education and Training................... 41 Problem* in Maintaining Standards.............. ..... 41 What Contributions Can Various Departments Make to the Over-All Safety Program of the High School? (A Symposium).......................................... ............................................... .. 51 What Contribution* Can Various Student Organisations Make to the Over-All Safety Program of the High School? (A Panel Discussion)............ .............................................. 57 ) ! The Home Economist's Responsibility for Home Safety Education. . 65 Safety Education Invades the Teacher-Freparing Curriculum* of the South.......................... ......................................... ...................... .. 47 Safety Education Needs of Pre-Serriec Teachers............................ ...~4S I Off-Street Training Areas for Driver Training.............. 71 Automobile Driver Education and Training--A Small Community Plan..................... 72 A Plan for a Metropolitan Area.............................. 74 Hie American Automobile Association at Work in Chicago............71 The American Red Cross at Work In Milwaukee.............. .. 71 The National Congress of Parents and Teachers at Warit Sn Georgia 40 The tansing Plan for Accident Prevention........................................... .... 42 How We Utilize the Services of National Organizations k Our School Safety Program............ ...................................... 44 Ia safety, as fc all ether human activities, the question is repeatedly asked. "Whatfs aewr Uavy mewera to that question are given every year by thc*e who jyrtirfpat* hi the various sessions of the National Safety Congress. Umy new methods, devices, and ideas which later became generally nt were presented at a Congress session. of this fact, safety leaden throughout the nation have always foend the Transactions of the Cnogrm a valuable tool in thecr prevention programs. Publication of the Transaction* st uaaB rolomea^-ooe for each Section or Division--permits wide ftribotioe of pertinent portico* of the Congress material to key indmdualt at niH cost. Tbc 34 -rottenr* of the 1944 Cwgrcss Transactions are listed on the last page. Distribution of these vokanet to bey personnel is suggested as a vahsabti aid In the safety program. U preparbe these Transactions tbc proceedings of the Congress have hem condensed and edited for reference purposes. Complete original pwMcnft^ with any charts or illustrations which were used, are available In National Safety Council files. Views expressed at the Congress or in this record are those of die Congress participants, and not necessarily those of the National Safety Gxmdl. TIE S4I00L MB COLLEGE DIVISION This vofame is a record of the sessions held at the 1944 National Safety Cutim by the School and College Division. The conduct of these Googras sessions rack year is only one of the many co operative activities which the. School and College Division carries on m behalf of its members, and for rise benefit of accident preven tion work in the field of education generally. The Division gives guidance m the preparation of a great variety of educational ma terial mefnl ht day-to-day school safety programs. Tbe activities of the Division arc under the direction of the School and College Cosfcrace. T|K oScera of the Conference are listed on pege 87 of this saline. 4 Conservation of Life--A Challenge to Education Conservation of Life--A Challenge to Education By J. P. SBXBBRLING Free&mt, Sdbcriing Robber Co, Akron, Ohio If Dr. Gallup were to take a poll to determine what the phrase "conservation of life" suggested, I surmise that most persons would think first of some form of conserva tion of wildlife. In my lifetime, at least, wildlife conservation has had far more publicity than humaolife conservation. I would guess that the phrase "conserva tion of life" would mean to the second largest group responding to Dr. Gallup-- conservation of plant life. It may seem anomalous, but I would sur mise that "conservation of life" would man to the smallest group la this Imaginary poll conservation of Iwwn life. Why would I so estimate? Simply because the age-old rule that "what is everybody's business is nobody's business" has produced inertia in developing general concern for the extension and protection of human life. Then, too, there is that strange trait In human nature that keeps on from identifying one's life with others. We read in the daily papers of thousands of Chinese drowned in floods, Indians starved, Japanese Jailed by carth' quakes, and so on, and turn over the pages casually to sports and the funnies. After all, we're not Chinese; Indians or Japanese, and their life problems arc not ours--eo what! Generally it is not until the insecurity of life in the form of disaster, epidemics, or accidents strikes close to us that we develop an acute life awareness. For centuries medical science has pro gressed steadily in lengthening the average span of human life. But it was not until the National Safety Council was organized more than three decades ago that real progress was made in the conservation of human life by means of accident prevention. Nowhere does a brighter prospect for accomplishment present itself than la the schools. Sentimentally and practically, con servation of young human life possesses broad appeal and manifest possibilities. When life is ended in the early years of its development there is a much greater and more poignant sense of loss than if it is cut off in its mature stage. The reason, of course, is that young life is largely prospect. whereas mature life is largely retrospect. The possibilities of prospect are unknown --*nd therefore hopeful and exciting, bet when it is ended ooe is ever haunted wife the thought that maybe dome great, good, wise, constructive life has come to an as* timely cod. Nature herself has always thrown about young life the safeguards of parental protection aad maternal devotion save only in life of the_lowest order. Thai, conservation of young life possesses powerful appeal to the instincts, emotions and minds of parents far beyond that of lay other age group, and the appeals are for the most part capable of aaverml under* standing and eomprcbcneioa is every type of home--whether bevel or lainirfnn Secondly, white youth is famous for hnA and fooBsh error, it is equally famous for its pliability and quickness of leaning, TV carries* habits of a mature life are dUScak. If .not impossible, to change. Young person* are capable of bring taught aad trained is improve the error of their ways, notwith standing the careless faults and habits sf their elders. Thus, practical reasons dictate the wisdom of punning; with enthusiasm and reasonable expectancy of great accentptishmmt, the oouservatioo of youag Atsoac life. But how are our young people today grisg to leara to live, particularly in these fast-moving, highly complicated, rapidly changing times? There are chiefly three ways that I can think of: First--Xu tiie* school of experience--by the well-known trial aad error method. This school and method generally Insure lesson! writ taught but student fatality is usually exceedingly high. Second--In fume training. TVs is very effective where them Is a real home, aad the training is tntriligmt aad ooascientioasir and continuously given. This eeubinaJ&a unfortunately Is the exception rather that the rale. Third In the flutraam of our schools and colleges--where cub yotmg people speoi the largest portion of their day-time boon for nine months a year aad where safety training am be tiiinlinfTrnl suited to age and sex, aad centinDoesiy given. Because of the shortcomings found la the brat two alternatives, it my well be asked-- School end College Safety S "Whcfe else but *a our schools is the task ei safety education to be thoroughly and effectively accomplished When one considers that accidents are MW the chief came of dmth among young people, and that in 1W7, according to data compiled from schools reporting to the Nadonal Safety Council. 54S per eat of stu4a>i accidents occurred in school buildings, M school grunts, or going to or from icheot, ooe can scarcely escape the movie* tioe that edaoting youth hear to live should W reasonably associated with the formal education of youth. What Is needed is a complete, integrated, mstiined program of safety education be- gmvrr m kSodergarten and coetianiag throughout the student's educational experi- toee. Then a degree of safety coesdooseess will be established that sbmdd lower the acadmt death rate to fctfigmfieint propor tions, all but a very few of the 27,000 mw lolled ymrfy fa the l-te-34-year age grasp will have the opportunity to experi ence a fulUifc. Tbe most serious obstacle to the dcvel- spmmt of such a ptugram is the attitude; strange to say, of many parent* wbo fed tint irmilUng castkui inspire* fear. Such persons believe italicsawn* is syacroraoua with courage, and fcnrfabxss with coward ice. But fear Is not the enemy, but the friend and protector of man. Fmr arises froes tbe aitnral instinct of sdf-praerratioa. Fur thermore, fear s nee the product of caatirw.. Without fear, courage would be aonexiitcat Cowardice Is The piuduct not of fmr bat of mreuoned fear. Bat mertromed fear U as (Efferent from mrnri fmr as right is from wrong. TVs smaour whole iravttiug tfara Can- ids, X rjlmrii (H a aigu vtidt rend. "EviSer Its dangers dm ft** avoid the ihngr.ct of ire. It did net say avoid fire, because bri- usty properly rummThil fire is cue of sun's greatest hatftrton. The injunction was to avoid the dangers, I have thought about simple sign many tunes since then--and have been anprested with the wisdom it enutains as a guide to life. Ooe remembers only too well the tragic of the famous u"t --M child la Wash ington whose pertats were so concerned for his mfety that they kept him guarded right aad day. Unfortunately they over looked tbe greatest safeguard of aB--knowl edge of danger and how to deal with it. The child, ooe day rebelling at his constant su pervision or possibly just smiting adventure, Voice away from his personal guard and, ignorant of tbe danger snotved, dashed across the traffie-ladoa street to be struck and killed. Ignorance is never Miss when danger I* concerned. One remembers alto the case of the yowth wbo, wasting to show his playmates bow feeriest he was m handling explosive*, poured a couple of drops of ritrogtyceriae on as anvil, struck tbe spot with a bummer, aad immediately blew off bis arm and bliaded hanself for life. We must he sure young people know the dangers the dangers of automobiles, bi cycles. loaded firearms, sharp tools and io- strumenta, darkness, bBncfing lights, prisons, explosives, fire, blizzards, ladders, heights, tides, mtiang waters, electricity, and count less other entrapment* of nature and danger ous instrumental!tie* of man. Tbs we must be sure they know bow to tmtid these dan gers. With such knowledge, youth with all ha high spirit, eagerness; cntbasxaae, aspira tion aad matold possibilities for good----hav ing teamed to live--can look forward with reasonable expectancy * to a foil life of worth-while accomplishment. By means of stack education, the appelling economic seetie occasioned by the present yeasty accidental loee of yotmg live*, aad tbe deep heartache aad bitter sorrow ex perienced each year because of such loss cow he virtually eliminated. Meeting th* Challenge to Safety--By the State By A. R. MEADOWS Start* Ifuperinrrulirt of Education, Montgomery, Ala. Ignorance. ?--entity and callousness are the greatest mrurim of asinVinrl Either tingle coodStina or fraxt'M aa iadfvid'' I can jeopardise Me own safety or tbe Ml / of other*. A combination of any two of the traits la an individual is doubly hazardous to his neighbors. A New farmer beard that tbe 6 Conservation of Life--A CkoUentc to Education explosion of atomic bombs in Japan bad needs of students by having safety edoo- enriched the land. His soil was poor, so tkn as a part of the core of the curriculua he wrote to the Atomic commission about in the pubQc schools and in teacher educa what he had heard and requested that an tion. If such education U to be effective, atomic bomb be dropped or his farm, pro moral responsibility for safety must be de vided the commission would give him 24 veloped. Some of the activities through hoars' advance notice and would not tell which safety can be practiced as a Icarabg his neighbors about the bomb. Of course, experience Include the following: we know thgt the fanner was either igoo- L Safety inside sad outside the schoei rant, immoral, raltoos, or alt three. la any building ia all pupil activities at school case, be was hazardous to his neighbors. 2. Safety in the home through borne cxe- The hazard of ignorance to its possessor nocnlcs courses and projects. is reasonably self-explanatory, but the nec 3. Safety on the farm through vocations* essity for eradicating ignorance is its pos agricultural courses and farm projects. sessor, for the safety of others, is not 4. Safety oo the job through oa-the-jcA fully appreciated. training and occupational studies, Immorality is not so self-explanatory, but 5. Safety o the streets is walking to ao| we lave examples of it In drunkenness or from school. the highways, in the home and oo the job. 6. Safety oo the highways through driver Throughout the world, atomic and bac training programs. teriological weapons of war threaten to 7. Safety ia school transportation wfaercvp destroy mankind. Unless moral man cut pupils ride to and from school. prevail over scientific man, there caa be no 8. Safety through observation In field trips. safety in the world. Other suggested ways ia which the stue Callous man does not care what happens rah help meet the challenge to safety include to his feQowman. He will not try to im the following; prove the safety of others. The usual !. State safety standards for constructiag meaning of the word accident tends to school buildings ad for maintaining promote a psychology of callousness. Host buildings and grounds, (kitsch has beat so-called accidents are not accidents, but done in this field.) human errors. The word accident tends to 2. State standards for the construct!oa ei excuse the person who caused the mishap. school buses. (Great progress has bees In too many eases, the so-called fats] acci made In this fidd ta reeent years.) dent Is unintentional murder. I know of 3. Safety standards ia school transporta such cases and you probably do also. tion operation. (Much of this most be It is not enough to inform mankind about ' through education and some cxcdlcat the hazards of life and the ways to avoid them. The will to fotlow the road to safety most be developed and cultivated If we are programs are ia operation.) 4. State safety committees that will m- courage the development and function- to be mfe in this mechanized age. log of coamtmity safety eassaittee*. The best way for the state to meet the 1 State bonding coda for safety. Tee challenge to safety is through education for often such codes are so inflexible that safety. Such education must. deal with they block desirable improvement; moral responsibility, as well as intellectual through the use of new materials an4 competence. The Northwest ordinance gave new methods of using materials, as4 the fundamental principles of safety educa era more often hadode regulations te tion and all other education in the declara benefit special interest greaps without tion, "Religion, morality, and knowledge adding to safety. being necessary to good government and & State motor vehicle codes. the happiness of mankind, schools and the 7. State traffic laws. * means of education shall forever be en 8. State programs to remove traffic haz couraged." Those principles are equally ards. sound today. It is generally accepted that In dosing, I want to emphasize a long we are farther advanced scientifically than established principle that legislation and we arc socially. We know far mot* safety * regulations have tittle infineace without than we practice. intelligent moral support by the people Education can assist hi meeting the safety they are to serve. School and CoUete Safety 7 Mn>inj th* Challenge--For the Larger Cities By D. WILLARD ZAHN Dhtikt Styurtomkst; Chairman, Committee on Safety Education, PhtfldeSpfala Public School* PabSc *m9*t and pribfic approval is a met foe lifi raring* eAnnufar.- A driver samsg program most idl itself in wn el ilnli. standards, and shore sfl sawing He and pm caring prop* borhoods ud offer them the means for developing initiative. In education for con servation, this means putting more respon sibility on school staffs as autonomous units and granting them means and power to solve their own problems. To the extent \ fceahfc ewanrinasien program must poy for kadi ia impewed health, demon- that this is done, meaningful participation will be assured. Ultimately, this attitude must filter to the small group; where final A safety peogrant. mast not develop improper or mfin fear: it must not put a brake on lrtinn, A spurts program moot include excep tional cart for the injured as well as ffimimrirm of foreseeable and tsdeslrable action takes place or where indifference otherwise resides. Standards of ffvaluaiwfs--Life preserving practice* mast be measured at the local level--the neighborhood. Efficiency of con servation efforts most be measured ulti mately In tarns of: ,In a torge city, the problem ia difficult fcraase we dal oo an indirect, impersonal, faraway basis: in toe small communities there is greater opportunity for the de- rriopment of msderafcandiag. The primary and most difficult task in safety adoration is essentially the same as in pH education -the translation of stand ards into practice, coda into conduct, talk into technique, passive verbatim into par ticipation, discussion Into action, plans on paper into achieved results, good wishes into desirable acts, isolated group planning ioto oo-ordoated community action. Indi vidual thought into shared responsibility. I am not mrnware that planning, talk, cedes and standards are important They arc--but only as a means to the desirable cod of improved practices. Participation in activity is fundamental. Without pnrtidjputiaa education is left in an academic nena Large cities have a peculiar rapacity for ccccHmt plan i and poor implementation, for glorioo* pamphlets and poor portfolio; for extended atandutis and Coated practice. Of (Mm, there are ohviowa reasons whereat is city stxnLtara, area, complexity, politics, sdf-gtorificatian. Bet there are also un limited and, to a bite degree; tmreallzed, potentialities. The 6tg thirig for big rides to do is to pot responsibility oa neigh A. Actual decrease In the incidence of existing destructive forces and the sub stitution of constructive aids to happy and satisfying living ta each neighbor hood, and. B. In the derdopmrat of attitudes re flecting participating civic action by groups and individuals. This may seem to be difficult. Taka the local school safety program as an example; Recog* airing that sharp definition is not in tended, five levels of improving achieve ment have seemed to represent the average developmental situation, through which city schools have cither harried or dawdled in tbrir development, via-- Level* 1--The school possesses just a patrol and the activities incident to the patrol: todoctioa ceremonies, awards, pa trol activity and the accompanying school stimulation. Level 2--In addition to (1) dassrooms are encouraged to indulge m a variety of safety activities. Level 3--In addition to the above, definite safety content has been outlined: dasses are expected to achieve under standing of safety content at their class level. Level 4--In addition to the above, safety groups within the school make participation a fact on the pvt of an s Meeting the Challenge in the Medium-Sited City increasing number of students and staff, both for the school as a whole, and within classroom*. At this stage safety councils, courts, dubs, safety reports and research appear. JLrvel 5---Finally, in addition to the above, there is a co-ordinated school* community approach to safety. Adults, the community councils, the police an4 welfare agencies take part in planning the program and they all participate m some degree in executing it The whole community participates. There are, thus, dements common to the educational picture which exist in all cities and towns, regardless of site. Meeting the Challenge in the Medium-Sized City By LONNIE GILLILAND Coordinator of Safety Education, Public Schools, Oklahoma City Perhaps, at the beginning we should take a look at the accident picture as it, was is the medium-sized city in our country during the past year. Last year for the average city which reported, there were 69 fatal accidents--54-5 fatalities per 100,000 popu lation. These may be broken down as fol lows: motor vehicle--19. public non-motor vehicle--12, home--33. and occupational--6. Accidents in 1947 killed more people In the l-fo-35-year age bracket than any dis ease. This year and next, unless you and 1 do something about it, one out of every three children that die will die* as a result of an accident. Let us ask ourselves the questioo-- what is it that is causing these accidents? Ninetyeight per cent of then happen because of some failure, human or mechanical. Twelve per cent of them can be attributed to a mechanical failure, eighty-six per cent are due to some human failure, human ineffi ciencies. Only two per cent of all accidents are chargeable to the Deity. In view of the facts just stated, would we not agree that the job we have before us is.to correct these human inefficiencies. To meet the challenge which we have before us in the medium-sized city, nay 1 .uggest a four-fold procedure? One, de termine the needs of our pupils ia their whole environment. Two, plan a program to meet these needs. Three; put the plan into action. And four, evaluate the program periodically to see if the objectives are being attained. By determining the needs of boys and girls in their present environment and in many cases their future environment, we will be able to guide them in the correct solution of many of their problems. We most be mindful of the fact that If a youngster arrives at or makes the wrong derision on one of the busy streets of our rity, he may not live to have the oppor tunity of trying again. If H were an arith metic problem that he missed, hU teacher no doubt would allow him the second at tempt. Youngsters must be helped to soht safety. problems correctly under all condi tions and circumstances. You may ask and rightly so, how or one determine the needs of youngsters m the community? There are many tried and proven methods employed to secure this information. I shall mention only a for which we have found to be quite helpful to us. Establish a comprehensive -accident reporting system ia your schools. By com prehensive I mean, have all acridents, `re gardless of where or when they happei, reported to some designated person who is "turn may analyse them. It wilt take a while to build up enough statistic* to de termine the program needed, but all efforts toward this end will be well repaid In help ing to design a safety education program to meet the seeds. If you do not have a reporting system in your school, start one now. Another way of determining the need) of youngsters is by having the local police department furnish a list of all acridents Investigated by them which involved schoolage pupils. Make an effort to get then to use the schools' report form, as this will give the information you need, thereby enabling you to strengthen your school program. In reoct cities, the fire department offi cials are most co-operative ia working with the schools m determining where emphasis should be placed relative to needs for fire prevention and fire protection education. School' and College Safety 9 Ask than to give yon a monthly report or will be a great help In solving the safety ta set op a spot map giving the location, problem* of any community. Of course tbc cause and resales of fires in year city. . industrial safety should be taught as a part tut, bat sot least, visit the schools and of the shop instruction. talk with the youngsters. What you find out Each school should establish a working from them will be aa inspiration and a great help to yon. It was my privilege to talk with some relationship with all interested community agencies and call on them to assist in the 'hoots' program. We must remind our fcOOO pupils in the Oklahoma Gty schools selves of the fact that the best results are lut' school year. Ia so doing, I learned of obtained in a safety education program ibrir many problems. Many of then: did w^cn we can get s lot of things done co not knew the safety practices to follow in operatively by a lot of people. The fol n<hng a bicyric. Tht* indicated the need lowing agencies are usually waiting to as for a bicycle hutraetioeal program, which sist the schools in thrir program: police was immediately started. department, safety council, fire department planning f* egriwn--Establish an over and parent-teachers association. all safety committee for the school system, Putting the plon into action--The plan with cadi school haviag representation on as worked out by the committee should be the committee. This group has as its prin thoroughly explained to the faculty of the cipal responsibility th* setting up and es school by the administrator. The princi tablishing of general plans for safety edu pal's thinking anil do much to color the cation in the school system as a whole. thinking of his faculty. Each faculty Methods on bow the different aspects of member should be helped to determine how safety education can be placed In the cur he caa fit into the program or fit the pro riculum and the subject matter that should gram into his subject area, to know where be taught In each phase of the program , can teaching materials can be secured, and what be determined by this group and trans ifaembcrs of the central office staff can be mitted by cadi representative to his or her of help. In many situations you will find own faculty group. , it advisable to establish aa in-service course Each school should sec up a faculty for teachers. Many state colleges do not nitty committee to plan the program for offer courses m safety education; in such the respective school This committee must aa in-service program will be of great decide ways of placing the program into help. (he curriculixn; that is, whether safety The best result* in safety education will thill be taught as a separate subject, taoght be realized through a long range program through unit study, through eo-oirricolar with a short range attack. activities, integrated Into the existing pro Evaluating the Safety Program--The gram, or by areas of interest. It is not program should be evaluated at least once accessary and probably not best that all each year to see if the objectives arc being schools use the same method. Elementary schools can usually do the ` Criteria that can be used for mak ing the evaluation are: most effective job through Integration and by using safety as aa ana of interest. While ha the secondary schools, safety assy Is the ehild prepared to live success fully and safely ia a highly complex and be taught as a separate subject, or as a roedanized society? unit on cadi aspect of safety, or as a Has the program provided for sys co-curricnfar activity. And la some cases tematic and regular inspection of the it should he integrated. The program should be broad enough to help popU 2a tbdr school plant, grounds aad play apparatus? What phases of the instructional pro whole environment. gram need to be emphasized at any gives If a program of driver training and "* - time? driver education Is needed, it should be Is pupil achievement measured by test offered as a separate course with credit ing, pretesting aad achievement testing? and pot Into the curriculum oa the same A safety education program must prepare basis as any other come in the curricultaa. pupils to participate safely ia their activi Safety councils and dabs dn co-curricular ties now and in later life if the program activities which krvohr many pepSls aad is adequate. 10 The Small City Meets the Challenge, Too The Small City Meets the Challenge, Too By LEWIS E. CLAES Ptnirmm, School Sifrtf Committee; Public Schools, Lansing, Ukh. The accident problem is no respecter o persons, places, or population figures. Large city schools have no monopoly on the re sponsibility to educate for safety. All schools have the opportunity to do their share in reducing the accident toll. For example, the rural agricultural high school must do a job of teaching future farmers how to farm without sacrificing life or limb to machines and animals. The preven tion of farm accidents should be as vital a part of the agriculture curriculum as the selection of seed or breeding stock. The amount of time which can be giva this person for safety education work wiS. and should, vary with the size of the school system. The smaller cities camot hope ts have anyone devoting more than part tine to safety education. There are so met jobs to distribute among the members of school staffs, already too snail to take cart of "readin*, rilin', and 'rithmetic,'* How ever, any system which puts safety educa tion last in the assignment of time aad duties has a serious Saw la its philosophy of education. In the larger, more industrial, less rural Regardless of how mud* time may be city, greater emphasis will have to be assigned to it, the job is important and bar placed on safety in the street and on the far greater chance of being done if some playground. In general, the larger the city, one is vested specifically with responsibil the grater the emphasis which must be ity. I believe many dty and town school placed on pedestrian and bicycle safety. safety education programs are haphazard But tn cities of all sizes the schools must eternally campaign against home; play and school accidents. All communities have their seasonal and common recreational hoards. All face the ugly spectre of un and Inadequate for lack of a "safety person" in the school system. Safety educa tion lags in these places, not far lade ot facilities, materials or interested teachers, but because it laths direction from sri/Ju*. controlled fire. Schools in towns of all Third. Have safety patrols and capitalize sizes are turning out street and highway on than for their ability to foews interest users, potential operators of motor vehicles. on accident prevention. Probably no other No school can shirk its duty to prepare 1 safety activity has greater ability to at pupils to cope safely with those hazards. tract and hold public support and papd How can the "small city" school system provide this needed safety education? As one who definitely has n* claim to being an expert. I should like to propose some interest. Eves though street traffic in the smaller towns may not merit patrols, the playground will. So, also, vril the school busies. fmjiRKntils: Fourth. Use the available safety help* Firrt. The school administration must believe m the need for, and the possible effectiveness of, safety education. This must be a sincere belief--not lip service. .Vo school safety program has* much chance without this sincere belief. No school sys tem with an alert, up-to-date superintend ent should lack this fundamental. in your community, your state and the nation. Don't hesitate to call on the or ganizations which can provide sanethkg your school program needs. Use the potx* department, the auto dub, the service clubs, the insurance companies, the Nations! Safety Council, etc. However. If the Deakes insurance agency objects to Broadbom's advertisement on safety equipment Sttond. Each school system needs a donated to the school then your town mxr "safety person." Call him what you will, be ready for a local Safety Gomel! whidi director, supervisor, co-ordinator, chairman,, can pool the accident fighting resources of or give him no title at all, but make him the community and climtnatc such bicker rcsponibTe for promoting and directing ing. This brings me to my city and my safety education in the system. last fundamental. School and College Safely U Fifth. Have a school safety committee. Xf I have anything unique to bring you (ma our Lansing experiroce, it is in eoajeetion with, the Lansing Safety Coandl jad its school safety committee But, first, I need to give yea a tittle background, system? The answer is two-fold: money contributed by a majority of Lansing's business, industry and civic agencies ia the form of memberships in the Lansing Safety Council and the fanning School Safety committee, which did the work. Lansing U a dty of many interests, busi Now, 1 should tike to show you that this nesses, industries, and some 100,000 people. committee is not unique at alL From its With the state government, including the vehicle, drive- licensing and highway de partments in Its midst, as wdl as targe aKcmobife pleats and many smaller Indus inception, soon after the organization of the council, it has been Intended to be truly a school committee, composed of people close to the production department--the tries and businesses directly related to the classroom. automobile. Louring is wheel conscious. In fact, it is so wheel conscious that Lansing more motor vehicles per capita tins any other esty in the world. Its membership includes a high school mathematics teacher; a junior high school science teacher: two elementary teachers; u elementary principal; the police sergeant About 10 years ago traffic on the dty streets had increased to an alarming point, xd a ihocking anther of traffic injuries In charge of safety patrols; the directors of elementary education, art, industrial arts and home economies. Also included are the fatalities were being experienced. A tfi-hawwl school print shop teacher, the su greep of pwkre Industrialists, business perintendent of schools for the local Ro and cme lenders met together and hatched m ids. That idea grew into the Lanzuig Safety Gowned. Prior tn this, on numerous occasions, man Catholic diocese, a senior high school assistant principal, a driver education teacher, a woodjhop teacher and a junior high school physical education teacher. tq--*** had arisen before the "Board at This group, meeting about six tunes a Education between rival donors of mate yor for dinner at the expense of the Safety rials for pupil nee. Use" of the donating Coimcd, threshes out problems affecting inn's name always marked the difference' the safety of pupils aad concocts ideas on of opinion. So, from the very outset, the new and better ways to teach safety. I think Geasdl earmarked fends for school safety it has more thu justified its existence by Materials. The objective was to produce its works. educational Ms for use in schools with fwtds donat by many concern* and ageaties interesteu in promoting safe.y. No indiridtad firms were to receive printed mo tion on the materials. The only spemsoring credit was to be to the Lansing Safety Comet!. This plan has been followed with rather aetewonhy see*- <3, both from the educa tional value, and la the very prideful pub lic spirit developed among the contributing organizations. Daring the past school year the lawring Safety Goaotil produced and dUtxfUncd. for the me of school pupils alone, more tbna 651000 pieces of original printed materials. This was la addition to all of the materials jadoded hi the Na tional Safety Comical school memberships. These memberships were also supplied to more than -10 schools la the Greater Lan sing area by the T.anrmg CoaodL How was it possible *A get this work done at practically no expense to the school It has done yeoman service ia producing pupil and teacher materials, thanks to the talent clever ideas and energy of its mem bers. It has studied building, playground and street and filed rccorammda- tioos. It has passed upon proposed pro grams and contests to be staged by bob- sdaool groups in the schools. It has aided aad abetted hi implementing the bicycle Inspection and licensing pro gram. It has promoted parrot attmtioa to the problems of safety, and it has grappled with such imponderables as how to stimu late teacher interest ia safety education, what can be done to get youngsters to ride their bikes safely, and where driver educa tion as be placed in the cnrocuhan. If we have a safety education program in T-iming which merits our pride, I believe it is largely because of these things: Firit: A school administration which be lieves sincerely that schools do have a 12 Programs of Safety Education in Ohio strong responsibility to educate for safety and that education can reduce accidents. Second: An outstanding system of school safety patrols. Third: A corp of very fine teacher*, many of whom are vitally interested in safety education. Much credit soea to the director of elementary instruction who is not only an ardent advocate of school safety work, but is herself an unusually capable safety education technician. fourth: The v/ork of the school safety committee, which helps, and, in turn, is ltripcd in its efforts by the other three. In conclusion, the small dries art mighty important because there are so many ot them. If any real progress U to be made * total accident reduction, small dty schools must do their share. I as confident that they have the ability, aad the raw materials. I am hopeful that they also aro beginning to launch the attack. Programs ol Safety Education in Ohio (An Outline) By PAUL- S. LANDIS Sopcrriaor, Health, Physical Education, Recreation and Safety, OUo State Department of Bdanliait I. Driver Education and Training in Sec ondary Schools. 1. Responsibility for program placed in the Division of Health, Physical Education, Recreation and Safety, State Department of Education. 2. A Co-operative sad Co-ordinated Pro* a. State Department of Education b. State Highway Department c Sate Highway Patrol d. Bureau of Motor Vehicles e. Ohio State Automobile Association. 3. Services rendered by the agencies and departments involved. a. State Department of Education 1. Supervisory services through the Division of Physical Education, Recreation and Safety 2, Development of standards and course of study 3, Distribution of materials, manuals, textbooks, certificates of profi ciency. aad traffic safety materials 4. Promotion and publicity of the program through talks, meetings, conferences, etc. b. State Highway Department 1. Publication of the course of study 2. Distribution of traffic safety ma terials i. Traffic Safety Co-ordinating com mittee of state officials--Implement program of traffic safety and driver education and training. c. State Highway Patrol Throe boon of instruction given in each school as follows: 1. One boei'--visual program contain ing slides aad scripts on safety 2. One bow-sdz program 3. Participate in graduation exercises by presenting certificates aad signiag driver's license application. d, Bureau of Motor Vehicles 1. Co-operates in the issuance of the driver's license 2. Distributes copies of motor vehicle laws to schools. a. Ohio State Automobile Association 1, Furnishes textbooks and materials to schools through local auto dubs 2, Assists school boards in obtaining dual-control cars and decals Cor same 3, Gives iavsloabte assistance in pro* motinc the courses throughout the state. 4. Participating schools During the first semester of the pres* tot school year 1W7-48, there were &S schools offering approved courses in driver education and training. As addi tional 62 schools are planning to offer such courses next smestcr, making a total of 147 schools in the state. Schools School and College Safely 13 offering the course range in sise from Urge city high schools to small town ship schools with student enrollments of from 200 to 3,000. In most of them, the teachers in this field give approximately inif*rime to driver education and train ing, while in some of the larger schools, teachers are employed to teach drivercdueatioa and training on a fuH-tiroe basis. $. Training teachers The program is growing and expand ing as indicated by the many letters of inquiry. To msec the need for qualified tochers tn driver education and training, wc must have a program of teacher training The following approved tocher-train ing institutions in Ohio have coarse of ferings during summer sessions; Kent State university, Miami university. Ohio ouversity and WUraingtoo college. In addition, the State Department of Education sponsors inlaurrc institutes it a week's durabaa for the training oi tochers. During the past throe years, such institutes have been held at; QeveUnd college; Western Reserve diver sity; Ohio State university; Kent State university; Dayton aniversity. !L State School Shop Safely Program 1. Responsibility for program in the State Department of Education a. Division of Health, Physical Educa tion. Recreation and Safety, and b. Industrial Arts Supervisor c. Division of Vocational Education. I A co-operative program State School Shop Safety committee has representation from a. The State Department of Education b. The Industrial Commission of Ohio c. The Ohio State Safety Council d. School Safety CotaKil c. Industrial arts supervisors f. Imtractors of Mutritl arts g. Safety engineering societies h. Teacher training institution 'I. School Superintendents Allocutions j. The National Safety Couocff. k Purpose of the program a. Develop standards for school shop safety . k Develop a program of school shop safety e. Develop a school shop inspection form d. Develop an aeddeat reporting form. IIL Safety in the Secondary Schools Program consists of: 1. A unit on accident facta and preventive measures, as a part of the health in structional program. i. Accident prevention ia the school b. Accident prevention in the home c. Acddent prevention on the farm <L Acddent prevention in industry e. Traffic acddent prevention-related to the driver education and training pro gram. 2. Correlation and integration with various subject areas, such as physical education, home ecoaomics, sciences, industrial arts, shop work, and others, IV. Safety tn the Elementary Schools Program consists of: !, School safety patrols 2. School bus patrols 3, Safety a part of health instruction--in health series. V, Other `Safety Activities Through representatitxi on various com mittees, the State Department of Education co-operates and participates in other safety programs. The state supervisor of Health, Physical Education, Recreation and Safety serves on the following committees: 1. Chairman of the State School Shop Safety committee 2. ` Member of the Executive, committee and die School and Child Safety committee of the Ohio Traffic Safety Council. 3. Member of the Board of Control of the Ohio State Safety Council and Com mittee on School Safety 4. Member of the Farm and Home Acci dent committee of the Ohio Farm bu reau 5. Member of the Governor's State Com mittee on Fue Safety and chairman of the Committee on Education 6. Represents the state director of educa tion on the Traffic Co-ordinating com mittee. VL CONCLUSION Entire program follows the basic prin ciple of mobilizing all resources and co ordinating the activities of official and voluntary, public and private, professional and lay organizations interested is safety education. 14 Recent Research Findings m Safety Education Recent Research Findings in Safety Education Bt HERBERT J. STACK Dirador, Center lor Silctr Mntntkw, New York Unireewtr It is difficult to cover the variety of re search contribution* to safety education during recat jan. As a matter of fact many of the best research projects may not be doctoral or matter's theses, but rather may be canicular developments ua organized programs of safety education, is interesting to note that when I en tered the field of safety education scene 19 years ago. there were only 4 research studies on the higher level Today there are over 60 that could be called advanced studies. In those days we bad to refer to Streitx*, Vaughn*, Hcaig1, and to the Twenty-Fifth Yearbook of die National Society for the Study of Education* as about the only research studies la the field. Today, however, there are many fine studies that have been published or that are to be found ia university libraries. The same is true with regard to text books and safety readers. In the early days we had to refer to Payne* aad Har riet Beard's Safety First for School end Home?, together with certain publications of the National Safety Council, as the only books la the field. But today a com plete safety education library would include well over 200 textbooks, pamphlet* and readers. Gradually, we are developing a body of literature in safety education that will give us a broader and more dignified standing. Before reporting on some of the recent research, I would like to call attention to certain significant development* that are related directly to your own work. The first of these is the recognition that It being gives to safety education la the appoint ment of new state supervisors of safety education, city supervisors, and directors of school and college divisions of local safety councils. I can remember the time whs there was only one city or state super visor. But in recent years the number has been increasing, and the day is not far distant when most of the larger cities wifi have someone appointed to a position of supervisory responsibility. The second development of special inter est Is the recent growth a college coarse* In safety education. Daring the war period the number of institutions offering coencs fell off sharply, but much ground has bets regained in the past two years and the registration is college courses In bust states is steadily increasing. One notes that during that period. West Virginia bu trained well over ISO teachers of driver education in two of its college*. Iowa alia has made notable progress in this direction, as has Colorado, The State College et Education at Greeley, for example, dur ing this past summer had more than teachers in three credit coarse* in salrty education. Another notable step h*s bat the Pennsylvania Stale Department oi Education's move to require several count* for teachers who are to instruct in safety education in the school*. I mention tins because- we feel that one of the best aids U persons charged with supervisory respon sibility will be the in-service aad prn-serrioe training of teachers for both the elementary and secondary schools. Another interesting development has been the steady growth of driver education and training. Some of you may have seen (he .findings of the survey conducted by the Association of Casualty aad Surety Com panies in connect!oa with the Annual Award*. The auoihncnt in coarse* during the past year was almost three times that of the previous year. For example, yoe will note that North Dakota bad 100 per cent of Its eligible students enrolled, while Arizona had approximately 59 per cent But there were states that bad less, than t per cent carolled, so that we have a tceg way to go before reaching even a good sized sampling of our secondary school enrollment*. I would like to discuss several important research studies. One of the most recent and most interesting is Sidney Birabaeh*] **A Comparative Study of Acddent-Kepeat- er and Accident-Free PapHa".* There hat always been a question as to the character istic personality factors that Stake for repeated accidents among children. We have always known that some children get School end College Safely 15 into ail kinds of trouble, while other* arc comparatively accident free. X will not go leto detail on the Busbach research, which U to be reported at another session of this CoegTess, but I do want to emphasize cer tain itsplications of his research. Birubech loved that, of the various instruments that be used to mealore the personality char acteristics of chfldns, the one that had the highest critical ratio or predictive char acteristic value was knowledge and tnfortaatiaa. He found the probability a* high a* 99 clmngJi* in 100 that knowledge test* tend to differentiate accident-free from xadeatTCpcater pupil*, While we mast admit that Birabech's opipUng wa* small and one can criticize brief studies of this type, the implication for further research U very important, par ticularly since the question of knowledge and information is also borne out m the mere recent study on the driver reported ia a monograph by 'die Eao Foundation for Highway Traffic Control*. Birnbach found that the attitudes axxl maladjustments among repeaters was significantly higher titan among the "free." All of this tends to reinforce u* ia the work that we are doing--trying fo educate children in knowledge, skills and attitudes toward* the various natural dangers of their environment If children who are thoroughly informed regarding the school program tend to lave accidents, then it is tsp to the school to remforce its program to that they will be better informed. A second investigation which has been published as a monograph by the Eno Foundation** should also be of Interest to u, sot so much because we win be setting ap for drivers ia the states, bet because of the implications of the findings. Here, again, of the 14 Instruments that were used ia measuring serious acodentrepcatcr and accident-free drivers, knowl edge aad informsdoe showed about the most significant differences. Faulty attitudes, emotional Instability and personality mal adjustments also showed differences. On the other fund, while a complete battery of six vision tat* was given, there were no striking difference indicated between the two groups. All of this reinforces our belief that the work that i* bring dooc the school* ha young people driver education should be most valuable, provided, of course, that the Instraction is of good quality. It also strengthens our findings that attitudes are extremely important in good driving. Here is ooe definite weakness ia the average high school program. While state or dty course* of study might stress among the early ob jectives that attitudes are important, alto gether too tittle specific mention is made and lersoos suggested for the day-by-day encouragement of good attitudes as a part of classroom and road instruction. We can not assume that attitudes will improve un less we provide instruction simulating situ ations that will tend to improve attitudes Those of yoa who are interested will find a much longer discussion of bow to im prove attitudes >n a forthcoming volume to be published by the Eao Foundation, "The Driver---His Nature, Needs, and Tramtag."** Suffice It to say it U going to be far snore important ia the limited time that we have youngsters m driver educa tion courses to provide specific lessons on attitude improvement and to devote lest time to the four-stroke Cycle, mechanics of the or and other problems not directly related to good driving practices. A third research ha* been completed re cently by Seaton" and win be published this fall by Prentice-Hall. It goes far beyottd tbe early studies of Lloyd and Eastwood ia the field of athletic accident pre vention. Seaton's research will provide physical educators with specific steps for the prevoitioe of accidents in all sports and physiol. education activities. Another doctoral study, completed by DeSbaw," now at Moodair State Teachers college, shows the great weaknesses that exist ia the states regarding health and safety standards for vanity competitors in secondary school*. Tbe great majority of states have almost no regulations for tbe safety of competitors in sports. If it were sot for the standards that have been devel oped by sudi "quasi-officiaT* bodies, as state athletic associations, there would be but few guiding standard* for safe prac tices. As a matter of fact, it is due to this last named that some 29 states have bees able to set op athletic benefit funds to take care of disabled athletes. Conover, working under Lauer at Iowa State, ha* also completed an interesting study of "Certain Techniques in the Ifeaa- 16 Recent Research Findings in Safety Education School and College Safety 17 urcment of Driver Attitude*" which make* use of technique* other than those used by Siebrecht in "Measuring Driver Attitudes". As a matter of interest, we feel that the attitude side of driver education is so im portant that we are planning to use this year 5000 copies of a new attitude publication and 10.000 copies of the Siebrecht Attitude Scale in a new emphasis project in the high schools, "Setting the Stage for the Improve ment of Attitudes of Younger Drivers"." These will be distributed on a complimen tary basis through state departments of education. Another interesting study by Johnson of Tulane, though published more than a year ago, should be read by those interested ia driver education. This is "Detection and Treatmerit of Accident-Prone Drivers''**and is a critical study of the driver-testing movement r would like to mention also the two National Commission on Safety Education publications "Safety Education for Teach ers",* These are both useful contribution* to the field. Another research study by a psychologist, A. C. Van Dusen of Northwestern univer sity, is based largely on the questionnaire technique for measuring characteristics of accident repeaters. While I have seen only the publicity release, it would appear to confirm earlier finding* that the psycho logical characteristics are not as important as the attitudes, practices, opinions and experiences of drivers. It wilt be noted that during the past few years a great deal of attention has been given to research in the field of traffic. Year by year we are adding some bits of knowledge and information to help solve some of the problems of safety education, but there arc still many unsolved. We still have a long way to go before we can rival our friends ia the health and physical edu cation field and tn many of the other school subjects, bat we are oa the way. Reference t. Strcitz, Ruth, Safety Education in the Etemmiory School. New York: As sociation of Casualty and Surety Companies, 1925. Pp. 142, 75c 2, Vaughn, James Positive Versus Nopv live Instruction. New York: Associa tion of Casualty and Surety Com panies, 1928, Pp. 172,.$!. 3, Herug, Max S* Safety Education t* the Vocational School. New York: Association of Casualty and Surety Companies, 1928. Pp, 110, 75c 4, Tarcnty-Fiflh Yearbook of the National Society far the Study of Education. 5, Payne; E. George, Education in /feddent Prevention New York: Lycos A Carnahan, 1919. Pp. 176, $L 6, BearS, Harriet, Safely First far School and Home. New York: Macmitba Co^ 1924. Pp. 223, $1.25. 7, Association of Casualty and Surety Companies Annual Driver Education Award. Birnbach, Sidney B, "A Comparative Study of Acddent-Repeatcr aid Accident-Free FapQs." A doctoral dissertation. New York University. 2948. Pp. 232. Eno Foundation for Highway Traffic Control, see reference 10. _ --, The Personal Chargeteristic* of Traffic-Accident Re* pesters, 1948. Pp. 32. IL , The Driver, His ha- ture. Needs and Improvement, 19H Pp. 200. 12. Seaton, Don Cash, Safety in Sports New York; Prentice-HaB. lac, 1941. 13. DeShaw, Charles, `'State Health and Safety Standards ia Public Educa tion." A doctoral dissertation. Nor York University. 1948. .14. Conover. Donald, "The Dcrcfopsxet oi Certain Technique* in the Measure ment of Driver Attitudes." Ames, lows: Iowa State College 2948. Un published ns. 15. Siebrecht, Elmer B, "Measuring Drives Attitudes." New York University, 1941. Abstract Pp. 29. 16. Center for Safety Edocatioo. Setting the Stoat far the Improvement of Attitudes of Yomsjer Drivers, Her York University, 1948. Pp. 20. 17. Johnson, H. 1, "The Detection art Treatment of Acddcet Prane Dotera," Psychological Bulletin, VoL 43, No. 6. Washington, D. C.: The Americas Psychological Aseodatioa. p. 495. IS. National Commission on Safety Edu cation, Safety Education far Teach' err. Parts I aad XL Washington. D. C, National Education Astoa** tka Scheduling Driver Education and Training By RAY N. McFARLIN Safety Edocatioo Supervisor, Pnblic Schools, Cleveland, Ohio Driver edocatioo is the term applied to the classroom work which comes before or goes with read instruction. Driver training is the term applied to the mad work or actual be the car or behind the wheel training The scheduling of the driver edocatioo *< vt bo problem la administration. In tone rural communities, a traveling teacher u hired by two to five school districts aad it regularly scheduled for each district. Sal ary is divided up among the participating schools. The driver training or road work presorts a little different problem because of chtt TibiLri. To find eat what die rest of the country was doing; a anij was made of 75 locali ties ia various parts of the country which lave driver ohattoo and training. Fifty-six replies were received. Ia tins survey only a few of the huger dtie* were contacted. Most of the iqxaU were Croat places that wed oedy one car la their program. Many things otaae to light fa this survey. There certainly is not too raoch tauformity m the writing of this subject throughout the country. Class sizes range from 8 ia Cbatanooga. Tennessee, to 44 a Des Moines, Iowa, Snohomish. Washington, and Bedford, Fenajjirama. The average class size ran* from ffl to 3a The' length of the class period varies eafy from 5 to 10 minutes with oec ex ception. Harmon, West Virginia, has theory sessions for 120 minutes cadi for a total of 5$ hoars a semester. The number of natations a sonester varies from 20 to 100, the greatest em phasis being oa 30 or more. , The number m the car ia the road work was fairly stable, 4 piss the instructor Is the general rule although ia a few places there are only 2 or 3 to a car. Ia Lebanon and Spretgfiekl Illinois, and St Joseph, Missouri, driver education but no driver training is given. In the scheduling of driver training, most of the-student driver training time is sched uled by the instructor using (I) stuefer hail time, (2)* free time and, a a few cases, (3) physical education time. The number of hours of training in the car varied from 4 to 54 hoars and actual bebrndthc-whccl training from X hoar to 12 hours. Six to S hoars seemed aboet the average. In Ohio, the state department of educa tion says that if a driver's license is to be issued without aa examination the driver education and driver Unhung coarse should consist of a minimum of: 1. 36 clock hours in classroom instruction 2. 24 clock hours ia the driver training car, a minimum of 6 hoars of which shall be spent in behiod-the-wfacel practice. This survty worries me and others I have talked to because too many localities are haring driver education and training seemingly on a token bods rather than on aa educational basis. Too much of this sort of thbig'caa do much to harm the driver education training program nationally. Just because cars are.easy to obtain and everybody wants to get oa the "bandwagon" ta no reason to ay, "Let's teach driver training" National minimum- standards certainly should be established, aad every effort of the National Safety Cootil and the Amer ican Automobile Association should be used to insist that these minimum standards he maintained. Stat-wid Legislation and Regulations for. Safety Education bt Robert w. eaves Seenhrr, National Consolation oa Safety Edocatioct of the National Sdacatioa AMOdatioa, Washington, D.' C. It is aa accepted principle that the conscot of the school atrriculam, aa well as the administration and the instructional pro- gram, should be left to local aad state boards of education rather than prescribed by legislation. Under school laws In most 15 UtiUxirti Athletic Accident Bmeft Man Experiences School end CoScic Safety 19 states the state board or state superintend ent has authority under his general powers to prescribe curriculum subject matter. The teaching of a subject can be made manda tory by local and state boards of education. In many instances, legislation in certain fields of subject matter has been enacted. Much of this legislation has bees that con cerning citizenship and character education. For example, the teaching of the evil effects of alcohol and narcotics is required by law in some states. Is recent years, safety education has approached this status. In 1947 several states enacted legislation requiring some kind of safety education, mainly driver education. An example was that of the California law. This law re quires secondary schools to give driving instruction to all students, if provided for any group or number of students. Tbe law is now considered to be tmsouad. Those sponsoring it recognise that it must be changed. As a result of the law, some school authorities took the attitude "Let's not have driver training at all. If w* have to have it for all students." It is undesirable to write curriculum re quirements into statute because (1) it takes away from school boards* authority which logically belongs to them; (2) it results in a situation which makes it difficult to change or adapt the iaihl-- to Ik needs of the people; (3) it makes the school omracricoal program subject to be. ing controlled by political cSqsu or pres sure groups, regardless of the needs of a! the people, It is generally feh that school} and school boards wifi he considerate el curriculum needs if those seeds are made knows through parcels' groups or other sources which express the opinion! of mms people. Public support for kgfiHtioo regarda? curriculum contest is usually wawifuiuml of the manner in which the schools oyersat and how real learning experiences takr place. A review of the state regulation* * Safely Education in the United Stales prepared by the American Automobile A*, sedation in 1946, shows many states with some kind of direct legislation malo&c safety legislation in safety inert sqiw mandatory. The research division of tie N^tfocal Education AssodaBoa has agreed to nuke a more comprehensive study *f <>> situation and to provide isferautiu that will assist the National Ceeandstwe oa Safety Education to prepare a pcIk? statement on this probIasi. U is quite certain that slate bars re quiring the teaching of safety cdueatioa do not result la a more effective'prognot Utilizing Athletic Accident Benefit Plan Experience* for Reducing School Accidents Br CHARLES B. FORSYTHS State Director of High School Athletics and Secretary-Treasurer of the Athletic Accident Benefit Fisa of tbe Michigan High School Athletic Association In its publication. Accident Forts--S94S Edition, the National Safety Gxmcsl reports that 55 per cent of all student accidents oc cur while boys and girls are wader school jurisdiction; that is; either cm the school premises or while students arc going to and from school. This means that mere than half of the accidents occurring So children of school age occur during die seven or eight hours that they arc under school su pervision; thus, daring tbe remskung twothirds of the day, less than half of the student accidents occur. When these facta are eoasiderM it b apparent that a challenge la presented is the schools of this nation to do cvcrythbc possible to protect children under their ore. The same publication further stales that, of the accidents to all children of school age 26 per cent occur is school bmkfiogs, 22 pur cent on school grounds aad 7 per con while students are going to or from school Farther, it is significant to note that. ri the 26 per cent of the injuries weaved I; all students ia school bmkfiogs; 23 per ctf were in gymnasiums, dressing rooms, snia- ninf pods r shower roqma, Among high ichool students, the accidents in gymnaritans aad areas accounted for 33 per ztot of all aeeidatts on school premises, inth 28 per cent of threw occurring in the pmcutftsn alone. Accident Beufit aad Protaction Plana This discussion Is an attempt to indicate &e growth and development of athletic acodsrt benefit or protection plans in the Area-fourth* of the states of the nation wbch here Cham, and to rdzle, ii possible; her timings rtbthrc to the redaction of tbe --ntrr of school neodents. Same at yen nvy aric tbe quertfoe, "What are these Athletic Accident Benefit Flans?" The first one wan tsoMUbcd hi Wisconsin bjr the Wisconsin Intexsdbobstie Athletic auoastion wider the dtactioa of theexeoatrve secretary. Pawl F. Net i renin. To Mr. S'tiuaiB should go the credit for baring "fathered* the idea and the general prmdpfe dot high school athletic associations arc; aod should be. concerned with the prevtntian of iojuric* in athletics; and. when they do occur, that it also is the responsibility f high school athletic associations to aid schools to meet at (cast part of the costs inwired. Originally, the purpose also was to htala definite data as to tbe "bow, why. aad where" athletic injuries occur. Prior to 1930 acre was little statistical information coocsrnirg these questions and Ur. Nevcrmaa frit that if sack data were available It might he of derided case In a program to prevent accidents. Tbe laniruiint which began in Wisconsin row has spread to more than 35 states. Al though there Is do central clearing agency u yet, athletic injury information U obtain able. Again, the question my be asked why regular commercial ssuzaoce companies did not cater this field. In Michigan, at kart, when the casualty aad accfdmt insurance nnipinic doteg fcurinreis m that stale were enQdttt, they said that they had no sta tistics or experience on which Co lose sack risks. That reaction generally was obtained la tier states whs similar requests of comaerrial eowpnnki were marie. Wisconsin. therefor^ set. up a limited o.i.jLA. of benefits for Certain type* of ajms and proceeded to cover studeuts participating in practice and in regularly scheduled games ia specified athletic activi ties. Comparatively small school member ship aad student registration fees are paid for the betedts which arc provided. Bene fits, in turn, are limited as to dm amount allowable. At the present time, 26 states are spon soring benefit or protection plans through their state high school athletic association offices, or, as is the case in New England, there U a sectional arrangeaent whereby a benefit plan Is sponsored by the New Eng land Headmasters' association, la several other states there have been co-operative agreements set up with com mercial insurance companies. This arrange ment ba* developed comparatively recently when such companies lave been able to utilize the data which state associations sponsoring benefit plans bare accumulated over the years. As indicated above; some stats athletic mawiKwit have found it advantageous to affiliate with commercial companies for the handling of athletic injuries. By so doing titey have relieved themselves of tbe details aad clerical work attendant to mcodat bene fit plan*. Is certain of these states it was found that their benefit plans would have to be incorporated as regular insurance coca- peaks If tbqy were to operate and, rather than do this, they hare used the services of commercial companies which were avail able. to. other states, however, there have been different rulings recoined from tbe legal dmrioe or tbe insurance ctvwmisrioni. Michigan is ooc of these and the attorney general's opinion given to the state eom- mlminnrr of insurance in 1940 is to the effect tint the athletic accident benefit plan in tins state is a voluntary mutual organi sation of high schools in Michigan to aid its amlitn fen sect at kart part of the certs incurred a injuries in athktici. physi cal iifaration and iatrananls. As a result of dn opftaiow, 689 of the schools in this state, with a stadent registration of 31.476. were umbers of seek aiimfujl aaotiarion thaw* 1947-48. la inch states as Otio, New Yni; Cali fornia aad Iowa, their benefit pleas are organized as regular insurance companies and incorporated wider tbe laws of those Among the states not operating 20 Utiiiimt Athletic Accident SatcjU Plan Experiences benefit plus as regular insurance companies are Wisconsin, Minnesota, Pennsylvania, the New England group and others, is addition to Michigan. Each type of organi zation has merits which will not be discussed here. Wisconsin, Minnesota and Michigan Statistics Obviously, it is impossible to include in this discussion complete statistics and ex periences concerning accidents in various sports and activities from ml! states. There are presented hen; however, some general accident averages in die more commonly {mown activities from three selected states-- Wisconsin, Minnesota and Michigan. Wis consin has operated its benefit plan since 1930. Minnesota since 1937 and Michigan since 1940. In these three states the average percentages of injuries received _ in the sports indicated from the date of toceptioe of their benefit plans through 1946-47 are as follows: football--65J per cent of all injuries; basketball--20JS per cent of alt injuries; physical education and intramural* --7 per cent of alt injuries; baseball--4 per cent of all injuries; other sports--32 per cent of all injuries. During the years indicated of the opera tion of athletic accident benefit plans in die above three states, there has been a total of 550,660 students registered for protection in athletic and physical education activities. During the same period there were 39,304 injuries for which claims were allowed. These figures indicate that one claim was paid for each 14 registered students; or ap proximately seven per cent Athlctie accident benefit plans in most states provide for a scheduled benefit to be paid If an x-ray is taken which is negative to fracture or dislocation. If the experience in other states is similar to that la Michigan, there are allowances made for approxi mately 40 per cent of all reported injuries for negative x-rays alooc. Thus, it U evi dent that if the negative x-rays are deducted from the total number of injuries reported, the Incidence of injuries is considerably tower than the above ratio of one In four teen. It seems reasonable to give this mat ter consideration because, in reality, the suspected fracture or dislocation was not apparent when an x-ray was.taken. It should not be inferred, however, that the student did not receive injury area though the x-ray did not disclose a fracture or dulo cation, but the seriousness of the suspected injury did not materialize, and thus some consideration should be given such dudelures. Types and Frequencies of Injuries Experiences of states vary concerning the types of Injuries received and the frequent? of them. Of course, more injuries, to pro portion to student registrations, occur is football, as indicated above. This is to be expected because of the contact nature ef thU game la football, however, there axe certain types of injuries which are more prevalent than others. Dental injuries are very common. The Dumber of fractured noses and collarbones and conruiwlons nas high. Fractures of anas and legs also an prevalent la proportion to the --mbtr ef injuries rectired a football, bocVStid mm are more subject to injury than Enanoi Forward pass receiver* and pent rectiven also are vulnerably as far as injuries are concerned. Injuries m football are store frequent tn midfield than on the goal Hoc. Generally, more serious injuries occur tithe at the start of a half, or sear the dose ei the game when fatigue is pe cleuast. Uberaltzition of the substitution rek in hl(h school football his aided in this respect br allowing the temporary removal of a player from a game because of fatigue or minor .injury. In basketball, arts, floor burns, mlec tions, and dental and facial injuries arc the more common ones reedred. Some serious Injuries occur a besetoH resulting la cuts and fractures, largely be cause of the nature of toe game. \Vfcm personal contact does occur In basebafl there is not the protection to player* af forded tn footbalL Trade contributes its share of knee in juries, cuts and cinder barns, toe latter often resulting in infections if they arc not given proper attention at once. Injuries rectired in physical ednearion classes are varied with no definite patters bring apparent Quite a few injuries occur Is shower rooms and inhinning peril reused by slippery floor*. Attempts have been made by various Mgb school rules bodies to remedy some of toe disclosures made by athletic accident bene School end College Safety 21 fit plan report*. As radicated above, ia football a sore liberal substitution rule has bees of aid It also was found that owing to the tenseness ol players at the start of football games, especially at toe begmoiag of cadi half, there were more ^juries received at these times. High school football rule* now provide that there must be a three-minute warm up period on toe 6dd prior to toe start of the first and teoeed halves. Experimentation ts going on constantly in &e development of safer playing equipment Caouderation has been gives cot only the wearer of the equipment but toe opponent against whom a player ia competing. Some athletic goods manufacturers bow are ptacbg soft material on the outside of hebwrt* aod shoulder pads. They still afford the tame protection to the wearer, but tend to distribute the toock when two players come 'm cootact with each other, tons giving tome addtioml protection to toe other individual mired. The removal of toe goal posts ia football from the goal Ene to the cod tine also am about as a protective mewsure. Both toe coltegt and high school rules prohibit a Motive team from recovering aod adnoting a fumble which has touched toe graved. This regulation was put into the efitial rules ia an attempt to pumit pile* opt and rough play. hi basketball there has hem an attempt m toe port of high schools to safeguard Ortkapeats by shortening the game and preriding for more time oat. The extenriaa of toe aid court line from two to four feet bade of the backboard fag resulted in a kss congested area in toe ridnl^y of the bukat with 1cm likelihood of Injuries. With toe speed of present day basketball, these are iayoctact coorideratieos. Ia some states tome are Emitations as to toe somber of events to which students easy compete to trade especially in running erects. Agala, the welfare of the student participant has best the major consideration a the adoption of rod regulations. High school baseball rules also have toe proriteoe that trader prescribed conditions a bkytr ssay leave the game and later remter it It seetss significant that major vacation U bring given toe welfare of portaopoati. We need a ptari'deal more of du sort of thiog ana high schools and colleges are ia a strategic position to reader such a service to young Americans. Pupil Protection Plans At least three states, Wisconsin, Minne sota and California, have gone a step fur ther m affording protection to high school students than those states which have con fined their athletic accident benefit plans strictly to athletics and physical education. Again, Wisconsin was toe pioneer of this movement and toe pupil protection plan to that state has just concluded its third year of operation. A student registration fee of 15 cents each is charged toe total school enrollment of the previous year. The sched ule of benefits is toe same as that which applies to injuries received to athletics or physical education. Protection to accord ance with scheduled benefits is provided for a student at any time he Is under the jnrisdktioQ of the school without regard to the type of activity to which he ia en gaged. Ia this comaeetion, however. It should he pointed out that students par ticipating to interscholastic athletics are cov ered only to case they are registered to the athletic accident benefit plan itself. During tiie 1947-48 school year, seme significant data were reported. Wisconsin indicates that during this post school year there were 143,112 students registered aod 2,937 claims paid trader the pupil protection plan. The incidence of all pupil injuries, therefore, to relation to the total number registered mi approximately 1.4 per cent Of the injuries involved, 457 were received os playgrounds hi organized games. There were 813 playground injuries to unorganized activities. Ia classrooms there were 307 in juries. School hallways accounted for 143 injuries. There were 148 students injured no the stairways of school buildings. Gym nasiums ere the greatest offenders, there having bees 1,060 Injuries to that pert of toe school beildtngs. There were atoe in juries listed as miscellaneous. Students from the kindergarten to the twelfth grade art covered under the Wis consin plan and it is interesting to Dote that; of the 2,937 injuries oo which claims were paid, 109 were for addents which took place before school started to toe morning. There were 2,044' injuries received during school time, SOfi occurred during the noon boor, and 278 students were injured after school boors. 22 VtUiunt Athletic Accident Benoit ftm Experiences Reports from California and Minnesota be taken for granted; rather, safety U run about the same as those from Wiscon constant repetition of right doing in cos. sin. In California, however, the fee charged section with those things la our daily Inti is much higher than in Wisconsin. It was that wifi prevent accidents, sickness ioi SO cents per student last year and will be economic toss. advanced to one dollar per student for Today there are availabSe to those whs 1944-49, The regular State Workmen's will make use of them, numerous so-called Compensation schedule it allowed ta Cali safety check lists. Sometimes hems on then fornia and this necessitates a higher student seem so self-evident that we are Ukdy ta registration fee. discount their Importwiry, This should aat It will be interesting and significant to be the ease, however, became It is goof note whether or not other states follow for each of us to take regular tovealory the pioneer work doec la Wisconsin, IDs* of those places and things with which we ncsota and California. la some states there deal cadi day. We should be certain that is a definite feeling that the school U not those places and things meet safety stand- responsible for injuries received by students ards. while they are la attendance, ta California Many life msmaace eompanlu have foato and New York the opposite is true; state that It Is of definite economic valic to statutes recognize the responsibility of the them to educate their policy holders so tint school m this connection. they will five longer and be freer Iron Safety Education accidents aad sickness. Fire insurance am. panics have bees supporters of fire prevm- This brief icricw of statistics concerning tiou Weeks. National organizations ton school aeddents, both athletic and noq- sponsored accident prerratiea weeks. The athletic, has a meaning for those of us chief fault la campaigns of this type it connected with school work, either as ad that, usually, they are of a week's duratim ministrators or supervisors, and ft also only, whereas they osght to continue far places a definite responsibility upon teachers 52 weeks each year. themselves. The teaching of safety habits is coe thing bat the use of every possible precautionary measure to prevent accidents is soother. Highways, public buildings and other areas used by luge numbers of peo ple are being constructed today with con siderable attention given to the mfety of those who will use them. Railroads have spent large stuns of money and devoted considerable effort to adopting both the travelling public and railroad em Athletic Safety Suggestion* ta cmelsrioB, I list a few of the won important things which we, as school yw pie; can do to protect the boys aad girli under our supervision. This Ust U not al jadnivt Many other Items of equal i* ' portance could be added. In cvaloitiog the atidetic program a a high school, R wiS be wef] to be certain tbto the foUowhg factors are present: ployee* la the importance of safety, ifore U There must be adequate aad safe eqdp- than that, they have constructed thdr facili meat. ties so that safety Is emphasized. 2. Generally, there should be a mtoimmn d We, ki public school work today, have to least twice as maity squad meatben these same responsibilities. Oar nwfldmg. as there are team positions la the sport playgrounds, apparatus and athletic fields coecerscd. all should be examples of safety. Through X PZayfidd^ courts, aad gyxmatians most the use of facilities which are. safe, we are be free from injury ha tarda. unconsciously Inculcating in the minds of 4. Competent; well-trained Instructors mast students who use them, the fact that safety teach the atofntica or coach the sports. is of the utmost Importance. 5. Prompt reporting of, and attention ta, Certainly, we as school administrators and medial or dentil Injuries are tmmrliH teachers, are remiss in our duty, if students 6. Students must be physically fie to al under our direction do not learn the im time* for participation to athletic activi portance of safety not only to themselves, ties. but from an economic standpoint as well. 7. Students should not war glasses with Since we learn to do by doing; so It Is out protection when participating a with safety. It Is not something that can athletic activities. School end CeUtge Safety Figures Don't Lie 23 By GEORGE P. SELVIRWOOD Director ef Safety, Green Bay PubSe Schools, Green Ray, Wk I'd like to have it clearly waderstood that Pm t a statistician. I doubt if there's asyeoc who dctnti mathematic* aay more itoa I do, or who understands less of Mathematical theory and practice. The only reason that I began keeping accident rec ord* whoa I became director of safety to the Green Bay schools tea years ago was tint someone to the National Safety Con gress that year made the statement, "Yow caaf run a successful school safety pra gma without an aorident reporting system" S, we ordered some National Safety Council forms aad started aa saddest re porting system. Each month I*d painsuldagty and religiously smmarise the uxfitidal school reports and send copies to the National Safety Comuni, the superin tendent of schools aad the local newspaper. The latter osozUy would came up with a story on the school accident picture. But that warn the extra* to which oar accident records were aied. Then .along extae 1942 and suddenly I foasd myself out at Tucson, Arizona, studying (among other things) navigation to aa indoctrination school for naval offi cers. That was hod. There I was the world's worst matberrifitloan - studying dead wvVonkig and celestial navigation. Fortuuouly, tbcr Instructor was owe of these tracking wizards, and It wasn't too loog before the staff begin to make sense. I'll ever forget one remark this Instructor made: "Yon seen should eoeditioa your selves to the fact that no one, whether he's to sen or liter*, ever realty knows where be Is nolens he ran prove it imthrimti ally on paper." That statement always stack with as; and when I went bock to Green Bay after the war and took over the school safety work again, one of my first moves was to get evt all of the bade accident reposts and get bray with a pencil and paper---ta find eto whirr anr were. To start with, J made a single summary pf all of the wittily sommaries of thti previous year. Then i analysed this sheet from severs! standpoints: location, frequency, seventy, age level, etc. The results amazed me; and IH coafess to a feeling of chagrin when X thought of bow I'd missed the boat la previous years. This sort of procedure brought out the whole accident picture in bold relief. It showed you where to look for existing hazards. It focussed your at tention on types of child behavior that should be checked into and dealt with in the teaching program. Now, please don't misunderstand me. An accident summary alone does not make self- evident the specific weak spots in your safety program. Such a summary simply touches off red lights which Indicate the area* that need some tavestigatioc. I re member that this first summary, among other things, showed that we were having more falls to our school buildings than the latest edition of Accident Facts showed for the average school. Checking back through the individual school report*. I discovered that two bedd ings listed an abnormal number of fall* and that most of these mishaps t on stairways, My next step was to study the individual accident reports from these schools. The reports from one school showed that a great majority of stairway falls had beta caused by toes or heels of shoes catching m a grooved metal safety stair tread. I showed the aeddmt figure* to the superintendent of buildings and the grooves were filled with asphalt within two week*--aad that solved the problem. In the other building it was a matter of old wooden stair treads that were worn down to oee-tfurd thickness. These were replaced during the Christmas holidays and our stair trouble* were over. The summary showed that we were hav ing aa abnormal number of falls on our playground*. The mdrridnal reports on these aeddents showed that a large portion of these came as a result of inse cure footing. Upon investigation, we found tint our playgnxmd surfaces, composed of a mixture of asphalt and gravel, had weath- 24 Figures DoWt tie ered and worn to a point that smalt, round pebbles had worked loose. A light coat of these pebbles covered the surfaces of alt but our newer playgrounds, and furnished a sort of ball-bearing action under chil dren's shoes. We swept the faulty surfaces regularly during the balance of the school term, and the following summer light coats of asphalt seal remedied the situation. We discovered from the summary that our accident frequency was high when it came to high school and Junior high school pupil traffic to and from school. A study of the individual accident reports revealed that most of the mishaps bad happened near the school buildings. It so happens that, on both sides of the river, our jteu'or and senior high schools are located fairly dose to each other and, naturally, this caused a certain amount of congestion at dismissals. We held a meeting with the high school and junior high principals and one of them suggested staggering the dis missals. This was done, to the joy of the police traffic department and thp betterment of our aeddent record. These were but a few of the ways we were able to use our aeddent summaries. I think I can best describe our experience with the use of these statistics by saying that it made our aeddent prevention pro gram intelligent. About a year ago, we began to feel the need for passing these aeddent figures along to the teachers. We felt that thfo information could help to direct -- efforts and that the statistics could be used to good advantage in mathematic dasset and in Junior Safety Council activities. Just about this time, along came a well stuffed envelope containing an annual acci dent summary for the Pittsburgh Public schools. 1 guess I'm an unprincipled sort of an individual because my conscience didn't bother me when I used this report form. I simply changed the figures and added a few cartoons and a couple of graphs and charts. It turned out well, too! The teachers used it to good advantage and, what was more Important, the board of education was quite impressed. Not having been sued for plagiarism, I again used the skeleton of the original Pittsburgh report in the 1947-48 summary. This time, however, it's illustrated more profusely and I've made a few basic changes to add to the disguise. This report, which X finished just a few days ago, turned out to be very revealin* and proves quite conclusively the value el maintaining an aeddent reporting system over a long period of time. You see, wt began our reporting system tea yan zga and it was only aatnnl to make some tag* tens comparisons when it came to cam* piling the report for 1947-48. Among other things, I graphed the seddae fraqneao for the ten year period. This showed a few up* aod downs io the fine five yean, but ob the whole, the trend was seeadDj downward--until last year who* we bad 16 per cent fewer accidents than in ItST. 38. Publication of this fact ttinTghnr* the community should be a shot in the arm for our school safety puiignm. With a gsed accident reporting system, yon can see the fruits of your labors ever a period of years, what's more; yon on rkew amIts l the fnr/*yrr. We did find a number of things m em last report that were disturbing. Last year our daily attendance suffered a loss of 8S1 days because of pup3 aoddests, as com pared with 662 days is 1937-3L This kcrease of 33 per cent, of course, iadfcam that our accidents were mere severe da they were ten years ago. Ia cbeeViwr through the individual report HW to try to discover the reasons for this jump is "the severity rate, the following facts, fer the most part, seemed to accomit for tbe upward trend: 1. Prescot-day homes have mot* meehssical hazards, and accidents involving ma chinery tend to be more severe Una other types. 2. Motor vehicle traffic Is heavier ao4 faster moving. $. The use of motor scooters aad motor bikes has increased materially In the put few years. 4. Popularity of contact sports aad gamer, such as football and haskrtbuTl, bis in creased and. in many eases, this type of activity is unsuperviSfid, 5. Sporting goods dealer In our area re port that sales of toboggans, rids aad skates have skyrocketed sace 1945. Our records Indicate that serious accidents is high speed winter sports and games seem to have kept pace with sales of School and College Safely 2S equipment, probably because overcrowd ing of supervised areas has led to much uruopervised activity of this type. Over the past decade our accident trend would seem to indicate that the best job of teaching safe habits and attitudes has been done ta our junior high schools and inter mediate grades. Our senior high school program appear* to have most room for Improvement, and we plan to concentrate much of our attention on the wcoodary school level during tbe next few years. Question, and Answer Period on Student Safety Organizations Rmtmstier: J, E. Wixsnow, Professor of Edoeatkm aad Director, Public Sendee*, George Peabody College for Teachers, NasbviOe, Team; Chairman, Public Relations Subcom mittee Elementary School Committee, N.S.C CHAIRMAN WINDROW: t am atadicd to a teacher education institution, aad I think the teacher training inrtitntioo* of America Mill must find ways of doing die job of getting teachers interested m afety and to gee a better and more com petent way of dating with th problem* of safety education. We have same duSdres present this morn** t in very glad because they are most bdpfol la this whole safety education pro gram. Ta my school, of course, they are the earn who have made it succeed. X would ike to raise a question. I would like to ask about the standard rules for tbe opcrztioa of school safety patrols. There were rig major ergammtions ia America that came together to work out the rules for the safety purok Could you list theta? I have here i* my band a little pamphlet that had ta he approved by six of the largest organ!rations k America aad these rule* govern your activities with reference to tbe patrol. Do you have a safety patrol ia your schools? Wbea six important organizations, such as the American AotneaobOe Association, the talcrabocal Association of Chiefs of PoSce, tbe National Edneatioo Association, the National Congress of Parents and Teachers, die National Safety Coemal. and the United State* Office of FAarztina octabase their efforts to work oat rala with reference to safety patrols, yoa know that * significant. These standards which gore** aad control oar safety patrols come as a result of the composite effort of those important educa tional groups and those oetmnding national organizations. Some of you work oo a patrol How were yoa chosen? MARTHA COOPER (Evargmn Pk, III]: The seventh and eighth grade girls are oo the patrol CHAIRMAN WINDROW: Who sfcoofd appoint the members of the safety patrol? MARTHA COOPER: Do you mesa the captains aad lieutenants or just tbe members of the patrol? CHAIRMAN WINDROW; We are talk ing about the personnel of tbe safety patrol Does your superintendent or principal have anything to do with your safety petrol? MARTHA COOPER: Yes. CHAIRMAN WINDROW: Docs he consider it important? MARTHA COOPER: Yes. CHAIRMAN WINDROW: Do the par ents actldcr your safety patrol important? MARTHA COOPER: Yes. CHAIRMAN WINDROW: Do they think it is good for the boys aad girls to be members of the Safety patrol? MARTHA COOPER: Yes. CHAIRMAN WINDROW: Them if they do, why should It be necessary for parents to give a written statement permitting boys and girt* to serve oa the safety patrol? Did your mother or father have to sign a written statement so that you might serve? MARTHA COOPER: Yes. CHAIRMAN WINDROW: What are some of the educational values involved la membership oa a safety patrol? What arm 26 Question and Answer Period on Student Safety Organisations sum* of the educational values of the junior council or any other such organization? MEMBER: Leadership, discipline; social consciousness. MR. CHARLES W. TAYLOR [Wil mette, 111.]: The primary educational value of being on a patrol is to develop good safety habits in the patrol member himself. I believe that a boy or girl who becomes a member of the safety patrol will live longer because of the knowledge of safety that he or die acquires through service to their school and to themselves than the ordinary student attending a school. Patrol members find out for themselves what causes aca dent* and how to avoid them. CHAIRMAN WINDROW: Would you have everybody on the safety patrol? MR. TAYLOR: By all means. Give every child an opportunity to serve. One thing about patrol work that we have found out in Wilmette that it holds down our accidents to a minimum. In the past 15 years we have been very fortunate. We have kept records of accidents involving school children going to and from school-- and we have sot bad a single child kkd to date. CHAIRMAN WINDROW: We are dealing with the function of the safety petrol. I think we might have another ques tion. Do any of you remember the three words that summarize the function of the school safety patrol ? MEMBER: Control pedestrian traffic. MEMBER: Protect the youngsters. CHAIRMAN WINDROW: How and why and where? Z am thinking of the three--instruct, direct and control. They *re the three words that point out the function of the safety petrol--to instruct; to direct traffic and to control the children as they go across the street. MEMBER: Patrols don't direct highway traffic CHAIRMAN WINDROW: No. not highway, but they are directing the children as they go across the street. What is it that the partols should not do? MEMBER: Direct traffic. CHAIRMAN WINDROW: Have you been instructed xs to what your safety patrol can and cannot do? Do you mean that safety patrols have no state's rights? Suppose a safety patrol wanted to direct traffic? MEMBER; They have no business direct* tng traffic in the street MEMBER: There are circumstances in which pitrots sometimes do control traffic. If there are children crossing during a break in traffic and some car tuna the cor ner when they arc crossing, the petrol can control vehicular traffic. CHAIRMAN WINDROW: But what would these six major organization* say with reference to that? MEMBER: Don't they consider that the actual directing of traffic Is a police functies and not a school function? CHAIRMAN WINDROW: That's right What should be the role of the faculty bt relation to the safety patrols? MEMBER: The faculty adviser sets up the program, see* that it Is carried out. selects aod trains patrols and sec that thqr are on hjty in all kinds of wmthcr. GEORGE F. PARKAS [Inffianapolij. Ind.]: I think the biggest responsibility of the faculty is to co-operate with the patrol members. Lieutenants and captains bring offenders to the classroom teachers who use this as aa educational device to tench safety. CHAIRMAN WINDROW: Is it pos sible to have a safety education program within a school where the superintendent or principal is sot whole-heartedly enthusi astic about it? FROM THE FLOOR: No. MARVEL HILLER I Evergreen Park. UL): There should be a safety sponsor in every school and the superintendent and the police should work with that person to make the school patrol a success. The Evergreen Park School petrol Isn't just a traffic patroL It is also the bus patrol. We take ore of the buses and, of course, of school safety. CHAIRMAN WINDROW: With ref erence to the resources h the community*, has anyone had any unique experience in how bus to tie the community resources to improve yow safety program and safety work? LONNIE GILLILAND [Oklahoma City, Okla.]: It seems to me that the best way to use the resources in any community is School and CoUegt Safety 27 for tb* school to take the lad and to call fa any agenda available to help out with *e program. For example; if you are workfog with fire prevention, yets should call on your firemen. I don't mean just any fireman. student council, which, in turn, reports to the various classrooms. The student council and the safety patrol are two separate organizations, but one has representation ca the other organization. You should make contact with the fire de CHAIRMAN WINDROW: How can we partment to find oat who the bat person Is use the safety patrol--its activities and pro who cat come and work with yon on the gram--in the classroom? ichool safety program. MISS HILLER: You have to teach CHAIRMAN WINDROW: What are safety at least one hour a week in Illinois, the obstacles that really defeat aa in oar don't you? effects to have x good safety education pro gram? MEMBER: People don't know enough about safety. MISS WYMAN: Yes. MISS HILLER: It seems to me the i-- or monbera of the student council and of the school patrol can be the central A. L. DANAKAS [Highland Park, coca of the safety program. UL]; I thlydr the classroom tochers are so bonkaed with work that they do not find die time to speed ee h. W. C YEAGER [Sioux City, I*.]: We have increased Interest in Sioux City by or ganizing safety hostesses to watch halls and MRS- WALTER BERMINGHAM corridors daring recess, lunch, before and [Evascteo, IB.]: It is the fault of the adults after school Safety hostesses are girls from mere of the children. We have been the upper grades, chosen for tact ability, Cfyiag to trnrh ywwgjUiT is Evanston ewalwr aad general behavior. They act safety rules. We have found that parents as guides; they assist is fire drills, and when <fea*t know as much about the rules as the groups are to and from die audi childrea do. For instance, we tell oar chil torium or in any other excursions. They dren not to cross in the middle of the block. Yt parents bring their children home from school, let then off k the middle of the block and across the street from home, in stead of at the corner. We had aa accident tike that this amanr. The parent was at war green belts. We have more than 350 of these safety hostesses. I would veuture to say that every ooe of these girls will be more safety censdoas wbea she has a home of her own. fault in two ways. She let the child oat ia CHAIRMAN WINDROW: The more the middle of the block and die child tried yea get these ymmg people doing things, to cross the street. Then the parent drove and the more people yoa can bring into away and the child wma hurt crossing Che yoor program, the more people will be street. The parent was to blame. C W. HIPPLER (Paodcno, Calif.]: I bdievc that if the teachers are not trained to teach safety job can pet the blame on toe teachers' colleges sod universities traiohg teachers. MARY MAY WYMAN [Louisville, Ky.]: I before one thing wroeg with our safety programs in many communities is that all safety instruction begins and cods with the safety patrol. We ought to em phasize other phases of safety. MR. DANAKAS: In our particular xkol la Highland Park the patrol captain is automatically a rvprcsaatative on the stadent council He attmds all of the meetings of the student ooontiL He can briog any quotient pertaining to traffic safety or any other triad of safety to the attendee of the node coesoou* of the need and the prob lem. I believe too many superintendents, principals, teachers and teachers' colleges are approaching the problem tn an academic way. Once a student participates in and sham la aa expertsee, tastroetioa prob lems dissolve. It seems to me that you have to get more people--children, parents aad teachers identified personally with the program. How eaa you do that? MR. GILLILAND: I would like to ask a question of toe gentleman who was talk ing about getting children to participate. Yet yoa Barit participation'to members of the upper grades. MISS WYMAN: That is why X want a safety council organized ia every school. MR. GILLILAND: That ia exactly what I propose. Your first grade pupil can go 23 Question end Answer Peried on Student Safety Organizations back with a message to his own group. He'll do a much better fob than the sixth grade patrol can do. We should have a representative from every room on the stu dent council. MISS WYMAN: That would be to cover all phases of safety? MR. GILLILAND: That U right Then we could set up an advisory committee of representatives from the PTA, local police, fire department, local safety council and any other civic organisation. In this way you get participation of parents, community or ganizations and every school child. LAURA M. CORY [Haaultoo. Ohio]: We have a junior safety council in everyone of our elementary and secondary schools in Hamilton--13 elementary, 2 junior highs and 1 high school. The members that are ac tive are pupils of fourth, fifth and sixth grades. Associate members arc from the first, second and third grades. Our safety work starts with our primary children and continues through the twelfth grade. Safety council work is very much the same as that of the safety hostess la Sioux City. CHAIRMAN WINDROW: You fed die program is most effective on the junior high school level. MISS CORY: No. we feel it is most effective at the elementary level. But; we have a good junior safety council in our high school. EARL R. STRANGE [Pottstowa. Pa.) : You have just said fiat you have patrols from fourth, fifth, sixth grades and on up into high school? MISS CORY: Unfortunately our high and junior high schools do not have safety patrols. MR. STRANGE: Does everybody have an opportunity to be -on the petrol? MISS CORY: In the course of time, ye*. The fifth and sixth grade children are the elementary school petrol. MR. STRANGE: Would you. mind efifferentiating between the function of the council and the petrol? MISS CORY: Most petrol members are members of the couatiL They are the nucleus of the council. But the members of the safety council are responsible for safety inside the building and on the grounds, while the patrols are responsible for traffic safety. CHAIRMAN WINDROW: The patreh deal directly with traffic, but indirectly they have an educatiooal function to perform. MISS WYMAN: I think of the safety council as the over-all organization ha safety for the whole school. Every grade, every student and evety teacher is a member of the safety council^ In the delegate assembly, each class elects its representatives to the council meeting and each representative talus the messages from their class to the meet ing and brings beck the answers and sug gestions from die safety council. The cap tains and lieutenants of the patrol are mem bers ex oJCrie, not representing their dmn, but tbor represent the patrol oa the safety council. * The safety oouaril concerns Itself with over-all safety, including safety la the build ing; safety oa the school grorads, traffic safety and safety in the home or wherever the child is. The teachers are represented by m faculty member who Is the sponsor for the safety council. All work together to promote the safety program. CHAIRMAN WINDROW: I am curi ous (a know bow many of you have safety councils k year school*. [About 30 mem bers raised their hands.] How many have safety patrols? [About 45 or SO members raised their hands.] MR. FARKA3: We have not' spoken about the instructional phase. The greatest responsibility of the teacher in elementary grades is to teach safety. How can the tocher abSv the patrol for safety teachtag? T. ItTETSTALL [Frtaoo, CdH.l: twit every teacher in every school a safety ad vocate? After all, you have youngsters that have been raised for six years with mothers who believe that nothing God ever created was more predoos than their owe ypaagiters. She fences In the yard so the child won't mix with other children; she keeps the hammer away front him so he won't mash his finger; and everything possible is done to keep her chad from bring injured The kindergarten teacher mult be aa ad vocate of safety to cany oa the program that was started by the mother. If the teacher isn't as advocate of safety is her classroom, she is not a teacher. ROBERT W. EAVES [Washington, D. CJ: I would Eke to speak to yon as a School end CotUf* Safety 29 htt and principal rather than as an pH^-i of 13 edocattaral association. I mas in this matter of student organizeI believe that before we can deride vbetber or not we should have any Jdad f student organisation there should be steps rtcrifing it to enable the faculty to see ,feat ew safety problems are. Certain prob- esn be wired through student orgardatks but certain ether problems cannot be solved through student organizations. We ought to deride whether or not those ttodent organisations contribute to the sotvkg of those problems. would not Sty that * should be a safety cooaczl ia every Hfecei. Maybe there should be one in some schools, but a student council may serve both for safety activities and other student activities. safety ia beat through a very stroog of the student coisril, having its own committee sponsor, adviser or mfety sotodl organized as such. We do a very good job with safety cooadU in our da- ncstty schools. MIL EAVES: I generally have never had that I have seen safety amcOs orgratad. I have sera student safety activities fraction very nicely through oocnanttee activities in the classroom and through stadcst activities, but I think we are aa danger of organizing too many stu dent groups. MISS WYMAN: The safety problems are toy real to young children, therefore, I believe, you can handle those problems best he tUmrotarj schools through student There may be 10 or 15 aspects of the school program. Would you say there sfcorid be a student couoril working os neb particular problem? We know a stu dent council or a student group will only [action when there is a teacher available to work with that group, or teacher whohi time and can make the group function. Student Cornells just don't operate alone. I sometime* we g^ too far whra we sy there oeght to be a safety council in every scbooL We nay hare sdtool* where safety petrols are aot necessary, I believe vre have to look at the problems in each dtoo) before we my arbitrarily that every school should have this group and that oee aad so ee. What are the safety problems? What is the mtnrc of then? Are they problems which can be solved through student ac tivities? I have seen student groups organbed rad ten fall fiat within a very short be. Why? There were already too many stodGHt orpoiatiocis aad there was no teacher available with the time to see that that particular group clicked, I think it is twimly kipoTtaat tint we think la terms of the mtarc of the problem, not jest state ttat thou writ to be a definite organisa tion in all schools. MISS WYMAN: One of the most sporist pcoiiems n a school is safety. Theoretically I wi& go along with you on A* Msg that mfety can be handled by a mfety ff-nmimr of the student council. Bat, after wn years, yon may find that UR. DANAKAS: Let's go eoe step farther--don't organize aa activity unless It is nywkJ- For example, we have a tot of cKIdroa riding to school on bicycles. Re cently we organised a dub, inaugurated a mfety test rad every child who rides a bicycle to school is a member of the dub. Maybe scrac schools isn't have children riding bicycles to school. Then it Is not a problem for than. They don't need a bi cycle dab. CHAIRMAN WINDROW; Is it con ceivable tint there Is a school without acci dent or safety problems? Can coe teach concepts and altitudes in safety?, B. BRANDON MARSHALL [Hamil ton, Ohio] : I want to say that as the direc tor of our local safety cwsoril, school safety rn--urtty an sery important to us. If you give the cb3drm an organization they will develop many of their own ideas. They wifi come Bp with nny ideas that older people may not think of. Recently, during fire prevention week, I bad a cell from one yooagster who; in a very businesslike voice, said, "This is the secretary of the mechani cal school safety council. Do you have a fikn we could ase for fire prevention?" "Ye*, sir."*' "Can we reserve tint film?" "When would you tike to have it?" "I would Oa to have it Wednesday." I imagine be was getting a lode out of calling the safety cotmriL That Is the load of serv ice we Eke tobmld. JO Question and Answer Period o\ t Student Safely Organizations . TOM THOMPSON [Topeka, Kan CHAIRMAN WINDROW: Would yi sas) : I believe that perhaps we have some like to try your hand at that doaocricy thing in Kansas that many states don't question? have We have a blackboard safety pro- pant. I have been alt over the state in the last four months organizing this blackboard safety program. We furnish county super intendents, city superintendents and paro chial schools with enough slogans to last the entire year. One or two of these slogans are placed on the blackboard. II the slogan is especially good, it is left on the board for a day or two. ROY A. LUCAS (Chicago, IILJ .* Th* is all we are dome--educating for danoc- racy. MISS WYMAN: To me, your safetj council is your greatest opportunity to edu cate for democracy. You axe teaching ehtk dren to solve problems and you want prob lems that lhty can put their teeth tnta Safety problem are ones the children taa understand The safety council teaches then This is a permanent program in the state to work together, and it teaches them leader- of Kansas. Studaits go home to their par ship and fellowship. To me, the coundi is ents and ask than to help on new, original America in miniature for children. slogans. That takes safety back Into the homes. Every member of the family gets interested in safety. With such a program, you can have a poster contest in the schools. That, too, gets the parents interested. We are trying to make everyone safety minded. I am now going arotmd the state for the second time, checking to see whether we might have missed somebody. We reach a quarter of a minion people all over the state with our blackboard slogans. There must be something in the way of safety on the blackboard each and every day for nine months. We find that the schools are very willing to work with us. RUTH JEWELL fOak Ridge; Teat}; I wonder what contributions a student safety organisation can make to education for democracy? CHAIRMAN WINDROW: One would gather that Miss Wymaa is thorough!? sold on the idea of councils rafrty rounolt. MR. YEAGER: We started out by coosidering factors that come out of service on the safety patrol. It seem* to be the consensus that the individual patrol acquire* training, leadership, self control and safety habits which stand him well later in life. Next we discussed tbc Inaction of the safety patrol. It was decided tint the frac tion was to instruct, direct and control pc destrian traffic. especially school children. Patrols shoutd not have anything to do with directing vehicular trafic With regard to faculty and patrol rcla< -tionsfup, it was decided that there should be a faculty adviser whose duty would be to co-operate with and encourage the petrel We also agreed that the patrol need* the R. W. BUYERS (Toronto. Ont, Can support of the school administration hi order ada) : In Canada we have a lot of varying to succeed. opinions on safety patrols. The best patrol The next problem discussed was the we that 1 have seen operate was in the Prov ince of Ontario. It was so obvious that the boy* were doing such a marvelous job tint I sought the man who headed the commit tee who administered these safety patrols. I of community support In the safety program There are several agencies we could m*l* use of--the PTA, police depaiumht. fire department and so oa. asked what he gave in the way of reward The question was asked. "What defats to the safety patrol members. He said a good safety program?" The first answer "Nothing." I said, "Do you mean that you seemed to be that the classroom teacher was don't give them anything for standing out too busy. It was also pointed out that adults there in the cold?" He said, "No, we look set bad examples. And the point was made at it this way. AH the way through life that all teachers were not trained to cfc the people who have the ability are faced safety. I would like to add one other tiling. with looking after their weaker brethren A lot of young teachers coming into our and their duty in society is starting right . schools today have a minimum of training, here in school and the safety patrol job is and safety isn't a part of that training treated as such." Many spots where safety could be injected School and CoUcfc Safely 31 into the program could be found by going through the curriculum keeping safety m mini What defeats a good program? Duties my be imposed upon students to g certain extent, but faculty, administrators and par rels aeedc to show appreciation for their (forts. Young people appreciate a party, reevk, some entertainment or a pat oa the bade We need more positive interest in safety m the part of the community. Safety host esses Is Sioux Oty lave increased interest. We need more persons identified with safety movements--PTA'* and all cnric organisa tions. All should be brought m to share h the whole program the attire year. There U the question of safety participa tion from kindergarten up to jailor safety roundIs and senior safety council* in the high schools. In many cases, there is the desire to have the whole school act as safety council with a delegate assembly to co ordinate the activities to see that safety teaching reaches every Individual. Should we have safety councils every where? Can the students solve the problem, If there is a problem? If there is an existing organiation, such as the student council, maybe that coundi can solve the problems through its safety committee. Are any schools free from hazards? The gerierai consensus is that they are not and that the youngsters will find hazards that we adults may not even lasow existed. What do the patrols contribute to democ racy? The safety patrols contribute service, courtesy, alertness, and they teach all to practice the Golden Rule. I would say that is an aid to democracy. Pupil* Belong to Parents, Too Presiding: Jamcs W. Kakh, Principal, Hubbard Woods School, Wionctka, 111.; General Chairman, Elementary School Committee, NSC 1948-49, Tire Problem Panel of elementary school pupil* from the Avery Goooky School, Downers Grove. ItC under the guidance of Mrs. Robert Moore. The Aaewer Panel of parent* red teacher*. Discussion Lender--Mia. L. 1C Nmotsox. National Chairman, Safety Com mittee, National Congress of Parents it Teachers; Chairman. Subcommittee on School and Community Coordination, Ele mentary School Committee. N.S.C. Pertiri/reU*-- Olca Axams. University School. The Ifidverrity of Chicago; Chicago, tours Gahxox, Jt, Father, Wilmette; Ilk Me*. W. S. Haixis, Mother, Winnetka, in. CHAIRMAN MANN: I wish that we could consider this meeting a sort of laboratory in which we examine the childask ourselves how be think* and what him act as he does, either safely or unsafely. Perhaps we will be able to see some new lines of activity which we could follow m order to help him act more safely. We few people who come to these meet ings have to dramatize safety. We repre sent, at beat, pertope 1,000 out of 200,000 schools m the coontry. By approaching the problan from the standpoint of the child himself, I believe we can do a better job. Therefore, we are now going to begin with some children who came all the way from Downers Grove with their teacher, Mrs. Robert E. Moore. They are going to hold a panel on some of the problem* they nr* into. I believe wre will see some of the way* in which they think and operate. I am gotug to turn the meeting over to Mrs, Moore and her children. They are Siing to pretaxi they are back at Downers rove sitting down, perhaps. In front of the fireplace in the library. MRS. ROBERT E. MOORE: One of the things that we talked about the other noon when we had our safety couqcH meet ing was the question of bicycles and the rules that went with them. After each one 32 Pupils Belong to Parents, Too had gives his opinion, one o our members spoke Up and said. "Now, what arc we sop* posed to do oq each one o these things?** MICHAEL HIGGENS: Dad told ree to ride against traffic; and I was riding against traffic ooe day when a policeman came along and told me to ride with traffic. JOAN STANTON: My mother told me to ride on the sidewalk so I wouldn't get hurt, but a policeman came up and told me to ride oa the street, so I did and my mother was angry. MRS. MOORE: What is our village law? JOAN STANTON: It is to ride oa the street. JACK STEWART: I was going down town one day. There is a law--not exactly a taw, but a safety measure 1 that says to ride near the curb. Cars were parked so JACK STEWART: Coming into the station, nearly everyone got up as soon u we got iasldic the depot. When the train stopped, they lurched back toward each other. Almost everybody does that. One? a boy was standing in front of me; he w about a head shorter than I and when the train stopped be almost knocked my ttetk out JOAN STANTON: I was standing ea the platform of a train and a rau bade of me pushed ahead of me and I nearly fell off die platform. MRS. MOORE: Was be trying to get off hi a hurry? JOAN STANTON: Yea, before the trais stopped. MSS. MOORE; Do you here some more camples? that when I rode near the curb. Use drivers JOAN STANTON: Yes. We were tak couldn't see me. A car missed me by only ing leaves tn the fall and my mother toM a couple of inches. me to put them all at the curb and burs BILL BOYD: Mary said she was rid ing along and a ear pulled out of the drive way and hit her bike. She was going so fast that she fell down and hurt herself. MRS. MOORE: She was riding next to the curb. PAUL TOON: One day I was riding along when my boy friend stopped and asked me for a ride. 1 said no because too many people were getting hurt that way. RICHARD FAUENFELDER: The mothers of the little children ask the bigger ones to let them ride to school MRS. MOORE: You mentioned riding with traffic or against traffic You men tioned riding someone oo your bike to school and you mentioned riding on the sidewalk or street and also riding next to the curb. them there because t ought start a fire if I burned them on the lawn. X burned than in the gutter and a policeman came along and told me not to burn them there I didn't know what I was supposed to dc. MRS. L. K. NICHOLSON: I wonder if you alt noticed that all of these diildra are on the school safety patrol MRS. MOORE: That's right They are all members of a ewnsuttee--either the tram committee or the gate coumuttec or the playground committee, MRS. NICHOLSON: What a grand job we osa do if parents and teachers wifi co-operate in teaching safety l We can the* look forward to a generation ol ssfttymmded children and. in later life; safetyminded dtixens. X am sure you wiB agree with me that under our present system the child remains the responsibility of the Do you warn to mention anything more parents. Teachers, psychologists and peef about bicycles? atridans have their places, but they do not RICHARD FAUENFELDER: Paul says he stepped on the wheel of a cultivator and felt off and hurt himself. The folks said replace the parent- nor has the pared transferred to the state or to the board of education their own responsibilities for their they weren't supposed to step on the wheel children. Then one day Paul was watching another MR, JOSEPH CANNON, Jr.: Ooe man ride on it, and he stepped on the wheel. thing has bees brought to sty attention So Paul told Mm he wasn't supposed to do most drsmeticcJly. The children talked to* it that way and the man said, How else . day of being told ooe thing ia school and are you supposed to do it?" something else at home. Maybe It is the MRS. MOORE: What happened on the parents who seed safety edoeatimi, not the train that we came down on? children. The children are getting K, but School end College Softly 33 we are so smart that we don't need it We think that our good common sense can tell ui whit to do. I am sure the child must be terribly eoofused aad be doesn't know whether to believe the parents, the polkswu or the teacher. I hope that the police man and the tocher, at least, tell the chil dren the mac thing. But, after all the child most be the joist responsibility of the purest aod the school Who I was a youngster, the oofy time my mother came to school was whm I was in trouble. But today we parents try to know our children's teachers; wc try to tnlmUaJ their problems, Wc attend the Parent-Teacher meetings; X, myself, got so iulicsctod in the P-TA that X was pot on the school board. I know that I tart often volunteered informstice without string tbe matter a ttsxoA thought When the children cease to their parents, parents are supposed to brow everything. Whet the children aak ** questions, wc give as off-tbe-exff aoswer. ft is no wonder they get confused. MISS OLGA ADAMS: 1 before that pare of our difficulty arises out of the (act and X am speaking sow as a school (mehcr~that we teach them things with considerable conviction. Wc teach them hud aad final facts. Then the child cither seta someone at school not firing up to those teachings or the family does some thing that Is contrary to what the child Ins been taught. I believe we have to be careful to help than to know bow to meet and to react to an enviroetaest which scons somewhat iadiffcrcBt to the tiring that has boa taught k school Rocostiy X baud a rather string lactmple. Xt was ire prevention week. Tbe teacher took her children through tbe whale line of factors la a heme that should be tsrcetigalcd to see whether the borne itself was safe front fire. The childra were girts a sheet to check the itm. If they cane bade with tbe sheet cheeked "OJt" m all of the things listed they would get a but ton. If you have ever seen one of those sheets and thm went over your own home, you would kucrw that bo child could really bemrtly get a button. One child was highly sensitive aad became gisatiy disturbed emo tionally because she could not get the but ton just because the tzailSy home <Sd sof meet all of the requinaseata. No doubt k was good for the family home to be checked and good for tbe child to have that responsibility, but it was too bod for the child to be penalised became the family could aot meet reqtriraDests. So X think nv have to be careful as schools; not to put a child in a situation where be becomes highly disturbed cxnotkmlly. He needs to be welt informed and be needs to be earnest m seeing whit he can do together with his family aod school to bring about better conditions. But let's not pet him oa the spot--a.spot that ocoe of ns are willing to take. MRS. W. & HAINES: I the mother, m many eases, is guilty of not following along with the safety education the child gets in school In many cases---of Oana I speak primarily frees experience with the Hubberd Woods school where die principals aod school officials work together closely--the child Is gives material tfett he cay take borne. If tbe mother would stop to Inquire just what the school does sug gest about ritfiug a bicycle ea the street and so co, we would aot need to put the child is aa embarrassing paehico. MRS. MOORE: There are two things that might be mentioned. Childra are very logical and they go straight to the point If you tell than ooe tixng and practice another, you have not done anything {or the cause. That is one of the biggest cornplaints wc. have is our safety council meet ings. Onr council gets akng pretty- well with managing the children aod telling them where to crow the street; tha the childra see a parent or someone driving a car who is paying no attention to speed laws. MRS. NICHOLSON: Mrs. Moore, you have spoken of your council meetings. I Wooder if you wouldn't just tell tax a little about them? MRS. MOORE: What we call our patrol system is not aQ patrol It is tbe safety council Wc have children who come to school on the train. We ask the childra sot to get out of their seats and not to be oa the platform, pushing tad shoving as they come down the platform, because we are afraid that could wise accidents. We have one crossing which is a rather awkward one. So we have an interesting project.. The safety council is going to the village safety council to aak for a board 34 Accident Repeaters Amottf School Children sidewalk across the highway so that the children can all cross at the same place, instead of three or four different places. We have a playground and building com mittee to see that equipment is put away. In the repair shop the children don't leave boards and nails where people might stumble on them and fall. Then there is a service committee that takes responsibility for special events, such as a fall festival where we might have a bonfire or other things. Cadi committee plans its own schedule of duties. Some of the students here are chairmen of these various committees. The gate patrol chair man is here. He makes up the list of chil dren to be on patrol and goes out to see that they are there. He reports to me. I make up our safety lessons for the various committees. They are now printing record cards in our own print* shops. The cards show service record and certify the holders named as numbers. Each card lists all of the jobs the member has and the weeks he has been on duty. CHAIRMAN MANN: Who has a sug gestion on how to educate the parents? MARY MAY WYMAN [Louisville, Ky.]: Quite often our safety councils send letters telling parents what the schools are doing and asking for their co-operation. Sometimes we ask various parents to give suggestions as to how they would solve a problem. FRANK PALMER [Arlington. Vir ginia! : In Arlington, we have boy and girl patrols. These are stationed at comers and intersections near their schools. When can drive up with the youngsters, the patrol opens the door, thanks the parents for bringing the children, and tells the parents to please move on. We have various other methods of instructing the parents. We have just started a little contest between the parents and the children. The young sters write letters to their parents telling about the rules. The speed limit is 15 mites per hour m the school zone. The youngsters tell the parents of the rule* for crossing at cross walks, and so on. If the youngster gets a better score than the adults, the youngster gets a new bike, or whatever he needs. That puts the parents on the spot, CHARLES W. TAYLOR [Wilmette, 111.): We use several methods of teaching the parents. Primarily, the police depart ment is charged with public safety. We fed that the boy or girl attending school is going to be the citizen some day who win be charged with many responsibilities in the village. One of our mans of getting to the parents is through the parent-teacher meetings. We supply speakers for them who are well versed in safety education. The speakers explain to the parents that their responsibility has not ceased when the child -enters school. There are too many parents who fed that when the child goes to school it is up to the school and the police department to raise him. Being a poticc officer mysdf. I don't u a rule get Sundays off, and I spend aU week teaching pedestrians safety. On Sondays sometime* X draw m traffic arelgrmerA at a church comer. The parents just drag the children across the street at almost any spot Naturally the child is bewildered. * In Wilmette the police department and the schools are in accord on all bicycle rules, so the child doesn't have the feeling that the school Is telling him one thing and the police officer another. We see that each bicycle is registered and inspected for safety and that a letter is sent to the parents tell ing just what the rules arc and what is expected of them a* parents. (DiscnssCon continued--page 40.) Accident Repeaters Among School Children By SIDNEY B. BXRNBACK Teacher of Health, High School of Commerce. Yonkers, K. Y. Since the inception of the safety move ment, frequent studies have been, made concerning accident-prone adult* both in industry and traffic Such studies have brought forth much mtercstoic information, tittle, however, of aa experimental nature has been contributed that wontil help us identify the children who arc having re School end CoUt^e Safely 35 pealed accidents. This, In spite of the fact that the important studies erf adults having the accident habit revealed that these adults bid numerous accidents in childhood ft, therefore, appears that research directed to wards a better understanding of the total psycho-biological personality make-up of the child having the aeddest habit woold be getting at the root of our aeddeot prob lem. The detection mid treatment of the accident personality in childhood, before die damaging record Is built up, would be the more economical way of handling the situat*' order to avt money aad live*. With tne realisation that effective therapy could be applied only after a sound diag nosis of the accident personality was made, the author set out to cvxhatc, through tekntiGc methods, the psycho-physiol qual ities of ehSdres who have had repeated acefdeeta. The investigation iadaded test* which sought out miladjusbBCHts Sa the Important avenues of life, such as home, social, health and emotional areas. The battery of tots taduded measurement of strength, physical fitness, intelligence, safety knowledge vi sion and hearing. Also todtided ia the hvectigatioa was the study of medical, health, accident aad scholastic records of the accident repeaters. As a supplement, personal Interviews with the child aad im portant Informstioa from teachers aad par ents aided the investigation. This resulted ia a collection of data involving 43 persooal traits. The data when imlywl indi cated that rrrta'g traits characterized the child with the accident habit. Before the inratigalioH was completed, it became evident to the mTestiigaior that two types of personalities dominated the reporter group. The most <min type encountered was the by p*i kinetic child. Many may sot rteotaue him by that nne Some know him as the "orerarixvc rfukT* or the child who "never sits stitT; others call him the "fidgety child." These chOdrat are the restless, overactiv*. aggressv^ <fijtractable cfuSdrm whose bdenor aaefodes attention, Slgbtineu of Ideas, as explo siveness of motor output; those whose be havior Ia the school, home and playground tedodes unpredictable; uapaltiTe behavior. These children are eoostanijy la pauant of physical challenge aad adventure; they eves seem to think with their muscles. Characteristic of this type of child is his striving to outdo others. By so doing he attempts to bring attention to himself, abandoning usual precautions; and thus invit ing accidents. This type of child has been observed to play hard to win. When oa the losing end, be is quldc to flare up and. usually series to end the contest by engi neering a brawl. In anger, be will lash out with such a degree of carelessness which, when judged according to adult standards, would be regarded as bordering on crimi nal ncgligetce. As a group, children with thi* type of personality axe martially stoic, displaying * Spartan stoicism when they are injured or when witnessing the injuries they inflict on others. It is not tamsuaf for them to boast of their exploits and they trice pride ia pointing to their scars a* if the scars were so many prises. The other type of personality often en countered among children with a propensity for accidents is the moody, introverted and emotionally hypersensitive dnhL Unlike the hyperkinetic type; the hypersensitive chil dren lade confidence m their abilities and seem to labor mler a fading of insecurity. Such children are sensitive to critidxa and flare tty cas2y. Failure to take criticism from parents or tocher gfves rise to coo- .flicts from which these children find escape through rebe&ious action. Tbeae apprehen sive introverted children m seif preserva tion change outwardly and often become like "Redds Bad Boy" ad, in their effort to compensate for their personality defect. Wave *u a anr deEmjnez* pattern with such rsAltincii and destruction that acci dents become mevitabk. By rfrerfs and often bother words, they endeavor to make their tormentors fed responsible for the accident. It Is net w.oimnnn for them to say, *TH get hart and yon's bn sorry," or "Sec what yon mde me do?" Let ns at this time ctimider the results of the experiment with riskfree who were acodait repeaters. Certain psychophysical traits stand oat sad shook! be useful in aiding accident preresdooists in Identifying aad nu'Ttfnc these children. Test results showed thet these children possessed grater erode strength *od su perior gymnastic ability than children who were accident free Tins is almost to be expected of children who are leu inhibited, as repeaters have shows themsrives to be. 36 Accident Repeaters Arnrnt Scked CMtdrcn because they practically live and think with their muscles. Also indicated was the fact that repeaters were seriously in an attitude and is their knowledge of the major phases of safety in our modem society. One can see how this shortcoming, interacting with the impulsive behavior of the repeater and coopted, in some cases, with physical de fects, them prooe to actidmts. It was also noted that repeaters harbor a significantly larger number 'of physical defects than children who are accident free. Particularly common defects were vision and hearing. It is obvious that serious de fects of hearing and virion or a eombusatioo of both (cases of which were found to exist among those studied) would make one prooe to accidents. What is perhaps sot so obvious, but by far more important, arc the findings of some psychiatrists that indicate that the general overactivity * of the hyperkinetic child often disappears when the offending physical defects have ben alleviated. Often it is the physiol defect which farciibes the dynamics for personality maladjust ments that produce accident pronenws. There are numerous case* on record where children have developed trading difficulties because of some defect in vision widch was not picked up by the ordinary school vision test. Examples of such would be word or number reversals, as in the word "was" for "saw,*' or limitations an scanning. Such a child becomes aa irritable, inattentive, restless, disturbing and maladjusted child, who blows up in the face of an emergency and invites disaster. On the other band, many chidren with slowly progressing hearing loss, sometimes caused by recurrent middle ear infections or hypertrophied adenoids, are most often not given the benefit of the doubt by their parents or school teachers. They are called inattentive and are labeled daydreamers. Parents frequently do not know there is anything physically wrong with their child. The child is berated for his inattention and failure to obtain good marks. The child is driven, browbeaten, even physically beaten, and deprived of everything. The introverted child withdraws more and becomes so preoccupied with himself that he becomes a sitting duck fa every dangerous situation The atiwutri diiH becomes agitated, fights back, acta impul sively with freqetmt temper oothonu--ail of which set the stage for Iris accidents. Further results of the investigation iedi* cated that greater maladjustments suck areas as emotional, home and health existed among repealers. The most significant ana pf mabdjustonent was toe emotional. Here it was found that 40 per eeac of the rt* pesters were These salad* justments are responsible for the antisocial, aggressive, nooconfixmlug and dauguum actions of our repeaters. Oar challenge is to understand these emotions, what they mean and bow they contribute toward re* actions that are moceptablc and danger* ous. One thing we must remember la this field of emotional development is that pre vention of maladjustment is more tenable than one. Another interesting sidelight of the ex perimental work with repeaters iodkatrd that dm repeaters ware Wriring *a eenrtcsy, dependability and mdustriousocsi. When compared to children who were aetident free, repeaters were km co-operative and less reliant We can easily see hew these personal factors affect the accident-cease picture la condurion, k snot be said that the case histories of a huge aamhef of the chSdroi with the accident habit revealed that their problems arise from twisted emotions which can be straightened out by prompt and effective appScation of expert knowledge and skills, ffiamrflaier the twisted emotions of adults in the child* environment need treatment. This eras evi denced by the fact that 20 per cent of the repeaters came from homes torn apart by either death, divonoe or hod health of one or both parents. Also, 70 per cent of the repeaters had a positive history of one or more parents being an emotionally over charged person (hi 32 per cent this quality of temperament was found in both mother and father). Sometimes the general en vironment itself easy be corrected for the salvation of the personality it warps. It is. however, encumbent on a dvdlzatioa such as ours to heed and respond to the needs pf thoiC children who are aflkted with the accident habit, so that the doth and de struction they may bring about through aeddeats be minimized. School end College Softly 37 Making Safety Functio a! in Physical Education By F m EVANS Ant Saprr. of Bltk Physical I -cation A Safety, Fable ffehnnh, SpriaiSdJ, Mm,; Prw, American Amb. for Health Physical Edncaifan ft gecractiaa I believe tint specialists la various fields ef education frequently overemphasize the contribution made by the areas they repre seat* Today l heard the statement that the safety patrol wtlrtt the great**! eontribaIks to the teaching of democracy. I believe that is about aa tree a statement as the roc X heard a few months ago, "all education the development of physical fitaesc." ICy isswer was, "Say that to a group of school and see hew far you will ret- f would like tor those o yea who have said today that the safety patrol makes the greatest contribution to teaching deooexaqf, to my that to a group of social studies ex perts or health experts and sec bow far yon get* AH of us arc specialists Is education, and we ovcremphsnr^ X believe; the contribu tion made by the area we represent. We as specialists--and I am one of them--quibble erw terms and over arms of responsibility. Fee example; borne experts my that health edocatioo is home economic*. Health educa tion people embrace certain areas of home eoeeomics. Those of os in physical edocsties embrace most of recreation and the recreation people fed differently. Specialist* from one area, not always education, sometimes assume authority for areas In which they are inadequate. Uxy I gtv* yon an moifili During fire prevention week each year la the City of Sprfagfidd X have the pleas ure of doing something that I always treated to do what X was a cfaSd. I ride for three days is a bright red antomohBe owned by the fire dipirtnwft nd I ride with a group of fire javpertors who are dressed h uniforms. We visit aS of the schools for the propose of eoodaetiog a fire drill. The teachers and children know that some time during fire preventiaa week they are going to see. . Thqy don't know when we go.k and nag Git alarms. That Is another thing that ghres me great wtltfacthm AS of my life Z wasted to ring fire alarms! Recently we amt eon morning with a district ddef of the fire department--* deBghtfa! awn, co-operativ^ interested is child safety and a perfectly wonderful per son is his on field. I made the mistake of walking through the kindergarten room after the fire driB and saying to the ehllditn, "I would like yon to meet oar friatda." X introduced the. gentlemen one after the other. Whereupon the district chief stepped out and said, "Do you mind if I apeak to these children for a moment?" I began to be skeptical because the first thing be mid was; "Do any of yon tittle duklrea ever play with matches?" He went on from there, sd it grew worse and worse; We edged Ha oat of the rocs as quickly aa we coahL We realised that we had a perfect example of enthusiasm and a good spirit, yet he was getting into a situation where be could not hold bis ground. X work h related fields of health, physical education and safety. Certainly recreation is adoded. The older I grow, the harder X find it to separate these fields of educa tion; the harder I find it to expWin to a visitor of the aty fust bow ooe of these fields is separated from another. X Imew dot i ooe of yon should come into aay office and my, *WtQ you take me to a fourth grade tomorrow to see a lessen la health Instruction,** X would find it very difficult to locate any time of day where fine would he a class labeled health a. stiaction. X would find it equally bard to find a given sandier of minutes that would be hhdcfl safety edncition. Bat X think these of yon wbo arc concerned with the adnfctisCsation sod the organization of ele mentary school* will agree with me that la a good, writ-organised elementary school, it Is practically impossible to remain five mtwies hi aoy classroom without finding health and safety befog taught and prac ticed. 38 UaJdng Safety Ftmctbtul in Physical education Sometimes the practice* are bad. But t*xchers are health conscious and safety eoosdoos. Sometimes they are too bury to do aa awfully good Job about prepara tion. But they are cooscjons of health and safety. Ltt*j consider this field of physical edu cation. I am cocos to classify our problem under a few headings. The first one is safety and facilities In physical education. It is obvious that to con duct a program of physical education cer tain facilities arc essential. We need play rooms, gymnasiums, play fields, athletic fields and play apparatus. Safety relates to all of then* facilities is various ways. I am going to list five ways ut which X believe safety is related to physical education faci lities. Firstly, I believe safety is related to faci lities in the selection of facilities. Those of us who are responsible for equipping the gymnasium, for preparing playgrounds and athletic fields and playrooms, select surfac ing, fences, equipment and apparatus on the basis of safety. We study the accident incidence of cer tain pieces of apparatus before we select it. No educator knowingly selects equip ment which Is more dangerous than It is usable. If apparatus and equipmmt and all facilities are not reasonably safe; we do not select them. Secondly, I believe that the directions for the use of the fadlities relate directly to to safety. Teacher leadership la Important. Student leadership ht this connection helps. Thirdly, the inspection of facilities--and I believe there are three lands of inspection --plays an important part Professional in spection usually occurs about once a year and is made by aa expert in the field. I wonder if you people have fexmd it as diffi cult as we have m our part of the country to have inspections made. Frequent inspection by the teacher (not professional faspectioo but adult Inspection) is a help, and daily inspection by student leaders and by students themselves every time apparatus is used also helps. All are Important to the safe use of futilities. Fourthly, the safe use of facilities is important. Fifthly, is the health hazard brought about by ovmtxse of equipment and fatalities by the child who Is tsder par pby^caDy. I am a physical education enthusiast and believe is the activity program. But I also believe *w correct interpretation of physical education broadens the scope of that field so, you see, I am being guilty of overemphasis, I believe that good physical education extends all the way from the most vigorous activity to complete rest. 1 believe that it Is Just as important for the child wbo is post-operative or post-rheu matic fever or post-cardiac to have duly rest as it is for vigorous Johnny Smith to learn to play baseball or football. The second main classification Is safety la activities. What about the relation of safety to the program of the physical edu cation activities? 1 have four points. First is the selection of the activities. We select activities for the program of physiol education on the basis of suitability for age, sight, strength, endurance, ability, tcrest and student needs. An activity the* is too difficult U unsafe. Aa activity thst is tmintercsting Is equally unsafe because of the lack of attention. x la my second point, the teaching of activ ities, I wish I could be mere specific. I be lieve that physical education bosr* the responsibility to teach reasonable precau tion In execution and the avoidance of haz ards. For example, we are perhaps working on gymnasium apparatus. That apparatus.!* good condition. As we teach aa activity we have alt of the safeguards, such as mats, rings, ropes and alL We guard against evcr-exertiocL Then, the third point Is the practice of activities. The children have learned their activity. What about the practice? The ob servance of all safety precautions and the volume of activity are important. The fourth point Is meeting ..-mergences. Teachers and students in the field of phys ical education should know bow to meet cmCTgcntica. 1 believe that the person who his been taught good use and good dis cipline of'hls own body usually has devel oped a set of co-ordinations that make him a little more alert to physical hazards. I don't mean to make any such sweeping statement as "athletics teach character," or "membership fas the safety patrol lengthens life" School and College Safety 39 Hofr css yon prove it? Whose character fat it Improved and whose Ufe has it kngtteswd. and see who gets there first." That U a race or a contest. Yon are matching your drill agarnsr the skill of another person. The homaa bring wbo has teamed to Then, there is competition between groups discipline his body and is physically alert yrbere you, as an individual, or I, as an may he more alert to physiol hazards. Yesterday X was at a luachuaa ta the home of a friend wbo lives in aa old bouse. iodlvidoal, contribute our skill to the com posite slriU of a group or a team aod match that another group or team. Her living room Is divided into two sections Safety measures arc extremely Important ami there is a very shallow step going from R all of these areas of competition. The cue section to the other. There were six more highly organized the competition, the of us at the luncheon--all busy women who more protection is given the .participant, bed as hour and a half to spend with this the more care is taken of the participant friend and were then going bade to work. In high-powered competition safety rules , Five of us got along fine, but one woman are observed, la high-powered football bad difficulty with. that step. X knew she there are injuries, I grant but every pre was going to bill down; Just a split second caution Is takes. la sandlot football, every too late I mid something. We tried to precaution is not and that is the sort catch here but she fell. After luncheon, as of competition that worries me. we came bade into the living room, the same woman tripped fat the same place in exactly the same way. She did not have the co-ordinate skill cither to relax and fall or to catch herself. In competition sometimes we run mto a hazard to health in overdoing We have a field day; we rtm our foot races in heats and the winner of the first heat goes into the next and the wianer'of that one goes The next point 1 have to make, you may Into the next one. Harm can come from not agice with at alL I believe there is a over competition. very important connection between nitty aad physkal education apd that it ties in the dose connection betwera safety and compe tition. In physical adoration, competition U an essential factor. Competition Is very Important aad is very dr tintie. Competi tion is the same thing as good cooperation. If it Is properly interpreted. There are three lrinds of twupUitiea. First; there Is competition with one's self--that is, improving erne's earn record. I pliy golf. I play ft wkb friends, and X register my score. I always lose. I sen sot a good golfer, hot I am competing two ways. I am competing wide my friends, aod I am competing with myself, trying to bet ter my own score. Each time 1 play, X may win In tins competition with myself. Mott of the time I play with better players, so I can hope to win very seldom. X can sometimes win r. fnpfriag with myself. In swimming, vre learn to swim farter aod we knrn to swim longer dktenm. We arc improving oer own record. In that way, we are setting a good pattern In competi There are just two other aspects that are rather general. Oac is hazards relating to the use of rnmrruaiilj facilities. We spread oor programs of physical alteration. Take year program oat of the school and spread it fata the comnswuty ad anhe we of afl facilities. Ta using community playgrouatfa. stating risks, feeiwfiag aBcys ad svmansag pools, safety preaatiene are csemniaL The last aspect X wish to emphases* is the hoard of riodKaag fas physical adora tion. Today gsris- wear loafers ami k fa rxtronrly dfiok ter physical evocation teachers n gee them so wear (he casrect shoes for physiol edarsrion activities. IfiiDK of anydring--whose of time, space, equipment, precrirn of activity--*s a hazard. On the other hni no ate docs not solve the problmx. Ufant a bad: cvcrnsc is bad; and an wc dam not help os. 5kQ Is essential to coed we ami to good practice; Knowledge Is esacnrlwl to skin tion with onrsefrea. Good judgment based on knowledge aad The second Idnd of competition fa competi tion between biitea/i. `Taro people my to each other, "LetTs swim that distance slriU constitutes a great twatfal to func tional safety a physical edaraticn. May X propose a little slogan that I heard just a 40 Afahing Safety Functional in Physical Education few weeks ago? "Be alert and you won't get hurt." Oiicoitioct ORLQ W. MILLER [Uadisoo, Wise.!: We know there are certain pieces of ap paratus on the playground that are espe cially hazardous, what particular pieces do you people in Springfield try to keep off of your playgrounds? MISS EVANS: We are very conserva tive and economical. We are so glad to get any apparatus that sometimes I believe we go overboard. We like the jungle gym type of apparatus. We like swings, if they are protected. We like slides, if they are in a safe place. We like horizontal ladders, if-they are in a safe place and I Idee the giant strides, but all my friends don't agree with me, But I believe supervision of the apparatus is all important. I can lump acci dent incidence down on practically any piece of apparatus if I can provide adequate supervision. CHAIRMAN MANN: How can we pre vent parents from giving five- and sixyear-old children bicycles? And should a child be IS before be can drive n car? FRED STRICKLER [Peoria, IILj: don't believe it is n matter of age. You find children who are intelligent in any age group. They seem to be born with that kind of sensitivity Which appraises situa tions and they react safely in aQ situations. I believe it depends upon the child, not upon his age. CHAIRMAN MANN: Is our school, we allow children at the third grade level to park their bicycles at school. We have control over them io the parking system. The first and second grade children can not perk bicycles officially. The moment we provide a parking place, the school assumes responsibility. Tbca tome mother conus along and says that her child is an excep tional child and sscs good judgment and be is very careful. What am I going to say? I have an answer, but what would yon say? MRS B. L. McINTIRE: I don't know what I am going to do. I have a six-year- old pestering me for a bicycle. There have been three new bikes is the neighborhood since school started, yet here ia Chicago, where oar traffic is so heavy, I cannot see my rix-yesx-old with a bicycle. 1 believe there should be some law that children should not have bikes until the la tea years old. I have a policeman friend whs won't kt his youngster have a Mice because he has seal so much of the ifrmgcr f believe every perent-teneber organisation should reaBy squawk to their fine grade mothers, MR. STRICKLER: The parents at the Horace Mana school sa New York cky did not seem to mind when the first and second grade children wasted to ride. They fur nished bicycles and gave instruction, It was all done tmkr supervision and eras a good thing; 1 believe. CHAIRMAN MANN: I bcSere aU of these problems have to be decided oa the local level, with the parents deciding whether they want to set certain standards. I don't suppose are caa decide here what any of the limitations sboald be. But 2 do believe this is a problem for the schools and parents and the police departments to work on together. LESTER SANDUSKY [Toledo, Ohio]: In Toledo the bicycle problem is a major problem. I am oonaected with the polke department. This year, vre bar* a new pro gram is which we work ffireedy rid the schools and the boards of adnciriaa, We find that bicycles arc by far ear greatest problem. I believe the only apswer Is for the state legislatures to set as age lank on bicycles. When a child Is tiffing a bicyck. a police officer is reluctant to Aforee traf fic laws. The parents maat go to dec pettce station when the child's bicycle is im pounded in order to get it. If the legisla ture would pass a law miring h legal for children of tea or Indie years of age to ride a bicycle and making the parents re sponsible, that would wifwrjr the problem. But the child himself does not know aff the rules. The antmaobilc drirwr of today, is a good example of tadk of training. We tore mare accidents today tton at any time history. MEMBER: It seems to me tint if we had universa! laws, it would be las* confuting, not only for the parols bat for the child. CHAIRMAN MANN: 1 think we aU agree tint we need uniform traffic regula tions. MEMBER: Let's approach title tjrnotkm from tiie viewpoint of the child. I have s ten-year-eld child who has a bike sod I don't allow him to ride on the stmt- Yet he is not supposed to ride on the sidewalk. School and CoUege Safely 41 [ believe we should have places for the young rider, just as we have bridle paths ior horseback riders. It Is up to thf tax payers to see that we have someplace to ride bieydes. MILDRED FOWLER [Baltimore, U<L]: Tbe perk doesn't hdp the neighborhood situation when tbe park is not dose to tbe Isocne. Yon don't want your child riding a tong dittioce to tbe park. I would like to ask one question. What facilities have you in your school to help children overcome some of their so-called disabilities? DR. BIRNBACH: la our school system, we have school psychologists and we have curses who are alerted to took lor children who aught be emotionally unstable or mal adjusted. Bat we really need safety psychologists someone who cam really undustiivd and prescribe some therapeutic information for tbe child from the safety standpoint. MISS FOWLER: We am refer these problems, bat specialists arc so few and cues so many, that wc can't get them ban ded quickly. DR. BIRNBACH: It becomes every tocher's respomabiBty and way school nurses'* retpoBSibiBty to bring the matter of accident pronsnme to the parents* atten tion If the parent is interested enough sod most parents are--they can take the child ta their own family phyridsn. OLGA ADAMS [Chicago. nL]: X won der if there is in toe over-protected child a prceeaess to acodam? DR. BIRNBACH: UaforemsUdy there art so many factors and combinations of factors that enter into accident cassation that it is difficult to point to any cee or two factors and say that that is the cause. Each child who is accident prone presents an individual problem. I think it is foolhardy to attempt to Kt op one set of rules and say h* yon must do this and you will be I Varfi child has to be treated as a separate case. MISS ADAMS: It Meets that ia our school tbe child who has sever been allowed to do anything before be cosset to school and 1ms been cautioned sad protected until he cooes to school Is the child that has acddaits. MEMBER; My experience leads me to be lieve that safety education sboald he taught to a child early enough so that be attains a some of responsibility. I have a little girl and gave her a sidewalk bike at the age of four. I have never bad any trouble with her became wc bare drummed it into her R is her responsibility to tbe neighbor hood, to the drivers sad pedestrians and everyone involved to be careful. CHAIRMAN MANN: I befiere it is obvious vre need more specialists and we need more general approaches. We need to know more good poiats hi physical edu cation aad we weed the advice of specialists and more studies Eke Dr. Btrnbach's. At the same time, I think we tore to rely open tbe teacher who is wotking with the child day is and day out to help hast Ere a more wholesome life. The teacher who has the right approach Is MilrVwig of everything combined--mfety, health, physical educa tion, along with other things. Wc need all of the advice and assistance we can get. We need to encourage our classroom teachers to be aware of these problems and to think of ttowq from a broad general standpoint. Desirable Standards In Driver Education and Training Br MARION K. TRABUI Dean, CoEhgw of Titorsllrsi. Fua;lnsit State College, sad Member National CsanWm on Safety Rdaention, National Educational Association The first guretVm tint should to raised in tMs topi* is vtato any tofiaite standards are irrii~tfr as jto toodca and training of rm--*Tt diwa Tto aamrer to this question depends, I believe, on the importance attached to the education of drivers. If an activity Is relatively simple and unimportant, there is tittle use in <Ss- 42 Desirable Standards in Driver Education and Training cussing standards {or it On the other hand, if an activity is complex and vitally im portant to the health and welfare of the entire community, definite minimum stand ards should be agreed upon by those who are responsible to the community for con ducting that activity. I doubt whether it is.necessary to argue here regarding the importance of definite standards lor the competence of automobile drivers. Twenty-five thousand or more auto mobile drivers are involved in motor vehicle accidents on an average day ta this country. Thousands of people are injured and almost a hundred are killed in these daily accidents. Most of these accidents arc caused primarily by inefficiency in driving. Almost all citizens of the United States ride in automobiles, and about a third of them actually drive cars. It is not incorrect, therefore, to say that lack of skill and judgment in driving is a matter of vital common concern. The state, as the agency of the people in matters that affect their common welfare, should establish and enforce high standards of competency* in licensing the drivers of motor vehicles. . Whether the public schools should pro vide education and training in the operation of motor vehicles is a question on which there may possibly be some real differences of opinion. Most of those who doubt the necessity of providing such instruction in the public schools do. so because of an er roneous understanding of the state's purpose in paying tor education. There are many people who still have an idea that public funds are used in schools as a sort of gift or cliarity to children. That is not correct. The state taxes Its citizens and supports public schools for definitely selfish reasons: to improve itself, its institutions and its pro grams. The reasoning behind the use of public funds for education in a democratic state grows out of a clear recognition that the state's govenmee. and program are never perfect--that they are constantly in need of improvements. Kew conditions are eonsiantly appearing in the modem tvorld, and the *iAte must be alert to their implications for the common welfare. Better solutions to the problems of community living must constantly be sought, and, in a democracy, thee solutions have to be worked out and put into operation by the citizens themselves. The democratic state therefore supplies its citizens with education, and even requires that they go to school until a certain age, in order that they will learn to work out better solutions to their problems of com mon welfare, to improve their government, thar institutions and their programs of community aches, la paying for education for all its citizens, the American state u not bang charitable. It U only paying premiums on a gigantic self-improvement insurance policy. When it ts clearly understood that the state's purpose in supplying education is ta develop in Its citizens efficient habits ot co-operating with each other a working out better solutions to the vital problems of thar common welfare, the teaching is public schools of efficient habits of automobile operation can no longer be questioned. Safe driving Is certainly one of the modem problems that is of vital concern to all Americans. Not only is it a vital problem of the common welfare, but it is also a prob lem of great personal Interest to almost every4 student at about the time he is at tending high school. Very few problems of tbc common welfare have as great personal interest to the individual high school stu dent as learning to be a good driver. Teach ing a student to drive a ear efficiently aad safely U, therefore, an ideal instructional element is the total curriculum designed to develop the desired attitudes, knowledge, skills and habits of co-operating with others for the * common welfare. No secondary sehool curriculum today should overlook this unusual opportunity to build the specific characteristics for which the state supports public schools. Even though they may accept driver edu cation and training as a part of the second ary school program, there are people who are not yet convinced that standards should be set up for such instruction. As I under stand these people, they do not object tb the use of definite standards of performance ia the operation of cars, but they do object to the establishment of standards for the quali fications of teachers im this field and of standards for the instructional program em ployed to develop competent driver*. These people would, if they were consirfuit i* their thinking, approve of sods standards of performance in arithmetic as "2 pin 2 equals 4," but they woold object to any require ment regarding the qualification* of the elementary-school teacher or with regard to School and College Safety 43 the procedures to be used an tnefuag pupils that "2 plus 2 equals 4." They would prob ably argue that so long as pupil* give the right answer, "4," it docs aoe mtter whether they are tiogfu to coot Sagers or ts use seme other device for obtaining the right amwer. They would, if conststrut, ray that the previous experience and training of tbc todier was cmanportaae so keg as ber pupils learn to ay "4." Anyone who is f--ilfar with the tenths of iastructkxxii research haems dot dUfsrcoces a die materials and procedure* toed ia instruction ask* rigaifirast differences ai the rapidity, thoroughness, permanence and functional rates of learning. Hem ene lores docs malee a seal dEffercocc ia mint be Inaras and In bow be will anc wtnt be Iran*. The point of view winch I have been presenting here is hat driver ufararina and training should be designed to develop, not only the sldlls and habits of efficient automobile operation, but also defied.* sttftwVi of courtesy aad helpfulness toward other people and strong texts of uu operating constructively with them in developing bet ter solutions to the problem* of their cara mon welfare. Tbc abOfty to opera* a ear efficiently or to add two and two uxrull; are not socially desirable enmtnumn of pfi* He education unless the Iraruer _bn* also acquired tbe attitudes, i habits that lead bba to asd for tbc -- welfare nikf tn spite at the probability that some of you may object to ooe or more of the stand ards which my experience leads me to coorider desirable in this field of driver educa tion asd training: I ara going to propose something definite for your consideration. Sly own experiences bora led me to prefer the ducouiaa of specific proposals rather than of general statements which frequently mesa different things to different people. Experience has also taogbt me to listen care fully to objections to my own proposals and to coaster seriously any substitute state ment* said additions that stay be proposed by other* who bora bod experiences that differ trees rate. The smalm nil X ara suggesting six therefore; oot presented as anything more then a turntin basis for further anpcmmatBt, You should also imdeistand that t terra not origtmted these standards, al though X have raade some changes ta the language ia which others have previously stated them. First. I propose trine standards that seen to me desirable a the pirating of a school tr-g*--" for the devdupuravt of safe drivers. Vest of tbe* standards woold need only sfighe chwqm in weeding to sake them nraPr topicililr so conservation adoration, health nteirim. thrift etiaoxxm. or other rf a~n! phooes of thlmnuliTp ednratte. What t have tried nhhto sta* the practices rite have rangy proved successful ia asr- bwt to state Acm m terms ol4 than for purely selfish i If the standards for arts of driver adoration measures of these attitudes, and habits of co sacraum a* won arcs of specific driving strife At be less than it would otherwise be far senbog up standard* for iutnohral rawrah and procedures. Soraeubere. huuumr. A* tocher of automobile operates need* to be made very canurtes of dra fact Ant driving skills are oot the only ontona tint should be sought ia driver nhnfira Every Individual, whether he be a studrat or a teacher, find* it helpful to know exactly what he is exported so accorapfirh. If the standards for the Kate are stated entirely is terms of alolls and habits driving, rite tocher should have the sdSthoil gadaaec of fatxuctioeal standards that have already proved most effective in obtaining the breeder outcomes of driver ehtilira. DeteaUc Smriu^e in Ptezap a School Program for tbe Development of Sale Driven 1. The zttftr-fr* ad habits of co-operating rods other perscus that are to be dewfcqtj throogb the program should be dearly seised before the activities to be indadrd ta Ac program are planned 2> The scamhrd* of performance behind the wheel that arc to be esed m judging a driver's oa tbe toad should be drariy seated and fully understood by the ad iQ those who help to plan the program. 1 The hems of knowledge and ondentandmg that are to be developed ta the stu dent by tbe driver education program should be listed before the program is organized. 44 Desirable Standards m Driver Education end Trahktg A. Ia selecting the activities and experiences to be provided for students la the driver education program, preference should be given to those that: (s) have real intercst to the student; (b) provide richest opportunities for learning the attitudes, understandings, skills and habits that are to be developed; and (c) provide maximum use of what the student has learned in situations that have real sig nificance to him. 5. The activities and experiences should be arranged in such psychologies! sequence that the student: (a) will be able to per form his tasks successfully; (b) will be able to recognise that he is matting steady progress; and (e) will, as he progresses through the program, be using eSdmtly the thing* he has learned in previous activities. 6. Carefully designed tests should be used throughout the program to reveal to the student and to the instructor the current status of the student's attitudes, under standings, skills and habits. , Note--These tests should be closely keyed to the sequence of learning activities in order to reveal the individual student's current needs for further instruction and experience. Students will differ widely m thar qualifications at the be ginning of the program and will progress through the program at varying rates. Those who learn slowly should not be allowed to retard the normal progress of those who team more rapidly. 7. The instructional materials provided for the studeats should be: (a) the most efficient obtainable for cadi activity; (b) adequate In number; and (e) in perfect operating condition. Note--Experience has indicated that there are spedSc instructional values ob tainable from textbooks, pamphlets, mag azine articles, digests of traffic laws, manuals, motion picture and slide films, wall charts, classrooms equipped with driver's seats and controls, dtud-control cars, off-the-street driving ranges, park ing-practice ranges, street and highway driving courses, standard ears of various makes, and appropriate equipment for testing special abilities. 8. The program of driver education and * ` ting should be open to those students tor whom it has greatest immediate in terest and value. In saost cases this wig be just before or at the legal driving age. 9, For the average high school student with out previous driving experience fee pv- gram should provide ooe period per day and should extend over an entire ached semester. Approximately 40 per rent of the total should be spent la a ear with an instructor. Front right to tea hours of actual behiad-tbe-wheel treating should be adequate for the average stu dent who has successfully completed the previous ports of the yiigiau. Standards of performance behind the wheel of aa automobile have been proposed by others who are far more competent than X, and X have therefore not attempted to make any further suggestions La that area. ly colleague at Pcrmsyivania State college. Professor Amos E, Ncyhart, las published an instrument, with which most of yon arc familiar, known as the TRoad Test in Traf fic,** distributed far the American Astomebtle Association, Each type of error made by a driver is given a definite score on this sehed. uie. The better a driver is, therefore, die lower his score on this test I AonId be inclined to question whether ay sender? should be gives credit for having completed satisfactorily a training program ia safe driving until his score on this schedule is below 200. X should also qocstioa whether any teacher should be appointed to teach safe driving until his score on- this schedule is below 10O. Whether you agree with me on these critical scores or not, it is desirable that definite standards of performance behind the wheel in traffic be act up by those who establish programs of driver edoeation and training. Yonr load or state school system may be able to develop a better hutiinuent than that distributed far the American Auto mobile Association, and yon any wish to require higher standards of performance than I have suggested. Unless definite standards are established in terms of specific dolls and habits la driving, however, stu dents will not obtain the satisfaction from the progressive mastery of driving stalls to which they are entitled, and the final remits will be less desirable than they should be. Another area in which I think standards aye desirable is that of the q--rifh-ifTnns fee teaching safe driving. Many teachers shook! not attempt to teach anyuue to drive. Is School end Codef Safety 45 (act, some of the moat vmmfe drives X know are high school and college teachers. I have; therefore; proposed scene tentative standards which fees to me dstrable ta this area. X must admit that they arc not aU as objective sad msily administered as they should be. They do mdfcite. howtvtr, some of the characteristics which X think a school should look for m selecting a trerhrr for its ptogiam of driver education and training, TtialrsHn Standards far Teachers of Safe Driving Cowries 1. Good health and physiol condition, iucfndlng normal, virion, good hearing and no physical titnhilltira, 2. State certification and at least a year of successful experience as a teacher of adolescents. X. Even tempered, anseifiafc, busmens-like, not easily excited or angered, awaal patience and gomne maimt ia yoeng people. i Strongly developed artftmVi and habits of effective co-operation with athm in conanmlty layiinanat activities. 5. Superior stalls and habits as a driver, demonstrated by high scores on Key'hart's "Road Test in Traffic,* tens similar performance teat, and far a rec ord of at least 20^000 aaUcs of safe driv ing. 6. Thorough knowledge of the important facts and undermndfags to be Ought and of the proce&area by which feey ess be taught meet effectively. 7. Gamine tnfernsxa for driver educa tion as a M of dcvtlopiag good citizenship and of preventing accidents, ft. Efficiency as a lecturer, demonstrator, discussion leader and organizer of people and activities. 9. Efficiency In the use of tests and other instructional materials and in adapting Instruction to the special needs of Indi vidual students. 10. At least a two-semester hour coarse in the Teaching of Safe Driving. Is doting I should like to emphasize again that 1 have so "pride of authorship'* in the standards I have suggested. They have been l>m towed in almost every case from other people who have had as much or more ex perience than I in driver edoeation. They do, however, appeal to me as desirable standard* that may be helpful to local schools that arc ridwVftig of developing a driver edoeation program. X am convinced from my owu experience that Acre' are few if any other fields of anstructioa tint have a greater appeal to students or a richer opportunity for develop ing fa students the attitudes, ondcratainfingt and habits of co-operation that are desired by the state what it supplies the funds for public edoeation. Ia driver education and training we have the opportunity not only to help prevent thousands of unnecessary dfpths each year, bat also to build in our students the characteristics which will pre serve and improve oar democratic dvilizatioa. For such a task, it inririt to me. we should develop definite standards and should to raise them higher and higher as we lean more about how to accomplish our task. Problems in Maintaining Standards (A Symposium) Prendine: N. O. Saxon. Director. School le College Wv, New Jersey State Safety Cotmal; Chairman, Program Committee, Natieoal Driver Education fc Training Com- suttee. Participants: Woiuu N. Cox, Ja_ Administrative Head, Public Safety Institute. Georgia Institute of Technology, Admits, Ge. loom Sum, Consultant, Health k Safety Education, Stalk Dept, of Edu cation, Tallahassee, Fla. Btrr L. Woodcock, Instructor ia Safety Education. Im State Teachers Col lege, Cedar Falls, Iowa. CHAIRMAN SCHNEIDER: The first vptsfcrr m this lymotiwa is Ur. William N. Cox, Jr. MR. COX: The matter of standards has 46 Problems in Maintaining Stenderds certainly been very ably presented by Dr. Trabue. 1 don't think that it is essential that we mention others. I think we should immediately move on to the problems. I am coins to mention Just a few prob lem* and comment oo one or two. X think that this matter of standards is most im portant. Driver training has been largely handled The matter of obtaining the vehicle has bees a problem. Many have come to be lieve that the sooner we reach the point where the car is owned in muds the same as any other equipment, soda as laboratory equipment and shop equipment, the more safdy established our program trill become. But we do not undervalue the possibility of obtaining training vehicle through by a relatively small group. Actually we don't have a great number of high schools even today doing the job. Those few arc pioneers, so to speak, and it has never been necessary to establish standards for pio neers, More often their objectives arc well above any standards which we might rea sonably establish. But as this activity be comes more geieral, and as we inevitably entrust it to new leaders, we must estab lish standards. gifts, lease or loan. Perhaps I might comment briefly about the matter of time allotment /or the driver training course. You have Dr. Trahwe's recommendation as to time, I don't believe tW varies to any great extent from the recommendations of several other agencies who have occupied a prominent place to the driver training program. I believe our greatest problem in tbc matter of time is the natter of securing sufficient time for a In driver training there are problems in thorough behind-the-wheel training pro connection with teachers, time, equipment, gram. instruction material and testing. Ia the dauroom part of the program, Being so directly connected with engi the groups caa remain well within accepted neering, perhaps 1 know a tittle bit more standards for education and still be mot about equipment than about some of the times larger than those that we can aecoa- other problems. modate at any one time to the Sdd. Far We naturally divide our needs for equip ment and the problems is connection with securing and using thia equipment into two areas, that of classroom work and that of held work. In the classroom, our equip ment, aside from instructional materials, will include a large variety of aids. I think, perhaps, our main problem has been a ten dency on the part of some persons to over example, we can frequently IrwuSe 30 Ca 33 persons is the classroom and do tbc jab well without any compromise on accepted standards. But la behind-the-wheel train ing, we are limited by tbc capacity of the car itself. Z believe it is generally agmd that if we have four students and the instructor in a five passenger car, that is the capacity of tbc vehicle. emphasise the aids to the exclusion of the That means that we are very limited, actual teaching materials. Aids should be because behind-the-wheel training icqairts well co-ordinated with the study outlines. time. So that will be your problem -to They should be used at appropriate times, take care of this group which you cm to an appropriate extent. And they do form handle so ably in the classroom bat must a most attractive part of the program when sab-divide for field work, so used. Those of us wtio have time to MISS SMITH: Psydsodrame Is a tech use the testing devices of an sorts know nique about which we are bearing a good how valuable they can be, not as a matter denL At the present time; it is one elec of measuring, but of creating enthustasn; tive means of solring, or getting to lmew. assisting persons to do better; having them some of our problems. Psyehodraaa is realize that perhaps they aren't quite so putting yourself to tbc other person's place adept in a particular type of activity as I'd KW yoe to put yourself in the pber they may have assumed. of many high school principals. We recog Then there is the matter of the car few behind-the-wheel training. We have used, to a great extent, the dual-control car*. It is pretty generally conceded that the dualcontrol car is most desirable. nize that there is a great gap to many of the schools of this country between the standards that Dean Trabue recocmnmdtd and the things that are to actual practice Mr. McFartin totd us about the differences School end College Safety 47 ir the length of time bring devoted to driver education and training and the differcsces m the persons who are teaching this particular course. It seams to me that, as we get at the root of scene of these problems, one of the bey people to the whole picture is the high school prioripel. He is besieged with requests of many kinds, to pat many things into his curriculum-^driver education, fam ily tiring, Americanism, alcohol education and many other things. He bears about safety over the radio. He reads in his evening paper an editorial on jhe ntanber of persons who are being lolled. Perhaps an accident occurs to one of bis own stodmta. And be begins to (Junk "We really ought to do something in oar school about driver education." So be decadea Aat be will include safety education in his coarse of study, and be will select a teacher to be trained. Ten many tames (hat teacher is a per son who already fans a fuQ load, who may not be too interested to the field of safety and who may not want to teach it. But the teacher goes away and takes the course. He is quite enthusiastic. He has gained interest and information. Then he comes bade and reports. And the principal is faced with the practical business of de- vdoptog a schedule, of financing a pro gram. How have we been developing this pro gram? We have been taking students out of scody halts; sometimes we have been taking them out of other classes;-we have been giving them driver education on Saturdays asd even on holidays. But, there are other teachers on the staff, and they an equally concerned about that time we arc usurping. Tbc meric teacher is Just as mucuned for that extra time as the driver education ocher may be. And the history teacher thinks that study rime is quite as important for Ms sohject as is driver training. So, among the other members of the staff, w leave created a problem while working oat oar own program. Difficulty to scheduling, lack of hdcquateljf ptfnal teachers, pressure groups and tolly linwruric nonschool personnel, whd me only one phase of a program without liming the total e&ratiooal picture, are tone of toe problems with which we are faced. Safety education is new in our curriculum. It is ia its Infancy. We had quite a setback to our driver education and training pro gram during the war and, in our own state, we had no courses to behind-the-wheel driv ing up to two yeqrs ago. We have, at the present time. S9 high schools offering courses to driver education and some 30 of these give behind-the-wheel training. I wonder if It would be possible to the schools that are training school administra tors and high school principals to incorporate some type of training which would give them a more thorough understanding of this program? It has been our experience that when school administrators or principals know the program, how it operates and what to seeded, when they have had adequate training, they usually become enthusiastic and can find the means to carry it out. We have a great group of to-service administra tors, I think we need to reach that group. When we dev I bdire that scene of our problems will be solved. When we introduce driver education and training into a school, it is equally important for all staff members to be enthusiastic for the cause. Last year we investigated whether or not we had any certification requirements to our southern states. There was only one of 17 states interviewed that had any certification requirements for teachers of driver educa tion and training. I believe we need a course to driver education and training, but I also believe that we need other courses to safety for the total school pcrseancL There are many problems that have to be solved. It isn't a problem that any one group alone ran solve, but through co-operative effort 1 believe we will move forward rap idly. MR. WOODCOCK: The problem that we have to Iowa is, I am sure, a problem winch, if you. havm't already had it to your state, you will have, and that is the need for teachers trained to the proper proce dures oi teaching, not only highway safety, but other phases of safety work and safety education. When we go out into the state and talk to principals and superintendents, the first thing they say is, "Well, okay, sure safety is a good thing. We'd bice to pet it in, but how medt tone do we have to allow it?" 48 Problems at Mebttainktz Standards That ts their ooe idea. If they can set something for nothing, without cramping thdr style, it's a grand thing. Bat they don't understand the program- They have only beat exposed to it* We also fotmd one of oar most serious problems has been that oar teachers haven't a safety background. We have had short courses for teachers, hut we've discovered that you can give only the barest essentials in a short course. The people vie teach in a short course certainly lack much. Our first course, which we insist that everyone take before register ing for any other course, is a baric course-- what is safety, what is the seed for safety. It includes a study of the national, state, and local accident record. A high school teacher should also know all about organisa tions that are working for safety--what each one has to offer, what each can do, where each can help. la Iowa we have had a big problem. A year ago, the only cars that were available were certified to the schools by the America* Automobile Association. Last fall other cars were being offered and before long we found we had cars and no certified teachers for them. Of coarse we trained and certified teachers at quickly as we could. Together wide the department of peddle instruction, we set op standards. One is, of course, that a teacher be certified. Anyooe taking a short coarse receives a temporary approval good only for ooe year. Right oow we are planning with our several different automobile associations in Des Moines, to set op an insurance plan and a contract. Certain standards certainly should be set up and some agreement reached. The number of boars that we should teach bchind-tbe-wheel driving, as well as damroam training are wocclaln. In the matter of equipmajt, we certainly don't want to forget, as weS as dnat-control cars, cut-away models and charts. I have found them very valuable Put yourself in the place of a beginner. Did you know anything about a cfofck? What is transmission? To show students these important parts of a car, you, don't need expensive outfits, but certainly you seed something. There are wonderful charts oa the market and the cut-aways are remarkable. I believe every high school should have a laboratory. CHAIRMAN SCHNEIDER: We win now open the meeting for dsolution and the chairman will entertain questions from the audience. R. L. BARRICK [Pittsburgh, Fcnuyt< vatua]: One of the greatest barriers to the expansion of the driver training course has been the item of cost. I woeld like ts know if there has beat any stu^r of any land or any research which .would prove reasonably conclusively that we are doing it aa oconomkalty as poaubte. particularly from the standpoint of time. For instance, has there bum any study made or any attempt made to set up a way whereby the _ various foot and hand eo ordinaries could be taught other than actu ally behind the wheel? CHAIRMAN SCHNEIDER: From the standpoint of cost there have bees stadia made. Mr. Daaford, will yos answer that question? H. R. DANFORD [New York, N. Y.}: I wish I could answer that question for Mr. Barridc. Sometime ago we confected a study oa per pops cost of driver education and training hi conjunction with the activity of the National Driver Edoatks and Training committee. Those figures are, of course, invalid today. I should my today tbit, with ooe teacher teaching full time k a high school, depending erpoo his salary, of course; the costs range anywhere from 2S to 38 dollars per pupiL The greatest item, of course, is the teacher's salary- If you can implement or accelerate the learning of the stndeot so far as skill is cooceraed by scene artificial method, soch as 2s used as certain of these set-ups, then, of course, the cost will go daws. There was a study made about IS years ago as to how much dflTtnet subjects cost I foemd that English costs 36 dollars per pupiL I was trying to compere the oast of the academic subjects with the cost of dri ver education and training; so that we could have some common basis tor comparison and a* point of argument Bat strangely enough, I foaod that most superintendents, who are the first to say driver training costs too School and College Safety 49 Buci, `ffidn't cns knew what chemistry ernes. H. JAMES TYSOR [Dallas, Tex.): la Dallas we are using a combineBoo of the Dctxort-Ofeago system. We try to use aQ facilities dmc we partiy can because I teach, he aae ifester, more thaa 236 ate- A. 5. LEVEN5 [Bcriseky, California]: I should Be to sag that this gntsrfcp of oMt iaaeresti me Witiov it sea&s to xerry mamy primSpats sod administrators. Bat, more 'npnrttnt. is what does it cost aet to give safety driver treating? t wonder to what extent the entire high school aarricaia hare base evaluated la She tight of pemnat doy ntds. T4 be interested m laming if Aw is ..** here who on td! me whether cmrricola have been studied h* a peat were pnhaps we an my a partiadar coarse should be dropped or another stmgtbcmL la California we are seating a start, we get rise meaty Iocibh driver training ie rec ognised as one of the bat hmstaaents this country can make today. WARREN L. DUNCAN [Hackensack, y, J.): I asked Lnk of the Link Trainer if be oorid sake anything to what be bed made for airplane training, seme- thing that woeld give efficient training in auacntusn and centrifugal force and all the dungs that are involved in road instruction. He sold, "These airplane things coot 10 or iS thousand." la trying to get 25 high school principals and 6 parochial schools to follow classroom instruction with rend instruction, I am run- mag kite difficulty. We have a sat up of dim can la nse sera periods a day. That handles 21 students a toy. Each one goes oat ID time*. Is 10 hoar* in the car worse thin nothing? UR COX: I wvdf certainly prefer 10 hero to me at ah- I think the 10 hem might be nipptuimnud by Mm of toe pro grams dot have been advocated by various snaps. I wouldn't be satisfied with IS boar* for very long. MR. DUNCAN: Bat yen weald go ahead with it? UR, COX: Yes. UR DUNCAN: The otoer qocstioa as related. Out of these 21 popUs probably three or four do not lave the aptitude for driving. In those cases tea lessons aren't wKMgh la one particular case; the teacher refused to limit the pupil to 10 boors. He said be wasn't satisfied. So instead of teach ing 23 that wanted to take the driving course; he ody got aroond to teaching 30. He *--* on giving the poor pupil addi tional road butroction that be needed or be wouldn't take responsibility for having trained the students. Cm we afford to do that? MR. WOODCOCK: We recommend a screening job. We can't take everybody. Two or three of our high schools have. They take everybody, on the assumption that if it's good for ooe, it's good for alL Cer tainly it would be good for everybody- We wish we could take everybody. But I operate on this premise. Do a good Job with a snail group; then get another instructor, or work out another plan, or get another ear. Des Moines, I think; is a good exampte in oar state. Des Moines started out with one instructor who handled two schools the first jar. Last year Dm Moines put oa soother instructor to handle two schools. That made two men for four schools. This year Des Moose* hired a third man. "Next year,** the man who hired all toe men said, *T am going to add ooe mas, and I'll add one "* every year until 1 have five men. Then I am going to hire five mete. We have two coaches in every school, and we are going to have two highway sjiety teacher*." I bc&cve weshouldn't quibble aboutwhether we give three, tear, fire; mar, ten, or twelve hoars training. Yon say do a good Job in two hours; if the instructor Is on the frg. And maybe after nine hours under the best instructor is the world yea won't pro duce an experienced driver. CHAIRMAN SCHNEIDER: You are letting Dr. Traboe off too lightly. Nobody to cteahcsg* the desirability of toe standards be tots sat up. WILLIAM C. KNOELK [Milwaukee, Wise.): We are suffering from overwmpBficatioo. We are taflrfny about costa, num ber of hours, type of cars, mad bow it should be owned, whether by the board or wbefiaer it should be rented. I take exception to two items toat Dr. Traboe stated. He spoke of a carefully do- 50 Problems in Ueinlalrdng Standards signed testing plan. I should like to say that if it is true that the biggest single fac tor is the development of proper attitndes and emotional controls, and since the biggest factor is to get properly licensed drivers on the road, wberen do we aid licensing of the various states by giving some type of attitude teaching and some type of emotional control teaching? What test is there that could be developed where even a reasonable predictive value could be developed to show what the individual is doing or is going to do from the point of attitudes and emotional control? DR. TRABUE: I believe, as you do, that we must have more than just skills That is true of the entire school program, not merely of the driver education program. Our teach ing of mathematics, our teaching of science, and all the rest of the teaching we do must be looked at from the point of view of Its contribution to the individual and his skills and habits and attitude*--oi his working with other people to make this a better world in which to live. Some of you may know that most of my early work in education was is this field of incasuronents and testing, I was interested in it, because I wanted to be able to indi vidualise instruction. I wanted to be able to help young people to move In the direction in which we think they ought to go. But we have done very little in the development of those measures. UR. KNOELK: Outside of the New York Center for Safety Education, do you know of any tests that have any predictive value along that line? PR. TRABUE; There are some that give some indication that Is useful, bat the dif ficulty is that it isn't reduced to a simple form such as we have in handwriting or spelling and the like. The ordinary teacher would not be able to Interpret it MR. KNOELK: You would have to have a psychology laboratory? DR, TRABUE: That U right LEON O. SMITH [Omaha, Neb.]: I would like to address a question to Mr. Woodcock; a question about insurance. I think that Is a question that makes a lot of superintendents a bit about potting in driver education because they don't know what to do about iojoraaea. About a year ago, before we embarked upon the program in Omaha, we wrote ts a camber of rides, tTvtiwiipy in Iowa. Some of them said the state law In Iowa did not permit school boards to take out liability Insurance. MR. WOODCOCK: lint's right, they don't permit it, MR. SMITH: How do 70a handle it? MR. WOODCOCK: Tbe school has ts give the instructor a bonus for tbe amount covered la this Insurance. The company we use just came up the other day with a new one. The college had been insuring its bosses and cars for years. The ccmtniwtonrr told us that if that came up in court, we would never get a nickel because "You can't Insure the state, and the state cannot be insured against someone rise's action*." So this is the way we handle the school bus Insurance --the school board gives somebody a bonus and he takes out insurance and puts aa ad ditional underwriter in to cover the school I am. covered and anybody that I let ride in the car U covered, but the school Is sot. CHAIRMAN SCHNEIDER: There are only a few states that provide 2a case tbe teacher it aied for liability dut the stale will compensate the teacher la tut ifinuju are recommended by a jury, I know of twa --New York and New Jersey. MEMBER: California, and Oregon. MR. SMITH: la our case, we circum vent that by taking the matter ap with the Omaha Safety Council and *kkg a blanket policy for the five cars. CHAIRMAN SCHNEIDER: But the school boards are not responsible? MR. SMITH: No. A. . FLORIO [Urban*. XUSaoUJ: Maybe Mr. Woodcock will answer this. One of the desirable standards was that the teacher must be certified and have at least a year of successful experience as a teacher of adolescents. * Docs that swan that we must ignore our jnrior and sanor stu dents who hare a desire to go Into this field on the teacher education level? MR. WOODCOCK: That was the Dean's statement on the year's experience. I don't feel that that la quite necessary. However, I don't have tbe rich experience that be has, so I shouldn't answer for him. But In our experience we turn them right out of our School end Cottage Safety 51 college graduating class with certificates, and they become very successful teachers. I can give you many examples la the stale of Iowa. If a man or woman goes through four years of teacher training and has lad practice be or she should be a seeecssfat teacher, HI UU you what t did just last spring. I tecommeaded that a mm not be lured by eoe of our larger towns; He had only had one eons* under me, bet he had had that in safety. So be said be was trained m safety. The superintendent hired him. The soperiateodenta will do just about as they pkue unless we have certain standards. MEMBER: Afrafas the question of the year's experience, I wonid neb prefer that the person have two, three or fear years' successful driving experience. One of tbe worst teachers ever had was a man that had IS years experience teaching industrial art; sad one of the best I crer had was a giri I had to use during the war who was a sophomore la bl^i s^ooL Befieve it or not, she taught at the college aad she <Sd a good job; bat the had bad a let of experience m driving, BAYARD A. CLARK [Detroit, Michi gan] : My qamtiwi las to do with th statement made hoe sometime ago by Mr, Woodcock during bis talk regarding tem porary certificates. May I ask the question whether or not these temporary certificates are issued to anyooe other than a member of the teaching profession? Police officers, for example? MR. WOODCOCK: Not in our college. CHAIRMAN SCHNEIDER: One of the basic requirements that Mr. Woodcock strened was that the individual be certifi cated a* a teachtt and that, if he were temporarily certified, it would be only for a limited time and he would have to be upgraded after a certain period. What was It; one year? MR. WOODCOCK: He would have to go back aad get souse additional college CHAIRMAN SCHNEIDER: Any other questions? MR. WOODCOCK: Excuse me a minute. I think the type of individual just men tioned, that las been trained by experience, may be successful. Dubuque has hired city bus driven. Greyhound boa drivers and po lice officers. They have done a very credit able job. In our schools we can't do that. CHAIRMAN SCHNEIDER: We stand adjourned. What Contributions Can Various Departments Make to die Over-All Safety Program of the High School? (Symposium) Discussion Leader: Roy C Bsyaic. Director, Campus Elementary Jc Secondary Schools, Western Michigan College of Education, Kalamsxoo. Mich.; General Chairman. Sec ondary School Committee; N.S.C. Participmts: Administration J. Hasut Abams, Superintendent Schools, Elizabeth, N. J. of Health Lomas Sicnx, Consultant, Health & Safety Education, State Department of Education Tallahassee, Fla. 1 HoaMmiSdtag Education Maxy E. Uadc, Director, Division of Schools Industrial Arts Clakmz Batxuak, .Instructor, High School, CbJmnbus, Ohio West Physical Education Rune Etams, Assistant Supervisor of Health, Physical Education and Safety, Public Schools, Springfield, Mass.; President, American Association for Health, Physical Education ft Recrea tion School Chiba Gsxaib M. Yaw Pooc, Director of Stu dent Activities, National Association of Secondary School Principals, N.&JL, IVsshfdgtoct O. C. Science Rocabs Sikoxds, Director of Safety, New Trier High School 52 What Contributions Con Deportments MeJke to the Safety Program? DR. BRyAN: What contributions can the various departments make to the over all safety ptogram of the high school? We have represented oa the panel the following areas--administration, health edacation, homemalong education, industrial arts, physical education, school clubs and social studies. We don't propose to stress here the matter of driver education, an important part of a total program, became it is being emphasized elsewhere. The members of the paneL will take about five minutes each, starting with Ur. Adams, to tell us briefly the coetefbutiou* that the departments they represent should make to a total program of safety in the scbooL Administration. UR, ADAMS: Administration today in a city school system is so crowded with problem* and dmtaads for various lands of programs which ery for attention in the schools, enrrienhan revisions, pcbBc rela tions, problems of finance, problems of every nature; that tmk someone in the organi zation of the school is vitally interested la safety edocation and keeps that vital inter est constantly before the administrator, he is likely to give only lip service to safety education. So I believe my first suggestion is to the people who are interested in and who see the tremendous importance of proper prog ress in safety. Pound at administration to get the facilities, the budget funds and the personnel needed to implement a good pro gram. I believe moot administrators are conscious of the need for a good safety program, but the administrator, ta general, 1 believe, tends to think of the safety educa tion program hi toms of negatives. He wants to be sure the physical facilities ap pear to he safe; then he believes his respon sibility has bee* discharged. We know that that isn't the case. We know we need a positive program to make pupils and teachers safety* conscious. Another problem is that of motivating and interesting other administrative person nel. There is today a wide variety of ad ministrative personnel in the school systems. Bringing them together in a formal organi zation to face the probJens of safety edu cation is a major problem. The third problem, I believe, is toe secondary school safety program develophtg active safety rryaari.1i to motivate, co ordinate; and publicize the miety program, I should like to suggest wide participation by pupils, teachers and administrators. Councils with regularly scheduled meetings and with regular agendas will accomplish much for taftty edocation. A fourth problem is that of eo-ordtnatioo with outside agencies--chambers of coni' mere*, local safety councils, safety com mittees; industrial safety directors and personnel directors. The problem of co ordination is aa area In which to* adminis trator can make a great contribution. For instance, school achnimstralon should be members of local safety councils and should take aa active part hi the work. The atoninlstrator can also bn of great assistance in the organization and derttop- mcat of a strong audio-visml aids or meld- sensory aids softer program. Administration can be ^ helpful, can make funds and per sonnel available to get.visas! aids milerfili and place them where will be used. The ailuTiilili itTmi should act to procore safe transportation and care for hnmlfrippnl and crippled children. Ia many oonmanitir* today proper transportation isn't provided; proper facilities, proper afety measures are sot taken ha the school or on the school grounds, to protect these baadScapped chil dren. Another contribution of the adntinistratioa, one that needs attention, ia in the procerement of ademate playgrounds and ath letic facilities. There is barfly a city that I know of where there are adequate play ground and athletic facilities for high schools; to say nothing of cScmeatary schools. The schools, particularly la toe eastern section of the country, are oa sites entirely too small. The sites are not prop erly protected. Another special arm that the administra tor can be helpful la U ancixinighig insnr* aoce for athletic teams---for aU participants m athletics or sports. Another one of the problems tost Fd tike to saention ia the bdp that adetioistratioa can give in --raring lilaxmtr poEce protection at school crossings. rd Gkc to joxt awntioa beMad-toc-wbccl driving, Many hyn frrl that driving is toe responsUxEty of parents. If ScMool and CoSege Safety 5$ the atatiabtraior is warutal aad if he wt the valae of lafcind-thc-wheel driving, 1 believe be cna prove tint the cost need not exceed toe cost of instruction in many many accident repeaters came from broken home*. Dr. Gordon from Harvard university has about the epidemiological ap ether fields. Ftmlly, the problem of bicycle safety sjxsn% to me to be in seed of great aphasia. I believe we seed to Incorporate that phase of mfety throughout the eurricuiam. A good safety edneatioa program costs money. Before aa administrator will go to die board of education or segieriatcodeat sod famst aa money for as effective safety program, yon bn to get across to him what safety ndoentaoB can do in the devetejxnenc of peupei attitodm aad the making of good otinans. proach to accident problems. He felt that sometime* our work had not been getting te the heart of the problem and that there waa a causative agent- a host and aa en vironmental condition that, takes together, produced as accident. We as a group need to take an epidemiological approach to this acodmt problem. Dr. Alexander, a noted psychiatrist, spoke of >* personality patterns that tended to produce accidents. He said that basically, te the root of gasy of these problems, there were personality factors that produced many of the accidents we have. Health gffmwtfrw MISS SMITH: There have been several significant occurrence that have brought to my attention the dose relationship be tween health wtoatioa aad safety education. I'd like briefly to mentioa a few. In Florida wa have just recently added tb got curriculum a course in health and safety education. That course will deal with a number of problems--mental hy giene; preparation for marriage, safety education willing driver education and training, la Florida we have a great deal There has beta a rtatudi study made by Dr. Sidney B lirabdt at toe Cmter for Safety Edocation at Hew York tmivereity. It coMceraed a study of aerident-rcpcatcr and accident-free poptla. He discovered tote of faiting; so we are including something oa firearms safety. Because we are sur- rounded by water, we include water safety. We are tfag with the problem of borne safety aad first aid. accidents were mod* mete common among At the present time, we do not have maladjusted children. He also discovered teachers adequately prepared to handle this that aeddcnU were more common among course, but we are gradually setting up a children who had visual, hearing and ortho eurricolimi la toe state universities which pedic defects; tote the greatest factor was will train and prepare our teachers. lark of information. Accident repeaters had less information tow aerident-frae pnpiia. We hope soon to attack successfully our tiy problems of maladjustment, of physi cal ikffrtt and of lade of launvkdge which If we accept toe bc&ef that health is con Dr. Birnbach's receqt research uacficate* are cerned with toe physical, mental, emotional causative factors ie accidents. and social development of children, then I believe these fimSags are very significant Hooemaking Educating We have leeg recognized tote toe main problem la oar accident situation Is the in dividual We have hod Improved highways; cars tote represent the feat engineering in toe matey; but still accident* meant We hove rceKscd for sane time tote such physical conditions as fatigue, drowsi ness, defective sensory organs, chronic ili ac** and age are factors which markedly iaSncnee the aeeSdmC Mtwtica W have UTSS MARK: Those of us in the field of home economics have always included safety education as as Integral part of bocnenaldng edneatioa. Our biggest con cern Is that we reach only a small portion of the students enrolled in a high schooL Our job is to enlighten those students with whom we do have contact so that they have an tmderstanding of toe safety problems at bonze and te school, known **-- * --rani and emotional factors; la the heme economies department we certain personality patterns, were basic lave a particular interest In sanitation, in emei la acedorts. ,l caue of food, in toe preparation of food, This stndy by Dr. Binfiide indicated that In the handling of waste and so on. Sanita- 54 Wkat Contributions Can Departments Mato to the Safely Program? tion in the bathroom it of great concern to a teacher of home management No place else, other than in a health class, is that particular phase of sanitation empha sized. Personal hygiene is the concern of home economics teachers, particularly tn the unit on home nursing. Care of the bruised, wounded and of the side in the home Is included. Another particular item with which w* are concerned is accident prevention as it applies to the home. We are particularly concerned with accident prevention in the kitchen, in the bathroom, in home dry clean ing and us the use of electric appliances. We are concerned with child care and the safety angle involved. We are concerned with the careful ar rangement and correct storage of items, at home and in school. In the dothing laboratory we are con cerned with the question of proper dothing for any job or activity. There are thousands of items, and I think *re might mention--the matter of screens being fastened securdy; the use of non flammable wastebaskets throughout the school, as well as in the home; the use and disposal of matches; the arrangement of furniture, particularly around windows; window ledges kept free of articles which might drop to the outside, etc. The home economics teacher is in a unique position to give religious, spiritual guidance. If we can have these future homemakers develop a conscious understand ing of what part the spiritual angle or aspect plays in our safekeeping, I think we have made a real contribution. Perhaps only in one other department, in the social studies, is such opportunity offered. The home ecooomlca teacher can do all tlus by participating in all school safety activities--in assembly programs, preparing skits which show the type of safety lesson learned in the home economics laboratories. Industrial Arts MR. BATEMAN: If the teacher of in dustrial arts wishes to survive he must teach safety. The teacher of academic sub jects deals with facts and figures and in formational material, mainly, but the indus trial arts teacher must add to this machines, tools and materials. One of the first duties of a shop teacher is to coavince his students that they must be safety conscious, that they mutt be on the alert, that there can be absolutely bo tolerance of such things as horseplay in a school shop. I believe that the large majority of shop teachers believe in a potior and a philosophy of safety. Fd like to tell you very briefly what Is being done in the State of Ohio to aid the teacher of industrial arts in the teaching of safety. About a yar ago we called together a committee of representative educators, two or three safety engineers from industry, a dty superintendent, a city director of in dustrial arts, and certain teachers of voca tional agriculture. We are woridng os a program which win include three specific objectives. The first ooe is to develop a uniform accident report form. We Where that m order to interpret what is happening throughout the state in the shops, we need to have some uniform report. Suppose a plsygrotmd supervisor reported that a child was in an accident because a swing broke. A good report form would show exactly why that swing broke. It might be that the pin which fastens the chain to the frame could have been so worn that it was weakened and the swing broke. From such report, we can analyse the accident so that we will knew how to prevent It happening again. We will team what to inspect and how to eliminate hazards. The second thing this committee is at tempting to do is to develop a uniform shop inspection form. We feel that a good in spection form would act as a check list, something that we could hand over to every teacher and that be could use to check his own shop, his own equipment, to see whether or sot his shop and equipment measurc'up to standard. The third thing that we are trying to do is something that will help die administra tor, the supervisor and the principal. We are trying to develop a very definite set of regulations and safety instructions. We want to have a set of instruction sheets that an administrator can hand to any shop teacher. I believe if I were a supervisor, I would ask every teacher to measure up to certain minimum requirements of safety* It is so euy to overtook certain tilings necessary to School end. ColU[c Solely 55 he leaching of the proper use of airy sower equipment Wc hope to give the shop teacher very lefiaitc things to check. Let's take the wood Mining lathe for instance One of the things ihst would be fisted Is that the tool rest must be always at feast a quarter of an iseh from the piece of material being turned. U It Is farther than that, the tool may be polled oat of the operator's hands, causing a serious acedcoL Let's look at another example, the Jointer. A part of safety instruction would be never Physical Education MISS EVANS: You have had plenty of evidence that the various areas in education all contribute to the total program of safety in the high schools. What are the aspects of the broad pro gram of safety (o which physical education may contribute? May I make just these few suggestions? First, I believe that physical education on the high school level can easily contribute to safe firing, to sensible living in out-of school activities, by providing facts and instructions in safe conduct in these activi t pat a piece of stock that is shorter than ten or twelve inches on the Jointer, I ooce fcsd a hoy who took a small piece of ma terial from the beach where he was work ing, he went ever to the jointer and as soon as that piece of stock came to contact with the blade, it was jerked oat of his hand and thrown across the room, through a window. Forfmnitfty bis action did not re sult in an accident. Here is a case of the fianaa rionen* entering iato the accident situation. ties without labeling them "safe conduct." Summer activities, the water front, swim ming, boating, other recreational activities, hunting; winter sports, fishing; all are re lated to the field of physical education. The field of public safety--traffic and driver education Is a part of tills big pro gram of general education. I believe that driver cducatioe and instruction and public safety are a part of what we should do in the field of physical education. Physical education should provide safety We ^believe that a discussion of safety instruction in school activities, in the use education should be given at feast once a of gymnasttan apparatus, sanitation in the month to every daw. Fd like to czll your attention to two cases where safety teaching in industrial arts carried over into later practice A father of ooe of my students ease into the shop and said, "I am wow the superintendent of a large sash and door company. I find that I teach my mm the same principle* of safety tint X was taught here in school. 1 remember very wcQ what you drilled Into osJ* showerroocn, the teaching of proper atti tudes of sportsmanship and fair play. The physical edocation teacher should take oa chances with broken apparatus. The teacher should inspect all facilities to be certaio they are m good shape; select activities that are reasonably safe; teach correct performance; and watch for haz ards. Small gymnasia, small playgrounds, small playrooms, large rlasses, crowded locker rooms, all bring about hazards; to overcome these hazards our hoys and girls And ooe day I took my car mto a garage must be instructed ia safe procedure. operated by two brothers who had bees a eur school 15 yean before. One of the brothers said to me, *T don't remember what projects t did la your shop, t don't School Chib* MR. VAN FOOL: I don't believe that yoong people are primarily interested in know that I have any of them now. But safety education as such. I believe we have I certainly da rwember the safety instruc to create interest by glamorizing safety. tion you gar*, and I rnucnibcc it to such an extent that 1 fed perfectly safe now in approaching most aay type of wood- woridng machine using it properly and My work primarily is with student ac tivity dobs and student councils. I don't believe that students axe crying for infor mation on how to be good dtizens. t don't safely." believe they arc crying for information on So I maintain that the teacher of Jsdusrial arts can and is developing an attitude safety consciousness in. his students that srrie* over Into later activities. how to be safe. People, young people es pecially, are adventurous. They like to show off. All they see is tiie fun, tbe glamor and excitement 56 What Contributions Cm Deportments Make to the Safety Program? You have to instill safety in than. You liave to make safety education interesting, so that it has a certain air of adventure, so that it seems important and glamorous. I suggest, as ooe of the means of doing this, that we put the safety activities is the school through the student council. Many schools have different types of student organizations and they are called by many different names, but the council U widely known. Many schools have a safety council which is a committee of die studort coundL Whether yon have a safety dub, or a safety conunUskc, or a safety com mittee, or whatever you want to call it, I suggest that it be placed aider the juris* diction of the student coirnot, The council U an organization of stu dents elected by students. Such an organi zation can co-ordinate the various activities of the school, safety activities included. One of the best contributions which the student council can make is to attempt to create a state of mind in the students, a willingness and desire to do the things they ought to do. The student in the Ugh school is going to do his best work in safety if he is convinced that be * right. If Ac council will teach the students to do what is right and safe, then they will do it be cause they want to do it. I call this a state of mind. The council can do two things. It can help through its many activities to orate that state of mmd; and it can help to carry out the safe activities. The student council is the leading organ ization of any school and can help to create the proper state of mind in students so that they will want to do what they ought to do in this matter of safety. Science MR. SIMONDS: At the start of last year I sent a questionnaire around to my teachers asking them what safety they taught. There was nothing to indicate they should teach any safety. I found that a lot of tochers started to think about safety, about where they could teach safety in the program. That sthmxiatrd discussion which has been befpfnL The athletic depertoaet noticed that teaderm m crowing the streets ta ooe of the fields were subjected to danger from pasting cars. The teachers mentioned this to we and I arranged with the police ta have a sectioe of the street blocked off dunog certain hours. If we had someone whose rcsponsibility tt was to look out for safety, there would be a clearing bouse to which all matters of safety could be referred. Recently I spoke to the superintendent about a new buildmg program that is bong started. I reminded Mm that it would fee a good Idea to install safety glass; He made a note of and that will probably be done. At the start of the year, we have an assembly to acquaint new student! with the traffic regulations around the school and with the procedure* to be followed 3a ease anyone is la any load of aa accident at the school. The administrator nay be Interested k safety but be can't be expected to do all the work himself. I believe every school should*have someooe whose job ft k to promote safe practices and to encourage and co-ordinate the activities of those organtzadear fiat are doing safety work. CHAIRMAN BRYAN: Let us now bare questions. L.T.JOHNSON [Austin, TeaiJrTallo ing about marshaling the forces for a com plete safety program in high school, industry has found that about 20 per cent of their workers eaose aboet 89 per cent of the accidents. We Ignore too modi the personal factor in accidents. Where does tbe school cotmsclor come la? Isn't it possible that be might make a contribution by inffividutl case analysis? MISS SMITH; There ought to be some contribution through yow health service program. MACO WHITTALL [Louisville, Ky.Jr I want to ask Mr. Van Fool and the other gentlemen If their safety committee of the student council has its own advisors or does the student council advisor cany the whole burden of the student council work and the safety work? MR. VAN POOL: The student council advisor or sponsor is responsible for all activities of tbe eeonril. There is so rea son, however, why someone eke can't be appointed to take over aay ooe phase of the work. School and College Safety 57 NATHANIEL O. SCHNEIDER [New ark, New Jersey]: We should have a core garricuhar where we would teach general jafety. Certainly we wouldn't teach physi cal education safety la a oorc curriculum or industrial arts safety in a core cur riculum. There are certain arras where joedfie learning la safety should be de veloped. Certainly a teacher la industrial arts would sot he qualified to teach safety tnkss he taught safety la his own program. That applies to home economic* aad physi cal education. We Deed co-ordtaatioe la safety teaching on the high school level. We still stress too modi subject matter teaching instead of tathing the entire program. Yea have a splendid safety program ea the elementary level. If we eoeld co ordinate our program os the high school level, we could probably develop our safety program more satisfactorily. I believe the answer is to form a committee of teachers, tist what the things arc that ought to be eusgbt and what the responsibilities are oa a secondary tcvcL VIRGINIA WHEELER [Louisville, Kentucky] : Many of our elementary schools have excellent safety programs. I wonder how much elementary school training is carried ova- into the high school? It scans to me that the students that have had good elementary training develop good safety programs k the high school. MR. ADAMS: The elementary school program tend*., to terminate at the sixth grade. The secondary school begins to compartmortaUse. Then we lose nrach of the headway that has bear made. HAROLD 5. DIXON [Maywood, M.J: I would like to ask what you think of a student* court? I have sever tried it, and t don't know much about it I'd like to have some recommendatioos. CHAIRMAN BRYAN: I believe most administrators would agree with me that there are limitations on this pro cedure of giving some students disciplinary action over others. MR. SIMONDS: We had a panel of student leaders a the student council to whom we referred cases. We found that cuee a court comes into the picture, there arc antagonisms between the offenders and the judges. What Contribution* Coat Various Student Organization* Make to the Over-All Safety Program of the High School? (Panel DbcaalaO Discussion Leader; Goazs M. Yah Foot, Director of Student Activities, National Asso ciation of Secondary School Principles, N. E. A* Washington, C. C. MR. VAN POOL: I was at a dtisnship conference in Washington this spring which was sponsored jointly by the NEA and the ofiee of the attorney general. At that time there were probably only half a ddma students presort and a number of tss weodered why it was that, at a meeting to which we were trying to develop citizen ship, there were so few students present. One complaint and owe eritiriae* that I have of many national meetings Is that we are trying to da things la students instead of with students. One of the best things that was done at the ritizenifup conference was a derision that at future conferences they would unite representatives from a number of student organizations. We are going to start with traffic con trols and Tom niiMa from Lane High is going to start us out. TOM CH1BBAS: The traffic engineers make up ooe of the most important organi zations la the school In tbe mane, as school finishes, Mr. Moon, our traffic en gineer coach, tines up how everything is going to start next tauter. The boys are on doty at 7:30 every morning, and they stay there for about five minutes after school has started. In other words, they a 58 What Contributions Can Student Organizations Make to the Safety Program? arc at their traffic posts for 35 minutes. There is a second shift at Lane. That shift starts at 8:45. The traffic boys arc on duty on that shift from 8:20 to 8:55. The traffic engineers arc on duty again at 2:35. At Lane Tech there are two main thoroiares. There is Western avenue which is a streetcar Hoe, the longest ta the world, and there is Addison street, oa which there is a bus line. Most of the students coming to Lane Tech come m at a quarto' to eight There are about 4300 students at Lane. That means about 3,000 students try to get into school hi about five minutes. Everyone is in a harry. But since we have had traffic engineers, there has net bees one strident to the students while going to school. There have been accidents, of course, but these have been when there have not been traffic engineers present. On dark days, the traffic engineers wave red lanterns. On rainy days, they wear yellow raincoats. MR. VAX POOL: The sccood topic deals with what the students can do in the cafeteria. John I.cnrsit. JOHX LENESSI: Lane Tech, as you know, has about 4500 students. We have three lunch periods. That means that we have a little more than 1.000 students in the cafeteria at one time. We depend on the students themselves to work in die lunch room. We have aa organization called the hall guards. They are on duty* in the cafeteria every lunch period. I'd say we have about 20 hall guards or monitors taking care of 1.000 students. Students are not allowed to take their lunches outride of the lunch room. If they bring a lunch to school with them, they are required to eat it in the lunch room. That is for sanitary reasons. We don't want any lunches or any garbage left around outside the school or in ffie halls. The students that eat in the cafeteria are required to take their trays and clear away their food. It is a cafeteria type lunch. They serve themselves and they clear up their own mess. It is really run very weft MR. VAN POOL: Wc will hear more from you later. Now, the work of the cor ridor monitors by Eddie Dillon. EDDIE DILLON: The corridor moni tors are hall guards, too. They control the halts, to nuke sure they are kept dean and to make sure that traffic doesn't move too fast They see that students keep to the right and that they are not rowdy. They keep order and see that there is no horseplay in the balls. They keep the vestibules and the doors dear for safeties sake. The fire department doesn't want loiterers in the ves tibules and the hall guards keep them dear. MR. VAN POOL: Now, sricncc dubs, camera dubs and, In fact, dubs la general. Ruth Delicti from Kelly. RUTH DELICH: At Kdly High school w have 61 different organizations. They are special interest and hobby clubs. The Electrician's dub at Kelly makes sure that ah the lighting at dances is cor rect and that the wires are insulated and that the public address system in the audi torium is in working condition. The Camera deb takes pictures of any thing pertaining to safety. The Cterien, our school newspaper, publishes pictures sod promotes safety. The Life Saving dub It part of our acrident prevention program. The Cleanup dob, that's the club of which f am rice-president, keeps order at Kelly. Wc dear rubbish and anything that might get in the way of students ia case of a fire or emergency. This cleanup dub meets twice a week. MR. VAN POOL: I am very glad to see so many people co-ordinating their safety activities with the student coisdf. The student council co-ordinates almost all of the extra curricular activities. That leads us right into a discussion of the student council in general by Marlon Yusld, who is also from JfCelly. MARION YUSK2: The student council at Kelly consists of representatives from each of the division rooms. The repre sentatives meet every Friday at first period. During this meeting we dlseutt many laws that we would Eke to lave put into effect at our school. Some of these laws have been put into effect by our safety council. The safety council of the student council gathers information mod presents it to the student eounaL These students go over the laws and if they think them St, they Instruct the student body. Some of tills information consists of safety circulars, safety surveys School end College Safety 59 sad other projects. The perseverance of is finished, the student gets outdoor driving the student council la presenting this Infor la real automobiles. mation to the students enables every student There is a fenced-in driving course that at Kelly to be more aware of, and enables is ooe-riffitb mile long. We bare sedan them to understand and combat problems. type cars. They arc regulation ears with Representatives are spokesmen for their gmnhrit, dutch and all the other controls. divisions. They represent from 30 to 40 These stickers have here are gives to students, Divirioa period is ooe of the most all students of Lane who have proven them important times at Kelly for this is when selves satisfactory drivers. They must have students are informed of new laws or of tbe vehicular sticker givm at the Chicago new activities. If the students as a whole Safety Lane to prove that the car is safe. lave arching to add, or would Eke any They must drive their car no faster than thing improved, they tell their student coun tm miles an hour inside tbe parking lot cil representatives and the representative* when going to or from school. This card refer it bade to the student council. The U carried In tbe wallet to show that the council then reviews the suggestions. When driver has obeyed the regulations. these suggestions are acted upon, rule* are drawn up and are presented to the student body. The student body co-operates with the student cotsactL So far as the perking program is con cerned, the roving petrol, which is a part of tbe hall guards, is on the campus most of the time, especially during the lunch The health of the individual Is very im period, to make sure that everyone is off portant. Our teachers and our fellow stu the parking tot except those who own cars. dents watch each other. If there are con This is to prevent theft or tampering with tagious diseases, or If a student or teacher on. shows symptoms, a doctor Is consulted. 1 believe that tbe cousdl is doing a pretty In "** a student Is taken ill at school, b* is sent home or is put someplace where be emn rest until able to leave. MR. VAN POOL: t'be next speaker has a sort of citch-sdl topic. _ He Is going to talk about auto chibs, driving; supervision of parking and the general workings of good job ta organizing these safety com mittees. I think that tbe committees are trying very hard, especially In the shops, to eliminate accident*. MR. VAN POOL: WE those materials be available for people to look at after the meeting, Peter? the safety committees. Peter Leahy from PETER LEAHY: Yes sir. Lane. MR. VAN POOL: Next we have a PETER LEAHY: The safety eemnuttccs at Lane are organized by the students. They are usually snade up of members one from each year group ta the school We organized the safety men la all the shop* at Lane. Since Lane Is a technical high school, and since there is a lot of ma chinery involved, safety training la shop classes Is important; Machinery Is danger ous If not handled correctly. Ooe student Is picked from every shop class. They meet about three times per year or per semester. They inform other students in their classes how to keep free from accidents. The driving class Is an indoor class for the first tea weeks. It consists of two shop periods. Tbe first period Is devoted to the taws and regulations pertaining to tbe driv ing and bvttlng of aa ^automobile, and the last half Is givos over *to the operation of an automobile. When tills classroom work yetaig gentleman who also has agreed to take two or three topics, la ooe--the work of the ushers at athletic events; tbe work of the fire brigade and the work of tbe bicycle clubs. Hugo Schmidt from Kelly. HUGO SCHMIDT: At Kelly High school, wc have an usher staff which is sponsored by the R.O.T.C. During all a*- sembfies they are on poets helping the stu dents into their scats, guiding the classes, making sure everyone Is seated, keeping aisles clear, keeping the vestibule clear, and helping evacuate the auditorium. Ia our auditorium we have routed channels which lead the students bade to their next classes. For fire drills we have special channels through which w evacuate the building quickly and promptly without interfering with fi^t*** through the halls. At all athletic contests, the usher staff is oa daty. 60 What Contributions Con Student Organisations Mate to the Safely Program? The fire brigade, we call them fire guards at Kelly, are groups of students who, at the first ring of the fire alarm bell, go directly out of their rooms to designated posts at entrances and in the halls. They hold doors open. They assist in emergencies. They make sure everyone is out ox die building. At Kelly we have fire drills ooce a month. At Kelly we have no bicycle dub but there are lots of students who live quite far from school who do have bicycles, motor scooters and motor bikes. We have bSce stands and places to paric cars. Each stu dent who brings a car or motor scooter must bring a note to the principal giving permission of the guardian or parent, saying he has the right to bring the car. The student must park his car or scooter for the day in the morning. He must not take it out for limch period or sit in it during lunch period. He must park it in the mom* tng and leave it there until he goes home at night MR. VAN POOL: Our last speaker is a boy who comes from an donentaiy school where they are just starting a safety pro gram. He is going to give us a stannary of what he thinks his school is going to do and what plans are in the making. Bob Los from Assumption School, Chicago. BOB LOZ: I'd like to tell you what we have already done. We have 45 patrol boys. We corw sera comers every day. Around the school we have a square formed by very heavily travelled intersec tions. We arc bounded by California, Blue Island, Cextnak and Kadxie which form a square. Wc have beat trying to spread our patrol duty to bring down the aeddent tolL We haven't had ooe so far this year. We have no haS monitors yet, but hi the future wc hope to have at least 20 to 30 hall monitors. The school isn't very big. We have only about 400 chiTdrm. We are going to start aeddent prevention units in every grade from the first grade through the eighth. Last year we had accident prevention books. Those that finished with an avenge of <80 or better got cards as mMakers of the American Junior Red Crocs Safety <"*<n4i TOM CHIBBAS: rd like to know what other schools do. MARION YUSKI: We have no outside patrols, but we have hall guards. These hall guards are stationed several on a floor, la case of emergency and to clear the belli, They may be used as messengers, and may be summooed to go to an appointed place, such as medical room, fire box, main office or telephone outlet We have some rules I'd like to tell you about 1. No linking of arms. 2. No loitering in halls between dasset, 3. No stopping ori stairs. Keep moving. 4. No of lockers. 5. Keep to the right at all times. & No running in balls. These laws are enforced by faculty and hill guards for the protection of all stu dents. With the co-operation of all persons within a huiMmg our corridors are very safe. HUGO SCHMIDT: Tom was eying that at Lane they have great *** of people coming out of school at ooe time; all wanting.to get on streetcars. At Kelly wc have a different problem. We lave two lines of traasportotioa--California and Archer avenues which have busses. We stagger our program. First period starts at 3:15 and second period at 9 and some stu dents start at the third period which Isn't until 9:45. They get out at different fines, some get out at seventh period--1 t4Q, some at eighth --2:111 and some at ninth---3 o'clock. With the saggered program there isn't suds a problem getting to and from school. PETER LEAHY: At Lane there are two dimslsaal thaes--we have the early and the late shift. The early shift starts at 8 o'clock and the late at 8:45; bat stiB there are large ambers the same time. out of school at HUGO SCHMIDT KcHy has only 1,800 students and Lane h; - 4,500 and yd we have three periods to your two, so our problem isn't as bad as yours. TOM CHIBBAS: It It true that we have only two shifts and ear shift consists of only a few stsdats. The ma jority arc on the first shift. LESTER SANDUSKY [Toledo, Ohio]: A speaker referred to traffic engineers, Are your, traffic a'lglneer* graduate school pa trols? la other worth; the hoys fiat aid to do school patrol, arc they duafed as traffic engineers? School mi ColUte Sojcty TOM CHIBBAS: They <**r oa Ilirfie. kvd Tb m patrol officen. For instance, there is a policeman at Cornelia MR- GILLILAND: What penalty is un posed? JOHN LENESSI: A violator is re avenue. That's a dead-end street. There quire! to stay after school. If be works are streetcar islands where our students load and unload. Our trsl tc sogtacer* have the right to stop automobile traffic when die policeman blows his whistle. Patrols in after school, he is required to come at 7 o'clock ia the morning. He is sentenced to a aomber of penalty periods, depending on the severity of his offense. If an offender gransnsr schools have do right to stop notes before the board too often daring a automobile*. There is a law against that. semester, he may even be expelled. But at our school the poGccmaa supervises the traffic engineers. In grammar school the patrols only bold back childran tmtil there is a break ia traffic; in high school {be traffic engineers stop traffic to allow students to cross. MR* SANDUSKY: You mean your engineers ceotrol traffic? TOM CHIBBAS: That's right MR. GILLILAND: Suppose the parent refuses to allow the child to be penalised, what do you do with the case? What is the reaction of the parents? JOHN LENESSI: I don't believe we have ever had a case where the parents have objected to disciplinary action. PAUL MERRILL [Lee Alamos, New Mexico]: What Is the attitude of the stu MS. SANDUSKY: They don't control dents toward disciplining by fellow stu pedestrians? dents? Do you ever have any cases where TOM CHIBBAS: They control pedes there is resentment? trians, of course; but they stop traffic too when the poBcnaaa Mows bis whistle. MR. VAN POOL: The students can step cars legally? TOM CHIBBAS: As far as I know. JOHN LENESSI: We very seldom do. We may have a case where the student believes he has been treated unfairly, but moat students have great respect lor the student court aad the student council. MR. VAN POOL: Let us pas* on to BARBARA A. HAWKINS [Chicago, the next item. How about the cafeteria IU.J: The boys do stop traffic, f have coconut!ccs? seen than at Lane, bat there is always a patrolman oa duty and the patrolman blows the whistle and the boys assist him. They act very modi as the regular safety patrol eb eJonentary schools. UR. SANDUSKY: Tbdx duties are along the time Ime? I. L. SWANCUTT [Wauwatosa, Wis consin] : How do you get volunteers? RUTH DELICH: At Kelly High school we have a service system and each stadort that participates la any service club U gives a number of civic award points; at the cod of four yean be is give0 * MISS HAWKINS: Yes. letter K. This is quite an hooor at our UR. SANDUSKY: I was trying to find cut the reaction of the rest of the pobtJc to the boys that are classified ss traffic otpnttn. Do the students and drivers re spect or obey traffic engineers? school. PETER LEAHY: At Lane we have Umeh tickets. If the hall guard works in the cafeteria, he gets a lunch ticket which en tities him to a hadt without paying for it. MISS HAWKINS: Yes. LONNIE GILLILAND [Oklahoma Gty]: How are violators disciplined? JOHN LENESSI: At Lane we have an organization of the student council which is called a student court. Aay violator Is brought before the stadent court. The stu dent court is made op of a board of stu dents. seniors, representatives irons every riM The court bears a ease sad renders lodgment. ALFRED D. FLORENCE [Toledo, Ohiol: Are the children assigned to any certain tables and groups or do they just come in and sit down anywhere? MARION YUSKI: At Kelly they sit down anyplace. HUGO SCHMIDT: We have a faculty member that is always on duty in the lunch room. We have a different faculty member every period and they keep order. It also is the job of the'faculty member to see 62 What Contributions Cast Student Organizations Make to tko Safety Program? that students don't poll up chairs from other tables and overcrowd one. MR. VAN POOL; Is that because of congestion in the aisles ? HUGO SCHMIDT: Yes. JOHN LENESSI: The same system is used at Lane; I believe the main rcasoa is the fire ordinance which requires that there be no obstruction of aisles. MATT DILLON [Oak Park, Miaou]: At Oak Park Township High school, we have a system that we found very satisfac tory. We have tables that seat six persons. At the beginning of the year students re* serve their tables. There must be sbe per sons at a tabic. Each student signs up that he wilt aways cat at a certain table. Oac person is appointed head of the table and that person is responsible for cleaning it up. MR. VAN POOL: We don't want to get too far away from die main theme which is safety and the teaching of safety. We are getting into a discussion of lunch room practices which are interesting but not quite what we came here for. Does anybody have anything to say about the lunchroom and safety? ROY QUALLY (Oshkosh, Wise.]: I have a question about the civic point system. I'd like to know more about the point sys tem and how it works. RUTH DELICH: At Kelly High school, if you are a good hall guard, you may get from one to five points. If you participate m school activities, you may get from one to five points. If you are chairman of any class or a representative on the student council, you may be given certain points. When you get a total of some 65 points, X believe that is right; yon get a civic award letter. ROY QUALLY: Does the teacher use her own judgment as to how many points are givoi? HUGO SCHMIDT: The teacher may, but there is a limit as to bow marry can be gives for a certain activity. Students get civic awards for scholarship and also for being on time and for perfect attend ance. Sixty-five !i the total yon need to get a letter and 100 points entitle a student to a civic award pin- JOHN LENESSI: Getting back to the lunchroom question. Since every student can sit down at any uMq there U some times some difficulty ka getting sccoecoe to clean off the table. la our school, if you are sitting at a table and the fclknr sect to you gets up and doesn't take his tray, it is up to you to make hies take his tray* If he doesn't, you are the one that is going to have to clout off the table. In other words; if you are the last fellow at a table and the table is dirty, it is up to you to dean it up. Oar system works. MARION YUSJO: Our haU guards al ways direct visitors entering the building who find It difficult to get to Ihrir destina tion. The haU guard has a badge which shows anyooe who may he latertcted that be is a lull guard. The haU guards dew this pass and walk through the balls. Na student may walk through the halls without a pass* TOM CHXBBA5: Most of you may have the idea that corridor problems are not serious: Last year there was an aeddent at one school where the janitor was killed because boys raa up and down the corridors. Corridor monitors fc**^1* traSe whoa there is a fire drill. Whee the fire gong rings, signals indicate which entrances arc dosed and monitors direct the students. MR GILLILAND: Do you find that any of your ball guards show partiality? JOHN LENESSI: That docs happen sometimes. But our organisation is made up of hall guards and lieutenants sad a captain, who is in charge of the haU guards* The lieutenant is continually watching the guards, wallang his rounds on his floor. He has the right to ask anybody walking In the hall for a pass. If the person has so pass, he has to retrace bit steps, sad the hall guards ea duty get it la the node if they allow him to go bade forth freely. I think that ethnlnates partiality. We have certain mjie'ftnn:nfa for hall guard*. A hall guard should be a sopho more or higher. Oar hall guards are mually pretty big fellows. JOHN CORBALLY (Seattle, Washingtoa): In eeaoectioo with the hail guards' duties on fire drill, do yon have plumed drills where regular outlets are blocked so that students have to think ha aa emer gency', and find some other exit? School end College Safety 63 TOll CHIBBAS: There is no regularly scheduled fire drill, but we have them fre quently. There are different signals and in every room there is a dart whkh shows what each signal means, which doors axe closed and which open. The haU gtards see that students go to the right exits. MR CORBALLY: Suppose the bolt eo seme door jams so that yoe can't open It? TOM CHIBBAS: There are quite a few entrances at Lane-more than 4a shop there is a safety man. On the average of three times a semester, we have meetings in our study hall. We discuss nothing but safety. We discuss the problems that have come before the safety men daring the semester. Usually we have some safety expert from some organization to speak to us. In that way we become pretty well versed in safety. MR VAN POOL: You have heard a great deal about student councils. We ad vocate that safety activities be co-ordinated MR GILLILAND: Suppose the grotto leader has come to a blocked exit, is there any signal for stopping the group and re versing? by the Student coundL It would inrm to me that hx the retpectivc schools represented by these students here, the student council is the co-ordinating HUGO SCHMIDT: During a fire drill the students are supposed always to be quiet and the teacher is at the bead of the group, la ase of any bottleneck or a door being dosed, the teacher has control of the group. MR GILLILAND: If you have 35 in a certain group, how as die teacher get the information buck to the lax cm jnX by talking? Do you use bund signals or any thing of that sort to inform the group? ageney. Does anyooe have any otber questions? EDWARD R LYNN (Maywood. I1LJ: I somenn* that they had school fire brigades. Lhatog the fire drill each has certain station.. Do you appoint a different person for sock period of the day? TOM CHIBBAS: la oar school the hall guards are the fire brigades or guards. There arc different students for cadi period. HUGO SCHMIDT: The teacher Is in frost of every class. Our cl-mca at Kelly don't run larger than X students. We march in columns of four and that means the line tm*t very long. MR SANDUSKY: Td tike to ask a question. These boys and girls do a swell job. They are utilised inside the school, but we know that traffic is ooe of our grtatest hazards today. When the students MARION YUSKI: The teacher raa tell the students at the front to put along the information. TOM CHIBBAS: I'd like to add some thing* There are always three doors or at least two to each exit, so if oee door is jammed the other two are open. It is the janitor's job to see that the doom are open. MR VAN BOOL: Is there any question yon want to ask about various chi* and reach the streets what happens? ESTEL HACK (LotrisvilR Ky.J: Our police department takes the position that when a studoit readies senior high school age, he should be able to take care of him self. RONALD MAUER (New Trier Town ship High School]: At New Trier we have safety petrols. Junior and senior patrols an stationed at different intersections. their safety work? JOHN LENESSI: At Lane Tech our student council constitution stales that every semester a committee of four must be ap pointed for safety work. I am a oaniw of dot safety committee. At least once a month we are required to report to our shop supermlendmt who, in turn, gives us uHtructioos on what we are to do and what we arc to stress daring the next quarter or the oext period of time. We have, as you know, ti&uy shops. Lane is a technical school. For every period in ROYAL BROWNE [Chicago, Dllnois]: I believe I can answer that question as to why there are do petrols what students get to high school, in the first place, in the elementary school students come from the immediate neighborhood, so all chfldree cross and redos* at the same streets and at the same time every day. When a student goes to high school, he may eemc from a greater distance; conse quently safety petrols at every crossing between that student's fame and the high school would be impractical. 64 What Contributions Cart Student Organisations Maks to the Safety Program? Lane Tech U a rood example. Our area extends from the lake oa the east to the city limits oo the west; from North avenue on the south to the city limits oa the north. We could not have a safety patrol at every crowing, therefore, we have than only around the school. EARL R. STRANGE [Pottstown, Penn sylvania] : We have safety patrols in the junior and senior high schools. We have patrols at two main highways and we try to patrol four or five blocks around the school. This works very efficiently. WILLIAM H. KEELER (Rochester, N". Y.]: With patrols since 1932 I believe Rochester can take credit for the first safety patrol in the secondary schools. We have ten public high schools and three parochial schools. Of these three, two are girts schools. We only use the girt patrol members to take the girts out to the h*mrr and to see that they arc loaded onto the busses safely. At every other one of our high schools, patrol members are stationed at an adjacent block or possibly two blocks away, depending oa the traffic conditions. We have uniforms for our secondary patrol members. In that way, we hope that motorists driving through the dty will be come alert to patrol members at the curbs and recognize them as they do police of ficers. We have had a very successful program. A secondary school safety patrol is an asset and certainly will reduce accidents. MR. GILLILAND: What are you doing about the motor scooter or two wheel vehicle? PETER LEAHY: We have parking reg ulations for cars and motor scooters. They are limited to a speed of 10 miles per hour on the school grounds and they have to obey all traffic regulations in and around the schooL As they enter and leave the school grounds, they have to stay oa the driveways. They can't cut across the grounds. MR. VAN POOL: What are you doing about teaching people to drive these scooters? PETER LEAHY: I would think the Lws and regulations pertaining to driving a car would apply to a motor scooter. We have driver education and training which teaches the taws of driving and the way to handle any motor vehicle. UR. VAN POOL: Including a two* wheeler? PETER LEAHY: Two wheelers--motor cycles or bicycles. JOHN LENESSI: I'd like to clarify two points. When a student comes within a certain area, be has to dismount and walk the bike. Every student is required to take driving. That is a safety measure. MARION YUSKI: rd like to add that at Kelly the students are allowed to ride only ogc on a bike. MR. STRANGE: la the. state of Pennsylvania, in our motor vehicle code, a scooter bike Is considered a motor vehicle, the same as an automobile. Now, we also have a bicycle ordinance. We issue licenses, inspect bicycles and teach correct riding habits. A license costs twenty-fire cents a year. We. also have bicycle courts in the schools, and we have a local polka bicycle court. The students ns their eww bicycle courts. MR. GILLILAND: This last week I was in a meeting with a group of yotmg people, and there was only one person hs that group of legal driving ag^ yet all of theta were driving motor scooters. What arc yms going to do with pupils that are driving ia viola tion of the law? MR. STRANGE: At the age of 16 they must have a license to drive, and if thea? are picked op without having a Ikmse to drive, they have to pay a See. I believe it is 2S dollars for the first offense. I don't know of any boys or girls in the state of Pennsylvania that drive scooters without being licensed MARIAN TELFORD (Chicago, UL]: The subcommittee on powered cycle* of the National Committee on Uniform Traffic Laws and Ordinances has made a thorough survey of the probtans of the motor scooter--what they are under the law, what type of legislation a state should have; what type of scooters should be al lowed to operate, vehicle standards as to brakes and lights and so forth. Unfor tunately the study dealt less with education thaa with anything else, but it is available In mimeograph form. Yon on get it by writing to the National Safety CoodcIL Ask for the Public Safety Memo oo Motor Scooters. ScAottf end CoUege Safety 65 The Horn* Economist's Responsibility for Home Safety Education By GLADYS T. OLSON Itinerant Teacher Trainer, Iowa State College, Ames, la. Who will speed time and energy to fight borne accident*? Home economists. Why? Because anyone who professes interest in and takes responsibility for helping people mth their home and family life problems smut include some home accident preven tion is his education. The borne economics teacher has a unique opportunity that is not offered uq* other teacher ia a school, la every phase of family living, problems arise because of home accidents which af fect the way families may attain their goals. If home safety education is not taught ia our schools, a large number of people will never be reached. Probtans in each phase of borne and fjmQy living and some information and methods to use in presmtmg these problems arc given h the --1 "Safer Home Uv* mg," a publication of the National Safety GoapcL A few of the problems wader each phase wtfi serve to illustrate the kinds of responsibilities home economists have for home safety education. In kome management What short cut* help keep the boose orderly? Doc* year family have the protection of an orderly bouse? tn child care and Induing What are the mam types of home acddents among children? Do homes in which there are small chil dren provide condition# that are safe for them? tn la*mitring What clothing Is safe to wear when do ing th* family lamdry? Do , invite injury when you iron? In rtlecHtm and cart af chthing Do you dress safely for your work? Does home dry cleaning pay? tn maaf preparation and food preservation How many dances do some homemakers take every time they pook? Whrt are the major causes of accidents in home muting? Another phase of family living, family relationships; needs to be analyzed carefully to determine the emphasis which may be placed upon home accident prevention. A study of the adjustments necessary when a family member is killed or injured in an acddent makes it possible to arouse interest in accident prevention. In family relation ships and home management, there is a direct link between traffic, industrial or boom accidents, and the home situation. As we proceed with this topic, we could consider what ought to be done, but I prefer to tell about some things that are being done. To start with, it seen* safe to begin with situations we know best. In collecting examples from all over the United States it would be possible to secure many good safety education kies*, bat it ia alto important to what is going on in smaller areas. Home economists in Iowa, through thdr state home economics association, conducted a survey of hemes to ffiscover hazards lurk ing there. Two objectives were decided upon for the survey. 1. To arouse Intercat in home accident prevention. 2. To find scene Indication of common hazards in homes. The survey indicated that five hazards were oocanoc ia thi homes of the state. 1. Stairs were without handrail*. 2, Irons needed beat resistant stands. J, Oily mop* aad dost rag* were not kept in metal container*. 4. Step ladders were lacking or poorly constructed. 5. Scatter rugs were skidding. Finding* of this survey have been used as an incentive for program plans for at least two home economic* group* ia the state-- the home economics teachers and the home economics extensioa service. Home eco nomics teachers have been working upon these safety measures through their day school programs, adult programs and club programs. 66 The Home Economists Responsibility for Some Safety Education High school home economic* girls have the oven, "Stand back girls, Pea going to x fliih named The Future Homemakers of light the dan thing.** America which is eoesnonly called the FJ-LA. In 1947-4S home accident prevention was accepted as an activity in die state program of work for F-H-A. chapters. Hone safety ideas were prraented at district coo* In another town the home economics ,, teacher was very disturbed became one of her eleventh grade borne economic* girts singed her hair, eyebrows and lashes while fercncts in the form of exhibits and dots pointing up the five hazards common bs homes and in turn local chapters used some of the Ideas in planning their prog! am* of work. lighting the oven. A repetition of the ova lighting demonstration was given to the whole class by the teacher. The following day another pupil had as oven lighting ac cident. As a new approach to the situsboo, attractive signs were posted by each stove After the year of work, 43 of the 61 *Tight me First.** After the two accidents F.HA chapters in the state reported the and with the constant reminder! of the small removal of safety hazards. The removal of posters the oven lighting accidents coated. a total of 1,939 safety hazards was reported. One chapter reported 300 and another As a part of an all-college project each boosted 333 different hazards removed. department of the home economic* division One chapter reported that ooe of their most successful events of the year was a at Iowa State college examined the amount of home safety education included hi the courses in their curriculum and chocked home safety skat that was written, directed, acted and produced by F.HA. members. The skit, "A Day in the Lee Home," portrayed Judy the teen-age daughter getting ready their laboratories to discover aay hazards which might cause accident!. The check lists in '"The Hazard Detector/* a National Safety Council publication, were used to for a dance. The action included numerous little accidents of everyday home life. Points which were emphasized included: help analyze the safety content of the curricuUxa. Suggestions for improvement were made sad some improvements were made. 1. Put the iron on the stand when you leave it. 2. Pick up toys and balls. 3. Always have good bulbs in the light sockets. 4. lung up your clothes. 5. Keep closets neat and dean. & Put everything bade where it belongs. In summary of gains secured, this FJ1A chapter stated the praise received was worth the effort put forth, and the girls believed their aim of making others more safety conscious was fulfilled. Host of the examples of home safety education a this presentation have come from the work of home economists who would be classed as home economics teachers. I would like to mention a few cnwplm of fume safety education from other fiddt of home economics education. The extension specialists ia home ecooexsira have an opportunity to eatpbarize safety in all phases of their work. As ex ample of the way home safety education is being included u extension programs is shown by the bousing tour in Scott comity Even though convinced that home safety last spring. Each of the nine bouses chosen education is a part of her job the home to be included on the tour had stair hand economics teacher finds that many difficulties rail# where needed. Some homes which beset her path. It is difficult to change atti would have been chosen were rflmhurad be tudes and practices and to interest pupils cause they had not yet put up handrails. in home safety. Even teaching such specific During the open houses each leader called experiences as using a safe procedure when attcatioa to the safety features ia the homes. lighting gas ovens creates problaxu. One teacher demonstrated a safe method to use in lighting a gas oven. On the fol lowing day the ninth grade girls were pre paring a simple supper in which they needed the oven. The teacher stepped bade into the classroom just in time to hear a girl state in a loud voice as she was about to tight In planning the bouse and room layouts for the new Step Saving V Kitchen designed in the Bureau of Human Nutrition and Home Economics, ooe safety feature is evi denced in the fact that everything can be easily reached without getting on a stool, and things are arranged so that areas are given suifidtnt space riumnsting dutiering School end College Safety to tbe'dxnger point All publications from the Bureau are carefully gone over to be sore recommendations incotporate directly or in directly the safety fsetor in household op erations. There has hem progress made in integra tion of bom* safety to the home economics curriculum because home economists have pooled their effort* and experimented, but it is Only a beginning, Any type of integration tikes time and imagination and a concerted effort to pool our efforts and to exchange ideas can make it possible to develop more effective safety education programs. Safety Education Invades the Teacher-Preparing Curriculum* of the South By SOLON B. SUDDUTH Head, Department of Health aad Physical Education, George Peabody College for Teacher*, Nashville, Tens. It is hoped that the invasions of safety education in the tmetier-preparing enrriaaiaras of the soothers colleges and UBiversf- tks wiS he ae impressive as ShcnsuTa Ja- fourth criteria was that negro colleges be inclodcd, A fifth criteria was that both private colleges and state supported colleges mate be included la the study. naoq of the sooth; the hvidoci of dm carpet baggers; she iovasoos of the boBwtxriL tim csom mifle and iwkriiy and wiS prove bdpfai la itnWng the present school fumraaiua and their adolt contem poraries mere safety mnoem Reviewing the data is Accident Facts w sac th* aacd for preparing teacher* to toad and In practice safety education. Pwmtsg and arotdmg accidents will coosa aboot by aduatjcev Therefore, let ns oonskSer ofat is bring dooc ta meet dfa, need in the teadscr-tnxaaig institutions or the south. In Augmte, 1948* a questionnaire on state* of safety adoration was araik to adahttstrathre officer* of 100 colkgr rod uoivtrxties at 12 southern states. In elect ing the fcutitstiou* criteria were developed to Insure a reasonable sampling of aR of the colleges and universities is the 12 soothers states. The first criteria was that representative colleges sad universities from all 12 south- era stale* mast be jnefaded. The teased criteria was that the institution must have a fonr-ywr curries!on which prepare* teacher* for the teaching profession. The third criteria wo* that the havtitotion mate be accredited by the Southern Association of CeDcgca and Secondary Schools, which is the accepted agency la all of the slates tnefoded except Arkansas. Arkansas is affili ated with the North Central association. A By using these criteria as guides a que*tioonaire was mailed to 74 white colleges . and 26 negro college*. All state* were rep resented by five or more colleges. Replies to the questionnaire were received from SS white colleges and front 6 negro colleges. Returns were received from three or more colleges in all states covered. In the curriculum offerings of the 61 col lege* reporting, 141 separate courses are offered in 7 arras of safety education. It was found that 27 of the 61 colleges offer a course in general safety, 48 offer a course in first aid, 7 offer a course in playground safety, 36 offer a course m Ufe-saving and water safety. 23 offer a course in driver education, S offer a "course in borne accident prevention and S offer other courses tn safety. The health and physical education de partments offer 129 of the courses, the edneatioo departments offer S of the courses, the home economics departments offer 3 of tire courses, the industrial arts departments offer 2 of the courses, and the English and the social studies departments offer 1 course each in safety education.' It stems that the health and physical edu cation deportments have assumed the re sponsibility for offering most of the safety adoration courses. In the driver education coarse the major responsibility has been asumied by the health and physical cduca- 68 Safety Education Needs of Pre-Sendee Teachers tion departments but there is a distinct in terest indicated by the education departments in this area of safety. Four of the 13 courses in driver education are taught by the education departments. College credit is allowed in all but nine of the safety courses offered. Four colleges do not allow credit for courses in life lav ing and water safety and five allow no credit ior courses in driver education. There is no common pattern for the number of hours credit allowed by the separate schools in the different courses. Credits range from one half quarter hour credit allowed by one school in life saving and water safety to five quarter hours credit allowed by eight schools in such courses as general safety education, first aid, and playground safety. The nature of a course seems to have little effect on the college credit allowed. In some of the schools there are courses which are prescribed for all stu dents who are preparing to become teachers. Of the 141 courses in safety education. 27 are listed as required courses. First aid Is a required subject in 10 colleges and the general safety education course is required by 9 colleges. It is assumed that state certi fication laws have some bearing on these requirements. ,, Safety education is Integrated as separate units in 162 courses other than die courses mentioned previously. General safety educa tion is included as units m 24 courses, first aid units m 28 courses, pbygnxnd safety wilts in 42 courses, life-saving and water safety units and driver education units in IS courses each, home accident prevention units in 34 nurses and other safety education units In 4 courses. There is a preponderance of integrated safety education units in other courses in the health and physical education departments. These deportments show a total of 212 integrated uoits In Health and physical education courses. The home eco nomics departments have 17 Integrated units, the education departments 14, the Industrial arts and science departments 7 each, the orientation courses 3 aad the sociil science and engineering departments 1 cadi. Safety Education Needs of Pre-Service Teachers By MARION R. TRABUE Dean, School of Education. The Pennsylvania State College; Member, National Commission on Safety Bdncation, N.SZa. What preparation does a prospective pub lic school teacher need in the field of safety education ? Ip is obvious that the real needs of a young teacher depend upon what is to be expected of him as a teacher. If we expect more of new teachers than they can actually do, then we should revise our ex pectations and modify our concepts of their needs. In order to be realistic in any statement of the pre-service teacher's needs, we should look first at a few practical facts. While a few states hare made provisions for five years of college work as the basts for cer tification of public school teachers, the gnat majority of our public schools are Still being tight by teachers who have had only four years or less of college preparation. In most parts of the country, there are still shortages of teachers qualified at the fouryear level for elementary schools and for certain subjects in high schools. These shortages are likely to continue for several years. Another fact which must not be over looked is that the public and the school authorities who represent the public still insist that teachers should have had a few courses in college in those subjects they are going to teach in die schools. Further more, in most high schools, a beginning teacher must expect to be assigned to teach m at least two broad fields: idence and mathematics, for example, or English and the social studies. In order to tends science In a high school, a teacher Is expected to have had in college at least a couple of courses in each of the major sciences: cbenistry, physics, botany, zoology and geology. The public commonly expects the young teacher also to have extended his general edacatioe wbn* college. And then the School and College Safety 69 educational authorities insist that he shall have studied some psychology and have learned something about schools and about teaching. To secure all of these courses ta four years at college is not u easy matter. However desirable you aad I might think it would be to require an additional college course or two in safety education, there is little real chance that these can readily be squeezed into the already over crowded four-year curricula is teacher ed ucation. Although the number of prospective teachers who can be required ia the near future to take safety education courses in college is relatively smalt, you and I know that the pupils ia our schools most be taught, and taught effectively, to live more One of the greatest causative factors that appears when accidents are carefully ana lyzed U hdc of consideration for other people. The driver of the death-dealing car was thinking, we discover, only of his own desire to get somewhere in a hurry. Ex planations and excuses occur over and over again. Preoccupation with one's own im mediate personal desire* and lack of any real concern for the welfare of others are the real villains that cause most of the avoidable accidents that occur each year. Is discussing safety education wa should keep in mind the fundamental purpose of the democratic state In establishing and main taining public schools: the development in citizens of those characteristics which will enable them co-operatively to work out bet ter solutions to their common problems of safely. Somebody must do something to reduce the pain, suffering and death resulting from living together. Let us look now for a mo ment at some of the other vital probtems of our everyday life. Whether we read the accidents, a targe proportion of which are daily papers or listen to the news reported certainly preventable. The greatest hope I can sec for reducing the number of acci dents u through effective instruction by professional teachers. Furthermore, public school teachers have, I believe, a dear ob ligation to teach {heir pupils to avoid acddots. That Is one of thfc things for which by radio, we always meet the same problems: strikes and labor disputes; Inflation and the coming depression; international disagree ments and threats of war; increasing divorce rates and the disintegration of homes; ra cial prejudices and conflicts; and so on, day qfter day. Each of these problems, when they are paid from pubGc funds. carefully analyzed, grows out of exactly Xa teacher or intelligent student who the same human factor that is causing so examines carefully the probtems of our many tragic accidents: lack of thoughtful modem fife together can avoid recognizing consideration for others. that we are stilt far from having satisfac tory solutions for the common probtems of safety. Thousands of people are kilted aad teas oi thousands are injured cadi year by Human beings. In common with other ani mals. want food and comfort for themselves. Science and invention, however, have made such complex changes In the conditions automobile accidents, falls, bums, drown under which men live, that it is no longer ing and firearms. Any school child can possible for each individual to obtain every recognize the vital importance of this prob thing he wants without assistance from other lem of accidents to the common welfare, persona Each of us is dependent upon and he can easily be ted to co-operate with thousands of other individuals and groups others Is planning better solutions. for the goods and services he wants, but Xo public school teacher, regardless of the school subject he teaches, can be ex cused for neglecting opportunities to stimu late students to analyze situations that may be unsafe and to plan co-operatively tor their correction. Preoccupation with aca demic matter that prevents giving attention to an unsafe situation say not only result us a serious accident, but robs the students of the practical training in co-operative planning for the common .welfare which Is the fundamental purpose of the state la providing education. we have not learned as well as we must how to behave toward these other persons with whom we must co-operate. If human bring* can be taught to act more courteously, thoughtfully and hetpfully toward each other, we shall not only have fewer accidents, but we shall also have better and more perma nent homes, greater volume and continuity of industrial production, less severe alterna tion* between economic inflation and depres sion, km crime and delinquency, better government* and less war. The time has passed when reading; writing and 'rithzaetie 70 Safety Education Needs of Pre-Service Teachers could properly be referred to as the "funda mental* of education." The real funda mental* of education in the modem hlghlycomplex world are ce-eftraiive human relations. The kind of education necessary to pro duce citizen* who win work together effec tively oo common problems involve* much more than knowledge and skill in the tradi tional school subjects. la as individual who is selfish, unco-operative, and anti-social is his attitudes, fcjxnricdge and sloQ are pow erful agents for the destruction of ehrsUzaUoq and of democratic institutions. Only In an individual who has sincere attitudes of respect toward other people and the determination to understvid and co-operate with them do Acrsscd knowl edge and sldll become a socially desirable objective of education. Attitudes and habits of co-opcration and the determination to work constructively with other people in improving the common welfare arc the pri mary objectives toward which all and teachers of all subjects most strive if they are to serve the timdameotal pexpose for which a democratic state supports edacatiot In order to be successful in developing such attitudes, habits and la their pupils, teachers nwff provide than with a continuous yngmaon of satisfying experiences zn working co-operatively with others on problems that are vital to them. Children always bane of conflict ing interests and pnrymas that are just as real and vital to diem as the problems met by adult iudiiiihih and croupe. When taro ciiildrre in the antsy school want to phy with tie sms ley at the nut time, foe rwiyik. their trarher hne a pnldra opportmhy so had Am in developing a co-operative solneien which vfl be stwfy* i&g and tihrmw for ieA. Ubta the peptli of as ckanmy grade had Are -- of them aridi to pfay bnl on Ae owe pun of the pbycround that aneAsr group wishes to use for playing urtki tm mmmm&y rich opportunity for ftnrl--arml cdacatinn m human rrizriom is pnitniil Such profe- Ions of conflicting busnan isUcrats nsd be recognized as the true ortkafan cd funda- mcnal education today, and be grvea first priority in the sands and efforts nf teachers. One of the chief nnoot for oar past failures to develop the attitudes and habits of co-opcration which are so ftmdaBKQtal today is that we have not, either in our thinking or In oar school practices, actually recognized that these are far more impor tant than subject-matter. We have rather coosistsitiy exercised autocratic authority in deciding the human issues that arise wi| students, in order to keep order and to pro vide the peaceful atmosphere A which school work could be carried as cflSoeetiy. Our failure to recognize that being considerate and mutually helpful toward other persons 1* actually acre important ting having high academic knowledge and stalls has led os to overlook the rich opportunities that arise constantly A every school ccexaunity for the development through vital experiences of the co-operative attitudes; ODderataaduigs and habits that lead people ts work together effectively on their common problems. Not only .have we neglected to recognize co-operative human relation* as the most fundamental outcomes to be Ton|fif through education, but we bare frequently forbidden Ac use m schools of Ac very materials which constitute the type of carnations sue* oozy for the sdnmsxBt of these out comes. We have actually told teachers In "avoid controversial issues," and yet teach ers have no greater obligation than to teach young people how to resolve sack Issues through intelligent co-operative analysis and adjustment Until we kora to we the real conflicts in interests, purposes and that arise m the school and oesanonity as the basic materials of modern education, we tint! net be able to drrelop the ce opera tin Jtninikx. mufan m mils and *--*-*^. that are absolutely ~to Ac preserva tion sad knprortma of oar democratic so ciety aod its saoti&atioew. Every person who is preparing to teach any subject m any pobfic school or ea&gc AobU be led to Imte d that Us chief letpoeitihaity A Ae dcTtfopaaeat (1) of strong attitudes of isnuiilsi iliiai and help ftdncas toward others. (3) of don determi nation to co-operete with others A solving problem of Ac enrimon welfare, and (3) of effirkre sldlls aod habits A aretyiAg saefa problems, A gathering and Aaerpretiag per tinent data, and A cooperating with others A the development of lapnutil *&**%*-- Sock an iwilrrrtauifiiig of what A pro fessional task Avutves ariH require boat a School end College Safely 71 become familiar with authoritative sources of information about safety, health, eco nomies and other problems of the common wrifarg cyan though he knows he is to be employed as a teacher of English, mathe matics or science. It may not A necessary for every teacher to have a special cotkge coarse A safety education, if only each his Seamed A use vital problems of safety as educative experiences for his pupils. Every school of any size ought probably to have ax least one teacher who has bad rather extensive training a safety education. to that* he may A caBcd upon by pupils teachers and citizens for expert knowledge and skill A that field. Any teacher who Is employed to instruct pupils A the carpentry shop, the machAe shop, or the foundry needs very specific knowledge of safe practices and specialized skills A teaching suds practices. The teacher who Is to assume responsibility for teaching pupils to drive u automobile must also have had tfeoroegfa training A the what and bow of safe driving and A Ae what and how of teaching ale driving. Teaching a student to operate a dangerous machine requires the possession of many items of specific sldll and knowledge that are functionally related through extensive practice to the machine Itself and to the conditions within which it operates, as well as Ac general preparation which all tcachezs should have. All teachers AQuid be prepared to develop A their pupils the attitudes and habits of co-operation that are Involved A tiring to gether constructively A the modem world. This certainly Achtdes co-operation A de veloping safer practices A daily living. The hazards that are Avolved A operating cer tain types of modem equipment are so grmt, however, that a few teachers seed A have highly specialized training for tcachAg the safe operation of that equipment. In my judgment, it is not possible to achieve desirable standards of safe living without the co-operetion of all teachers, nor it It possible today A achieve those stand ards without some teachers who are espe cially prepared for giving Instruction A specific areas of safety. Both types of teach ers are needed A safety education. Off-Street Training Areas for Driver Training By H. JAKES TYSOR Safety Instructor, If. R. Crazier Technical High School. Dallas, Tex. ta running aod orgaabAg a complete tbiiir education aod driver training pro gram. the question always comm up regard ing the space needed for the bdund-tfcewfaeel or lAnnlniy experience training. Uoee schools are able A arrange for a room for fAwnrsu detraction, but they emmot Me tAir way dor to provide, additional spare on mucrowdud campuses for behindfienfaet meting Fcrbspe the reason for thk A a mmcooctptico of the amount of It A An camseon opinion of many school people doc several acres are required, csjwcASy H aare Ann one ear A used. There ace sMk hoiy demands on the school gremsds (or playgrounds, athletic, and BOTC ii.aiMcs: to squeeze A another ac tivity. ends an a wring automobile, is al most ere et is psertion. Bre fit area need not tfe* large nor paved and orbed; k should be a controlled or supervised area which may be cither on or of. school property. The location of the controlled driver training area may be de termined by a survey. The area may be on the school grounds, or on vacant lots or porks; or authorized Wocked-off streets. Seme schools, especially fringe schools A large ccctsmsxities, are not concerned about space. A such cases, it Is most de sirable that the controlled area be located on the school grounds, pUced far enough away from other activities so that Ac prac tice area docs not create hazards. If it is necessary to place the area dose to other activities; the driving practice arcs should be property fenced and dreed to all outside traffic. The area selected does not have to be of any particular shape or cootour. A straight away, at Aut 75 feet tong and 23 feet wide with two fifty-foot circles (malting a figure eight) A suggested. 72 Automobile Driver Education and Tremsnz--A Smalt Community Plan la ail controlled driving area* there are certain advantages: \, The instructor is able to give closer supervision. 2. Danger of collision with regular traffic is eliminated. 3. Beginners are less nervous because traffic hazards are at a minimum. 4. Parents feel more secure. The main disadvantage of the controlled driving area is that the student doesn't get the feel of actually driving and meeting street conditions. However, this may also be overcome on the controlled driving area by designating a certain course, approxi mating on-street conditions, for final com pletion of the laboratory experience. If the area is to be permanent; it is best to 'repare it for all-weather use. The area should be curbed and hard surfaced. The technique and lessee plans wiD, of course; vary with the type and lay out of the course. Close supervision and strict regulations as to movement of cars must be observed. -permanent areas must have light movable equipment that Is not bulky but is easily handled aad stored. Stanchions to hold Bag staffs may be made by fitting dis carded gallon cans with cement leaving a center core for sheet metal to hold the staff. Staffs may be five feet long and jointed for easy storage la the back of the car. Simulated traffic lights, hand operated, may be used aloeg with movable traffic signs. Teaching driver training In a re stricted and supervised area demands su perior teaching ability. Automobile Driver Education and Training A Small Community Plan By SAMUEL HOTT Bedford High School. Bedford. Ohio In introducing our subject we will make the following assumptions; 1. That the value of automobile driver edu cation and training be recognized by the local Board of Education. 2. That the Board is willing to authorize the placing of such a course in the high school curriculum. 3. That the local automobile club is willing and cap. Me of supplying a training car. We make the above assumptions for the purpose of introducing the course into the curriculum. Whether the course stays as a part of the high school program will depend upon how well it is sold to the community, in other words, there must be someone or some group who is willing to definitely sell the course to the community through the medium, of the students and community ooo- tacts. Selling will not be an easy job. There are far too many people who firmly believe; 1, That automobile driving is far too easy and simple to be placed as a high school subject. 2. That It is as individual natter and, as such, should not be charged to the conmunity. The above argumrots gala added impetus when the cost sheet is studied and owajaxisons arc made with the cost of teaching other subjects. Increased per pupil costs cannot be denied. Tbe Cleveland per pup3 cost range is fZ7 to $45. Ify superintendent figures per pupil driving costs to be $20 greater than that of other subjects. Tbe answer must come h the total value derived from the course; both to the ioefividua! nod to tbe community. Proof must be given that the training of automobile drivers will show a definite reduction la automobile ac cident*. it*ay Ohio high schools would like to have a driver education aad training course if it were possible to have a trained In structor and equalized per pupil cost. Seme state colleges arc taking the nsoemry steps to help In die training of,instructors and some state legislatures are recognizing the importance of this type of training by mak- School and College Safety 73 tug grants of money to aid In the financing of the program. We are in our third year of driver ddacatkn aad training here aad we feel this is for the laboratory training; each student having 15 minutes driving and 45 minutes observation time is each hour. Street and road map* are studied in class the proving period. The oovelQr has worn time for die purpose of directing the driver off; and the superintendent has sharpened while in the car. Classroom lesson precedes His penal. Figures shew an alarming high each driving lesson. per pupil cost, most of which is instructor's The first pert of the program dealing salary. with the automobile is spent is getting ac Obi- training car U soppUed by m local quainted with tbe car. The class, as a whole, dmler under the supervision of the dub. meet* in a dosed area with the ear as ex Car maintamnee has beta paid by the hibit "A." A thorough study aad discussion Board of Education This year we plan to is made of the following items: fun* a student three dollars to cover this item. That `"'va tbe instructor's salary which, la the 'ire. will be met by * match ing program a . the Board of l location and the local Auto Dealers association 1. Things to note as you approach tbe car. 2. The various systems, their parts aad the function of each as it applies to the total operation. through the local Safety Cornual After these sessions tbe class is divided This set-up will allow us to make the course compulsory, if all goes well The reasoning back of this last itstosoU Is that a luge number <-t students, particularly boys, stiU fed that it is absolutely a waste into groups. Further discussion and review is held within tbe groups. The groups are dow ready to start working tbe various de vice* necessary to operating the car, this done in a dosed area. of time to sprod two periods a week for 18 weeks just to learn to drive an automo bile. This Idea cocoes largely from tbe par rot who karned to drive under far less complex conditions than those which face the boy aad girt driver of today. Students arc sot taka oq the street until they puss toe requirements m the closed area. Once they are on the street we give them open road driving until they are fa miliar with tbe car motion. The next as signment is driving in traffic, followed by I will attempt to explain our set-up and procedure. The State of Ohio sets 16 year* as the age whoi a boy or girl may receive a^ tem porary driving certificate. This cardState instruction and practice in aB form* of parking. Precision stall tests are the last phase of the program preceding the skill tests which are given by tile State Highway patrol. it a prerequisite for tbe driver education The students, while observing, have check and training course. Tbe only other qualifi lists which are scored against the driver. cation required is the written permission The instructor cheeky the observers m their from the parrot*. We enroll a limited mas ability to rate cadi driver. Driving skills her each semester; usually 28 or 32 students are practiced In the daily driving lessons to a clast. THU group must meet as a class and driving stall tests are gives periodically. for 36 dock boors daring tbe Sanater. In addition each student most have a total of 24 dock boon in tbe training car, 18 of which are allotted to observation and 6 boors behind toe wheeL This stakes a total of 69 clock boon required of all students. The time sheets arc rigidly kept aad all tost tc muse be made up. Tbe state De partment of Education grants to all thorn who satisfactorily fulfill the above require ments one-half wait of credit, and the Ohio State Highway department gnats a per manent driver's license. Toe class is or ganized hi groups of four students each Driving lesson plans are supplied to those students who will be driving the family car. This ts done to assure the instructor that the family is acquainted with the driv ing practice* taught m tbe program. Students are encouraged to get otrt-ofdais driving practice. However, a check is kept on those students who are doing outof-das* driving. A blank is given the stu dent who must have It filled out by toe accompanying driver. This blank note* the time, miles driven, weak or strong points, and the signature of the licensed driver. 74 A Plan for a Metropolitan Area This year we are organizing our teen-age drivers who drive a minimum of 100 miles per month into a Safe Driving dub. The objective is somewhat on the ami line of thinking as the safe driver programs of Commercial fleets. Drivers will be encour aged to build up continuous annual safe driving records. Proper recognition will be made of the safe driving group. 1 would like to add a word about our follow up system. As a means of evaluating the program, a Ust of the graduate* .arc turned over to the police department If, and when, the names of graduates appear upon the police blotter, those names are turned over to us. We keep a complete filing sys tem and follow up these violators by direct contact A Plan lor a Metropolitan Area By MILDRED XEIFFER Supervising Teacher of Safety Education, Cincinnati Public Schools Presented by ELIZABETH STBINLB Driver Training Teacher, Dayton Board of Education, Dayton, Ohio Driver training concentrates attention on oaty one phase of the over*all safety pro gram, the foundations of which are laid in kindergarten, Tbroogboee the 12>ycar pr^ gram of safety education, the objective U the building of habits, attitudes, skills and understandings essential to vigorous, happy and safe living. The smallest child must be taught how to meet the hazards of everyday living in his school, at home, is recreation, in holiday observance and on the street where he is a pedestrian or in a vehicle where he is a pusegtr. He must be taught the safest way to travel between his home and the school, bow to distin guish color, so that be can tmdentaod the traffic lights. He has to be trained to know right from left, and be must learn to look first to the teft and then to the right as he crosses a street. He is taught to respect the school patrol and the policeman because they are friendly helpers who are charged with his safety. As the child advances through the grades, he is trained to meet environmental hazards with economy and safety of motion and without (ear or recklessness. He 'is ex pected to develop a sense of responsibility for the safety of others as well as of him self. In the tenth grade tins responsibility of the individual for the safety of other! receives special emphasis as it applies to drivers, passengers and pedestrians in traffic situations. The development of specific safety sltiHs, of simple technical safety understandings essential to the safe, sane and co-operative use of our streets and highways, aad an aggregation of the responsibility of drivers to society, both Individually and as a girup, are prime objectives of the course in driver education. It is not our purpose to produce mechanical or technical experts. We bold that driver education is primarily traffic safety for "consumer*.** Everyone is a pedestrian and most of us arc shoicot. All must know the laws of the read, road signs, the science of traffic safety and the scientific principles involved is traffic The buildiag of proper attitudes Is oor first* ala of driver eduation. We work to establish in the minds of girts and boys the sound principles and practices fundamental to safety said efficiency la traffic, whether they be driver or pedestrian ta Ohio or an other state; the city or ea the highway. The teachers who were la charge of oor driver education classes last year received intensive training la a special Institute. At a spring appraisal meeting, the teach ers of driver education suggested that less emphasis be placed oa technical aspects la order to free more time for basic princi ples. Everyone reported that pupil interest and enthusiasm were high. Pupils were eager to survey their boose comejatities for safe driver and pedestrian practices ta op eration. Students Identified local traffic safety problems, conducted experiments, pro duced graphs, made dipping collections, and drew special maps showing local dinger areas; School and College Safety 75 Driver education u a part of the pre scribed and required high school comae. A pupa who does net make satisfactory prog ress mist repeat driver education the next senMSt^r. A student has not met his gradu training is accepted oa a par with other phases of safety education, as well as tbe other broad general objectives of education for which the schools assoc partial re sponsibility with other agencies. ation requirements until he has completed the course. The daises meet once a week for a semester and arc compulsory la the Bchisd-the-wbcel training should be made available to those who have not bad in struction elsewhere; to those who do not tenth grade. The texts used are the standard ones. Eads school ku a set of standard traffic signs aad a set of four testing devices for laftasorlng physical capacity for driving; range of vision, depth perception, glare have a drivers license bet who will In all probability drive a car or trade hi the near future; and to those who have already passed satisfactorily a tat in driver educa tion covering the laws of tbe road, simple mechanics of tbe or and the principles of mtffanrr. and reaction time. It is impor tant that boys and girls understand the effects that physical, mortal and emotional cteractcristScs have upon drivers and pedes trian*. It Is also Important that they recog nise their own dcfiticaae* and that they Smew what they must do to remedy or maprimtr for reck rfeficieoom. safety. Bemuse behind-the-wheel training was needed most urgently at Central Vocational high school, whose graduates must be able to drive to be placed in jobs, the first prac tice car was sent there. It was supplied through the cooperation of the Automo* btk Dealers association and a local dealer. Standardised tests are given at the end of the suMCUer and the score is entered on the permanent record card of the puptL Pupils an expected to devote as much outof-class time to preparation for driver edu cation a* they do for other high school neflea. Driver education is a prerequisite for bchtod-the wheel training, The theory m Gnrinmti is that pupils are not to be allowed ha the training car sotil they have learned aU that can be taught in the class room. Behmd-tbe-whcel training was introduced ta, Jionry IM. The educational phi losophy justifying this rnktaldag U based upon the belief that the school is a supple mentary ednmire agency which begins where other agencies leave off. Tbe school provides, first of all, those instructional services for whkh R has chief or sole re sponsibility--the fundamentals. Then tbe school unices the greatest possible coatributioa to those broad objactives character, thrift, consumer competence, safety, eic^-- which it shares with other agenda in so ciety. (t is tbe function of the schools to provide tbe necessary instructional services Three teacher* at Central had been driv ing instructor? with the Army or Red Cross during tbe war, and they were qualified to asame responsibility for behlnd-the-wbecl training. They iredily gave their unsched uled periods to the new course and tbe eligible seniors requesting it. Form letters to ***rfa b parental consent were devised and the pupils instructed to obtain temporary instruction permits In accordance with Ohio laws. la Aaguat 1948, another teaming dsn for teacher? was conducted, and additional dualcontrol care added to the program. Under our preseat setup, four pupils are taken is a dsaJ-control car at a time for a period of aa hour. Each pops drives 15 minutes, while the other three sit In the bock seat mod observe. The instructor occu pies tbe front seat next to the driver where be can operate the dual control?. He must lave his own rear vision mirror, tom Practice areas, or little traveled side streets are a problem for Central, because Central high is located h a busy section of Qncinnsti. Eden pork can be reached in not provided by other agencies. * Tbe question of responsibility for behind- tbc-wbesl training is determined by tbe social need for the training and the dsgree to whkh the Home, the atttonobile dub, tbe police deportment, said other agenda are providing the hutructioo. Behlad-the-wheel about eight minutes and Lunkea airport in about 20 minutes. As soon as the pupils can guide the car and control the beginner's nervous accelerator foot, tbe Central toch ers take them out on traveled streets where there are traffic lights, hills, stop signs and other situations the yotsg driver must learn 76 The American Automobile Association at Work in Chicago to meet The teachers at Central wish to concentrate oo driving is traffic rather than on parking maneuvers because they fed the need is the most immediate and pressing. Few fatal accidents are caused by faulty parking practices. The urgent problem at Central is to prepare pupils for jobs as mechanics, garage attendants, electrical workers and similar occupations requiring ability to drive cars and trucks. Temporary record forms were tested at Central. In addition to the letters to parents and parents* permission cards, a pupil's rec ord and log sheet for the training car were prepared and tried out. These were re ferred for study and revision to the Insti tute in Driver Education and Training at the fall Teacher* institute la 1946. The final examination given to the Cen tral seniors to help them meet the require ments for their Ohio Driver's license was prepared by the staff at Central and sabnutted to the Institute for approval. These forms are now ready to be used in addi tional classes as they are set up in the other high schools. Behind-the-whed training does not lead merely to the successful operation of the car. It offers an opportunity for the pupil to begin to practice what he learned in driver education. Too oftm in the past young drivers were taught simply to drive in a straight line, brake within reason, shift gears at traffic lights and not to park next to a fire plug. The new method teaches the pupil to have the proper respect for hu powerfol piece of machinery and teaches him what it will do if he loses control. Pupils, parents and the community in gen eral are enthusiastic in their approval and support of the two courses, driver educa tion and behmd-tbe-whed training; bow offered. There are still administrative prob lems in the scheduling of classes aad the location of practice areas but they are be ing solved. We look forward to a happy period of steadily improving traffic accident* records, and to the day when we can ob serve the extended arm of Use driver ahead aad be confident of more than just the fact that Ins window is open. We have attempted to meet the snUca of traffic safety education by breaking up the whole fidd into two separate areas. Driver education, designed to meet the needs of alt "consumers," is required of all pupils in the tenth grade for one hoar each week of'one semester. It is followed by the elective bdund-the-whed training course which is open to any pupil fa the eleventh and twelfth grades who has satis factorily completed driver education. All pupils function as pedestrians aod passen gers, aad need training is those funda mental principles, attitudes aad habits of thinking dealt with fa driver education. Those who will become drivers need to mas ter additional skills aad habits taught ta behind-the-wheel f The American Automobile Association at Work in Chicago By MATTHEW C. SIELSKI Director, Safety and Traffic Engineering Department, Chicago Motor Cfab How is the American Automobile Asso ciation affiliated with my own organization-- the Chicago Motor Club? The American Automobile Association is aa association of "00 independent motor cluba aad branches in every state throughout the country. Al though these clubs operate within defined geographical areas, they are all members of the AAA family. Their common purpose is to service members and the public fa all phases of motoring. Each chib is ladhddn- aliy managed. The national nig-liiiUM is governed far a board of directors composed of representatives from tnrfmikwl ckk. Most of the services rendered by the Chi cago Motor Club to its own members fa Indiana and Illinois are very sfathtr to the services rendered far AAA dobs elsewhere in the country. Even though fadmdoal re quests for material or services from the ter School and College Safety 77 ritory ire sent to the headquarters of the AAA fa Washington, they are referred for action directly to the local dub. We receive requests by mall or phone and these arc handled directly through mail ex cept fa the case of Chicago schools. In some instances we technically advise; and, when requested, our staff members visit schools. With but a few exceptions all services and material rendered by the club are without charge to the school. I shall attempt to track briefly upon the various services which the club performs ta coajtmction with the school program. Co-operation with Grade Schools School Softly Patrol--In its territory, the Chicago Motor Chib is fa contact with some 4,000 grade schools. The School Safety Patrol is one of the most important activities of our organization. The Chicago Motor Ouh pioneered fa this work; This moveaect was started fa 1922 and hss bean minted as one of the greatest contributions towards tie string of children's lives fa Chicago. More than 43,009 patrol members engage in (tit life saving work fa the arcs serviced by the cfab. As a result of this patrol movement, the anneal death toll among children has been drastically reduced aad fas continued to stay low fa contrast to the ever faexeasfag rise fa adolt fatalities. Through the yean, the Chicago Motor Qub has studied patrol operations aad has been active fa the devdopastt of improvements such as better paftroi training, la conjunc tion with tins training program the club has developed aad produced a fibs entitled Trained to Scrrc." This film has been vfry*-** far the American Automobile Assoesatien aad the title changed to "How Patrols Operate." Any school wishing to sotihlfih a patrol aa do so far coatacting the nearest branch of the motor club. We furnish schools with aH fac accessary material without charge. la conjunction with the school safety pa trol summit, the dab sponsors two major activities. The first consists of the awardfar of certificates to schools maintaming a perfect year without an accident or fatality. The other activity egotists of a program of recognition for achievement by mnt of pfamc programs at tbs ehd^of the school year. All active patrol meatoers arc guests of the motor deb at load parties or picnics held in honor of the splendid work done by * these putrid members. Poster end Lesson Sheets--Another im portant activity of the motor club is the issuance of poster and lesson sheets. These arc distributed monthly to iH grade schools. The lesson sheets prepared by experienced educators, and graded for different age levels are designed to provide busy school teachers with advance projects throughout the school year. In addition to the posters and lesson sheets, teachers receive a guide book with numerous suggested projects. The name of this `booklet is "Guide for Teach ing Traffic Safety." The posters, of course, dramatize whatever traffic safety theme Is contained in the lesson sheets for the par ticular school month. All poster* and lesson sheet* are provided to schools diet are an oar mailing list. Fihru--The Chicsgo Motor Club has available a complete library of safety films. A btbBograffiy listing all of the films avail able cut be obtained upon request. Safety Cowrie The use of safety courts fa grade schools is becoming more and more popular. Usually spearheaded by school pa trol member*, this court is becoming quite valuable fa obtaining obeervasce of safety rales far the entire school body. A complete manual bow to incorporate such a court fa a school system is available. Safest Route to School--A project oa safest route to school has been sponsored by die club for many years. The idea is simple but very effective, particularly in the primary grade*, Schools discuss the safest way for children to come to school and have them draw little maps. After the school teacher approves a particular route, each child takes his map hometo his par ents for their signature and Information. Parents are asked to co-operate far walking the route with their children to make cer tain that proper protection exists. Maps for ajl school children are available without charge aad a brochure explaining this proj ect is also available. Bicycler--The club suggests that every school become interested sometime during the semester fa the bicycle program. In to bicycling posters, the Hub has safety rales printed fa pamphlet form which are available to every student who uses a bicycle. 78 The America* Red Cross at Work in Mtboeuke* Bullttins--Bulletins and Safety Notes are also available and are quite valuable hi rounding out a complete traffic safety pro* gram in the grade school system. School Sign*--Upon the request of a municipality, the club provides metal "school crossing" and "school aoneN signs at the approach to dangerous crossings and school zones. It is recommended that these signs be used only at the time children are crossing. Signs are erected oa cades. They are token down after school hows. In special eases where a high accident locadoa exists, the Chicago Motor dub traffic engineering department is available to study these locations and make recom mendations to the municipalities involved. Such studies include a complete analysis of pest accidents and traffic conditions at these crossings. High Schools The major acfrtrify of the dab hi the high school system relates to driver educa tion and training. As a motoring organiza tion the motor club has actively studied, developed and promoted this project for more than 15 years. The coarse bring pro moted by the club has been developed by driver training experts throughout the coun- try including the work of the educational cocsultontt of the American Automobile Association. The dub recognizes a course consisting of 20 hours of classroom work plus 8 hours of behind-the-whee! instruction. At toe present tone; there arc more than 175 high seboots in the motor dub territory sow conducting such courses. la addition to sup plying schools with all necessary material and supplementary aids, toe motor dub has developed a plan whereby high seboots could acquire a dual-control car without charge. Under this syxtsa an arrangement is -- with local dealers which will provide a new car every year. The only cost to the school it insurance and maintenance--gas and ocL Another service rendered by the dub is the establishment of teacher training insti tutes for those teachers designated to in struct driver training. The course consists of one week of intensive training sponsored by seme well knows university In co-operahoe with toe dub and toe AAA. la toe past year schools were conducted at Purdue. Northwestern, Illinois and BaB Sate Teachers college. The only coat to UnkiJ taking this training is room and hoard and transportation to and Iron the school. The American Red Cross af -Work in Milwaukee By ORVH.UE JL COX Director, Safety Services* HSwanfcce Chapter, The Americas Red Croes The first aid and water safety programs have bees in the schools for a ntmbcr of years. It was just five years ago that we brought in the accident prevention program, and carried the three along together. la Milwaukee, we have separate committees far each of these services. These com mittees serve primarily in mi advisory ca pacity. Our program, of course; meets all of the standards of the American Red Cross, but probably the most, important part of the program is that of instructor training and authorization. This involves, in water safety, a 30-hour course; m first aid, 45 hours of training; in accident prevention on the junior level, the new 6-hour orientation- type instructor training. At present, snore thin 400 teachers in Milwaukee coaly arc authorized. I would like to give you some of toe details of ooe of our best programs. This happens to be in the parochial system of the Milwaukee ArdxSoccsc of the Catholic schools. I met toe superintendent of schools of this diocese same six years ago. We had a discussion one time in which we were trying to work out where, la the cncriatium, a specific coarse in safety education might be placed. He quoted some figures X bad given him, among which was toe fact that 1 out of every 3 children wba <5e, win fic of an accident; and then be remQed that toe dictionary definition, as well as the School end College Safety 79 ultimate objectives of both health and sult regularly with the many teachers on safety, were synonymous. This meant to eniTCBt problems is the course; him that ooe-third of all health education I am convinced tliat do one person, in should be si accident prevention. fact, no one organization, is going to make At point he tcricncd toe course con tent of health education in the schools and decided that the health course in both semesters of the eighth grade should be entirely on accident prevention. Tbes, it was decided that, as projects, toe students of this health course ha the eighth grade should be assigned to the other grades pe riodically, throughout the school year, for the purpose of disseminating safety informa tion. any major dent in the accident problem, by itself. With a problem as large as the acci dent problem in toe United Stqtcs today, if every single person and organization on safety got together and pulled together without regard for credit, we would still fall short of our goal. This means that there can he no petty personal prerogatives, tost everyone must simply have one objec tive--tost of Arias live*--end forget the credit. Almost immediately he set up, as a re Its line with this; in Milwaukee, you'll quirement, first aid-courses is the first senottr of the eighth grade. Then on a pilot program, 60 schools taught the junior aoadmt prevention course in the second semester. Following this, all the eighth grade teachers were trained and qualified and authorized and ready to tanch the fol lowing year. No program will remain a program by simply pushing a button and then dashing eS for new fields to conquer. From this standpoint, we ia the Milwaukee office; are very concerned about contifioieg service to all the instructors who are authorized and to all of toe courses in progress; Our service, ia this Instance; jadaki practically the whole list of accfdwrf prevention safety taforation and service. First of an. I will have to tell yon that the workbook sow used nationally was developed some three yean ago in Milwaukee and ran through two printings m experimental form. From this experience, the new text was developed find the Red Cross very actively working in toe school and home safety programs of the Milwaukee Safety commission; you'll find us active in the Home Safety division of the Wisconsin Cooncil on Safety. We work continuously with the police and fire organi zations m their prevention programs. We also co-operate completely with the health and safety committee of the Council of Social agencies, and, I must not forget to mention that wc certainly take advantage of all the co-operation offered by the National Safety Cbtmril and use and rtcotninmd all of the materials it las available on safety. I know that in trying to give credit to co-operating organizations, X am going to mlsa some because there are many. The first-aid program, in the school sys tem, is primarily an aotidmt prevention program. Taught m every high school in Milwaukee is toe majority of the grade schools, is sow offered at most of the colleges. lilt year into a --tirmmt publication Is the water safety program, where we Is addition to toe workbook used in the coarse, we take advantage of the anuty pamphlets, leaflets and posters available from any and alt safety groups, and try to obtain them m sdSdest quantity for stu dent ox. These arc distributed by mail, monthly, to each of toe courses in prog ress. Also, wc have tried to obtain aH of the motion pictures pertaining to safety and to make them available without charge. This also mdodes film stripe on safety, which arc made available to schools having film strip equipment. Also, wc advise on speakers available for toe different subject* are doing our best to waterproof the commaaity and America, Milwaukee Is fortu nate.. In Milwaukee county there arc 52 r^iwf facilities where there is swimming --both indoor tod outdoor. The American Red Cross program Is, at this time, carried on hi 49 of tome facilities. Fpr the benefit of educators I would irw m ** I bdfcvc it's time that edwatioa got wise to the value of swim ming m education. I *""** the ability to swim sad the knowledge of swimming skills are the solution to the drowsing problon. Swimming is much more than simple rec sod excursions, such as trips to indnstry reation. What good is it to highly educate and municipal organizations; and we con otte youth of today, bringing them into 80 Tke National Congress of Parents and Teachers at Work tn Georgia adulthood without the simple skill* neces sary to save their own lives? I won't go into more detailed statistics ea this. You have probably heard many times the stag gering fact of bow few Americans know how to swaa. 2 will simply remark my hope, that some day I will see physical education--iWimming--ia the fourth, fifth and sixth grades of every school. I believe all of you recognise how diffi cult it is to measure the results of safety education. We, in Milwaukee, have made one attempt in which you might be inter ested. In May, 1946, at the end of two complete years of required accident preven tion work in the eighth grade of the Catho lic school system, the Superintendent de veloped and distributed a detailed evaluation survey. This was a two-page list of ques tions each of which bad to be graded excellent, good, satisfactory or unsatisfac tory. Sixty-three schools reported on more than 2,000 students. Time will not permit a detailed review of all of the questions but. for example, the first question was "What, in your opinion, was the general student interest ia this course?" Ninetyfive per mat checked "excellent" or "good." Another question, "Was there a dang* in the attitude of the students toward hazard ous activities and situations?" Here, eightythree per cent checked "cxcellmt" or "good" Another question was "la yoar eptalaa, his this course developed an appreciation on the part of the students, of their persons! re sponsibilities ta the elimination of hazards?" Seventy-seven per cent cheeked "exeefient" or "good," While this type of survey, of ne cessity, is purely objective on the teacher* part, we were quite heartened by the re sults, because they represented an inde pendent survey within the school system. As a result of this natty, the znpcrinSrodent commented, "There is ne question about the permanence of this hand of pn( --i ia our system." I bdieve the safety of our atioo is is the hands of the next generation. If this be true, tomorrow's safety is in the loads of our schools and colleges today. The National Congress of Parents and Teachers-- At Work in Georgia Bjr KBS. FRED KNIGHT Georgia Cnngriue of Paxuota and Teachers, CaxtenriHc, Qc. Lucky you! You weren't one of the 32^300 persons killed in automobile accidents last year. You weren't among the 94,500 accidental deaths in 1943, although some of you nay have been among the nearly 10,001X000 in jured. These figures should be alarming! But the average American rods them and shrugs than off. And yet, if a disaster should befall one of our cities, soeh as Hiroshima fdt, it woald be a day of na tional mourning. The loss of life is not all that is involved, the economic losses in money and hands and minds lost from production also affect each and every ooe of us. All great movements depend on intelligent leadership and hard work. The safety movement is no exception. During the period from attack ea Par! Harbor until V-J Day, military losses in cluded 261,606 killed, 651,911 wounded, and 33li Bussing Appalling as these statistics are, they cannot compare to the attiliat toll on the borne front. Over the sane period of time, accidents were responsible for an even greater waste of Cfe and eftdeucy--355.000 trilled and 36^00,000 mjmvd. It is apparent that we are not xmt'ng our responsibilities in the field of safety. We have the responsibility of finding out why this is true and of doing something about it Even though individuals cannot com pletely isolate themselves against accidents, organizations such as the P-TA and others cur, through local units, secure support for safety education, good engtneeriac and ade quate enforcement of all safety regulations. School and College Safety The committee on education of the Presideot's Highway Safety conference defines the problem thinly: "Safety represents the school bus driven, and seeing that these drivers axe paid high enough salaries to assure getting good drivers. efficiency of adjustments man makes to his 4. Supporting the recommendations out total environment" It is apparent then that lined ia School Bus standards. safety education, which is developing the knowledge and dolls that make for safety, ant be a part of the long-range program at home, in the elementary schools, and finally m our bisk schools and colleges. Since a safe environment U essential not only to the individual bat to his fdlow man, safety aut also be a part of education for world otiaeuMp, T# reduce the frequency of accidents in home, school and community, the P-TA a Georgia is attempting to do three things: 1. To abate P-TA mesbers and the gmcTal public mta awareness that accidents earn and muf be prevented. 2. To understand and co-operate with school safety programs. 3. Te cooperate with all ffidal* and agencies concerned with safety. The following activities stress home safety ha cMnerim with dkiUra of pre school age: 1. Urge home demonstration agmtt to discuss with parents the importance of safeguarding the preschool cfaSd from the dangers of ordinary household uqmpment 2. Discuss with touchers of kindergarten and preschool groups, such topics as safe toys and bow to use them safely, safe places for children to play, and related topics. i Co-operate with the Red Cross in all programs of home muting and first aid, especially the denoestzatioo of first-aid Idts. 4. Map out safe routes for children who walk to school, particularly those attending the lower grafics. A local P-TA safety committee, headed Special study courses ia house safety are by an efficient chairmen, can and should very effective aod could take one pi these take the kad in taunefuag the march on prcvotion. Its aims should be to help both adohs and children to live faap- pSy, abmfantfy, adventurously, yet always safely. I thank >* program should be Wn--I on the attitude, "It's Smart to be Safe." {--of the old attitude of fear. We know that organizations such as ours can do mock to interpret to the public the philosophy and objectives of the safety ed ucation program by assuming these re sponsibilities : t, Encourage children So belong to school safety pelrots, 4-H dub*: to eat up school safety courts or leagues, student safety cntmcSs; and aid them in their organization of school safety patrols. 2. Urge the inauguration of a driver training pi ngi mil is the high schools. Equity important is the responsibility for co-operating with the community safety programs through: forms: (a) . An eight or ton-week course ia home safety, including the care and up keep of household equipment, the preven tion of fires, safe methods of canning and dehydrating; and other problems of home safety. (b) . The integration of material oq. safety education into regular P-TA courses of instruction m social socnecs. (e). Education m the responsibility of Ac individual to observe fundamentals of safety. Other activities of the safety committee might be as follows: 1. Ask each member of the committee to survey her home for unsafe conditions and practices. Then summarise these reports and compile a home safety check list for distribution to the entire membership. 2. Urge the town registrar of vital sta tistics to release figures on fatal home acci dents in the community.' Hospital reports ob accidmts are also very useful 1. Supporting any enterprise connected for publicity purposes. with the maintenance of highways. 3. Encourage a school project on home 2. Establishing driver dhfa and traffic safety. The P-TA might supply students violators' schools. * with mimeographed check lists for noting 3. Sponsoring brush-up courses for house accidents of all types. 82 The Laruittf Plan for Accident Prevention Suggested P-TA Program I. Topic--Safety in tfu Secondary Schools --A special meeting oa the value of driver education and training might include x dis cussion of (1) the cost of this type of pro gram ; (2) its plac* in the carrieolom; and (3) the advantages of such training for citizenship. II. Topic--Home Safety--The problem of home safety `is not spectacular and, therefore, must be dramatized. To break the ice, open the meeting with the National Safety Council's sotmd film, "Home Sate Home." Then present the report of a com munity survey that deals with unsafe con ditions and practices in local homes, with suggested methods of dlreinating these dangers. III. Topic--Smfety Equipment and Horn to tire It--Ask the head of the load fire department or an industrial safety engineer to demonstrate the correct use of the fire extinguisher and directions for behavior in case of fire. The Georgia Congress of Parents and Teachers is recommending a restudy of the present laws and provisions for adequate protection for alt children of Georgia at tending the public schools, with special refer ence to fire and traffic safety. The number of Americas high schools offering driver training courses shoos* doubled during the past school year. The students carolled m this type of training almost trebled. Through the co-operation of the Georgia Institute of Technology, we have initiated a state-wide program m Georgia which is gradually bring adopted in almost every school center. As one of the mala objectives of the F-TA. this safety training is oow reachJog the local level. It Is an accepted fact that yooag people with instruction is aafe driving are involved in fewer traffic seadoits than arc those without the training- This driver edneation tends to develop a safety oonsrioancas which is reflected hi. all other fields where hazards occur. The youth leans to live safely la this modern, median!tad world by acquiring properly adjusted safety habits and attitudes. This safety training is a long stride to ward the eventual total redaction of preveitable fosses of life, limb and property. We mast, however, face the fact tiut much more still airds to be done. We moat, somehow, acquaint everyone with the hun dreds of potential hazards faced each day. Working with our P-TA groups, we beBeve that we have the greatest opportunity of any organization to do jast tint. The Lansing Flan for Accident Prevention By HAROLD T. LILLIE Director, I^nefng Safety Corned, I ansfag, Mick. Enforcement is left entirely where It should be, in the hands of the police depertmmt. All programs of enforcement are designed by them and are given the support of the people. Traffic engineering is dooc by the traffic commission which beaded by a traffic engineer. The commission is made up of citizens appointed by the mayor and city counrit, who receive no compensation for their services on this committee. Their job is to recommend to the dty council any changes or tmprovoaents in traffic lights, street markings, street design and parking control. Classroom wW-Am is <fooc by the puttie and parochial schools of Lansing East Laming and they are sever told boar or* what they must teach. A committee com posed of teachers actmUy doing classroom teaching is appointed by the superintendent of schools. This committee is responsible for designing the program of instruction. The teachers oa the committee meet one* a month for a general meeting and then break up into project committees which actually do the job. Safety education is taught in this community from the kinder garten through high school. Safety edaea- tioa has sow gtuiia to inch as that School and Collate Safety snail ceeBsunsties aroand laming are asktag for assistance from our committee to help fsoState mfety education in their schools. Daring the school year 1947-1948, the t --school committee worked toward three male objectives; increasing the safe characteristics of the school environment; stimulating greater attention to safety edu cation on the part of psratfs; educators and the pafcfic; and pcorhfing teaching aids and pupil insterlsls for safety education. Of the many aspects of school environ ment safety which were studied and dis eased during the year by the committee, fire safety lecrirsd meet attention. Follow ing a stxnSy of the fire drill practices a schools and the hazards present, a detailed report and recommend*Been were filed with school authorities. This project u car ried out with the active co-operation of the 1 fire department, Fuptt aeridett reporting continued to be a asajor concern of the committee during 1947-1948. Results of experiments with the standard student acddait report blank led to the derdofBMm of an original report form cwnbaimg the desirable features of the former and also those of the local school blank, A i--1 .`-viitioti for the adoption of form as the official accident report form and < for the estaMlslsnen? of a definite system of pepti acedent reporting was filed with the sepermteadent of schools this spring It Is hoped tbe program may be m action this year. This committee cootmues to fed that a good system of reporting pupa accidents is a aecessitr. Although the committee concerned itself with many aspects of school safety during the year, perhaps its greatest contribution again has been a* writer, publisher and dis tributor of printed materials. Some 65,000 pw of original printed materials were mabEibcd and distributed daring the year. This was ta addition to all of the materials included bt ffic National Safety Gouocil school membership*. These, supplied to more ta 40 schools in tbe Greater Laming area, include monthly Imoq mats and poo lers, magazines, books and other safety edacation helps. Tbe original materials served as integral parts of projects fostered h'thc schools by the committee, la October, tbe committee helped sponsor a hunter*' scbooL Tickets of admission were distributed among junior and senior high school pupils and schools were urged to devote acme school time to bunting safety. Jost prior to the December vacation pe riod aB elementary pupils received a safety Christmas card. These were attractively decorated nod carried aa assortment of verses each pointing op some comsnoa holi day hazard. They formed tbe central focus for classroom lessons. la March a "Do You Know" folder was similarly distributed and used to promote struct safety. It was boxed opoo Lansing's aeodmt plctsre. " Earlier fo the year the committee distrib uted a Urge accident record poster form to at! elementary rooms. These have slots for changing j' cures, dates sad accident totals, and tore -.'rved as a continuous reminder and safety focus for the poptls daring the year. Bicycle safety has received a Urge share of the committee's attention. A blotter, printed at one of the jooior high schools in the fill and financed by tbe committee, sets forth the rales and regulations for riders. Tjtte in May, all junior and senior high pupils received a blotter, *T spring's Box Score," carrying a June calendar. The mes sage fqtf4 up the traffic aeridmt injury and death score and asked, "What are you doing to sake it loner?" Upper elementary and junior high school homerooms were supplied with bicycle main tenance and safety posters and pamphlets. This distribution came as the acnoal bicycle iwitg prugiam was bdag completed in May. Teachers and principals were urged ta take thU opportunity of stressing bicycle safety before school dosed for the summer. Playground safety was promoted is Joe with a double-barrelled project. Elementary pupils aS received a safety card lifting the names of supervised playgrotsds and pools to be open during the summer and a "Safety Game" circular. This con dated of a Urge penal drawing, suitable for coloring, of a playground scene on which 10 unsafe acts were being committed. These formed bases of ticdlat lessons. A unique project aimed at helping par ents do a better job of teaching their chil dren to drive was carried out in June. 84 How We Utilise the Services of National Organisations Parents of Lansing pupils between the ages of 15J4 and 16 were mailed copies of the booklet, "Behind the Wheel," which outlines very dearly a few fundamental lessons in teaching someone to drive. This was ac companied by a letter, copies of "What Every Driver Must Know" and "Digest of the Lancing Traffic Ordinance," and a blot ter listing "Seven Key* to Safety," the latter prodaced by the committee. This project has bees aided by the Lansing State Joumat which has run a scries of safety articles. Through the education division of Michi gan State college, the committee supplied safety education materials and information to student teachers for individual projects. The point of view that driver education and training should be offered la senior hifh reboots is still held by the committee. Text* books for such courses, ms well as supple mental materials; tests, and films, have best supplied to four schools. Dual control auto mobiles were provided for two of these schools. The safety patrols are co-sponsored by the Board of Education, the Police depart ment, and a committee appointed by the president of the Lansing Safety CoundL The schools choose the youngsters for safety patrol duty and see that they are on the job. The Police department tar nishes a full time officer with the rank of sergeant to supervise these patrols on the street. The Greater tansmr Safety Patrol committee raises and administers the funds to pay for all equipment, awards, anranl pknic, etc The committee baa the services of the natiooal sdvertiriag director of the Lansing State Journal who serves as cam paign director in the raising of the fmads. The Lansing Safety Goondl has the im portant job of selling the public on good enforcement, education and engineering. For example, when the Police department decides to go one on a program of strict enforcement, sach as our present pedes trian enforcement program, it is the job of the safety coime3 to educate the pabUc as to why pedestrian enforcement is neces sary mad to be ante that the police depart ment receives the hadong of the public. The oooxsranity nidy ptogram receives the 100 per emt support of the press and radio. Last year the Lmuimg State Journal allotted more than 14,000 eoioma inches of newspaper space to safety, and this year the allotted space wifi be even greater. The two radio stations, wjtk and was, are continuously broadcasting safety messages to the public throng!* spot announcements and public service programs. We feel in Lanring that the IAnting plan is not a difficult one and that any com munity can scale the program up or down depending upon the sue of the comsHmity. How We Utilize the Services of National Organizations in Our School Safety Program By D. WELLARD ZAUN ' District Superintendent; ghirmiJ Committee on Safety Education, Public Schools, Philadelphia, Pa. Unsafe practices anywhere ultimately af fect almost everybody everywhere. There fore, safety responsibility must be shared; and safety activities must be shared enter prises. Many national associations have done a marvelous job. One of the most promising developments in the safety field is the in creasing understanding and co-ordination on the natiooal level. When this load of un derstanding permeate* the local cbtamanities, then well attain results 1 The Philadelphia school system is a large one--its 500,000 parents, 800 teachers, and a moltiplidty of organizations include ail shades of public opinion. As a school-sys tem, Philadelphia has invited partidpation of all agencies for the common good. School end College Safety 35 The Philadelphia Safety Council co-oper ates with the schools. A subcommittee is now predoting the following flyers: Safety Helps (The Patrol) Springtime Safety (Seasonal) Safety in Summertime (Seasonal) Safety fa Soowtlnse (Seasonal) Sled Safety Play fa a Safa Place How to Get Hart la Six Easy Lessons How to Get Home Safety Safa Bicycle Riders Cards For Safety Sake The titles listed here were developed by HialuTl and principals and distributed only after they wear the subject of aafety In struction fa* the daiirooeu. Each year, for the past five years we have hdd what has been called "The ASPhiladelphia Conference ca Education for Safety.** This is apart from the regular Philadelphia Safety Gonad! Conference, which emphasize* Industrial safety. It Is interested oaly ha education practice, method and adrnfaistratioa. We receive from tire load council pub lications which beep us la touch with the safety activities of commerce and Industry. We la tun favorably partiapaie In their industrial conference. We hive gone "all-out" for joint activity with the local safety comdL The National Safely Council--The Phila delphia Board of Public Education has provided an annual subscription to Sattty Ebocatmx for every one of the approxi mately 2S0 school bcBdzogs of the dty. We find tills a most valuable contribution. Ia order to taavmse its effectiveness we semetimes issue a mimeographed circular to fit the Imzde cover page, containing the "High lights'* of the current issue. Ooeasfioaaffy we call on the Natiooal Covmdl for data which relates us and our research findings to other cities. We have adopted tic standard accident reporting system. We emrtrihote reports and articles to Sxncrr Eoncs/nosc. Wa participate ia the National Safety Congress which serves aa an {aspiration and motivation. We believe-Sincerely ia the National Congress. Our Automobile Associations--The Phila delphia Automobile Qub of the AAA and the Keystone Auto Qub supply badges and belts for our patrols. AAA posters have bees used for years. Safety lesscms, films and plans also serve to provide patterns of development. Participation la the AAA Poster Con test has been approved and is bow tradi tional at the secondary lcvtiL With much help from the AAA we have inaugurated a complete program of driver education and behind-tbe-whed training. The AAA has also been helpful ia re search service cn driver training costs and fa supplying books for study purposes. The Recreation Centers of Philadelphia have relied largely on the rmuner safety program of tha Keystone for Recreation Safety for several yean. The Center for Safety Education-- N.Y.Ue--Cue of the most tmasual inservice training courses was conducted fa the Spring of 1947 through the good offices of'the Center. The topics included: The Psychology of Accident Prevention Safety is the Elementary School Safety a tha Jtauor High School Safety fa the Senior High and Voc-Tech. Schools Driver Education Community Cb-ordfaatioo Persons taking the Seminar were repre sentative* from the administrative districts or school levels of the entire system. The American Red Cease--A member of the safety committee Is designated as the liaison with the Rad Cross. His function is to befag to the committee Red Cross programs and activities, which la tons are adapted to local mage cither by wmeohn committees or the Bitty committee itself. Our health division Is fa (greet contact with the American Association of Health, Physical Education tod- Recreation. The safety factor* of the health curriesltaa re flect their practices and standards. The development of' safety standards is reflected fa the Industrial Arts Shops bocaasa of the activity of the American Industrial Arts Association. The National Board of Fire Under writers is privileged to distribute their foil complement of materials for Fire Proven- 84 Bow We Utilise the Services of National Organisations Parent* of Lansing pupils between the ages of J554 and 16 were mailed copies of the booklet. "Beiuod the Wheel," which outlines very clearly a few fundamental lessons m teaching someone to drive. This was ac companied by a letter, copies of "What Every Driver Must Know" and "Digest of the Lansing Traffic Ordinance;'* and a blot ter listing "Seven Keys to Safety," the latter produced by the committee. This project has been aided by the Lansing State Journal which has run a series of safety articles. Through the education division of Michi gan State college, the committee supplied safety education materials and information to studoit teachers for individual projects. The point of view that driver education and training should be offered is senior high schools is still held by the committee. Text books for such courses, as well as supplemental materials, tests, and films, have bees supplied to four schools. Dual control auto mobiles were provided for two of these schools. The safety patrols are co-sponsored by the Board of Education, the Police depart ment, and a committee appointed by the president of the Lansing Safety Council. The schools choose the youngsters for safety patrol duty and see that they arc on the job. The Police department fur nishes a full time officer with the rank of sergeant to supervise these patrols oa the street. Tbe Greater Lansing Safety Patrol committee raises and administers the foods to pay for all equipment, awards, annual picnic, etc. Tbe committee has tbe services of tbe national adrectiring director of the Lansing State Journal who serves as cam paign director ia tbe raising of tbe funds. Tbe Lansing Safety Comal has the im portant job of selling tbe public on good enforcement, education and atiaccrat. For example, when tbe Police department decides to go out oa a program of strict enforcement, such as our present pedes trian adonouBt program, it Is tbe job of tbe safety and to tdsate tbe public as to why pedestrian enforcement U neces sary and to be rat that the police depart ment receives tbe befiring of tbe po&Bc. The cemcatmity safety ptugrisu receives tbe 100 per cent support of the press and radio. Last year tbe Lansing State Journal allotted more dan 34000 column inches of newspspfrr space to safety, sad this ystr tbe allotted space will be even greater. The two radio --wjot aad wus, are continoontiy broadcasting safety messages to *e public lhrowt.li spot ranoanceraents and public service programs We fed a *--that the Lansing plaa is not a tBBmlt ooc and time any conanxaity can scale tbe program up or dews depend/ng upon the sue of the conaaatr. How We Utilize the Services ofNational Organizations in Our School Safety Program B, D. WOLAXO ZAHK < District Superintendent; Chairman, Committee cm Safety Bdneatirm, Public Schools, Philadelphia, Fa. Unsafe practices anywhere ultimately offeet almost everybody everywhere. There fore, safety responsibility must be shared; and safety activities must be shared enter prises. Many national associations have tote a marvelous job. One of tbe most promising developments in the safety field is the in creasing understanding and co-ordination on tbe national level. When this kind of nuderstandiag permeates the local communi ties, then well attain results! The Philadelphia school system U a large ooc--its 500,000 parents, 8400 teachers, and * multiplicity of orgaaiotioas include all shades of public opinion. As a school- sys tem, Philadelphia has invited partltipatioa of alf agencies for the common good. School end College Safety 35 Tbe Philadelphia Safety Council co-oper ates with tbe schools. A subcommittee is now producing tbe fottowmg flyers: Safety Helps (The Patrol) Springtime Safety (Seasonal) Safety in Summertime (Seasonal) Safety in Saowtime (Seasonal) Sled Safety Play in a Safe Place How to Get Hurt in Six Easy Lessons How to Get Home Safely Safe Bicycle Riders Cards For Safety Sake The titles listed here were developed by teachers and principals and distributed only after they were the subject of safety in struction tbe classrooms Each year, for the past five years we hove held whet he* been culled "The AilFhSadeJphia Conference oa Education for Safety" This is apart from the regular Philadelphia Safety Council Conference, which mi|Jmiiw mdaitrial mfety. It is Interested oofy in education practice, method and admklstratioo. We receive from tbe local emmal pabtleatioes whkk keep us la touch with tbe safety activities of commerce and industry. We in torn invariably participate in their industrial conference. We have gate "iD-out" for joint activity with the local safety nmdL The National Safety Cat/meit--Tb* PhUadelphia Board of Public Education has provided an aieusa! subscription to Satety EatJCATT'"' for every one of the approxi mately ZsO school bnacBags of tbe city. We find this n most valuable contribution. In order to lactase its effectiveness we some times issue a mimeographed circular to fit tbe inride cover page, containing the "High lights" of the owrnt issue. Occasionally we caB on tbe National Council for data whkh relates us and our research findings to other dties. We have adopted tbn standard aetideat repotting system. We contribute reports aad articles to Savxtv Ebucatim. We futldprie In tbe National Safety Gsagreos which mrti as an inspiration and motivation. We believe iiaerrely in the National Goagnae. Our Automobile Associations--The Phila delphia Automobile dob of tbe A^lA. and the Keystone Auto Qub seppiy badges and belts for our patrols. AAA. posters have been used for years. Safety lessons, films and plans also serve to provide patterns of development Participation ta the A_AA. Poster Con test has been approved and ia now treditioatl at tbe secondary level. With much help from tbe AAA. we have inaugurated a complete program of driver education and bchiod the-wfeed training. Tbe A^uA. has also bees helpful m re search service on driver tramiog costs and in avppiyhty books for study purposes. Tbe Recreation Centers of Philadelphia lave relied largely oa the shttubct safety program of the Keystone for Recreation Safety for several years. The Center for Safety Education-- N.Y.U.--Osa of tiie moat unusual inservice tramiog courses was conducted in the Spring of 19(7 through tbe good offices of *tbe Canter. Tbe topic* included: The Psychology of Accident Prevention Safety In tbe Elcmentity School Safety in the Jomor High School Safety ia the Senior High aad Voc-Tech. Schools Driver Education Community Co-ordination Persons taJdng the Seminar were repre sentatives from the administrative districts or school levels of the entire system. The American Red Cross--A member or tbe safety committee ia designated as tbe liaison with the Red Cross. His function is to brb* to die committee Red Cross programs aad activities, which in turn are to local usage other fay earricnhxa conunlttees or the safety committee itself. Our health dhrlsica Is in direct contact with tbe American Association of Health, Physical Education and- Recreation. The safety factors of tbe health curriculum re flect their practices rad standards. The development of safety standards is reflected In the Industrial Art* Shops be cause of the activity of the American Industrial Aria Asaoemtioo. The National Board of Fire Under writers la privileged to distribute their full complement of Materials for Fire Pievtn- Bow We Utilise the Services of Netiomei Orramssaons tjoa Week ud to work with the boildin** department oa standard* for building con struction and maintenance. The National Commission oo Safety, Na tional Education Association, serves * valuable purpose through attractive and well-written pamphlets covering safety at all levels and for all topics. In the estab lishment of oar oadinc for a new dty "course" and la developing a syllabus at the state level, the NJSLA. publications pro vided a most satisfactory base. t have not mentioned all the evidences of sm which we make of organisa tions: X suspect there arc activities shoot which I do sot know. Information about safety * not enough! Participation effort alooc is act enough! The safety program oust be built upon parallel ami continuous development along both national ud local ,12aes-~co>ope?atIve piloting and co-ordinated development. The jfesotiatiens cixKsracti with safety pUy a peculiarly important part in process. Let's use them for all they're worth! Officers of the SCHOOL AND COLLEGE CONFERENCE NATIONAL SAFETY COUNCIL 1944-49 Chafnismt-JOHN W. STUDEBAKER, Vkn-Prcridcnt, Scholastic Magazines, New York, N. Y. Vit+CMrmm for Elementary Education--JAMES W. MANN. Principal, Hubbard Woods School, Wumetfca, I1L Vice-Ckatrman far Secondary Eiucatien--PETER B. RITZMAN, District Superintendent, Chicago Public Schools, Chicago, 11L yUe-Chairmen far Higher fwaita*--EARL E. CLARKE, Dean, General College, Ithaca College, Ithaca, N. Y. yiee-Cheirmm fer Specie! Arses--GORDON C GRAHAM, Supervisor. Safety Education Dcpanmujt. Detroit Public Schools, Detroit; Midi. Secretmy--WAYNE P. HUGHES, Director. School and College Division, National Safety Cmmeil, Chicago, 111. f Survey mi Plmnmg Committee--JOHK W. STUDEBAKER (Chairman). NORMAN E. RORGERSOH, EARL, H. BREON, EARL E. CLARKE, HAROLD R. DAKFORD, L. H. DENNIS, ROBERT W. EAVES, EDGAR FULLER, GORDON C, GRAHAM, STEPHEN JAMES, JAMES W. MANN. BURTON W. MARSH, HERBERT J. STACK. 87 OTHER VOLUMES in this Series Many users ot this volume will also find much value is its companion volumes. Here is the list; TITLE VOLUME Ho, Annual Meeting Banquet, Women's Activities, Index to all Volumes and Exhibitors.... 1 American Society of Safety Engineers and Subject Sessions..,...............*............ Aircraft Manufacturing Section.................................................................................................... Air Transport Section................................................ 2 3 4 Automotive and Machine Shop Section.................... Cement and Quarry Section............ 5 6 Chemical Section ........... -- ................................................................. 7 Coal Mining Section................... 8 Censserdil Vdndc Section......................................... 9 ConstroclKVi Section .......................................................... 10 Electrical Equipment Sect*--.......................................................................................................... 11 Food Section .... ............ ........................................ 12 Glass and Geneses S-->........ ..... ............... 1J Industrial Simlag fiecina ............................. 14 Uanot Sadea . ............ Mot Packing 7--M| sad tw*p ............ 13 fata*................................................................ 16 Metals Sccti-- . ................................................. 17 Mining Scaxaa . .. ........................................... 15 FetroiaaB Sect*-- ..................................... 19 20 21 Public Ecgdoycc* S****y Cimmmm 22 Public UtiKtias S--....................................................... 23 Pulp and Paper Suciudw Railroad Seen-- Rubber Section ...... 24 23 26 Textile Sea*--................................ ..................................., 27 Traffic Secs-- i............-...................................................... 28 Transit Sect*--............................... 29 Wood Prodnetc ScrtKet........................ ............... 30 Farm Safety............................................................. Home Safety ............................................................... 31 22 School and College Sessions............ 33 Tltc Human Side of Safety (Early Morning Sessions) 34 PRICKS OP EXTRA COPIES OP INDIVIDUAL VOLUMES TO MEMEERS VOLUME SIZE Its 9 copies Bock Less than 24 page*TM $0-25 24 to 48 pages-- -30 49 to 96 pages-- .40 Over 96 pages-- .60 10 to 99 cafas Sock $020 .25 J5 1 .53 , 100 to 999cofitt Eock $035 -29 30 M 1000 or more Sock $0.15 JO JO M Complete set of Transactions (34 volumes)--$6.00 XOS-MEMBER price* are double member prices, except voltancs 28. 31, 32 and 33. NATIONAL SAPKTT COUNCIL 20 N. WACKY* BUY! CHICAGO , ILL. THE HUMAN SIDE OF SAFETY As FnaaaM Si Et B--Mirih| T--! nf M-- Mar*>Hh,mmNySri^YaCtfn.M S-sTlainfchfary-wH 4 9 IS 21 Voftt* 34 'Item... In safety, uiaafl other asked, `'Whafs new?** activities, the question U repeatedly Uacqp answer* to tiat question are given every year by those who participate m die various sessions o die National Safety Congress. Many new methods, devices, and ideas which later became generally accepted first were presented at a Congress session. Because of Uds safety directors throughout the radon have always foood die Transactions of the Congress a valuable toot w their prevention programs. Publication of die Transactions in Tokases'--eoe for each Section or Division--permits wide dberihodon of pertinent portion* of the Congress material to man agement and supervisory personnel at small eoct The 34 volnmcs of the .1948 Congress Transactions are listed on the last page. Distribution of these vohsnes to lay personnel is suggested as a valuable aid ia the safety program. Ib preparing these Transactions the proceedings of the Congress have been condensed and edited for reference purposes. Complete original with abj charts or iThwtrations which were wed, axe available ia National Safety Council files. Views expressed at the Congress or an this record axe those of die Congress participants, and not necessarily those of the National Safety Council. 5233- TIE EMIT MOBHIRQ SESSIONS This vuhanc is a record of the Early Ifocrung Sessions held at the 1948 National Safety Congress. These session* are addressed each year by a n^tlnroPy knows speaker who has a message of general interest to a& &ae attending the Congress. Dr. J. L. Roacnstcin, Conddog Psychologist Associate Professor, College of Com- aacroe. Loyola Umrerrity, spoke at the 1948 sessions. . V*J ! ' J; > 4 Soma Thoughts for Mastagemtnt Utn Some Thoughts for Management Men By DR. J. L- ROBENSTRIN Psychologist and Associate Profeasor, College of Commerce, Loyola Unxven&y, Chicago Sometimes in getting around the cotmtiy you get an idea As a witter of fact, if you go around to various plants you vriU find yytM.rt.ing like this. Nobody ever wants to wear safety goggles because they fog up and get grimy aod ctfrty and then somebody loses an eye and then you cam sell safety goggles. Nobody wants to wear safety shoes. Tbea somebody loses a foot and then you can sell the fellows and the girls oa the idea that they should use safety shoes. Down at the Safety Coracil they think I am crazy (because I as sure ooe or two of than think I am serious about it), but at any rate, they say I am crazy because I suggested I was going into business and organize a service organization providing a special service for safety directors in winch I would have a staff of pretty nke looking men and women. They could be hired at so much a year ort a contract basis, and they would go into plants and lose eyes and arms and legs and then everybody would use safety equipment and follow safety rules, and none of your employees would get hurt. The fellows at the Cotwdl said X was silly because there was no future in it. At any rate, it would be nice, though, wouldn't it, if there were some such thing? There is an old saying that *5t is fax more important to know what kind of a patient 1ms a disease than what kind of disease the patient has," and I think that could well be the text for this morning's discussion. We study and are authorities aod become expert m every phase of safety and every aspect of the safety problem except the one which is common to every single serious accident; that is, the human being in the accident. There is always a mas us the pic ture. But to you I would say, "Well, that is a terrible thing, but it is only a symptom. It is not the disease." The true disease, so far as I ran see, lira in the belief on your part, on management's part, that perramei work belongs is the personnel dqartaett and that labor relations belongs la the labor relations division. Whca persoracl wok k dooe right oq the job every single beer and every single <ky, U is of cmirj1 nk of thumb stuff, because the supervisor has never been taught proper personae! methods. It is my thought that every supervisor sheeld get die kind of thorough groradmg in good personnel practice that yea wiQ fad ia any good ted book oa ptnoaod practice and administratea. * Id ah the plants yoa knew, Induling your own, how many foremen, supervisors or eves executive* have a thorough grounding ia the principles of scientific selection and placement of worker* or the proper method! of induction and training? How many arc familiar with job raafyas or fob mlutM or employee rating or discipline or up rating or down-rating or termination interviews er the true bases or principle* for the base* be hind wage policies and wage administration? How many know about time study or motion eccootny or work simplification or sitting of standards or setting of rates or aspic?** services or health coaservatioe or gitlieg suggestions or understanding thoroughly the ixuoa contract provisions so they oa crplaia them to others or employee eomascfikig or incentive plans? Here is the old problem, just as old as history itself: responsibility without the proper background foe, dealing with that responsibility. Zb my opinion the great hazards is industry arc not with employed or workers alone. One of the great hazards is haphazard aperndoo. Doa't yoa think that the supervisor is a normal person who worries, has his owuproblems aod bis own troubles? If yea arc one of them, don't yoo--if you are one of the older one*--lave a sense of insecurity, subceasrioftsly, and maybe eeosdcariy, or a sense of inadequacy? How can yea help but fed insecure? -About 2S years ago your average worker may bn had four, five, six, or maybe eras right years of schooling It was a tare one who ever west to high Th ttman Sid* of Safety 5 school. Today they are fast lwn"',,f a 109 per cent high school educated group. Moreover, t)acy are learning bow. to read and hew to tinea. They are smarter aad wiser and better educated rad more mtdligat tbna the coca tint started to work from school 2S years ago. The present supervisor cannot dal with these people by the old rule of tbtznb any more. Tfaqr are naalyxmg, not Just accepting. They are thiuHag not jot pushrefy rocriving. They me uhsc yen apart every minute of the day when you are handing out iastrueticiu or givmg orders or directing them. In order for the supervisor to stay ahead of Ids ace, he needs scientific training and CBUtianinc self peraouil growth, self---aiysds, education. technical and psyebofegfeal tmderaarafing and background. Wkfc scientific pluming much out of his control, the supervisor has very little by comparison to the old time supervisor to say about his job He bna become pri marily an activator of other people's ideait, other peepit's rules, ether people's prin ciples, other people's methods rather flat a erranor of idem. However, there U one thing they bare not takes away from the foreman. Tiny era ake selection, hiring and firing produc tion and platming out of Ms hinds. Tiny can ake grievances aod (CstipUoc aad so on out of his because of contracts. Bat he stiB has the most important job in the world--tint of dealing ta brawn rdo- tiem. Tknt is his fraction and wifl --ore aad more heone his fraction. He is be coming an Hint m hmaan relations or is But human relation* begins at ke-- and maybe an eranunutkm or underaSawfiag of one's seif might be a proper WVjTnrarl if yon expect rrapert ha the eyes of fit worker, yon manot get it by force ray mere. Yen here got to be lot a fittie felt beam man ten the feOovs whom yon are leafing and a sock better man then yon ever won before. But jm tanw, ml I know, tknt yun can not thmk bigger without bigger due, uni old information aad fnrfeji--aT Yen can not think brood with x lniiou' hdgnrai Yoa my, "All right, I am willing--what can f do about it?* The answer is that you aiftht pi a broader background by studying some of your company programs and developing throe programs. You can go to right school or tike correspondence courses. You eaa go to the library day after day rad continue to get books and rod various articles ia trade journals, personnel journals and manage ment journals. Sure; you ran do that. Bst here is where X have a strictly per sonal "gripe," and I might just as well give it to you. Maybe you will spread It around the eoratry. It goes something like this. A great many companies bare what they cafl employee nwiiig* or pfcxara. Who wants that oatings? I fenve talked to m lot of employees tint say. "Cripes, X wish we didn't bare to go." Haven't you beard h-- or aren't you aware of tint? Or they have company diners for the employees. Who m the bade wants company dances? I have hard them my, "Cripe*, I wish I didn't have an get dressed aad go out there tonight. I don't want to gn to that party." X here never yet beard of a wife of any employee who has wanted to go or who fans ajoyud bend! at astv company picnic or company draen. Maybe I don't meet the sight wheat Then of nvx, ooa a year the company fens a Oriraai party. Well, who wants a Christmas party? You want to go home. You daut want to just idO a whole evening or a who2* day at a Christmas party at the That are wonderful things, but who wants Asm? Do they satisfy only the ego of management somebody upstairs who feau a kri* idea? It costa money to put oa the-- things. I wander whether your com pany might net profit more, if instead it ms to mnagt for the foreman and super- rimer enee a week or once a month to get out of toe plant rad go to one or two other floes and see what is going cm Let them see bow other fellows are landlmg their problems. Get seme actml first-brad con tact with etosr men who have prob- Do yen todnfc that you era be a better mas by stojmg in year own ijipartunnt forever? Don't yon took that yoa can leant from ceacact with others, from the experience of 6 Soma Thoughts for Management Mae others, from seeing how others ere doing things? Don't you need insptratico? Sore, an of us need inspiration. If you can tears from others, so can every esse of your super visors levs from others. Why don't you send them to varioas other companies in your own communities or in your region or in your ares, to conventions on company time at company expense with the idea of using something which U good and practical tad has bees found to be Worth while. There is only one reason for your being here. You want to get together at least oocc or twice * year with other people who are in similar work and talk over common prob lem*. You should be doing that every day or every week or every month. Do you mean to tell me that your ma chinist knows so much that be cannot learn something from visiting id some other plant ? You know, every machinist lemma his trade, and yet as he goes along he picks op little tricks and develops his own tittle Ideas. If that is true of your machinist, it Is also true of machinists la other plants mid your machinist caa leant from them or your dye clerk or any employees who are doing skilled work, even if the fellow mops the windows. He might learn something about washing floors or windows in some other plant. Why not invest in the growth and develop ment of the people ia yoor organization in stead of trying to give a tittle entertainment. It will be as effective as these Christmas and Thanksgiving baskets that use the prin ciple ofr-Let them starve all year and then give them a boatload for a day. It may be true that a happy worker U a better worker, but it is far store true that a better worker is a happier one. Are you happy doing anything at which you arc in competent? Don't you get more kick oat of doing things smoothly, efficiently, and know ing what yoa are doing, knowing how to go about doing what you are doing? What about the fefiows who work with you or for you? Wouldn't it be wonderful if workers didn't have to be supervised? I think that Is a weoderfol Utopia to dream about and aspire to. The better naaaga&ent ia the oat which does bo managing. That is' at wonderful dream. Is It possible to work out such a thing? You doo^ have to supervise the tnaa who knows what is .expected and how to do what is expected.Wl it is true tint the truly skilled worker seeds a minimum. If any, supervision, it is only because be has been property trained. "Sk2If* refers to thexWfty to do n fob. Is there any reason why every worker oa every fob cannot be so trained that on Ins own lob, whether it be sweeping floors or naming a press, he too will approach that Utopian worker who seeds no supervinoa? The best supervision is the kind that does not seed to supervise, nod bo supervision is needed only when people know what Is expected of them tad know bow to go about doing what Is expected of them. Whm people cone to you mad ask for money for such worthy purposes as the Red Cross or Community Chest or some worth while charity, they have something worth while to sB, don't they? A fellow's re sponsibility for Us fellow men and Us son of responsibility for these others U a symbol'of hi* ows adulthood. He has grows to But even though yon know that the Red Cross and Community Chest are important and vital and worth vfcOs taatlinw or another yon have got to he pushed. You Will sey, "Okay, X will give S nr 10 bucks --that's aB I can afford.'*, Tbm they sey, "Look, you gave $10 last year. We here got to have $15 this year" It is a straggle sod rapybe they wiS get it sod maybe not, pri marily beaux the appeal Is a general one. It doesn't seem to reach you because it isn't meant for yon. It is meant for everybody but for nobody in particular. But if somebody, were to come ever to yoa and say, "BIB, we want $30 from you." Yea ask what he wants it for because that to a Jot of money eat of year pocket. "Wefl, there Is a kid down the street about eight blocks away and she is m awfol cute Idd. Bat she am't walk the needs a pair of braces. Her family is poor and her mother is Get every day trying to import her. Tom and Dick and Harry and I are going to contribute $20 apiece to buy that Idd a pair of braces, and whm yoa come down and sac when she puts those braces on for the first time sad an stand for the firm time, it will be worth twenty backs." So yoa say that twenty backs Is more than yoa caa pat oat, bat be ba oot reached The Human Sida of Safety 7 your pocket. He be* hit your heart. Yoa wouldn't say yoa cedds't do It. Yoa might say that twenty bodes is tough, and you will give it. Yoa weald do it ua so would L Tint Is a persona! appeal, and it reaches me and yoa dutelly vbot we live. How about saltty? How about safety or asy other program? Are they general or are they want for ends teas himself, di rectly and spedfirefly, not fust safety bat met Do t feel that every activity that is related to safety is for me alooe, not for the other tiro or five or seven sate, but for me? A tittle laser <m 2 wiB irntfrai something about the films the Safety Cemndl has just ccnpletcd. Thgy are wonderful--I helped in their preparation. (Laaghttf] In oeder to make wire tint we were not going too far afield, we oiled as several people frees tfiffcrvDt phases and said, "Now yoa fc&aws are the ones dug are going to be using this Stuff, amd you are. going to have to deride whether it meets your needs. If it it net good, we wifl throw it oot." One of the fellows from General Motors told mo that they cannot get rnnntb individ uals to tatie safety to aS the men. They would never bare enough people to get aroood to aS the workers. So they used this idea. Every supervisor, every single day, wSdmut fs3 most talk to two people iodmdttliy about safety. He meet keep a record of the person to whom be fan* talkad, what he has talked about. It mold not have to be mock-- maybe tales a matte or two, maybe five mlatrtea, or majbo a Uf boor If wiaiwy. They do sot have any big meetings, no general staff. It Is strictly persona?, and they get real teamwork from that Ideal of individual stuff. Just as on the football tram, everybody is txagfc the general prin ciples of football, bfat in to the general principles, the &ne mem are tangfi* line football, the kkkers arc taught shoot hfekhag the patters are taught about pawing and the baddkld men are taught about running and on}w(>laik Is same way the Ceutisuteg and ahfcSng principles of safety should be tangle to everybody. Bat every saw should be tzsgbt. Yoa shook! talk to emy mas and edocatc and tram him Ia terms of safety as it rtlasea to him--safely oa Ms specific job, safety on Ms specific operation, safety in his specific department safety as it refers to him. Yon know what happens with people. Yon get a crowd together and those u it can be rowdy as the dickens and hard to handle. Yet if yoa take any member of tint crowd asd poll him over and talk to him, yoa cannot believe that be is one of that crowd He is a totally different persoe. Yoa are reaching him hi person--ia his heart aod sstod, Teach safety iu groups, bat teach men indmdnidly. MioagesKBt reminds sae sometimes in its performances of the man who las not kissed his wife for maybe five yon bat wfao rennet* it if be finds anyone else lasting her. He mys, "Sic is mhae and that is my prerogative. What is management's prerogative, or* does management have any? Management has only oec prerogative and one abiding principle far existence and faaction, and that ia to so operate a. business which has bees entrusted to management by the own ers or stockholders m that the greatest profit possible accrues to the owners of that business. ThU Is anagemett'a only pre rogative! Xb order to live up to that prerogative and conform to that pmogative, it ia, there fore, management's prerogative to select aad train employees property. It Is manage ment** prerogative to analyse thoroughly and Body carefully the effect which every rale aod every policy and every practice win have aa the fechos* aad attitudes of every wacker. It hi not management's prerogative to say tint tiie worker be donned or to pamher tile worker. It is mansgoaest's prerogative to say that the effect of what we do on the warher affects the profit of our company, and therefore we must consider seriously what the effect of what we do will be oa the works's efforts. Management most remember that everyone wants to participate in the pFitting of those activities which will affect his job, his toccoc, his working cooditiooe, and bis sacortty. It is tttnagratqrfs prerogative not only to pro?ids the worker with the jolt but also with a sceee of security ^rx3 freedom from worry. It to mamgiruuil'a responsibility to not enfy be fair, therefor* in its dealings with the mate bat to have every appear- 8 ,Some Thoughts for Management Met ance of being fair so that every worker knows and believes that management is fair. It is not management's prerogative to quarrel with society. Management may be opposed to the union principle, but if it is to profit and work to the advantage of the owners, management should deal with the union as a part of realistic industrial living and not waste company money planning military and legal campaigns to beat die union. It is not war, but peace, which provides for growth and progress. Maybe you wish to interfere with management, and maybe not, but management might well examine itself to discover to what extent the mere existence of a unioa has been made the poor excuse for bad ethical practices and worse human relations practices. It is management's prerogative at higher levels to use what is commonly called con sultative management. It could consider a program which might be called consultative safety. Management has always used special in centive plans by which a share of addi tional profit from extra employee effort has been returned to the worker. That is the basic principle of die incentive plan. It is, therefore, managemait's prerogative to con sider a safety incentive plan in which a portion of all the money saved as a result of accident reduction might be returned to the worker. Management should recognize that safety is a monetary concern of the stockholder, but that it is of more serious concern to the worker. It concern* his life, his home and his whole future. 1c management's pre rogative to i rnsmii i diet nitty is the worker's program and should not be a man agement program in which workers are asked or begged or cajoled or threatened or forced to cooperate. It is and must be a worker's program in which management will cooperate by offering complete financial and technical help in the same way they offer technical help to the employee's credit union but do not control it. Safety la a, worker's problem financially, emotionally, physically and socially. It is management's problem only financially. Management must sell its programs, what ever they may be, plans and policies to the worker. Since be U a special type of csstomer for a special kind of protoei, a spe cial and separate and distinct sales depart ment, separate and distinct from pmsemwi and separate and distract from labor rriatioos, most be established to sell to ham. It is management's responsibility to pro vide security for the workers. Sodety de mands it. But it is management?* preroga tive to shoot oat loud that responsibility without authority must never be accepted as a principle of democratic life. If the worker imtimk that aninroamt assume the responsibility for bis security, then It is management's prerogative to de mand the authority which Is ereentry to provide that security. Men and wooes who, became of intellectual or emotional immaturity, cannot practice ordinary thrift or use common sense in planning for their own security, who are tfaaasolves irrespon sible, should sot expect management to as sume that respooiabtUty for them. Such-a principle would be so obviously unfair to the imcUigcat, thrifty and mdustrioua workers of the nation. It is management?*' prerogative to recog nize that the selection of future wotLua, leaders and supervisor* starts too Ishe. It should begin in Ugh school, not at the tone when beys and girls apply for jebe. The raw material is the high school c. Just as yon follow, impact and watch over sty raw material that eaters poor plane yen should Inspect maid watch over this raw material. An mdastrial chid should be taught in high school which wv& teach every boy and girl the of the triad of duty and responsibility: (1) the dety and responsibility of every worker to Ms man agement and to Ms unioa, (2) the mica responsibility to the wother1 member and to management and (3) management's respon sibility to the worker and the onion. He should be trained fat fas the principle* of industrial safety, and he should be trained fas advance in to problems of labor relations before he gets out of Ugh school. You know, everybody worries about what is on toe worker's mind, and finally we have management'* dnty to ioeogsar that supervisors and twcsliw are people too. They are not padact, either, and they have troubles, too. They have aw tbrir minds sod they need undcrWrating. Their The Human Side of Safety 9 relations with tbrir management should also he fa--an relations. MR. HARTIG [OregooJ: When you speak of foremen and qand others going out to other plants, yon mean, of course, on ccaapiny time, DR- ROSENSTEIN: When I speak of mr'**4"*^* and foremen and others going out to other plants. do I mean on company time? I certainly do---on company tone and at company expense, including, if there is oo cafeteria is the plants; the price of a heck of a good meal and taxicab and tips and everything else that goes with good management (appiaiuej because that extra $5 or $10, or even $25 can, if properly used, bring bode with that foreman a $1,000 or $10,000 worth of knowledge and information --not for turn, but for the company. I don't like to epead mocey. but I sorely love to invest It and I think what yon give it to the foreman is those terms you are invest ing it Som* Thoughts for Today Today I would Bn yen to do a little toy dreaming with esc. It is throogfe day dreammg that wo sometimes get ideas that develop uto 'wtj>ti*-g walk while aad practical. For example. If I were a safety ass, I would sometimes day dream---"wouldn't it be wooderfal If wo could walk around the shop and predict an acridmt a week or month or six aacotos before it happened?" Of coarse it would be wonderful. How could you do H? I don't know bow you could do it, bat let's kind of kkk the idea arotmd. Let?s do seme daydreaming about it. Let's start out from the begimung with the thing* we already know. What is an ieddeat? We say tost an accident is some thing that nobody wants to have happen. All right, an aerideat Is also which could have kts prevented if we had known some things and done some things whidt we would bare wanted to do. Furthermore * arrident Is a situsring in Vrtods Utor a person is bare er seme cn*terial Is damaged or destroyed. That sounds tike a very ever-simplified description of an accident. I sty, "Wait a aiinntr Is there anything tout loads Eka It aright fall m the mmft category?" If X should go to your shop, and ask If you have some* pretty good work* racu aroond. you would sty that you da. If I ask whether you have some that are not so good, you would say, "Sure" What do you mean--good or net ss good? You mean the fegows who are1goo<f turnand then* but doa't always do tbrir work prop erty. They are the ones who have a lot more scrap and more spoilage than average. Things happen to their equipment,* tools, and materials. We then my with regard to these fellows, "Would they have prevented tost excessive waste if they could have?" The aacwer is, "Yu." Is there anybody who wants to have ft happen? No. Is work or material spoiled? Yes. Watt a minute! Isn't that just how you described aa accident before? Is there a relationship between scrap, production and accident rate? We study production In terms of quan tity of good acceptable material produced, dw't we? That is stoat,we are -thinking of. We are worried about scrap in tesiaa of cost and things thrown away aad mooey lost. Have any of you ever taken the tone to cnA* a stndy of toe relationship which might exist between fcrap production and rate? Is there a relationship? I don't know--I am just wondering. Does h sound tike something vre should look into? IE tome were a reiatioeship between scrap ratio and accident ratio, we could predict that a worker who does certain things would bare an aerideat waiting for fcan armed the comer, b<an be is producing tittle acci dents every toy. They are just tittle acci dents in which he Is not'hurt; because he does not spoil material deliberately. Hff tom not get scrap deliberately. Yet be is in toe scrap production business. He is In toe material spoilage business. He is m toe acridmt production basinets. I wander if you might take that home 10 Some Thoughts for Today and think about it. Yon might get force-' thing oat of it, I don't Jaww. 1 am just diy dreaming. We do know that machines are almost foolproof. The major job of the mechanical and industrial engineer U to build safety into equipment and jobs. You build machines from scratch and you start out with aa Idea and pot it down ou paper and ooarert that into a machine or something else. You can build into it all the qualities you want be cause you start from scratch. But when we get our worker* they are 18, 20, or 40 yean of age; and they some times have had 5, Id or 20 yean of work ing experience. We had very little to do with their mental and physical equipment except to accept it for what it is arid try to learn what it is and lo some little fashion try to reorganise it so that it foscdoM toward our ends. So h is this human factor which is prebufit with which yoa have to deal, and maybe we ought to do a little day dreaming about this human factor. If you were to come to me asad say, "Dr. Roeensttin, do yoa think you are perfect?" I might lower my eyes modestly and say, "WtiL.of coarse, no one is really perfect" If I were to ask yoa that question, of come you would express yourself to the same fashion. If yoa are not perfect ft mrana there is something lacking in ywr mtop somewhere, something lacking to yen. None of us expects to aehlesc perfection and I am not sure we want to ailikre perfection. You hear a lot of talk about tboee vet erans who are handicapped, mid rightly to and for wham special pinoutnt piugimm should be established. Yon know a man is not handicapped errrp* on the Job la which tfaa handicapped member is wpwvtenc a. desk sitting at a desk does not need leg* and a mas can work even if be has only one ana or ooc eye. Thoae with bad hearts or an arrested case of TB yon try to piece they are hmlfimpped. If you are not perfect, X might suggest that yen ought to begin thinking aboet the fact that aS of `as ui handicapped. Everybody is handicapped mentally or physically or temperamentally or odbotiooaHy or culturally or ia ccrtaia sUBe or abilities or aptitudes. We are aB hanCcapped, not m sach oliton ways as toe veteran who bas lost a limb fighttog for ns. But we are handicapped, and if we say that no veteran who U handicapped can do good work on a job which requires the use of the member which be has lost or which has beca crippled, then you and X, when we are placed on jobs where our t&ndkape are needed, are also going to do pretty poor jobs. We are all handicapped. , Let's mwiM some of die things that wv might consider and dream about when we day dicam on handicaps. You know and I know that no one of m can do a job wdcsi we are paying attmtioa to what is taught. Yon know we cannot learn anything tmkrn we arc paying attention to vrhat is taught. Attention is die primary and basic founds* tioa for all mental activity. The psychologist for many ymrs has talked about what be calls "attention span" or ismiediats memory. It is a different Idnd of mesory than yen normally think of. What yoa tzrcaHy dunk of as xaemgiy is what happens when yen cxpwlcnee some thing today and maybe muon* r it six months from now or ten years troca now. As I walked In die door a man walked by and I mid. "Wait a minute." JHe turned amend and spoke to sac, I had not seen tom for tea years. Some of yon remember Ur. Citron for bis work at the Council. I remembered him. That was memory. I iecogBtwd his face and that delayed memory is toe lid we anally dunk of when we thrak of memory. Another land of nwi m.wj is Tfirm-Hfite memory or Han span. It is the kind yon dk when yen look m the telephone directory and get a mher and by toe t* yon pm the book down and get die operator yen fanve lest toe number or yen twist a eoeple of toe mbers, wfaidh nunna yoe <d not get k ti^t in toe first piece end If yon don't get it tight in the first piece you never wifl here it right. Let's try an ujuiuiuS n attention g I'd rend seme aifaas to yon, and I want yon to pe toon deem on a piece of paper, 1 am going to tort ant with three amnbers fvnin^tomdenk This is a tonfiri pajthuV'gkal mperi mens. Yen are nee to fk these numbers June an I rend ton to yen. Yon are to pet them down ia a amies after I rend them to The Human Side of Safety U For example, I may y--2 4 aad & Don't write them as I read them to yoa bat wait entil I rend them and after I have said *W then write then down. I wifi start out frith three numbers aod go to four, and then five aad wait ontil I complete toe series. Here is toe first of than. The first series is 3,6, and*. Are you ready? The next is % 9, 8, L The next--5, 8, 4, 6, 9. 3.1.7,5,1,4. Ready-attention 3, 6, 4, 1; 7, 9, 2. If yoa don't have it now you will sever get it That is why It is called buraoSate manary. Ready-4 2,3, 9, 4,4 7, 9. Afl right, we wifi have just two mors. Here they ate. Listen carefully. 4 3, 7, Z, L 8, t, 3. AH right, here is the last one. Attention! 4.7.2;4L9,7,4*1. If yon were sending someone a WU for 54,72^000 or 5197, or $47 ailliaa. and yoa made it $43 million or $437 million, aad twisted a eeoplc of numbers around, year bill would be wrong. So in that case yoa cither get toe atire scries right or yoa get toe entire series wrong. I am going to rend them back to yoa aad I want you to cheek them off to the largest teries yon got come* The first one is 3, 6, 4. The next owe u 2, 9, 8, l. The next --Sr 1. 4, fi, 9. At this point I would like yon to raise your bunds. How rainy of yoa got Chan afi right no far. Practically every body. Let's see what happens when we get to the six aad seven amaher series. The next one is 3, 1, 7, 5, 4 4. How nay got tost one ail right? Practically the same marcher. Now, tolsis toehraaldngpoint 3,4.41, 7, 9, 2. How many got that right? Almost as many hut not quite. Tbe next U <5, 2, 3, 9, 4, 8, 7, 9. How many got" that right? Whit has happened to yea? We don't hare as tauy as we tod. Let's go on. The next one is 5, 8, 3, 7,2,1, 3, 6, X How many got tint ooe? Yoa are disappearing from the scene Tbe last one ts 4, 7, 2, 6, L 9, 7, 5, 2, 8. How many got that ooe? Just * doses alto gether out of a couple of thousand people. If tbe process of selection of workers is not a selection proem* but an elimination process we have done n job of eliminating some of yon from a job of some load, a job whkh requires the attention for work sock as la billing or checking or handling certain kinds of figura. We have eliminated yoa as potential applicants for that kind of a job, haven't we? Advertising people teamed many, many years ago that the avenge span of attention is abont six, and they learned that those long alogans that we tued to have and the great big ads that people had to read and remember jute didn't (tick. They don't get them. If yoa are trying to teach a man who doesn't have tbe capacity for. retaining be yond a certain he is not going to get It regardless of how good a teacher yoa are, or of how interesting toe material k I wonld Eke to have yon raise your hands again. Howjnany of you, let us my, got six right aad then sera wrong and then eight right, or seven right aad tight wrong aad nine right in which yoa got a lower ooe and titer a higher oae aod In between you missed? How many of you did that? F*r* a nwnbrr of yoa did. We all yoa fellows toe skippers. We axe not always too sure of year paying complete attention. Maybe while yon have your mind on what yoa are supposed to be attending tcv you are also paying attention to some other things that are a little bit more Important or a little bit more distracting. Your worker, if be is human, bas tbe very same prob lem of vaczUatoxy attention. You and 2 know It only takes a very short moment of inat tention at tbe right time to do the wrong thing or do something that will spoil the work aod have an accident. We have experimented this morning with toe very simplest test of aoditory attention span. Bat that thee is visual attmtion and there is toe factml attention span. There are various lands and combinations of audio visual attention span and so oo. You might, if yoa want to, play around with them. Yoa might experimmt and discover -whether some of these so-called dumb workers are reafiy cfarab. They may not be so dumfct bet toeir attention span is shorter. They may be more distractabk. What are yoa paying attention to now? Maybe yoa are paying attention to me, bat 12 Some Thoughts Jor Today you art alto paying attention to your neighbor who may be tittiug too dose or smoking m cigar or die fellow in front of you may have a bald head and the light il reflecting down into your eytt Yon are paying attention to thtags all aroond 70c, and these thing* distract your attention and keep you from attending to what you want to attend. Emotions distract your attention --so do worries, personal problems and troubles, thing* that make you angry, things that bore you. Every time I make a talk, there are always a few people that come up aod ask if 1 would reoaaaaaid some books. There are those people who stop me as X walk in the door and ask if I can recommend some read ing. Last year I recommended aa article oq music Is safety. I wrote to the Americas Psychological Association and asked whether they bad requests from industrial people for copies of that publication. They apparently do not break down their customer* so 1 don't know how many of yon scot reqoests. When you are tired or unsure of yourself Let's see what articles we have on selec you are thinking not of what you are sup tion. There U an article in the Journal of posed to be doing, but rather you are won Applied Psychology on improving the selec dering whether you can do it. Your mind, tion of fiootype trainee*, Maybe yon are is on things that are important to jrofc not latersited in linotype operators, hot let's When you go out into the shop as a main see whether or not yen are interested is arty tenance "ian and have to climb up that one of these other title*: ladder to reach something your mind may be on another problem. It may sees silly to .ethers that you are frightened by height when you climb tap six feet off of the ground, but you don't tell anyone. You don't "Per Cent Increase a Ootpo* of Selected Personnel As an Index of Test Efficiency." Yen will alto find an article entitled tin "Selection of Biological Pharmaceutical tell anybody about dot because you know rtit it sounds silly, and they may make fun "Predicting Success la UvWw Bockkacp* of you. But nevertheless, that is on your inf" shows that in October, 1937, average mind even though it is not in your job de predaction was IQS. La December, 1941, it scription. era* 110 aod then went 19 to 116 in 1946. Inattention may be caused by aches and pains or by being ontrcoctdcnt or not tilting the boss. Those things are things that dis tract your attention. They arc simple, ev Hera are the figures on the increase in average production of bookkeepers based on sIectioQ--esid that is from the Pennsylvania Company in Philadelphia. eryday things and those are the tilings that distract you. Because of man's inability to pay attention to awe than one thing at one rim* and because of man's liability to pay to ooe'thing for any great length of time, you are demanding too much when you expect people to pay attention to what they are doing all of the time. Usybe yen are expecting too modi when yon are ex pecting people to be safe all of the time. We have a whole monograph on the sub ject of work adjustment la relation to family tndcgrotsKL Ooc of the men attending a Safety Coondl advanced coarse told me that tf hi* company bad known semethioc sheet a worker's family badegroaod in semal specific case* it would sorer here hired the man in the first place. They would have known la advance that be ebvioesfy was part of a wtele pkiiua which would peeve You cannot do modi about these indi a source of accidents. vidual problems, esa you? The natural makeup of the person U like that. But yon can do something about selecting, placing training and counselling people. If we can select salesmen, clerks, supervisor* and ma chinists who fit the job. Different jobs re quire different things and different people have different weaknesses and strengths and different kinds of attributes. If w jiba fba two, we will discover where to place them and how to place than and bow to select them in the first place. This monograph goes on to say that the interviewer can adopt rale* for aerMuiog at the hiring level. A toady of a job contain* data which might be used for transferring aceooots and figuring oat where each wtS probably do hie best work aad so on. Here is sinttuT one: "Learnlag m Aeriknt Redaction." Aad we have "AmJysi* of Personnel Data in Relation to Turnover on Factory Job" and *Xabor Twaorti aad Its Correlate*," "Test Scores end Efficiency The Human Side of Softly 13 Ratings, of Machinists'* and "Selection of Assistant Managers." "How Better Pcnoood Selection Can Re duce Factory Goto*" is a study showing that with an increased eoto of about $6^00 a ymf or 700 for the first year of operaboa. a program would save $12,000 in its first year. don't know whether these things mean anything to yon. It I* waiting for you to go out and get rL Nobody charge* for ft. Hone of these men who write in these journals of psychology get paid. They are sending them hi as contributions for yon. Maybe you are sot interested ia linotype operators, bat is there any essential dUffcece ia what a linotype operator does from what a typist and others do? There are articles on nuratug aad bookkeeping. Yon hare a vast amount of literature if you would only go for it The cUmloatica of those who are potentially wvkfrtw producers should he of Interest to you. One thhig that we should aS be concerned about of course, is the matter of psychologi cal problems that arise among workers. Let us first talk about "normal/* Although wre have oar own peculiarities, nevertheless, we are normal. There arc various definition* for*bbnnaL" It is a statistical thing which fits yon into a carve somewhat. Nobody is normal or abnormal except by comparison with his neighbors and m society. On the other hand, tinea is ntii a thing as a personal normalcy. Wbus yon say, "I wonder what is the matter with him: he U not like him self* then yon are saying that man. i* not normal for hiuiiclf. Aa individual 1* more liable to have an acodot when he dees not perform as be should, aad he does not per form a* be should when he is not himself. Gan we make psychiatrist* of supervi sors? No, we do net want to do that any more than vre want to make doctors of ear anrree. Bat to the same way that your nunc hu been trained to deal with minor injuries and minor ailments and is capable of malting diagnosis aad providing ora for minor aiknentt aod minor disturb ances, so your foreman can be taught to rocogai*e minor psychological disturbances and what to do about minor psychological disturbance*. He does not jtavu to be a psychiatrist If be can recognize that this man is ooe that be can handle, while this ooe seeds to be dealt with by someone better qualified then he baa been trained properly. Whom can be learn to recognize? He can recog nise the high powered boy, the tough guy, the six-foot-two, 230 pound fellow who docs not bruise easily aad knows be Is not going to get hurt. He can pock up heavy loads aad . handle 110 volts and sever get hurt. He does sot wast to fool arotmd with this safety staff because be says be never gets hurt-- aad the fmy pert of It is be doesn't! But be sets a bad example for somebody else. Then yen have the dynamo, overactive, high tension type who talks too amefa and goes at High gear and shows off and dis regards details because his ntind is on "im portant big thing*." He is not interested la details. He Ignores safety rules and safety guards and taken a i^iwn-r just to see what will happen. You do not have to be a psy chiatrist or psychologist to vf*-- him. Then wu can recognize the tittle "Blue Boy." He is the feOow whose world Is just ted. It is just a tough place. Life Is just terrible. He Is sad aad depressed, and every thing I* going wrong. He needs some bdp, toa Then yew have the fellow who Is suspSoow of everybody. He doesn't pay atten tion to what be is doing. His sand is eu sad* things as, "Is the bees around?" If anything goes wtoug, be knows It is not his lash; be knows *n--H to him. The bees fans It in for hsn aad always gfves him the worst eqmptnait, the worst tools and tbe worst job*. Then you have tbe great majority of tronhlesame wmfieri. I refer to tbe "1 want to be babied type". These people are al ways sorry for thenuehre*. They are al ways baring a lot of little onotiooal bumps aad bruises ad always wane to "go to pepa" so be will lass it and make It better. Yon on recognize then. Those people are wbat I cal] tbe real accident prooe, because they are always emotionally distracted from their job*. If these Is such a thing as aa accidentprooe person, it it tins group. They repre sent 2t per cent of your staff, of your woritisg group. This gronp Is emotionally tied 19 with other things so they are likely to get themselves too difficulties. 14 Some Thoughts for Today These *h*ig* are the inner signs of some troubles and some conflicts and difficulties tw wd to be (Salt with and either the foreman recognizes them, knows be can deal with them and actually goes to work on the or he should be taught to rceognixe them and Insist, as be does with a minor scratch, to go down and bare it taken care of. We do not ignore a minor scratch. We must not ignore even minor emotional probJems. To continue with our day dreaming, let's see whether there U not something else that we might consider. As you look around in industry, isn't it true that what we axe striving for constantly is simplilfestfoa?^ We are constantly trying to simplify things. Let's mechanize them and nuke diem re* petitive and routine so there is not airy waste. That is effidatcyl On the other hand, I sit around and study it and say, "What is similar between this and other psychological experiences?" When we get people in the laboratory *oc clinic and make certain experiments, we sometimes get fumy results. While X was at Fargo tytt"g to Or. Burgess about bis experiments on hypnosis and hypoo-therapy, it occurred to me that in order to get a person under hypnosis, we set op a routine and repeat a stimulus, maybe an auditory one, over and over. This quiet repetition of the same stimulus finally puts the individual to sleep, and we can do whatever psycho logical experiments we want to carry on. When we have simplified our jobs to the place where we are doing the same thing1 over and over, and over and over for right hours, it is possible that what we have set up is a hypnotic situation where vre are mentally put to sleep so we cannot rad are not aware of the conditions around us? Is that the kind of dung we have done with our simplification? Wouldn't it be better if, from time to time, we would In ject something that would break that over and over and over-ness? Think about that! t am sure that hypnosis has nothing to do with strong will or weak will of the hypnotist. Anybody e*n do the experiment of bypoosis if he knows the elementary steps. Isn't it possible that this analogous situation might be a true one? Isn't it true that what tills over-simplification is doing is setting up a situation la which our people are mentally and psychologically asleep and unaware and therefore, perhaps, accident prone as a t> suit of tha* kind of a situation? Last year on a train to Wisconsin X `ran into a fellow by the same of Phil Smith who was a U-E organize*. He was going to Wausau for a meeting, and he said, "You know this stuff you are doing is very important--temrhtng about safety." X asked him why if he felt that way he bad called a meeting when we were having a meeting of the same kind, and he said, "Onr people are different. Yon will discover that. If yon have five fingers you are still an apprentice and the fellows iod yoa. You arc set even out of the apprentice class mtil yen have lost a finger." That was a sign symbol and badge of skill--having lost a finger. He said that X woold meet a lot of fel lows, and when I shook with them X would find that they have only four Sagers. These men expected to lose fingers and they accept the toss as unavoidable. X said, "Walt a minute! That reminds me. When was the last rinse you safety en gineers cane to work knowing foil well that today there was not going to be as accident? Isn't it your psychological atti tude--coming to work knowing that yos just cannot not have as accident?** You believe there must be an aoodeet. You don't know where it is going to happen, bat you know you are going to have one Sebcoasdously there must be as accident. How can you run a business without oec? Isn't that your ttanking? Sure! If the miners go down there without bard hats, shoes or goggles and if the machine workers feel that they have to lose fingers or else they are not even started, and the engineers say that they have to have acddmts--wfcyf Why do you have to expect them? X don't know why. That is not the way the machine was built. Maybe you have fafiea down oa your job of teaching year people bow to do their jobs. Or maybe yos feel that, "We ought to have a little bit of an accident rate or else people will forget," X heard just that point expressed la West Virginia last year when I was la Charles* too. "You caaoot reduce your accident rate way down or pretty soon something seri ous will happen or they will be thinking that they are not going to have aeddeats The Umm Side of Safety 15 and v,H get overly m of finsdra. So we hove So iev* a few seodmts." I don't mot to be ea rite nrrisley end of that kind ef -- igioii w or a^errkosy thinking. We have ahoot two mmotes left, and X want to ask yoa to do sene more day dreaming. Isn't it mmyt-4 gave a talk here last spring before aa industrial group, and X wiU tril yoa liter who it was. I don't want to spoil Is the meddle of my tafic I said something is answer to a ques tion and joe could jest bear the audience rise up and murmur. I could not believe that what tbqr mid was tree. So I decided to find oat. I did. ft there say aae place m year organlra- tion or in your flint to wbkh every person who falls sick nod to which every person who fans ss sorideet most go? Sore there Is --first aid or to the hospital. Sore, we have a place. Alt right, who takes care of 90 per cent of all of these people who are sick or who have accidents? Who takes care of than nod ccBcexs all of yoor basic accident data for year records and reports? It is your merse, ise't it? Who is on yotw acci dent or yoor safety committee? Yoor ta periotcadcot, maybe yoor doctor, maybe yoor personnel man, and maybe you can get somebody from the mlon. The group I spoke to was the Industrial Nursing Division of the American Nurs ing Association. One of then got op and said, "What can w do to sell the safety directors on the fact that we could roncribote something to the program?" Everybody is the room apptasdod. It was a tscversal problem, asd I still cannot be lieve it it is not possible that the one person who deals with 90% of your disabilities, the one person' to whom they xne, the oee person who keeps all of the rseonk asd information asd gets the basic data for them should not be oa your safety committee. And furthermore, from the time we begsa to think of going to work and wake a living we are brought up to suspect our supervisors, suspect our executives, su*. peet our managers and suspect our bosses. We have that kind of allergy with authority, don't we. But there are the people whom we always suspect and the people in whom we always have confidence aad in whom we always have faith. We always trust our doctor, aad we always trust our nurse. If you would go down to that first aid room where that muse is, yon would find that she is not ooly treating fingers when a lot of than come m with fingers and want to get them fixed. They want to get thiegs off of their chests and talk to her. I would say that the one person who should be on the safety committee with you should certainly be that nurse because she the oee who lives with 90 per cent of these people and she has a strong relationship with those who have accidents and emotional stress. Perhaps the last time you went down to see the nurse you did more titan just take a couple of aspirins. The chances are that you talked about something that was. bother ing yoo. She is the ooe that an do a per fect job for you. I recommend her to your committee. Soma Thoughts for tha Future Yesterday we did a bit of day dreaming^ and I wonder If we aright not spend the next few minutes profitably by doing a little more day dreaming, I doubt that any of us fnve ever gooe to a doctor compUloisg oi something wrong without talking about ether things--things that are oq our chests, things that are oa oar minds, things that bother us, Wbeo we tajk about rise family doctor, we are talking about snawryy more tbs jest a medical bus. We are talking about someooe m whom we have confidence and to whom we tril our troubles. Maybe we can team something from the Western Electric program and from the counselling programs of other companies. Couldn't we have ooe of these high tension, high pow ered-interviewing and counselling programs, where the foreman, who lives with the worker right hours a day, is taught enough about non-directive counselling so that he, too, can kal with minor maladjustments, every iky os the job ? 16 Some Thoughts for the Future I think it would be a fine thing if these people were taught a little bit I just won der whether we would not be far better supervisors and the men be far happier men on the job if we did that Why must we wait until fellows or girls come to our plant for a job before they are formally introduced to the problem of In dustrial safety? Eighty-five per cent of the boys and girls who graduate from high school do not go to college, but they go into plants, shops, and offices. Is there any reason why this raw material, beginning back in grade school, could not get as part of aa industrial ernes a thorough grounding in safety? They should know something about industrial safety as 85 per cent will be concerned with it wba they get out of high school. The snort important time for people to learn is is the earlier years--before they ever get to industry. If you study accidents you discover that certain kinds of accidents seem to occur around certain kinds of equipment and are related to certain kinds of jobs. Is it pos sible for us to develop a program or a plan timHir to the scientific job analysis SO that instead of job analysts In term* of production we he terms of /ok *fu* dent analysis, too? We might reorganize Use pattens of per formance or motion path* in a job so as to eliminate those specific situations ia whkh accidents usually occur. Ia traffic safety you think of spot maps so you know where accidents occur. Could we have a job spot map? Tould we have a job analysis oa a chart , that we could spot accidents that have been occurring at a certain location? It may be that at this point we could eliminate or reorganize steps in a job. Job accident analysis, not statistics which merely hide things is needed ia your programs. Statistics tell you quantity but they don't place the accident at a given spot In this day dreaming we might say, "We have been taught that speed is a very im portant factor is the production of acci dents. Speed oa the production line some how is related to accidents.** Then L day dream some more and say, "Since aa acci dent costs anywhere from fifty cents to several thousand dollars with the average aeddent costing about fifty dollars, how much slower can a worker work and still not increase the overall total cost of pro duction which includes accident costs? Could we reduce our speed by 5 per eent and maybe in this manner, reduce the num ber of accidents b* occur? If we add the amount of money saved, would we discover our total cost of wtit production or overall production has not beat increased?" We have certainly considered that a num ber of people who are more likely to have acridmfr could be eHmimted from the or ganization by test*. Is k possible that the Safety Council could set ep aa fatastriel cooperative research program la psycho logical test devdopraent aa related specifi cally to the ctimmatioa of these that arc more Ukdy to have accidents? Instead of each of you doing a little re search work, wouldn't it be better to have the cmtra&acd organization which you have now and which is fimc.tfcuring aa year cen ter of information doing k? When s en works for-you and is paid a fair wage, you could well expect hue to put forth bis best effort. If be do**---sod most workmen are houcat worfcanen--why is it that m famxtive pfan wiS cause fata to exert sfaBckutiy mere effort to prodace 15 to 25 or more per mat than be did be fore? Apparently there i* an added incentive and I again say. "How cub we develop a safety or accident redaction incentive pbs whkh will irtuin to the workers in farms of dcpnrtsMBtal bonuses or even indhridoal bonuses seme of the money saved a* a re sult of maintaining an accident record way below established goal*?" Why is it that when someone steal* a quarter we say be is a thief. When be attacks me so that he might steal some thing (even though be runs off before be gets anything), w* stiff think <4 bin as anti social Why emmot we develop some Itind of advertising promotion sales program in our industrial society which wifi spread the thought that you who ffaefaey safety rules arc a felon. You are aa anti-sotiil person within cmindustrial society, and as such I do net want to have anything to do with yen. Yen are anti-sodad, and you should be efiutaed because in your dUobedfcnce of .rales you are not only a menace ta yourself bat you might hurt me. Therefore, yon are anti- sodaL The Httmen Side of Safety 17 Leifs gw aa with ear day dreaming. First, I would like to point out to all of you that you are working a the field of burins**, and k might be a good idea for yea to tad oat wtat fiiiUrwn is. A business is sa activity whkh has as its sole purpose the eunang of profit for its owners, the stockholders--that is all a burincss is. A Imintn is never established by its owners for the betterment of society, the economic welfare of a community, to pro vide faeetaes for the wotlm's or to aefueve any of the other nay tangible and in tangible values which often roult from the establishment eristoax and operation of a These byproducts are secondary sad are laddental to tbe one purpose for the tteitlTiliimig of a busloess, that U, to provide a service or to se& a product whkh will min profit for the owner* or stock holders. Sface profit is the sole bub for the *- tdGihatri and operation of a beaux** eaterprise, every idea, every yhs and every progtain most be critimSy eramied prior to introdoctiou and use. We mart measure it* nine, its rightness or wrongness, its goodness or ha bedness by that one gauge-- wiS St or wtB it not dhectly or indirectly result ia or cantitatfe to the profit for the owners of this buofaets? Tbfa definition of *--rTf and its evtry- day actiiitim InrJnde practices described by such words as "critics, honesty and in tegrity." Otbmwta; faaemd of tiring the tana *herinciV we aught use the terms "racket, confidence game, swindle, or fraud." Aa taut business that is honestly and properly operated ban only one criterion of good--tint which helps aa emotion, produc tion and ariargemert of profit for its owners is good and that whkh does aot is tt good. Persons who do net analyse too deeply arc ohn wlilnl by don who have beauti ful dreams of a world in whkh fawfnaw is operated wokfy for the benefit of tbe people Who prodaec the goods--the so-caRed wqriocr. The dream is a very beautiful one, just like aQ dreams can be, but it docs sot take fata account that the and product of any borinas is the result of a vast amount of fimniwy, Mwt organiz ing aad that this; too, is work. Piaaocrs, thinkers, organisers aad investors are also worker*. Perhaps ta some theoretical state of na ture all things might possibly belong equaHy to all people, aS work might be of equal value and all workers of equal im portance. Soch a world would require a completely sew set of political, economic, sodai and psychological values than those now accepted, believed fa and lived by. But although dreamers are one of oar most vital assets, dreamers sever create anything bat drams and ideas. It is aot yet possible ta live by dreams slope, It is aot yet pos sible to Eve by production alone. Those who have the capacity for convert ing dreams to useful products are the key industrial, economic and soda! kudos, la busmess it fa mal to have teams of tdea mm," Gouvorters of idem, aad producers working together, becinse few, if say, of any gtoiqt of men have tire capacity of ftactionfag fa aQ three anas. Then is so evidence that the world would be s better world; that men and women would be hippier, healthier, lees in secure, less avaricious, more community fa a society not capitalistic. All we have are the writ organized and highly intrigofag dissertations and dogmatic assur ance* of same "do-gooders" upon which to base a social revofcztiaa that fa supposed to briag Utopia to everybody. It fa rarely taken Into account that sot everybody would be willing to cooperate as wcU at partici pate fa that Utopian world. It does not (doe into accomtt that some workers will be woihers while others will be shirkers. It dees not take fato account human failfags and weaknesses. Perfection of a sys tem, la fact, perfection of anything fa hu man life will never be attained but on only be aspired to. Aad there is nothing to war rant the conclusion that some aoo-capitalfatie system would be a better one. 1 do aot know of any urn who works or would work without the incentive of moocy. I do not see asy reason why any min should go into business without the incentive of meaty. Tbe workman at the beach converts his abCItks and'aptitudes aad skiffs to money. Moocy U bis only incentive for hard work. The same baric purpose should be per mitted everyone else whether or set be be- 18 Some Thoughts for the Future tongs to a uoioo. I have been warned by far wiser people that if 1 ever try to change people's ways of living or doing or think* ing 1 am sure to get into trouble. 7 am sore to be called a radical, a disturber of the peace, a nuisance, aad so on, but despite my years 1 am still young enough to find myself urged on by two of tbe world's greatest lessons for. food to *h history of naan. Those of you who are Christians may view him differently. Since t am not * Christian, I can look upoo Christ as a protest--a protest against an evil social, political and economic past. 1 on view America itself, our way of life, our dreams and par aspirations for the achievement of personal happiness for the individual as protests against as economic and political and soda! past. 7 believe that we arc pretty well ready for another protest, a protest against an industrial past; a pest of which we can be well ashamed, a past built on intrigue and avarice, greed, and mate rialism as is still represented by some of the stupid and archaic members of the National Association of Manufacturers, the kft wing oi the CIO, and tbe right wing of the AFL, as well as tbe racketeers of both labor and management that do not rep resent all that is good in management or labor, but who make such a bell of a lot of noise that people think they speak with authority. I even questioa their honesty of purpose because I think they live along the Hitlertan lines that if you lie big enough and often trough people are sure to believe it. We in America are the kind who always are thinking about tomorrow. But some times ^ our optimism is stretched to the breaking point. We have seen hottest man agement leaders, united by vicious organ isers, wage a successful and unsuccessful war against labor. They have established war with labor as a permanent, necessary and abiding prinopte of industrial life. We have seen honest workers organized, and misled by vicious labor leadas into a common army of permanent war and continuing attack against management I believe that most Industrial leaders and management men are honest men, and I believe that most worker* are honest men and women. I further believe that honest men and women an be united for n com mon purpose of industrial peace and mutual welfare more easily than for Industrial war and metal destruction, if somebody weald oaly try to do it Bat nobody has ever doocitl X believe that the virtues of industrial peace have more sailing features than in dustrial war. But I also believe that we bare been so propagandized from time immemo rial that we have bought tbe shoddy sub stitute which industrial and labor "coo men" have tabued with values for us. Sometimes, is my more skeptical mo ments, t think tbe world may be going to tbe dogs. But this mad world has here go ing for so long that X doubt that it will ever get there. Maybe we should ask, "What is this world coming to?** But In America X think cur- consist* of a *gcetesC against an old world with which we are ttiS shackled, a European world. I think our protests are a demand for a sew life la a world which is sick and tired of Bring with sophistry and those living dead who from generation to gmcration have forced on us indent and antiquated concepts of human relations, whose only virtues are totir antiquity and which regularly lead to and are leading to war and murder and destruc tion and killing. ( We say, "Down with foreign Ideologies.** But let's examine our own ideology. Im't our present management and labor canffkt completely built anxmd a European import of hatred of worker for the employer? Isn't that Marxian!sm ? How about cleaning house and h*Hdmg our own Americas economy? We have al ways been ia every way more alive; more vital and more intelligent industrially and socially than Europe. Wire eontfeec to lire in America strangled by European wother- employer philosophy? Our American protest is against the eco nomic pbfloeoply of the European way of life which accepts one man as a master and another a* bis slave as basic, to divine planning. We believe the individual more important than tbe state politically. L^t's begin to think so todastrially. Once we conceive of oar industrial rela tions not as economic relations or as labor relations or as legal relations, bat as hu man relations, then we will have carved The Hamms Side of Safety 19 out otfr petit toward aa American way of industrial life We snoot expect people who have achieved their way of life by rebellion attest eif-tabtisbcd mutes and rulers, u we hare, to accept with rptict resignation self established masters is in dustry. The infant to its mothers arms will gurgle and it la happy. nt when yon pot it 19 against yoer shoulder and, to order to protect it, yon held it tightly, tbe chOd begins to kick and yeti sad scran,, The mother mys. Tea aaast have fright ened him.** You didn't at all. What you did was to pot yoor ana aroond his body and bind bis arms and body and tegs. Yoa were physically btodtog him and bindings of any land revolt in wanting to break those bindings, psychological a* we& as physical. We wifi try to tear down any of these things which are csab&sbed to control ns by others. Maybe k to a good thing beeanae X think we S aB agree that self- control k far bettor csetrol thin imposed control. That is ear American human na ture. Maybe yen don't like our American Inessa nature and maybe yon believe a fellow ought to dn whatever his boss t*Bs htot to do. Maybe the American workmen will do rt, bat he will not accept as gospel whatever comes out of the month of the boss merely lirjiiw the bees mad it. The human natarc of the Americas is that he thinks he la as good aa soy man, era the management nan. He may do what the boss tella Mm te do bat be does not have to like it He demands the right to ayui his <*- tikes and if he feels done be ia bring taken advantage of he fetis too the he docent bare to "odee ft* The American is wet camtooed of the divine rights of management or boasts and hk homaa minre to mdk tint he vriB do many things for owner. Hie toaw tntme la soda tint he i& da more foe a person rad hto Imm iwfasre to sack tint be will fight nod dto for a principle; Owe great principle to tint of democracy and every men to democracy wants to fed that he ha* bad a tori to tito thinking and developing of those things Sch are going to control Uo, those rotes and principles and policies by which his life la going to be limited and guided and controlled. Every man wants to know that be is part of tbe creannanly to which be lives and la accepted aa a psychological if sot economic equal to every other citizen to tie industrial society to which he lives. Every man fans pride--pride to bis ac complishment; He reseats the continued lade of interest of management to pro viding him with tbe tratoie faadcgrotmd and information necessary so that be will be a better worker which wiS take hha out of tbe mediocre, to which be sometimes mentally finds himself. Every man resents consrioosly quite oftm and subcoascioosly all tbe time tbe term "management man." He says, "I, too; am a management man. X am working for management. Who asn I working for if not management?" He ays that tbe torn managaaent man is a deliberate creation of management to maintain Ma to % peculiar and different creature. Vp here at tbe top of the organ!niton we have the president, the superintendent, and down here to tbe foreman. Tbey are usungrinq.it men. They are one Itiri of creature. Down here we bar* a Afferent breed of acxtmc. a sort of a sob-homan species, called tbe worker, and management has set xtp that line of demaikatian. It to aanagemest that has devised tbe terra "aanaganent man.** Yew are never gotog to make me a pert of yoor organtoatico if yoa say that tbe people who prodace tbe staff are not with ua toxt are alien aad peculiar and foreign for the tens "management mats" aapScs that there to same other land of man. Yoor job to one of living end working with people. Yoor men will always be boman and tbrir human nature will never be changed. That means yoa have got to learn to work with- it. Maybe yoa can learn something about their lnnnan natnre by ex* aonnhig your awn. The other day we talked about the con cept of whether yon are perfect. Of course ypw1 would wwf that yoa are not perfect. Don't yoa bate perfect people? Don't yoa bate Tmow-it-wlW*? Dent yoa late people who seem to always lave a ready answer sometimes even before the question arises. 20 Some Thoughts for the Future and they are sure they are right all the time? Don't you dislike that kind of person? Don't you avoid them? Sure--yon stay away from them and look down oa them. Everybody dislikes the person who never makes a mistake. Why don't you go out of your way, even if you know the answers, to create a series of problems so that you could go to people from day to day and say, "Bill, X am an a jam here. I wonder if you could help me out oa this thing." Why don't you use it? This one Is an old ooe, too. If, after this wiring ooe of you should come up and Why don't you hang a .banner somewhere scy, "Dr. Rosensteiu, these talks arc won m your office or carry a badge which says, derful ; you are the most wooderful speaker. "Look, I am normal, too, I make mistakes. I am not always right I don't know all the answers. I want help and ideas, and I want it from anybody who has ideas." Or are you afraid to admit to the worker that per haps the supervisor is not perfect? Where have you been all my life." X might modestly lower my eyes and y. "Thank you so much. It is load of you to my k." But I might be saying to myself, "1 wonder what this cookie Is after." I might be suspicions of flattery when It One of the conditions that arouses rage is laid oa thick with a trowel, right to mgr and resentment is pressure--pressure to do face. But if 1 were to come daws to the something which is beyond the capacity Safety Council next week and ooe of the that you think you have. Do you assume fellows would say,. "Gee, Doc, you snrdy in your work assignments complete capa did a nvcQ job. We got right or tea letters. bility on the part of the worker to fulfill Look--here are tetters of appreciation." I the assignment? Do you overlook the fact would look ever the letters, and I would that even as you and I are handicapped turn to the fellow at the Coooeil who gave every man is handicapped, and that you may sc Information and say, "Thanks, a k>t,~ therefore expect poor production, poor co and I would think be was a pretty swell operation. poor effort, resentment, anger guy and at the same rime I would not be and rage contained perhaps on the part of suspicions of the motives of those letters. the worker who is forced to work oa things I am never suspicious of Indirect praise which are beyood bis capacity? You don't expect him to say to you, "You know I am too dumb or I am too weak or I am slightly nuts and I cannot handle that kind of thing" No, you are the one who must discover it. If you go down on the shop floor a quarter of a mile away and say to ooe of the fellows, "Joe is really going to be ooe of our best men." Then if you walk straight to Joe you win find that by the tune you get there, be has already heard Did you ever have the experience of someone coming to you and saying, "Look, I am in a jam; l need some help. I don't it. X don't know how the grapevine works, but it gets there! But indirect praise is the best--use it all the time, every day. know the answer." Did you ever have that experience and then turn around to that man and slap him across the face and say, "Scram, bum." I don't think so. I think what happens when somebody cooes to you and lays, "I am way down here by com parison with you who are up here. I know little and I am coming to you be cause you are superior to! me." We are psychologically flattered. Our mental chest sticks out; our heads may be expanded slightly. We like that fellow and we are flattered and we say. "I don't know whether I tan help, but I surely will be glad to help you if X can." You like that fellow who built you up psychologically by coming to you and saying "Yon are a better man than I am." We are alt human, I think. And sot be ing perfect, wc have weaknesses of varying kind* and varying degrees. We are not proud of our weaknesses, so We caver lip for them. If we are not too sure of our selves, we do ooe of two things. Wc shy away, are timid and stay away from things la which wc might get involved. On the other we may be over-aggressive and arrogant. You feel sorry for rise fellow who is shy and timid and withdrawing and you want to help him. But you want to Pirak rids other fellow's cars down. Why? The fact is that both the over-aggressive, arrogant hufividml and the very shy. timid ooe represent two facets of exactly the same thing. They are both telling you, "I The Human Side of Safety 21 sa not fare of Myself I bore a strong seme of inferinriry. t need bonding Bp. I don't amtd my ears hemcked down. I Med kaUw m,* Yon say am see sc so iWwtfy in this overly aggressive, arregt person, bat you do sec it in the timid person. If the timid iw were sure of himself, be would not be timid, and if the arrogant fellow had con fidence in himself be would not have to fight and knock everything rise out of his way. Some Thoughts for Yourself In our first toree menng meetings we caosiderrd and thought about problems of Inman rrfatkns In terms of your relations or the supervisor's rthrieea with others. Eight hours a day yon are working in a situation which is really a social situation. You are.tiring with others, and this morn ing I would Eke to tHTok with you, not in terms of your fife with others, but rather in terms of living with yourself. I want to talk about the things that are considered when people talk about personal happiness, personal adjustment pace of mind and a best of other things in the same gmieral category. We rarity Eve with any person more than eight boms a day, but we Eve with ourselves 24 horn a ty, and some times oar major peebian Is with oendm. A psychologist is be a rather bad position to discuss with you In a positive way this basnets of peace of mind, because he rarely sees thoee foctnenCe people who do have peace of mind who are contented, who are happy and who are adjusted. The people be seca are nmally the ones who come to him and beg for befp. They are frustrated, disturbed, and dimmed and want someone to take them by the hand and lead them through those dark and terrifying emotional woods into whsdt they have strayed. . Uaybe we on team from these people who have became dasilml. if we eas dis cover bow they wens skat losing this peace of buxL From this wc may Imra sauie> thing for oondreg. So these are the weeds of wisdom that I bring to you this morning and I speak in all modesty when I my "weeds of wisdom" be cause 1 still to&cve. as X always have, in the 'old aphorism dot if yen take the ideas of one man ft is pteghrims. Bet if you take the ideas of many it as rtaecnli and I lave done a great dml of remit rich In gathering my story about peace of mind to you. So I am not going to be profound, I am not going to bring yon any great new philos ophy of life. I am just going to txy to tell you in as simple fashion as I can what 1 have teamed from this research. It seems to me flat peace of mind is completely mod solely dependent upon an inter-functioning triad of a snplc faith, a simple bit of knowledge, and a ssnple body of action; an biter-fractioning trio of beBering; of knowing and of doing. The last, of course, ts most difficult--getting people to do things, even for themselves. Last year we learned that psychology was that branch of study which attempted to discover what people did and why they did things, not because we were interested in human nature or understanding human na ture, but rather because we wee interested in trying to discover some principles or some rules or seme laws which were funda mental and which we could use in order to guide aad direct and control this human nature so it would do what we wanted it to do when we wanted it to do it. But whoa we talk about the control of Inman uaturqwe rarely find ourselves think ing in the first person. It is always the control of someone rise's human nature. It is rarely our own. We discover, too, that our logic U peculiar aad twisted when it relates and considers human nature. We are pretty tetelligcst aod fairly rea sonable in dtanwg with things, bet not so reasonable in dealing with people. When we deal with things, we know we must deal with than according to the qualities and properties which are inherent a them. But wbm it comet to people, it is different. For example, we stiQ have these old ex amples that are good. If I were to come to you again aod my. "Hoe is this woo- 22 Some Thoughts for Yourself derful fabulous gem looma as the Hop* Diamond. If you will take this Hope Dia mond anywhere--home, down to the base ment workshop, and split it exactly in half, I will give you half of it for your own," you might say to me that it was a wonder ful opportunity but that you did not know anything about gemology and you did not know anything about the crystal or the structure of the valuable stones, nor die principles of cleavage. If you <fid not han dle the Hope Diamond according to its own qualities and properties and limitations, it might blow up In your face and all you would have would be some diamond dust If I were to come to you and say, "Here are a couple of chemicals. I want you to take them in the other room and close the door tight and throw them together and see what happens. You would perhaps say, "Wait a minute! What axe these things?" T would say that I did not know and I was asking you to find out You would probably say, "You may be the boss, but if I don't know the qualities and properties, the physical and chemical properties of these things, I might find myself blown out of the window or through the walL I have to work with these things according to their qualities and properties. I do not think that, just because I want them to mix to gether smoothly and quietly, they will necessarily do so. They will function ac cording to their own qualities and properties and limitations." If I tell you that I want you to go out and buy a machine and you would say, "What kind of a machine? Any old load of ma chine?'' When we buy good machinery, we' buy only because it is something we want to use. We think in terms of specifications, because these specifications describe the qualities and properties and limitations which are going to be built into that ma chine. When we deal with things in our logic, we y that If these things function ac cording to their qualities and properties, certain things will happen, and if they do not happen as with a machine we bxnie* diately say. *7 wonder what happened; X wonder how that happened." So we. see what really did happa if we can mid find out whether we can correct it. But when it comes to people and human nature, if it docs sot ftatioa the way wc want it to faction, we do sot say, "Left check this man and find out what happened aod how to handle this tnsnan being." We say that he is perverse or be is vicious or that be refuses to cooperate. But be, too, has his qualities and janifitforf and prop erties. So when It oomes to htnnaa nature, wc my that that is different. Then we my, "I am going to do as X please, if I want to X am going to ignore every law of bunas nature and I would like to sec somebody stop me. I'm a free American." Thai we wonder why so many of ns who break these laws of human nature wind up disturbed and distressed and why more than 50 per cat of those men and women complaining of phy sical aches and pains do not have a thing wrong with them physically. When you think of peace of mtod, do you think of it as a sort of eoodltkiu, a state; a sort of Utopia filled with quiet rapture? * I an sore that neat of you reed or bought the bock called "Pace' of Utod." Ym meat have bought It for a reason. There must have bees something you were thinking of and groping for. Wbee you think of peace of mind, do you think of a paradise of ecstatic tranquility? Whea you think of peace of mind, do you think of it as a sort of condition, a state of Utopia filled with qokt rapture? Is that what you think of when you thtok of peace of miad? Whea you prey for peace of miad da you pray for a life completely free from Insecurity? Do you pray for a life'free from strain and pressure and emotional distress? If you do, you just want to be dead, and you might as wdl go borne right now and crawl is bed asd pull the sheet over you and die, because you are sot look ing for life. You are looking for some load of drugged world, a fantastic boo* existence, because the only things that have no fears and the only things that bare no worries ind the only things tbit hare bo pain and no strain and no suffering ad no insecurities and so tragedies and so losses are dead and ImnTmstt . Ifsyfee you ought to decide first whether you really want peace of mtod because It does net spring tike Topey, full grown, out of nowhere. It Is something that has to be built, aad it is something that has to be planned for aad wotked for and nurtured The Human Sid* of Safety 23 every single day. Became it is a delicate and fragile thing of beauty, of placidity*oE spirit which Uvea Is the hupertnrbable sod of knowledge that file is rol, and life is earnest aad life is cruel aad barharieally sadistic--aad yet so asteebhlngly beautiful I tern to Freed for toy research, aad many thtogs Freed taeght u* are aot lOced by a lot of Americas. The fart is that Freed has never rtaBy been taught in tins country. His German was mistrans lated by some early eager beavers, so it was many years before we discovered what be really mid. One thing be did teach ns, however, that is worth nmembering was that everything has a history ad every thing in a fife has a life story of its own. Jett ac you personally are the ad prodart of yeer peraeael biography, so peace of amid has a fife story, and peace of mind can be created by budding a life story for it la your own personal fife through a simple filth, a simple body of knowledge ad a simple body of action. Let's see what we have when we go bade to the state of the infant. He is at Into a mass of meat Ijtog there with a tube through him m that food can be gives in see form ad aae out la another form at the other cad. Ke is actually a ma chine for the Interchange of energy ad maintenance of eqmfibriuna of energy in which physical energy ts taka to to owe form and eepoded to another, while a little* bk of it Is retained for physical growth. A little liter be is ace an or mors--be is a child, aad bis energy is ex pended In physical energy to mitnfiln equilibrium plus emcriminl energy. Semething has tow pAUi. In adolescent years it is expended to physical form and emotional form, aad it be gins to daw toteSeetunl expenditure of acxgy. Tha when k becomes a utolt we find the castoett picture of ties energy taken to and exchanged and tranomted aad expended to physical fora. inteHn-tinl form, emo tional fora, aad spiritual fora. The tree picture of toe adult is imfc sted by toe de gree of spiritual or toe quality of ^iritsol fife which he fivo. Bet regardless of what fife a a fives, the energj uptdtil meat be pwplrtftr apended ad equal to the unrgy takes to. or the increment which is retained becomes greater and greater and greater, and this energy most be expended or just like a boiler without a safety yalv^ something is bound to Mow tip. You call it a nervous breakdown or some kind of technical but energy must be expended constantly. So you my, "How do I begin building my personal biography for my own paace of miad?" Tbe answer is that you must begin thinking constantly to terms of bow you can expend physical energy and emotion energy to miintato equilibrium aad bow you can expend intellectual energy aad spiritual energy. We live four fives aad as Oscar Wilde said a long time ago, "He who fives more Uvea than one, more deaths than one, shaS Se." I amirs you that you have four deaths to die ad some of us die some of these deaths tsodx before the undertakers take us away. You may say. "AH right, X want to grow up into a adult, How do I do it? I want to know where to go aad what to do. I wot to go to the right direction aad de the right thing." The psychologist secs one principle for peace of mtod, expressed to the experience such as when yon park at tbe curb and somebody is jammed right to front of you aad behind you. You want to get away and you caoot waft for those fellows to come oot So yew get behind the wheel aad start to peuit aad sweat and mutter under your breath. You wear yourself out; aad torn you start back again. Finally you get to toe place where you are just able to get by the car to front of you. Bat you are beadhv at aa ogle. You are factog to the wrong direction. Suppose you are beading one way, aad you want to go the opposite direction. You know that once yon peg a little pressure on that accelerator aad the front wheels arc moving era so slightly, you can--even though you are going in tbe wiug direc tion--with the tips of your fingers just tarn and go say direction you plciit But you have got to be going and moving; even if it is to the wrong direction, before you caa go to the right direction. If you do not wot to make mistakes, you might as weS fold up and go home and die because you are trying to evade a 24 Some Thoughts for Yourself basic law ot human nature. Motion, move ment and action are fundamental in achieving progress in anything, including peace oi mind. When you are standing still you are not going any place; certainly ^ not in die wrong direction. But you certainly are not going to go in the right direction. Is that analogy from real living too simple? It is the truth, because it is based on a good psychological principle. What ever we face a new problem, we must go through a process known as trial and error--rambling, fumbling, making mis takes. You might say that you nay be doing the wrong thing, but that is all right. Once you are going, you are going through trial and error and that is absolutely necessary for the attainment of insight and ultimate going In the right direction. In this country we have been taught im properly according to aa old European principle. We have been conditioned against trying anything. W* have grown up from the time we were children with the im pression that if we did anything wrong we would get a smack across the car, and so we are taught to be afraid of things. If we make a mistake and do it wrong, we know we arc going to be punished and none of us wants to be punished. So we have bees educated to fail rather than to try. Apparently the human being is the only phenomenon of nature which attanpts to break the various laws of nature as they relate to himself and maybe that is die rea son why be Is the only annual that can cre ate insanities for himself. What are some of these things that he does or docs not do? Left see! Two plus two equals four. I did not see anyone have a nervons breakdown when I said that two plus two equals four. It al ways las and always will be a rule that exists, aad it has always been true and it will always be true; except in some new kind of atatfawnaties. Realistic wxB also tell as that it is an caadangnig and immutable law that there be birth and death, days of. ndacts and joy, days of failure and days of suc cesses, days of good things and days .of evil ones. It is not good sense to sit down and pray for tragedy or for unhappiness, but it is good sense to rueognlxe that from the beginning of time tragedy aod unhap piness has come to every man sad every woman who has ever lived and that it win continue to come. , Why, then, must we so establish our tanking that we cannot accept aa immu table and unchanging law of nature as s simple fact just as we accept the ooe oe two plus two? It is not something that happens just at times. It happens to all of as. It always has sad it always will be that way. Why, when it docs cook, docs this trag edy and uobappiaees come as nda a great shock? You know why--because we life to *h*"k of good things, and we like to plan wbat we are going to do if every* thing goes right Bat we do not like to think about the bod things and we do not plan for what we will do if things go wrong. That is why yon hear people say ing, "I just don't know what X am going to do. I aa just tost" I thtok that there ought to be a deportmerit ta every plant to ranwri to think of what we wriil do if something we are planning docs DOt WOfk OUt SO WB as Wt are hoping it wiU. What are we going to do if it does not work out? Hew are we going to handle H if it goes wrong? Is there a "Wrong Results Pinning De partment" in your persons! fife, or do you just look at the most pleasant side? It Is realism to dream of secerns and happiness, but it Is good sense So plan for faUnge and for sorrow, because fsDurm and sorrows and hurt* and personal tragedies should be so planned for that they create no mere of a ripple in the stream of life than the joys do. Since most of ns try to distort or evade comic laws of human nature fey bringing up laws of our own, we arc suddenly brought up a stone wall of facts in nature. We might evade man made few* forever, bet the laws of nature can only be evaded temporarily. Those who art persistently trying to evade them get in trouble and wind up to a psychologist's office. I told yon that peace of mind requires a simple faith. It is not the kind of filth which you normally think of as related to a. religion. It Is something, perhaps, that ts merely a part of that faith. It Is a faith in human nature. I can well remoaber what The Burnett Side of Safety 25 I was about tm years old my mother told me what a-fool I was. I was so darned trusting: I bc&cvcd everybody. When I got a little older I was supposed to 1mm better. But I found that when 1 got to be twenty t was stall too young. When I got to be thirty, 1 began to be skeptical, But when I got to be forty, I began to despair that f would ever tears that faunas nature is videos. Now I am completely doubtful that I wiU ever discover that my faith ie human nature U based on stupidity. 1 cannot remember ever bang taken advantage of r chested by anybody is anything impor tant or worth while. Can yon? If I am going to have to spend the rest of my life or any part of my Ufe looking over my sboelder to see who U going to try to clip na I am going to lose a lot of the wonderful things that arc there before me. Maybe our friend, John Raskin. expressed it far better then am when be said, "Hhb tintare is a noble and beautiful thing; not a fool nor base thing. All the sin of men I irtwn as their dtimae. not tbeir nature; as a foQy which may be pre vented, not a neecaaky which must be ac cepted. And my wonder, even whoa things arc at their worst, la always at the height which this human nature can attain. Think ing it high, I find it always a higher thing than I thought it; while those who think it low, find It and will find it always lower then they thought it/* *TW fact Is that It is Infinite and qpahlc of infinite end infinite fall nod here is the faith X would have yon bold with at The near* of this bmn nature lies in Its neMuute, not in its catastrophe/* "Gas seed" tefi m that they have sever bam able to tefae advantage of any man except the one who wants to take advantage of some one dee. That should be your am for your owe t--" nature. Then I yon should have a faith In your own personal tamut natnre We most believe that evil does cjuft and that wtthm each of ns there Is a. great potentiil for good aod en and that it is natural nd normal for euh of an so want to do good and to da ev3. We must better* thac k Is not wrong to first think of dafag cv0 thhg^y before good. It Is not wok to bn Uiiifiti'd to be mrirind. It Is norms! to be tempted to take advan tage of others, and to be videos. It is nor mal to want to do the wrong thing. He who says he has never bad aa evil thought . or has not wanted to do aa evil thing is a liar or a psychopath. He certainly is not normal, became it Is only the psychic and spiritual vegetable in human form, who Is aot stirred by the superficial glamor with which these evil things and disbeaest profits may enwrap themselves, and it Is only normal to think first of doing the wrong thing. We most consider that when we meet a eituatioa that we have never met before. It Is fundamental human nature to go through the process of trial aad error asd wrong doing in order to arrive at the in sight which U the end good. It Is aormsl first to want to do or to do the evil thing and it Is aot weak, aad this should not be used as a basis for sdf-depreaaticn and internal conflict The superficial glamor is fine; and Ac Sttperfidel joy of victory or gain may seem good. It gives us the meetlire perhaps for unethical or evil practices. Kit we also have the capacity within eonehrts to step aad examine again that which Is evil aad elm we do have the courage; not to rm front the tfaoc|fot that we may be tempted but to face It, we may then lift the cloak of glam our and look beneath it and say, '"That is not worthy of me/* After yon bare said that it is not worthy of yeew there ie no Inner Than is no toner turmoil. There can be peace of nuadL Yes, you may have faith to year asm bamm nature. Doing the wrong thing Is part of trial aad error. Yon cannot lift n thousand pound* with one hand. But yon axe not worried about it Your peace of mad is not the least bit worried or distressed by it Yon eannnt sobt problems that would ha simple for Rtowrin. Yea know that they are beyond your qualities, capacities and Imitations. Once yun know your own limitations, your cm capacities, your cm weaknesses and your own strengths, yon are not disturbed any more. You do net na the stone watt of those timitatsaox, and you do not set lower standards of performance for 26 Some Thoughts for Yourself yourself. You will be able to work up to these Limitaboos. Last year we talked about taking that in ventory, and we said that so business man cu hope to stay in business unless he makes a study of this business once a month, or at least took Inventory once a year, to see things good and bad, check the stuff be had in the warehouse; in the stockpiles and on his shelves. Maybe you would rather run around in a squirrel cage than to take the time to do some personal inventory checking or per sonal analysis. It is easy! .There is always somebody who will tell you what is wrong with you. Instead of saying; "Well, is that to? Let me teQ you what is wrong with you,** instead say, "Let me go into my room, turn out the lights, pull the shade and look up at the c*h"g and examine myself to see if these things are true.** Devout Catholics have a wonderful psycho logical principle m confession. Next week I am not going to have any chnw at Loyola University, It Is a Jesuit school, a good place for a person coming from a good old-fashioned Jewish Orthodox home. He is safe dsere! There is no conflict in our thinking, basically. But they will not have students coming to class next week, because the Catholics have what they call "Retreat," which is a time for getting to gether with yourself, examining your awn soul and your relations with God, your fel low man and yourself. Maybe we aO ought to practice a ielicit of some kind. Do something on inventory. You ought to know something about your own Omitstions and abilities so you dent onder-place yourself or over-place yourself. Always bear in mind this principle of trial and error, whenever you run across any new situation or problem which you have not handled before. You must go through it whether you like it or not. It could be used as the basis of self-education, and you must go through that process, mr- comfortable as it Is. You may not be able to carry a thousand pounds from one end of the room to the other with one hand. I can do it--and with one hand. If you had a thousand pounds of scrap metal here and said, "Pick it up and carry it over there," 1 would do the same thing you do in industrial practice. I would take that thousand poends of scrap metal and put it in little container* of tea potmdt each. I would pick It up and carry it over. I might make a hundred trips, but 1 would get it there by using only ooe hand, and that is what happens when you wbb an disturbed go to the psychologist with a prob lem. The psychologist docs not look at it as a single mass. He knows that no human prob lem exists as a single entity in itself and as a unit. He knows it coexists of parts Just like a wheel on a wages, and a wbed is a wheel until we take the hub and spokes and rim apart. Then it is no longer a wheel. It is Just porta. When be takes your problem, he is not interested in the problem as a mass of a thousand pounds. Ha wants to take It apart He breaks it <bwa Into its components and A-al* with components. Then it is not a problem any more. ' Why don't yon do that with your own troubles? A psychologist never (etla you anything. That is the oonmaon cixnpfaloC "I don't know--he didn't say a word. All he did was to ask me gsutioai and just listen." But when that happened, you forgot and walked out and said, "Thank yon Doctor, you helped me very uadi." All he did was to ask a question or two aad give yon a chance is deegibe the parts of the problem. At the same time the psychologist alse recognises the great principle of catharsis. The confcstloB is cathink Yon danse yourself. Wiry doesn't each ooe of os find at least ooe person, cither a frimd or the wife or husband or modser or father or doctor or clergyman or priest, who will be a peyefaological big shoulder, a weeping poet, a great big ear to whom you can talk and get things off your chest? Otherwise it accumolitcs, and festers throwing off its mental poison. Everyone must have someone, aad you do not hare to wait for the psychiatrist. You may remember that we talked last year about the principle oi profit which we would have from a succemfnl business. There Is the principle of profit which nays that when I make a profit It U only became you have given me souse of your money for something which I have given yon. If E warn to make profit from yon, X am set Tkt Bumart Sid* of Safety 27 going, to cnotinne to .malm a profit imicea I serve yon. Yon do act went to do busi ness with me because I make a profit Yon want Is do hneiacie, bocaase I do something for yon. Therefore profit In Moot Is the end product from services rendered to some body dee. That U as eld prindpte. There may stm exist for some of yon m your serfs die concept of tithing fat whack a portion of yonr income has boa returned to the dxtrdk Basically, the psychologist who trim to dm) with yon when yon arc disturbed trim to discover for you or help you dis cover a moms where you caa give x portion of your time every day to somebody else. That is a psychological tithing; a spiritual tithing. Hat is something you should do for peace of mind. There is an persou living who does not years for sympathetic understanding. Ap preciation will be gives ia return for ap preciation, and imdentanding will be given is return for understanding. It is a natural law aad it has always been true aad always wiU be. Affection will be given ia return for affection. What you get will always be a mere reflection of what yon give. That is a wonderful principle if you are looking for btxnzB refations ia industry. OTHER VOLUMES in this Series Many users of this volume will also find much value in it* companion volume*. Here i* the list: TITLE VOLUME No. Annual Meeting, Banquet. Women** Activities, Index to *11 Volumes and Exhibitors.. 1 American Society of Safety Engineers and Subject Sessions........................ 2 Aircraft Manufacturing Section.:........................................................... 3 Air Transport Section......................................................................... 4 Automotive and Machine Shop Section.......... 5 Cement and Quarry Section............................................................................................................ 6 Chemical Section ......................... 7 Coed Minin* Section............... 8 Commercial Vehicle Section.........................9 Construction Section ........................ 1 Electrical Equipment Section....................................................... 11 Food Section .................................... 12 Glas* and Ceramic* Section............................................................................................. U Industrial Nursing Section..........W Marine Section ............................................ IS Meat Packing, Taming and Leather Industries Section.........................................................Id Metals Section 17 Mining Section ........................ 12 Petroleum Section ................................................ If Power Pres* Section............................- ----.......... 20 Printing and Publishing Section............................................... 21 Public Employees Safety Committee..... -- ............... 22 Public Utilities Section.............................................. 23 Pulp and Paper Section................................................................................................. 24 Railroad Section ................................................................................ 2S Rubber Section.................................................... 20 Textile Section ........................................................... 27 Traffic Section ............................................ 3 Tranrit Section .................................... 29 Wood Products Section................................................................................A30 Farm Safety ................................................ 31 Home Safety ..................................................................... 32 School and College Sessions.......................... 33 The Human Side of Safety (Early Morning Session)............................. 34 PRICES OF EXTRA CORIES OR INDIVIDUAL VOLUMES TO MEMBERS VOLUME XX tto99eeesppiiees SIZE Each Less than 24 page*-- $02S 24 to 48 page*-- JO 49 to 96 page*-- JO Over 96 pages-- ,6Q 10Is 99 espies Baek 020 2S JS -53 100ts 999 espies Each 015 * JO JO JO lOOQermsrr Esek 0.15 JO JO JO Complete set of Transactions (34 volumes) -- $6.00 NON-MEMBER prices are double member prices, except volume* 28, 3L 32 and 33. NATIONAL SAFETY COUNCIL 2* N. WACUK NIVC CHICAGO A ILL. ~ aeu-u--WKP Transactions, 2948 National Safety Congress INDEX A Acrident Theta gam!ea; *.-('11 Accident Proataw. Sea finnnf factors. Acdidd<ea* Statistics: Accident Responsibility (grrito* Driver nrloraisa fOe- Asddeats Ota Sc SZcljtfaA panel IXecuaaloe, A Aaslyri# of Acridinta Sereda Trouble Spots (Dtrmmm), aa;l*U. Aeronautics, Sea Air Transport. Ahem, Jehn /.. Sources of Gas Explosions-- Cndustrial end DomariJc, *:*$-. "'SSTfriSKS,? SM1"ln M,U1 e Transpc Resale ( F^ellant^Mjs^Supersonic Sell X-l Air- JBzperiacca Employee Accident Recerds--Their Celltouoa and Use fgpeedj, saiU-lt, The Sarlattr Leeks at the Accident Rec ent. Ipmporiem, Figures Don't Lie fStfesneoodj. U:2>-X. How a Gad Uses Its Accident SU> tlitlca fCssacrJ, :4M4. latarsretatlca and Use eC Ibm Aoddest Statistic* fMcblsaawJ. hUi* Group ef Acridct Onuses /growsft**. Kddar Reports *C Kateraat to the Been rin:*-u. HM Next a* Team firccCtaiieej, *<*. Q`u~ PtoWmu Ceoaectnl with Injury Report* lag. Ifutt Dtseuarioa. Ibent Developments la laductrlal Acddant Reporting sad u]it Meta Gnlcatatuw Lttecuarioa. M:I-i tteelljUttr Itoeods Sc Publicised (a the Pleatt Fuel Piccaarice. SltiPZL "TtfSA. " jM*r' **""-* *&S?i8.*,3t k'SSS? B meats (Mm) *:*- Through Aaridaat Record* sad Analysis flwnj, "v&tSf. "t Crash Injuries. Panel Aig-^nuaspott^gacUoa: Minutes, 4:1-1A Ainnft Manufacture: Harmful Effects of ItyperrlbratlCB frvppmnj, a:*-A Health Hearda la Aircraft Haaufacturtng fAUenhwd;, s:t-U. The Rocket and Associated MawCHwy prob lems fmuusnj, Safety la the Kalatenence and Testing of let Aircraft Engines fWllkineJ. s:l*-23. Aircara:*f.t**.M*wufaeturing gectfoa: Minutes, Officers. s:2L Alcohol: Frogman la Intoxication Test Study (LmAA), ia:rr-*A American Automobile Assoriatloa: At Work la Chicago (SleUhi), S*:7*-7E Pedestrian Frotectlon CoatesC Panel DUcusrioa. cf.-77-R aarlcaa Legtoa: Leads Support to Operation Safety Piiiria. Symposium. *a:L3S-t*t WWj lif* u< Tfhat Heat (D*crboiaj. See also Specific Subject. Acatgae^An Dngortaai^ ggtrent with. Tilde AaMgloaa Soriet^ of Safety Bnglacera iDs Looking Backward from the Future fCu{.k Ur), SU7-ZL . Soct^y of Safety Engineer*--Bee. Sri-107. it i i Sec dsn fhemlrsIs: Ipcdfic^Add. Adrartlcing, Mem FabUdty. Asrenintlc Industry, Sec Aircraft Miaafirtwt. WTTVn. fr . -- 0M1I: Friating Ocoee, xi U Oise: Dmigen Err Propelled Rtaaee Aaauai Council Meeting, i :*-**. Index 4A. d. a, ud Frank Brogan: Accident 1 rtntion Concerned with Eluting 1 s:41 Asphyxiatioonn: Aaphyxliatioo -- yard* uud on Board1 Ship* _____ .. etructlooan or Repair (Tatm). 1S:-12. Blasting, Sea Rxptontve*. Bo4llT, L. IT. X.: la th* SafriyEhglnaer Fr^ared tor th* Problems at Tot.Ticw? AssojScSiautSiofn? oNNfaaCtUioaonsEaulal lJtyflganhd ISnscuhroaoncl eMCowtaE__d__u_c_a__tioon AAwward' Program. ?Ull Dlacusaion. a:7*-7E SarnAnrrff, Stater P.r A Met WstorTof th* ^Souaien Piridon nTDlmbUltr CempeamUoa. SA^-lOr 1S-1?, Automotive ud Machine Shop Section: Min* ute*. a:4-it Officers, >:&& Automobile Industry. See Automotive_ud Machine Shop Section: Driven ud Drtr5g~Motor Vahid* Industry. Awards. See OonteeCe; Reward* Axtott. A. Putting Operation Safety to Work in a City. *:I-ltL "SuE.DiB.;_fBltc*aUag Bwril la Mata! ^sssrfdsa'sftssbfUfim' atimUe.eb Children Talk About Bkyd* RMtag. Fuel Placusdon. SSlSZ. H^wjfaghf n^tUd Should Rida a Bicycle. school Rngutatioii About eyrie*. Fun! Ptacnmfon. SS:0. 04. Promoting Mcycl* Safety (Daman), M: Ilfflicdi, jr.j Jot Training Cor Safety, 1: A /,, Safety and Public Relation* _____ ..pa: Protect ChHdrau Vy RetanaIns Unused Cape (Htoa), a:lt Began, Frank and S. JT. Ask: AneUaut Frerantio* Coocened wtthRfaatlsg. is:41 Banquet. 1:11, Rorrtoer. J. W.t The Internet ot Railway Management la Safety. *S:1S-17. Batteries. Sas Stone* Batteries. Blasting. See Rxplonira* Reelman. Dr, P. C.: Accident PrevaaUoo--A State Health Department's BeeponelblUty. n-.U-xr Ssemna, D. L.: Selection ud Maintenance of Electrical Equipment in Industrial Plants, *:*K27. lean Driving. " &i<srz&u,*r Bonn*.Plans, Sea Rewords Snmny RWm V.; TUnt 1* Safety, is: ^ghaw^Stopgtog SS122. Hyd^otnrdms ud Air Brakes far Twin Ogfirngg*at RMJrgU^Hand Brakes. Panel ^SFJaS-VSjt&^iZSS Urn of knftntcn la Mines fJoimmmj, "a 'sass/iA^aaf D*"** Physiology of Safety Beits. Accessorise. Panel Diescusision, s:MklOL Fry**, W. in*: The 1 U.I.Im-------- ** * id-n. Pncbnwu. 0. D..* Accidents bn *^,?r------------------ Banxo^ ty ( ), Transactions, 1948 National Safety Congress Buildings: Kow to 2 naan Phymcsl .. (Jhrmo), See else School BuUdtngx. ty: Acddt&t PimM ten fkym#/ Slid. "Safety rtrvt" Design la Power Tracks and Traoors (Portonf, IT.-lS-H. Management Sanctions tbs Safety Program --But How? fMmtMrr). n JJ-IA. ustry. Sea Gten and Cei . Hazards Encountered t Pulp Industry. S4r?>lQ> Chemical Industry: Handling Arid* and Oau^Jca in lank Car Lots (Boffmonf, ''3*1? Pises SeSetln Beard* (Dcmmt). i ftctsr u a Cause of Bums: CbemVuI Eya Boras (UtLooghiin), 14J4. Protection fmm Nltri# Arid Buns fFriikasnf, add. to T"k Hazards Encountered In the Chemical Pulp Industry (OnpwtanJ, *Ari-IA Home Made Training film fCob%). T: JMQ. Industrial and OeUags Laharmloty Hazards. Panel Dlicuniw, T;l-lt LaMore for Employees of the Powder ud Solution Department fCo*0/. T:21-M. Protection for th* Aetd*Kak*rln Chemtenl Palp Deenriment. Round Table Discus-, aton. m!r "*Se3- Paiies Wpariallvatlow, **: -ST V JT.r Presentation of Awards. Logging Camps (Hpm), '`EilJSSSftl.S?* of carbon dtsul- _____________________... Toxic Chemicals fOyUabyJ, XT:9-1S. Inseetlcidw Used by th* Pood Industry Polya (CmwZIne;, 1*: Pmaatlose lx Handling and Storing Caus* Oubgt ^TatracMyfde: A Deagarans Cheaaleal StfimbS^n^'la Aircraft Manufacturing (MiomUndf. aril<12. COa^en.^ft y.^Handllitg Kataetel with Wire CmnVmt, Utttont Rag Omtrol m Plenr Mills nod Oram Surmises. Cwrrowft,r.^Jlf.: j^eyert of th* Committee en dmrfsr, Li. CoL Lsenaid R.r XL S. Air Pacts AmMeet CM Analyri* SOS-lA OarUr. Mgrria j.: Public Seppect for Police. Cenas and BBaet of Beefxlcsl Haserds Ses> alen. S^H. Quisles: Soda Pulp Procaaa (CKopwimn}, m: d gaarry gectlen: Klautas. n:4>ls. fMopor), n:lf-l* Pint Aid Orranlaation fjafc*en;, e^T. Fleet Safety (MKooU). nrT-U. Tlw Oamtdn of Baqiloaives In Mine* and Onasrisa (Kloof, n:Il>2A Child Bdncatlqn: AatnubDi Driver B4uom tie* and Trelalnr. A Small Community Flan. fMtottJ, a:T3-f4. Paatrahla Standards In Drivar Education and Training (Trshnej, an:&4d. * Life--A Cha" rH*gf. U^-i momlafa Pm Home Safety I ... uSafety Pimetlonal In Physical EduUcn [BvmnM), ,&s^awv- "* * "**r Meeting th* Challenge la th* Htdlm-SM City (OtOUmdt. *S^-A Meetlax th* Challenge tn lahty-Sy State ; Vr~i--r.1. anA-C A.jnMM^tgr a MatropollUa Are* (Kotfor), Prebtaaes ha Melatrinhig standard* A Sypoelum. ss:4g-dL PMnms of Safety' BdncnUon la Ohio (Condi*;. An Outline. ss:l2-lt> Raoaat Xanaarch Plndiass la Salaty Bduea- tien an:14-lC Bafety Mtualke Xavedan Uu Teacher-Pto paHar Currieuluma of the South (Mod- doiXf, M:f7*dS. Safety Education Meads of Pra Sarrice Teaehera. a:*S-71. SchedaUnr Driver Education and Training rMernriU;. SS:17. 44 manta Mike In tha Over*All Safety!-gram of tha High School? Symposium, Activities for Promoting TrafBc Safety (Damon), as:33-2t. Tbs Americas Automobile Aaeoctattoa at Work In Chicago (Bloloki), :?*-TA Tha American Rad Cross at Work la Mil waukee (Com), Figaros Don't Us (MUotnaood), aa:2S-2&. Sow Wa Utills* tha Services of National Organizations Is Our School Safety Pro gram iZahn), ss:84-8A Tha Leasing PIjub for Accident Prevention (Ullla). BSiCMM. Tha National Congress of Parents and Teachers--At work la Georgia (Knight), ss:30-g* Off-Street T lng (Tgtanj, sat Tha Problem of Children Near Tanka and Transformers (LoDua), axilA Pupils Belong to Parents. Toe. Panel Dis cussion. sn:tt-S4. Ouestlos and Answer Period on Student Safety Orgulntlon, s:J5*JG. Safety In tha Pun Home (Wmglv), tf :14. Soroptlmlst Club Sponsor Child Safety Pro gram. Symposium, 1S:UL ffortytae;, ss:l*-2* What Contribution Can Various Student Organization* Male* to the Over-All Safety Program of the High School? panel Discussion, SB :S7-4. Chlorine: Using Uypeehlorite and Chlorine Gaj^ in tho^ Chemical Pulp Industry Safety Shoe* and Toe Guard* la Logging Crfp-exr.attoo& Round Tult Diacuaatoa, ms: Safe0p ttow Raise* Tee Xnjastoa fMot- Tha Usual Sousa Diaas Pisasat* Kssnrds (Waagly), ai :I*-1A Value of Asbestos Suits la Repairing Pipe Unis Containing VotetH* LJqalda. PbaB Discussion. u n ii What la Charged far Safety Shoes? Panel Discussion, 1 i27. Where sad How are Sari Bats Used In UjpBft *4: Coal Mining, See Mining Industry. Cojri^MIalBg Section: Minutes. s;3~47, Cobh. Alien L; Handling of Flammable Liquids la Tank Car Lets. 7:14*17. Home Made Training rUses. r:3*-3R Lfteturo for Employees of tho Powder and Solution Department, 7:&-3A Cad(a, Frank. J,: Aa Eqalpmost Inspection and Maintenance Program Xs Neeeoeary. ton. College* and UaJrarstUcs: Text* Cbamlfala In the CoUiuce^Labofalory. PanelDtacusaloa. s4C'^aa.`T`jar* u coU**- Oolcg ^gtfor Power U Industry tOarah B: functional Use of Color Jt the Qoviramtat _ Printing OAce jAndenon), *t and Paint of Aeddci _____s Painted------Visibility (Fartoa), ~' Commercial Vehicle Section: Hinnies. BiS-m Transportation Transit Industry, n:3-4; also In *:< Clothing: Argument* For and Against tha Ground to Ground Rule for Rubber Glovas. A Symposium. ls:ll Foot Protection for Wood Randier* la Win ter. Round Table Discussion, *4:38. Mobile tTalt Bells Safety Shorn. PnsM D4o cuedon, *#:1A Personal Protection for Arc Welders fJtoddlo), *:SL Personal Protective Equipment In the laatailatlen of Cables (BaUhtr), *S;?4. Protective Clothing for Foundrymen (ShipUy), 17:3* Industrial Safety Committee Labor-Management Safety Committee rJfuHsefJ. gsi. TW^AAboeatmy^ Safety Committee. Panai Reports Show AetivUJos In SsnlUrcd peratlonn Panel Dlscusalon. in-JA Rerasip Safety Committee Setup (Stole*?), in:4-C The Shop Safety Committee. Panel Dtenwim, M:<S4i Community Safety OeaacQs: Actlritles In Promotes Operation Safety. Sympootus, Ths Inmgng ^gsfefcg CeijadT* Bcbocl Pro- TrcnjoctUms, 1948 Notional Safety Congress City 4S Compressed Air: Carbon Monoxide Hazard Air Intaka (MoUkar), SSiC. _ fjuU&^r Discussdion., r*4 :-*. c**ffig^r^IiiS!gSSi- CMfgpew: Istsiantiwiil Conference ta Safety#* Life at Sen (Fmrity), i*:iF-ik Jod^enjd^Rinmims Conferences ffiafc- riidtttfl Highway Safety Conference Ac tion Program (rUmirng), S*:<rX-7A Training tho PeraooMl Through Confernieia Panel CHocaoden. ixJfr-SB. Courts--TraOc, See Eaforccmeot. Oroillo U.s Th* American_|U. Wot*, la Milwaukee, **:T-1Q. ~mr. Frank W.: Ovariiand Crane ffode Failures -- Limit Switches sad Holst Cables. 17:34-3A Crssas: Control and ^s of Cranes and Hoist ing Equipment (Waodttord), S:7-A Crimes and HolsU (UotcaJf), 1T:14-t* Isnect lastMlatloa Of Onrhesd Cranes and Holst* In riant Saner of Pbyatcnl Mssnrds (Syma), s:ll Onrhesd Crass Block Mlun* -- Limit Switches sad Holst Cables fCiwmsrL 17: 34-3*. Pr^M^fw lupoetlng Cranss sad Hoists An EecJpmrat Inspection sad Maintenance Fsogram u Neossoary (Codln), ie44 planning a Construction fob far Safety. Panel Discussion. io;3-C. Protection for the Public sad Employee at Manholes (WtUXrrf, xn:S-4. Safety la Its Application to Highway Con struction (Damtt), ttUAIl Safety La Its Application lo__Sewer Con-' unction (Schmidt), XX:13-1A Safety la Watm* Mala Constructloa finDm!, x*:13*1A Safety tnsUliod la Oootracted Jobs Msy Sava Tour Own Worker (Mar-------- -- Mstifwe;, is:t Safety Around Slasher Holsts fBIsenscAL 1S:30-SL S. ffmr IfinMVa^.. _ . ,, Prast, is: Desks, Herman JL: Hemorisl, SB:A Damon. Nenusnr Xotaad-Un of Wkst'o Nows in *He Safety, XS:3&-2A DarroU to mghw Tho "Moat Pari* Plan fWoodJ, 1B:7-A Dmten^ Xod^H..* What Now sad What Wins Several Cosiest* flfebb;. , S73B-3* National 4-H Farm Safety Contest fdndrr- --* ~i :14-17. P-TA Renter Pester Costaa Symposium. alien of Awards CmuoronL IT:*. ThNtb Ixtsr-Densrtm ntvisi ansd Ptent Cantests (ntU), *:?4-7A Istm Da Cara, . Safety 3 Th* Safety -----------_ Energy Xadastxy. *:1S-X7. Desmntiti*. See Health Hazards. Dtganurs. See Paper Xadnstry: Prasmue Van- =^ysi ggpgas Driver* and Stdnstes Cooperate (ttarrh), JB-ZL , Organisations Amdat witll Owen-Cut KinfiV rmillime (Wotb), imiET . Discussion. si:U-lA Bribremnott af Ssfet; Disinfectants: Precautions in Fumigating Ship with Hydrocyanic Qu (OolttJ, 1 *: A Program for Elimination of lnecrts In Food Procooalat Plante (Oouidf, 5*;lJ-lC. Doba, Celt*: Operating Accident Records-- Their Collection ana Use, sniSS-m. Doctors. See Physicians. iTHOO, Jf. T,; Ol plajree Safety. The Use of Tmla la the Transit Industry (Ct**ton), n:S-4; also in *:*-*. What Can We De with Trmflte-Aeddcnt Repeateraf (Mtmdc), sa:lfh. See also Contents, InraeUgallon ef Aoddeals: Motor Transportation Industry; Pwseual Shewra. Proweb.Jbmm F..* The FhndanenUU of a Safety Training Piegiam, *:H**4. Dutumn, >. c.: A PetUra for Safety. *7:1*. Dunn, Mart: Seat and Radiation in Glaaa and Ceramic Tradee, l*:M. Dust: Readae an an Haplaelou Haaard (Xromrr). si Drirera and Driving: Action at Intersection Reveals Drinx/ Personality (tom Butkirk), Automobile Driver Education sad Training, A Small Community PH* (Bott), nil 72-7*. Chill the Thrill In Reckless Driving f**ton*), 1 D*-1T. Courses for Student Drivers and Teaehem Sponsored by AAA (BUlakif. nn:7*. Desirable Standards In Driver Education and Training (TroOut), sa.a-o. The Driver's Part la a Preventive Mtls. tenance Program (Morri*), S:28. The Driving Course at lane Tech. Panel Discussion. Mils. How Can Driver Data Be Used? poatum. S:llU4. -- olnlflf poaium. u:ll4; liMJ*. Management-Union Frograma for Commermerdel Drivers (Otbornm), sn:M-27. National High School Driver Education Award Program. Panel Discussion, ns: 78-7S. New Developments for Better Driving (DomonJ, SS;Z3-2S. Off-Street Training Areas for Driver Train ing (Tvtor), sn:Tl-TX. Organisation and Presentation of Instruc tion (Xromrr), n:*-lt. Problem* in Maintnlning Standards. Sym posium, sn;4S-flL Psychological Teats in Driver Selection (amdltr), Sill-lS. Refresher Coarse* for Accident Driven^ Panel Dlseuseton, sw:8-8 ScheduK^^ Driver ^ICducatioa and Training Selection and Training of Quarry Trade Driven (Sheets;, K Training Program for Drivers end vtsora. A Symposium. *4 :U-1A <Wtn*r), inub-lA Recast procedure to Centro! Dost ft* Mine Air (Jthnoon), itSt-St Tale and Lead Dnst Cmnli Taken Pertodlealiy (T*0g), 11:1*. Early Morning fractions, *4:4-17. Earn: The Use of Bar Plugs In Rainy Lose Uoua. Round Table DtocaartM, *4:8. Shew. Robert W.t Statewide tfglslwkm ml Rrgiutloas tor TUfaty Educet>an. as: ere (tutit*), i*:SA^arsyrtsUon* far Trefc Geutioi. Average Geet of Accidents (Mmnot), 1:U. Coat end ZnaAotenry of Aoddents fCieety/. 1*:M-I7. Ceeto Artato^gys^Aertdents Are girtewe Coat ef Accidents U New Terte Oty (Mer- Me;. 1*3. ^s^s^^sxnr,. ss*a-rs SSA Money Spent by State Health 1 fgr Accident Proventic* Property Damn (Oortrr), sol Standardlring Aarident Stedetkn ._ auie. Qewty. and MnXdfnl Oeiw mentn (Mo*), atM Tap Management Py hr Remits Panel Dtarriarion. BlU-A U. & Air Pores Accident Ceet A--tj de I'Oerier;, Sild-LL Vdeim. Pout ae.t Hand. S:d-1A Transactions, 1948 National Safety Congress Sdnondton, X. B, ,Jr. and R. B. Hargrove: Management's Fart in the Safety ef To morrow, is:14. "TffiK.g the Public. See Publicity: Public Xdumtlng Ac Workman, gee Industrial Safety Otmrnes; Training .BitXtmnon), **:* See also Personnel: Physical Examinations Raforcemeat: Activities to Xmpiove Trade Courts fFlemlugJ, **:7*-?A Court AcUriUes in TraSe Safety (Dnmon). ff-M, M Enfe^ment. and the Court (Baton*), 1: ud, SltrrBi Health Hasarde la Aircraft jusalaetvtsg, s3-li Bectrie Rahways. See Traaett Indaatry. Indym and^Proeegatota Oonferences CPUh- The 'Manual for TraOe Court Judges (Henry;. *S:*7-8. Planned Eaforcenwat Panel Dtacussion, MilM-llA Pollm SpertaUmtlon In TraAs Law Snforcem*nClr*H*r)). *S:8 PuhUe ^^port for TraOe Courts fSsyeer;, Trailie Court Award Program. Panel Dte- i tBogg), 11 Safety In the Mansfaetara of Ridle and TAMrlrtenSfruisment fieMw8er^ti f7-U. SSeetrical Bguipmen^ Seetloa: Klnotag. Ill cmr*. ilOA Electrical industry. See PubUn Utilities. Twu Tears ef Effort ta 1 e Law Enforceusa. Ualforaa Enfottement (Roltry), S*:4-IA Umlfoy^j^forcsment Panel Dlscussioa, See also Pollen Engineering: Conditions Can Se Controlled Ihroain Engineering fterislon Methods fCree**;, iStlT-JA Bectric ghoefc gad Sara AnetdentA A Sympoeiuia, ssaFu. Certude Electrical X ml Plant Snrvey i yaSJAg the PertaMa Bectrie Teel SUler (HSgt*r), ii it;. 11:7-11. Safety Tips for the Heme (Wo*si*), *1:1A < Sefeetkm end f BMtriml R^l^eat m Industrtei Plants fSeemewA The Sbarirlng Truth (X*io*h *R. Tmtl^ BhBleel Wlra and DM< (Poor), RUvatera; ESIifiai i and Safa Operation an Important Phyiacai Surrey PetcnnliiaUon (B*m*), soi-lA to "--11 Plant nfPriek;, The Reiatloouhip of Education and Engl' nearing In the Planned Enforcement Pro gram Panel Dleenerlon, ms:8T>lJg Bagtlaaeecertng Regulations, Devices Tedini ais Accident Reducers. Symol. :Q-CL Baglnearo: Can Safety Attitudes Be ChangedT (Wood), in:-. Duties of Coa! Mine Inspectors end Safety EUgtaeero (Coonsrf, S:4I-4S. How Dorn the Safety Dtnctor Collaborate wtthj^Top Opereang OOeera firhaer;. Kss!,air,sBA.,?eaa!,7s Fngfld Ryui and Ortpe Sasslon Safety Is Otvun a Premiamt Spot (MtmUo*), lA Safety Mmt^n Cm Produce ResniU (Dor- Trehilsg the Personnel Through Ooefw non Panel Dlarumtrw. is^-at. "Jeh *u*-*t Jeh Rating TleunTramants for Die Setteru _ (Xtktmaj, mA ,i Lneldag Beelcward frees the Future (Outtor), s-.n-n. ObU^iio&s of a Safety Engineer (MatAer;, The Relationahlp ef Safety Eartneering to Other Rrajuhen ol Prormslanal Eagiaeerlag fLehernhy;, *:7VT*. Safety--Dead ted StrvatT (Lmtroner), lTd-18. When Should the Sefetjr Man Bate the Plant Organisation. Round Table Die` s. *:-. 48 Index Engines* Characteristics of Motors Used to Power Steal Mill Create (Gramar), IT: Characteristic* ot the Rocket Engine (Frith- /. njiS-u. , The Manufacture of Aircraft Kerlota In volve* Potential Health Kaaards fJfiaenbud), s:t-lQ. Safety in the Maintenance and Testing of Jet Aircraft Engine* (WiPcimJ, sill-n. The Turbo Jet Engine /Poppet*/. a:4*t t (OtUtby), rr.u. Seen#. Suth: Making Safety Functional ta Physical Education. SSCT-U, Exhaust System*. See Ventilation and Exhaust System*. Exhibitors; Safety Exposition Exhibitor*, l :SS-M. Exhibit*. See Maintaining Interest. Explosion*: Phyelcal Accident* to Personnel Incurred la the Construction or Repair of Ship* (tfondttrom), in;S-9, Major Factor* in the Prevention of Coal Mine Explosion* (Kirk), s:90-41. Under Ab . i:M. feES&i In Open Pit Mining D"*tr u " "** BlastinjrJIaxards In Metal Mines (BlcXal), Farm Safety: 4-H auk Contribution to Safety (And*non), si :ld-17. Interpretation and t7ae of Fun Aeddeat Statistic* tXeblWMi, 11 aA>U. Safe Fuming for the Future (Oruaaint). A Safety Program for Farm Women (Waegfy), si Traffic Accident* and tha Farmar. sym posium. SBiM. Farm Safety Ceafereace: Officer*, sitll. Farm Safety Seminas: Minute*. SI :(-lt Fatigue. See Personal Fwtor. FeuSnmr. t*. A.; Ouardlng Probleaae as in jury Cause. *:. FeuwU, D, A; Train Aeddeat*. aa:lf<ll FUm*. See Visual Education. Fire Prevention 1--Ion. SilC-LS. Fir* Protection: Aircraft Fire Fighting and Rescue Operations (Kthaa), 4:Pl Conveyor, Sett Fires la SltusaloeUs Goal Mlnen (Banaford). Sitt-l*. Emergency Crew for Accidents. Fires nr Fteods/Posg/. 11:1A Farm Fir* Hazards (Waatlv), *1:1*. Fir* Kurdi In the Paper Products tsdua- try. Reusd Table Pleonaefos. *4:44 4*. Fire Hemrds of Ink Rooms (Kramer), SI til. Fire Precaution* In the Industrial Us* eg li^nefied Petroleum Oases (Smith), s: Tli* Haiarde of Explosives la Mines and Quarries (Mae), syj^BMda of Explosive* la Coal Mines Sources of Css Explosions--Industrial and Domestic (Ah*m). Z:S*-X "'2ssaui?sas5rjr Evee^Cbamioal Eye Erne /Jfc*M*AH*/, Jhdustriai Eye Problems In the Textile Industry (Kuhn), xt:U-R Vision la Safety /Bowmen/, ia:l*-17.* See also Goggle*. saw'sr Fires and Explosions Oocurvlag In JUp. iKUMlagaad Repair TartU and on Beard JBUps Under ceaatrattiea or Repair (Mottra), 1S:U-1. Zndod* Fire Baaards In Plant Surrey (Byrna)y. Bll*. OrgantxaUoa of Fire Cootrol Units Ameng Airport Penoeaet (Madda), 44-1 exjb. S34Sr*"" ? ny^^x:vs!au* " Schooil ;F'girW. Dartlla. ~ Shipboard Fir* Control (Xahat), i*:lg-l*. Falla: tndder* and Hatches Caut* Fall# c Bulk Carrier* (Buchanan), is:37-3a. Many Farm Fails Fatal (Watty). ai:l PrgeutiTM Falls from Railroad Cara (Laxaia, Our Greatest Hssard (Barria, The Family Service Bureau: Safety 1* a Faa ily*a Business (OxtudSach),- ajt:l*-22. Discussion. T:*-1JL Firm Aid; Sanaa of Mines First Aid Cowan (Forbes/, *:Tt else ta mu. Oast *f First Aid Injuria* (Carter), *-!. Com** tallint Aid Reduces ZnJurtw /Dougherty/, S4:1A. Transactions, 1948 National Safely Congress 49 Emcmney Crsw for Aoddeots. Fin* or Flood* (Mott), li:lC First Aid Program (Daman). Mill. First Aid Organisation (JacSuan), d:4-7. Red Cross hint Aid School Program em phasis** Accident Prevention /Cox/, ssfis. See also Health Supervision; Nurses. Fithar, Judga Miter* C.: Jt eater* Conference*. M:4 Flammable fluids: Fir* Preenutl rSduitruPum e Ueutfled Sun (Smith), X;40-4*. Handling of Flammable IJould* la Tank *C*r iJot* /Cobb/, rilt-lf. assaa.i-'afa"" "TiFhif'&asys'asiit" w* Selling Safety (Munyen), S*:-12. Supervision In a Preventive Maintenance Program /Morris/, n:17-l*. The Supervisor -- Oa-th*-Job Instructor (Taunt), *:*0-gL Sujpj errtaor'a Responsibility far Safety iof man Entering Confined Arses of Shli (Tataa). in00-11. visor*. Training tha Supervisor and the Hew Em ployee. A Symposium. ss.-U-U; 18-if. What's Super- x'^dn,nr at inytha.CharlaeW.i Ptfllxlag Athletic Acci dent Benefit Plan Experiences for Reduc liang Reboot Aoddents, sx:ll-2a. Faerev^RtcAerd.* Police gpcciallxatlon. IS: FOundrlee: Air Contamination Is Aircraft' Engine Manufacturing (Buanbud), a:8-10. Manual Handling of Materials in a Foundry from n Safety Standpoint (Shipley). IT: . MR. Uaaafa Floors la tha Home (Ataaendar), Flscrldee: Dengar* la Handling UquM Flu orine* (Frith***), a:lL la Foondrlen (Mlfanbud). S:E Fatt, CMfta* B.: gafety In tha Manufacture "J{ BoctrMal Wire and Cable, 11 :ll-it Feed Industry: Aiddwt PrevmUoa ns the Boas Sean It (Marti*). 1S:M. How Fbsagemant Can Put Aoddest Facts ta Woe* far Front /Crosby/ is:lb-3S. le1rt1r:t11I-n1f1e. stallima la Food Ptsau (OaulA), Itnt CoaUiil ta Flour Milt* and Grain Ele vator* (Cantina), 1S:A-1L The Bafehr Woric &ep. Panel Dtscnsnion. Sea sir - it Packing Industry. Ferem^; A Om^m^for Foramen. Panel Di*Coeperatioa Between Superrtsors and Shop Safety OemsUttee. Panel Discussion, in: Operation*. Qualities of Leadership (MeeSttnnon), sa;9. Safety ReapooMhlUUcs of a miperlntendent et Trmpwmioe. Panel Discussion. M: Safety Suparriatan /Pre--aA/, ntgge*. Oarages: A Program for Preventive Mainte nance (Mania), Bilg-XL Gas Industry. See Public Utilities. Gases: Asphyxiation Cams In Shipyards and on Beard Ship* Under Ooaatructioa or Repair (Tataa), l:Mt ----------of VUlatcd Air la Metal Mlaaa (Uataahmmd). in;4S-*T. CVwrtMittlsg Manhole Oaaee (Malehar), M: Safety for Personnel la Underground Con duit /stems, gympodum, ssiO-11. Source* of Ges Exploelons--Industrial and Domestic (JJten), x:X&-4Cl Toxic Oaaee (Oglaaby). ST:lg-lA Us* and Maintenance of Safety Sisks op Dew ^Pressure Diaphragms (Tatnbart), See also Specific Gas. Oem^OgrrffS C^or i'ow*r * Industry. OnUUmd, LertWt.* Meeting the Challenge la the kedlum-glxed City, uig-n. Glass and Ctnnke Industry: Can Safety At titudes Bo Changedr (Wood), ia:t-g. DM Centro] In n Hew IFp* Glass Batch House and Its Application to Potteries (UUnar). ix:10-12. Heat and Radiation ta Glaas and Ceramic Trades /Dsns/. 1:H 50 Index 7Uo and Safety (Mavmam), 1S:!S-1T. GIkm ud Ceramic Sactloa: Mlantaa, 1 a :*. Officer*. ia:lh OIotm, See Clothia*. Is (Fate), 11:11. Manual Handling of Material* la a Foundry from a Safety Standpoint (thfplap), IT: a;M. _ Injuries Aboard Vm>t chanm), 1*:X FromoUn* a Gonl* Pro*TM*- **> Dtacuaalon, *:1A xx.I0n0j0u0r0y0 (UtuutaiHj)o, rnir.Wiiithout Major Ey* YMm la 8ifit7 (Bomman), ia:lP-17. Cordon. Dr. Jdhm Jt; Pattern* la Homo Aed~ deata, SS:4-E OauSd, Oaorga *.? insect XafwUtioas la rood Plant*. 1t:U*U> Tho Wlfhway.Ratl Iatarmction Prt>cr*-- Utt * W Gray, Jamoo O. and Malp* H. Iftter Sector* la tho Prevention U Goal Mta* Explosions. a:**-*! Cram. IT. T.: Management Looki at Safety. OM Finance, Grinding: Grfndla* Baadabeare* **w* Wear i Rop* (Trweck). 1S:10 Cnoo. O. W.f Important Pbaaeo la ftrjreatIjiiE jVtslda^ta rn>m Falla of Root aad Grom. a. R.,* Tank Car Loadla* aad Unloahlar, t:14-ia tTmrrfrtr, Tow >.. Sofa Terming for tha Fu ture. si:*-*. Cun^Ig^^Hartho^I^a: Safaty la a Family's Material Handling ta the Paper ] ladoot^ltouad Table Dioaa*cS< lfitwitl Hotel JUddat la Far-lay 0 crate Saha. ruJlHwalM. ii:lTS Haring a ^ aB.00a>Pim| ^Tmh QmmiUr. Si/t FraetloM la Matariai# la a Fabricating Float (MatanSf), IT: '''VsffiST WM* *** 7104 TMonmffiita. A Jkmrea of Kur Intacta* ta Baade aad TMk^OMP Tnadlag aad Uatemdtag fOrwmm). T?Lt&SiS^a Who* Are tho Safa VaHial irf TimriMilai Llgujjds Cram iSubeyat T-----tVO=--:`-- , TOl-3 Saa aim UftUg; POla* Material*; Tracks. Banda: Qorract Uaa at Vaorlag Band injuries (Machmnam), tmiZT. Smgfpr*, John s.t Oearcyar Balt Tina la KltumlBOoa Coal Xlaaa, S:U-1A SaUM. Stantoood Z*.: Itahahmtattcia of Bandleappad Warhara, 1:1>*1A Vamw. A JT. aad A X, Bdmoadaoa- Jr.: MtuiMwit'i hut la tha Safety ac Tomorrow, is:t-A Xiomii, >m<0: Braliwtlay tho larituaa of tho Xoduotriml Hum, 14AU. ir*r?2tiartEditor.*! HaX**^ lfaan.* Uniform Enforcement. ta: Bay. Carry* *.f StaadanUBag Aoddaat itaUatlea Amass Stat*. Ormity. and Baaldpal Ooraramaara, w..iiir Materials: Accident Data Provides * Clue* far Batter Haadllas Methods fCretbW, 1 tuning ud Handling Pulp (Chapman), **:#. Tha Control aad Uh of Powered Material T3'naimg Equipment fPonofapJ. S:4-7. p.-anwy Adda and Caustics la Tank Car Lota ptaffman), T:17-l iburiili by Boad (MMmon), n:*-io. TTanaitag Malarial* with Wlra Rop* (Oort* *Jm>77T:i*-aa. " T"k Bow Ara Logging Truck* Loaded? Round Tabla Piacuaaloa. S4^h-M. iwu; vauua www r dais (Chapman), saOL M*u" aPaasK* frea Propallaato (Ft Wum), s: Danaatltla (OsUrtv), STUd-U. Transactions, 194S National Safely Congress SI Cf* Zrrttatloi. - ..g ..-- XraMraton. Round Tabla gamful Kffactt f Hyparrlbratloa fPry pan), S^E at 7m1< Cbmlirala (Oslmtp), ST: KariU^EajjtniJ ^^Alrtraft ifaaiifarfnriar Heat and ZUdlaSoa la Glaoa aad Oaramfe TrtlM (Dam), isll-E ladaatrta] Beralao (Thttat), rr:(A locMnr Radlatlaaa rWCaou), SStlS-lA Prrijgtlas Back Sajufaa Panel Dteeaaaloa. It^wttas w*i** Panel Diacaaatea, S: W*JJas Health Sort* (Oaddla), S:tt Whaa.lo ttanta.as tadnatrlal Zajaiy. Din* Health ^S^aMpidtethQiaP:oglaairdtmifeeaatt HWenrpamtWkbbatUl-ilty The Chrdlae la Xadustry (Kurin), 14:LX Health AaUrltlaa of tha lama f IClaeo (FarOm), SA: alio la 1S;*T Tbr^Cadk^Clt^^*f_th* BalUmora^Dtrt* hard*;. SSOA Sfa^dt Serrkaa at Locslas Campa (Kym). Paftanao la Soom AaeMaata Uki Pattern* la Dioaaaas (JUaamuUr), *S:-IA Safaty ta the Qoremment Prlatlay OBm (AMdanam), SI A f Sa* aim Pint AM: Xtireea; PhyOcal ExamSattaaa; Hahalinwatlrm. fi*9Ca,urSt iJrnWdsret aD, .S: ST:fhTaWl.ihaail far TnT Kerala, Sa* Health Bamrda. itow Safety la Aetloa (Parttar). t dS-SX. P>TA AoHrltlea U Georyla (Knight), SS: Ibtt Patterns la Home Aeddcata (Cardan), SS: Safety Is a ThmUy*a Buslseaa (Oandatmah), for "TM Woods Kama Safety Ceofeciae*: OOmk, SdOL Hama Safaty Siaotoa: SS:4-3S> Haft, famutl: AutoaaotiDa Dri['rar Bducatlas aad TrainJay. A *-11 Cobamunlty Piaa, SSr73'7A WiuiaeharBdist AJa tFavaUti). S:E repainted periodically RBclmcy and Gaod HOaaeAaaplas Oa Head la Band (Uartin). 1S:S-L A Major Problem la a Prtatiay Pleat fKrwmar), si :1S. Oa* Amart of a Good Praraatlre Mala*teiaaaca mpu (Morris), B:1A Homan Sid* *f Safaty. Sa* Pareavi al Phetma. Hydrecyaalc Can: Pracaotlaas la Up Hat* sauoa (Fotom), isill. Bydrocaa: ZJaoM Hydroraa as a real for Mlaatits (FrUhtSn), 9he. Hydroyea Sulflda: Toiiclty (Optmby), STlII. Hypenoales, Sea Notaa; VIbratloaa. CaaaatlTaa. Sea Rewards faduetrlal Nurainy *Sactioa: (Laadka), 1*71 Minute*, 14:S-U. OSetn, 14:1SL **! Report *`*S2 gSSL&X?!g!Jrau'"! atniaptmarih^Damt PnhUc Sappect C Pe- *`aS^ikJeiJtJS^^St "* Batata. Sa* Creoee; Baratova: Rapa. KaVjmaa, ffyifd O.r^ ^>edfle Tralaloy of dutrtal Safety Cearaea: ASSB Qraatdec TralalayCouraas (Cottar), SOS-U. 1s-sajpr toduotrtat Subject Seaaloi SidMjr of safety rnta|tltaaarlay 1 Bn aad Haaarda of lak ITama Eaaaomla: ThaHenwlBeanosdet,s Ite- rnoot*a#m*b;;tuatay-.mfo-er r.SeaeaSafety Baacallos Kgl^webtay BdacaUem. Sympoelom, SS: Kama Safety: AscMent Piaiaatlon--A State Health Desartawt'a RmpoaalbUlty (Mootmam), SS:U>1C. Tha AavMant Prana Xadlvtdaal (Ataamndar), matrix i*3Ef-V^A *&r*t7 ta *** Kam* t*am), Tha Chad's gauges to Heaandafety Cheek Demeatla Rsploalona tdharm), S:PS-P7; Bl KS2 1 A Ikoltr Malateaaaea aad laiMdioa as In* jury Cause (Mumjerd), novt-X How ta Taapart for Accldant Praraattes ^^ntaal CesdlUoas--Buildlaya (Mpma), 2 ImUx PrT*iitiTt Maintenance for Railroads. puU DUcuaaJea. ss:2-SL 'H`ToJrSfaSfoUr SJoTla.taia**^EqCurimpmflMent"(M* mHte0mUltf)J, Regular Inspections on All Properties (Dornan), **:U. United Mine Worker* Strire to lacraaa* Inspector* Authority (Road/, l* Insuramnceet later-industry Highway Sef#l7 Commute*: Support*^Driver Tranjng program. Sym- Cntcraatlooal Conference oa Safety to Life at Sea (Fmrlay/. Intoxication, 8a* Alcohol. Investigation of Accidents: Accident InrMtigatToe (Demon), W:IL Accidents and Equipment Xnraatl* gated (Plattnorj, Determining the Cause of J>J3nre of the Connector* Holding tie Hopper. panel Discussion. lo:12-XX A.^Pr^nw for lnreatlgntloa (LaDum), **: Should People treat Different Districts Inrastigit* Accidents. Panel Discussion, is: Kintr, O. V,-' yrmoirt Chart for Qnuia. om at Tin* Of Dimmer, *f.e*gp*S,f*J*^.ma*$5ST**U<m(?. O*rw.-il Major Kntoht, Hr*. Fred: The National Ceerraw of Parents u< T*chere-At War* u G***t4- :&. eatauoo w uu1 Xrower, .Ralph U.: Hamrda Peculiar to the Printing and Publishing Industry. si; *-12. Xraaa, /. JT..* The Sharking TMKk, *A KuwgH^Jakn A; Lebor*a FUcn la Safety, Xmrtr, Dr. C, M.: A* Quliu LAbog-ganagement and Safety ffieeloe, a: agaft^K c4s2?VTi55S U:VD*U"` "* Jrmbrrp. G__u__v_: ___ and Maintenance of "a-arr*ity Ppilaakksi._ or _t_<ow Preeeuro Relief Dlapthfiregma, T:"3***-. ,/oofceott, Srto I*: First Aid Organisation. Jo* Analysis. See atoploymaot. Job Safety Analysis and Oa-the-Job Instruc tion ftaailon. 2:47-51. Johnson. S. T. Off-lhe-JOb Aeddeola and Their Relation to Loot Tima la In dustry. 14:54 hnson. Lejond Control Duet 'ftJttLE.'S: Stn Hew_p Too OJeect Tourr Union DryenUetlo* j^Baip^Uint_TTwouar SSaafefpty ^TQgrm T Round L^irktajfiotil Oaanalttea (Traxy/, Labor Pate-- Bhmld Support Efforts la AocMeat mnadoa (Aubnrn/. IliU. Labor's Ftooa fa Safety (Rumpel/, 4S-SS HemgiiiMt-tMea Safety Board (Osborn/. Slietr Efforts of the Daited Mine Worker* la the Oo*J Industry /Rood/, :X2-aa. The Trade Palana and Industrial Safely (Mrotbni***), 2^4-tt. Unions Can Sdp la Program (Cower/, toey Panel Discuaaioe. TtS-14. e:^ryiw la IntoxlcnUoa Tot Ublle Support for Xho, Bdwent J.t Aircraft ^ fire PlghUn* LaPnc, WdiUeB: la Water Mata Ce tlon'pregrmm--IMS, s LbniU. Ronl*.s Pregranm of Safety Maca< tloa la Ohio. An Outline, an :3-tt efety rregraaL, a:S Transactions, 1948 National Safety Congress lAwrenre. David Z*i Tire Taare of Effort, sa:lw-15A SAWT^e^T, JT.i Safety--A Pend Sad Street? tlw?*fjferenir7r*1 ^U-" Leather IndantrleaT Round Tabte IRacuaotoa of TearUagaad Leather Indaatrlea Safety, itiiii-XT. uea. ertaa SwilM See Meat Packhtr Prodacta See- tredfco, Jffaael JT,.* Atonal Report. 14:3. Letocafty, Red V.; The Reletioantitp ef Safety Ragtumtlan1 to Other nuchi oc Profeeatnaif jBagfnaeelar. S:H-7t. Lciextee, :aP>rm8w, ta 9..* Train Serried Aoddeate, LlfUag: Basle Prladpfeo for Manuel HudUng of MalerUla (MMIpt**), ITJ1-2A Lot's Loam Saw to Lift fSdefmmf, S:S-1A Tp^aM^S&aum1*** ^ Materiala. ti^^egr^i^ldnitri^ ^ Lighting for Safety Lighting la the Mema (Almttndar). as:17. Mod era Lighting Sjitem Teecatlel to Safety e4|Wbdi(o. nwad Table Dtocueeioo, Teeplng Safety Before Woriaaea and Col liery OOdaia (Coonar), :44. Malatalulng Xatereat of Employeea 1a Safety Opermttoaa. Penal Promoting Safety oa Oil Tankers (WWk*), 1SUBU Safety Dlapley Booth at the Plant Create* : Interest fgfafeup/, 14:7. Safety Program BaOt Around "J?ye Ap peal'* (Popp/. 11:13-14. Selo^^^DTlre^t^for Special Actlrlties Threngb Acddest Record* and Analyala (Bmn/, s:W-7a. Through Inter-Departmental and InttrPlaat Caetaata (nit*), O-T0-7S. SoS*toaaltsso. MiHetla Boards; Footers; Safety Maintainteg ^s^rmt la Accident Prerentlon Malntepence: An Equipment Inrpectlon and UfCe*UAtt*ei,e1e4e^c-g*. Pxngram la Wecemary The ffeaarda of Royalring OaVlee in UaaMw (VibMr|, ttA *>is?,sa (Sg?y,. M""" The Relation of riviaatlTa Maintenance to Areidcat Prerention (Mom/, :lS-XL TImm for Ac- .-j^alcal Pulp laduatry (Chapman/. S4: tfa(iCoAaadplamgoLof/,mSe4 f.Sr.om Bos Oern or Tturica fJqnld Oxygen; Tfawdllng Preblema aa aa Aircraft PropoUeat fTritkjin/, M:1S. Lm4U^u4 rr-i--*'-g So# HnndUar MeLdCijn^JP^pireed^L|Cgiag- Round Table tow foliage Momrda, See Electricity. *"&ef ^ Kduc*t,afl M MeParKn. Roy_W..* Sehedallag Drtrar Educa tion aad Trainiag. ssilL Machlua Shop Section. Sea Autoaaotir* and Machine Chop Section. VieCjMM, .* The Hast 9 Tear*, is: Adraaeag Planning Nicimary to Aretd Coal Mina Dlaastcxn (Xirk). :46-4L ilrW la fmportnaoa fa EBacuUre Xntareat flfeiffimwj, 13:1. Bow MaaagcsMBit Can Put Aoeideat Pacta to .Wwk for yreflt fCrotoW, 1X:13R The Human Slda of Safety (iMMlteh/, Safety' (Mirriiwr), 4:U-I7. Mabs-ia,gemoBt Looks at safety (Green/, m: -Vaaaganveet SascUqoa tho Safety Prograa --But Howr (Uatk*r). :lf-lL Maoagamut'a AtUtudo Toward Safety Tinlamg. Panal Dtaraaatoa. i:S1-l Managoment'o Taflnencn tn tho Safety Trainiag Pregraa (Lmmb), 2:34-07. Managamenfa put In the Safety of T- morrow (Jforpreae and Mnwliwj, to: ManagwgcnUa^ RaaponMblUty for Safety Ko^ tq^Truuit Operating Safety (H*r- Safety la Bnalaearn and Burineiia In Safety fTnnhom/, 1 at-lh TI^RUroty^Re^onalbliity of an Operating Safety Rasta with Management (LaDuaf, *2:13-14. Top ar-^.g 1 mt la Titally Intaraatad la Atridant PrwreaUon. Penal Dlacuaaton. i'5&2&ZTi$iS? "" 54 Index Manholes: Testing end Yentflattnr Manholaa A Syrapoeliiaa, X:U-1A "Suadfetyr'm*w*e*.ttnotrrt (Parian).**iT*iX$O!!-&li. TrutkJ t?sij*uoltf CSoi^ntsttyruActpiopnlia(nBcaelscXtaar)M, uni:cRipal Coe* .U.W.I._M__CU..<n: MhmEe*. 1.T__:_W___L OiSeers. 1TIR41, Marine Industry: Acdflegts Occurring -- PiMtflltW (Morri*), IBJX-m- SK AddMU is r*j^ * *rf 00 T"kw* n,.> As.. ,, TM ----------The^Amerieen Merchant Marine (Biker), MriWeetfA, JsL -Tik.t vusrKSssit&ffi& UAUrttla ' Magma, Mate* W.: Acrident FrereeUea to South American Packing Plants, i:i>K ""SrtSTilS^ Vrtivj " tw"7 ^ A&is*xsrsnr.cte-,*oSis!sa.%',ls: pair/r<M7.1S4.U. Copnasitrru/rcatioten*;-In. di.ui.s..t--ryulCompared wWrikthKShhiaip Building industry (Gaiin), 10:5-4. Pina and Esptoefeas Occurring 1* Ship* bultdlngand Itmtlr Tarda ua oa wtn RbiM Under MutnctioM or Raptlr - f'Koffar*,'. 1S:1S-1C. ' international Conference e Safety of Ufa at Baa (Parlay), Fhyrieel Acdduti to Perseeari Incurred la Use Construction or Repair of Ships fffareitnm), is:*S. R'riew of lUmnl Safety-World War IX Trmev). *:tt Shipboard Vita Control (Xaiu*), lS:lg-lA Karint Section: Minutes. Mean. ia:lMI. Martin, T. M.: Accident PrtmUos u the Boas Saaa It. ift-.SA. Mather. Jttkn W.r lliautaist Sanctloaa the Safety Program--But Bov? e:i?*lA "`T&^j^'v^srsi v ij?,,ss to Potterioc, taTTo-ia. Ulnar, X--rt-a M- .I --Bo--v Deedath.e Safety nDiiMrecrftMor CMtohonto with Top Operator O^eae. SiUPW. ia:t^LBfaelaerfaeladifwasitthry: AeatdeafSt rPeijaaiewatuJe?a AOm*w)<, Btoada^BiMrde la Ketal JOaeo (MUkal), (NamaAmU),Catteee of Tltlated Mr la Metal Mlaaa id.dS-lL Oaaeeyor Sett Plrea la BtvmLoctsa Chef Wee. (Mmmfort), S:l-l The IWidtrtaM of Safety fhftBHdit aa4 Safety ftefnar (Oaearr/T*:-M. (Trwmaak),Bwlaban XhhtmaMr Saree War oa Boses isah-lt- BaMlas Base Baoorda (Maera), is:ll-ll '-gsrtjrr x$2z't. Meefoiee, A. H.t Meeting tha Challenge to Safety--By tha State. :**. Meat Packing Industry: Aeddaet PrevnUoe la South Asaerfcau Packing Plant* (Hager*), -IS:l*U. RoInudndusTtraybSleafDetiys.culsss:lion4Ca.t Beat Packin*g What W at to Wl the MSC Dtstfca* guiafced Serriea Award (Mteteng), ve:-A Maat Pairing. Tanning and Laathar Produets OtSBeocetriao.n1: 0M:1l$n.utaa. iS:t-l*. lT2JS fSS-^SS^ST^Cu.' Jeh Ti'alatac far Safety fBUkeg), isB-B Uaier Bdai la the PrtrcaUoo of Oaal ifiaa bpUalaas (tar*), aJS-41. ^sssr.&'jsffiss^isr- rrctreaa fa a Practical Method of Toler MerTcausryti:nCgoDnterpoal rotmf VenatpsorfM(altmAitrbcuradfj,t Enn:ig-iinae. Herrin. M. D..* {feed for Transit Operating Safety Program, gp:fS-fi, Metal Industry: Handling Materiel with Wire Rope (CCwerlUuarna), I1TTr:igl*-H9Xa Manual Handling of Materials In a y&tujdiy a Safety Standpoint fSAlpity^, ir: 3Mt Orarhaad Craae Heck fhHorea -- Limit Switched aod Boise Cahlea (Cramer), it: PrttaUUM Awards (Gammon), itA Safa Pneticti ta Baadllac Xatartala La a Steely ShbUeatlas Plant (Mataal/), it: Safety--A Z>ead Bad Street? flmtaratuaj, IT^-10. ^Lgs-s^ssgr.siy^ " fiiSS^aiUK-S:Bff gafe^ la Opaa Oat Mialas fWehh.1, is ,tow 0r.Uou (Auburn),Safety la tha Nea*Ifcnv*s te^thir asd ireiosisr udastry isIsSk (Wmria),4-"- Tey^Tjfla--Ow Ocoataet Beard THfloheatapifwPy r(tOfOacmauaanodfatnh)a, Mo&traat isiiHl. iiisisf 1^^t!SSS`>.'ir2K S;iS" Trmsecthni, 1948 Notional Safety Congress 55 Blalny SeeUeat Mtautaa. IB.'4-A. OlSean, is:8B ""3:. L a.s Stbthf Bapa Beeorif, is: KamfarO, T. D.: raolty Malataoaaco a4 la* tpocOoa as fapuy Caueee, sa^r-A Vwym, tam O.: SaUlas Safety. ss:-U. Berrie* M. L.` The Belatlea of Prmatlro S&nleaaacs to Aaddaat Prareaboa, : Kerri*, Thootae ZheldUr Aaddjats Oeeanlhc w.ftaafv aad^Cexpo Saps Is Crew Motlea Plctuns. Ses Ttooal Bducadoa. Motor TVeaapoctaUoa bdutry: OifttiatliM g^PreaantsUoaocXastrvcUea (Ktmmer), t of Xatatr Deriets Oeao- __ _ C. -P; . -.--- AeaocUlioa: Safety Work of mew*1** i NeUeaal Oori Awocletioo. miMOX. ^ "^.SSBS'SSJ S:U7. pBthalsclcal Teats ta Driver leleetlpa {Sndlar), S-.U-1A. Bedocias High Trugumer Acrideata. Syw* poaiom. s;Zl-3- TTeririMl Safety Oiadi Beerd ef XXrectore. O^etfoa Safety The t7aa of lhU tm Motor ^ -------~-- ladaotry (Haghart), a^HL TMe of Ti the T~ i--rit Xsdastry (Giaaiem), OSan. 1 rS. ef ths ?b Prerideat ef Plaancs Tvilatac PTetrama. Sywpowui, aa:lM; UT'IM ^ Safety Oesaril MaterUls (Gala), ss: tos^ydy Oeastfl Matariale fOeherae^, Tho Soepo of the Xhdastxy fPsrie;, 1:1B Motor Vehicle*: Bedrisr Aeridests fTedd;, w^T-JS. Boo Stops. Puri Ptootarios. sa:m Baa Steps. Snapeaipw. SS:4S4T. * <iaw Bear SoI Oonieleaa fWIrealse;, a-JB-ST. ri^l^iwaty Aaridaata. A la^fte^^hafc Ttaeks. Pen el XMa- Tbe IhiadM f PmaUn Vihtnmwt to Acridewe nnstla flfrrii;, P:1S-XL School BenderiOM for Motor Seootws ead Mater Keoa. Puri XHsenarioa. SS^O: H. Sldeawlpea (WehetaeJ. Sdl-K r'^^Si^r^SJ^SSil "sda'teffijspsa^a* * ^SteMs&aridoat'' oa a Ma^faery Movias Operatise. Paeel Diacasetoe. is:Ml lfataam,'0*era* 1; Weed Roeas Razarda. Wtwjatl^yei Xsdectlaa Proma (See Intgdodaj^ a^^Kcw Wecfcer to Safety SeloeOnr Smptnyie* la Itatanl OaaoUae 1SJMLU>C bleats. Peaal XMacwrioa. Sft^rgppaari: Phyricad tnalretteM; Weespepar Acttritle*. see PhbUrity. eapsLUgph&SKa' Sea elao Prices sal Drtrissi Mo`-- *"* poctriiee ladaatry: Tiifl& EnAXS? t.ii' KamiA. DaatO fj Vismwwt'e bdlty far Safety. ai^Ct. M"^g^TinSS^` S SSSf '"'TK^gfeSaras-rSKsy. isr4 Haserds of Beeksa Carboys fStoaehed;. "^S^PSSSiJS,<* *" `ha*r " na naa: lbs Mia ef Kttrecea (Oaiaakg), ST:U. S6 inc HoUet Airplane Manufacturing Produces Spe cial Problems (MUsnbud), Harmful Effects of Hyperrlbratioa (Pop* pm*), s:-A TM Um of E*r Plugs la NoisyJt-ocaUons, Bound Ttbls Dlscuaeloa, **:. irotAMs. tssMasr is Morses: The Cardiac to Industry (Burts), 4;2A Chemical Eye Bunn (BeLaughUn), 14:C4. Brdiutlnt ihi 8o ilct* of Um Industrial Hunt (Bormon), 1:H1 Th* industrial Ifurse and Public Witioei (Uposrtr), I4:x*-1*. Off-the-Job Accidents ud Thdr RelaUoat* tjoSt Ttait in industry (Johnson), 1<4-1 Rehabilitation of Handicapped Workers (Bauson), Sm also First Aid; Health Supervirto*. Off-the-fob Accidents; Off-tbe-Job AoddcaU and Their RelatMi to Loot Time la In dustry (Johnson). 14J-*. (UstoSt), 17:1 Spray Painting Lena Objects to Ain Aoesblf Plants (MtseniuS), a.'lfc Sea also Color. 'n*4w:1s5-f1f7l,s Simple Approach t Hassid* Encountered to the Chemical Pulp Xnduatry (Chmpmm), *4:7-la Paper Mawnfactwftng Hound TabI* Discamion. *4:*4-J?. duets. Bound Table Discussion. Pulp Manufacturing. Bound Tabte Dtocua- Pulpwoo^ r^jjtoc- Ro*md Table IHseus* Safety to the Ontario-Minnesota Logging Dirlslo (Awn). *4:4-7. Wood Boom Hamrda (Kelson), *4:lh-li Paper Section, Sea Palp and Paper SecUaa. Fmraat'Taacbar Actlrttias: Illinois Cogcreae of Parent* and Teachers Support Traffic Safety. Symposium, s*:ra-iZ3. as:K-ff7. Oraslxatioo; Accident Promotion to South American Packing Plants (Mspsn), to: 13-14. A Brief History of the Baltimore Dlrtalou of Disability Compensation (BenAordt), Parker, lfr*. Geerjpe P.i Heme Safety to Ac Una, yjt ft. Parkin*: Parking **:1<A (PrUk), Parking Prohibitions. Symposium. *:4*-4T, School Regulations for Parking Car*. Vo ter Cycles aa4_ Motor teeters. Panel DlaeaneiOB. u:#0: It euU fiyyw i *< n sswaa&5?isst M?^SS Discussion. *4:S-SS. Maaegwantto Responsibility for Safety OiSuUi). Or*aa_Uin for Operatins Safety (PUttner), K Patten for Safety (Duncm*), tT:lt Safety to the Oorerunent Printing OSes (Andonon). St lS-S ^Organisations Classified (Drostch), A Well Bounded Safety Program. Hound Table Discussion, 1*:17. tent. High School Student* Report TfotaUou Symposium. XBlM. Parsons! Factor*: The Aeeldent Preae Gen Be Hejo#d-A Stoipte Approach fDeupb* erfyj, *ad-l7. The Ajeeldeat Prana Individual MJeaemferJ, P*:*-1X `Tsss^nsair* "**aMnm Action at Intersections Rereal* Drivers' peraoeallty (Tm* Muskiric), Can Safety AtUtudea Be Changer (W--d). Ceuaen af Fluff** (Crusty), 1*:1A A Dtoeusalo* af Research aa the Aoddent Prana (UUtk), *4:14-14. The Effect af Thla NcarMto Age an And- dnu (MAStOtmon), as:r- Haniji Jbctw aa Cause af Injury (Mums), Oaooe: Fuels for HtonOao (PriOusn), a:lA Transactions, 194S National Safety Congress Accident* (Northosee). Personal Factor* a Contributing Caoae to Accidents (Anderson), SI :A Th^^Paychofogkal Fhcter (Mchustsr), : PeycholoKical Teel* to Driver Selection (Madter). :U-1A JUrten^gaorto^arith High Aoddent Van Stacking Rolla (Kmnrr), Si Storing and Filing Method* (Pomlny), s:A Pipe Uaee: Safe Repair of Leaks on Pipe Line Containing volatile Liquids and the Reoeodltlenlsg of Loaded Pipe tinea gtar-the-bltca. Panel Dlscuasloa, in: Selling Safety (Unnpmn), *a.-*-U, WRha^teaCasmr*?WfSetaDrkaJ, Wssi:t1h4>TjAraffie-Aaddent Whtn to ai Sntoioyee Safety CoudounT Panel Dl* <lon. *1:1S-1*. Personal PnRectireJtoulpment. Se. Breathlag AppuTUua; Clothing: OogglaA lent Bapertmc* at _____________jrn fJdever;, BilS. e?s&&issj?3r5.srM **"' sSf,aE.n`gs.r,-- BSect C Firm Aiu Trulntog tm Bmpteyca** Safety (Jsskoon), aM Safety -- Tour Beet Pemonad Program isss*-(Soott), *T.. Pists, ftusMti r.: Through Intcr-l>epartmental and later-Plant Contaets, *:70-7X Plastke; Hasards to Moulding Plastics (Sshtndlsr), aUmr: FfeeXi farturisg t Stour, gar Safety. Ze PoUeet ActlTUIaa for Promoting Traffic Safety (Em*on). ssjrz-m. Currant Puttee Training Problemn. Panel DiscnssEo*. x:3S-4a Xaeraas* Traffic Personnel (Fleming), *; 7A PeUee SpeetolinUon (CsldtssU), s*:2$-Sl Pellet SpertaltmUoa (Pottrr), *:-ss. Polka Spedsllxatloa (Blcksp), *S:Il-39. IVBtotog Operation Safety. Sympoeium. Sea atoa Nrw Baapioyem. Tmintog. T(?SEtt Fit* Prate StAtlena. VslnUlntag Znteraet al TStSr WMdy Scat pend Dtocumion. ib:1I OyariUoun. Uueimmtt''t Paert ttooLthjteo^sWafetttyyjedd TaBaryraee and BdmoadeeaJ, is: Snirty and PuhUa Iiliito* (9sUg), is: ^fJffSSf--S*datS,B5!2 Panel DbmUM. 1S^7-SK. . Rraleum . Officers. i*:< Physical Bdacstles. Sea Child EdumUoa. Public Support for Police (Carter), ss; ISt-lXL ^ TeUc* (BctUnosyporth), Un**ifo:*r*m-mC.aforeameat. Panel Dlscusekm. See also tetorcemett. **epnen# Cspt. John B..* Harmfid Effects o( ByparlrnUea, SM Psatcra: Vow Often Should Footers Be Changed T Panel Diocuaatos. ie:as-X7. PmKtccrra* ff<or the kollttla Board (Osborne), a*JB. Slar X .. ety, i* Report of t&iws), *i Poeter CtaniKw Perotny. Bernard J.: The Control and Use or rSstrrt Material Handling equip ment. :?. PhnfaU SramtaatJoa*: Vutiilnrttos for Me* ItosdllAg Mattrials. Fuel Dtoenanloa, Many Mine* Conducting Partadle Eramloatieac (Jsk****), isffi. A Safe Plant Meeds Mat with Gaed Pbydcal. Mental and Moral QuaUAoeUoan. Panel Piswmffion. iB'ffiicffi. See also Health ffupsrrWcm. physicians: Paftarns to llossm Acc! dents (Gordon), sx:4ST Sea atoa Stealth Buparrtsfo*. 74L Guarding Probtams as tojury Csusa (FsuOc ner), xo:4-C. Human Pr.tar As a Causa of Injury. SO: M Spedflc Training ot Punch Proas Operators tMmrtvssk), *o:l3-U. Specific Training of Set-Up Men (Boltswml. *0:S-1A Poisers. Anslysls--How Index Precipitator*: What Protection ta Hkmwt la Servicing Precipitator*. Round Thbl# CvUcoMtoo, na:tt. rramn' Vaneela: Cm Control of tba Blow Valve Kr Eliminate Digester Accident*. Round Table DUeamiaa, 4;tX. Digester Operation* la tbe Chemical Pulp MwiutryYCl?iiimnn), S4:& Off-the-Job Accident* and The JUeet------ -- ----------- S-4. Operation Safety at Wbsk at tba Decal beret. Symperfaa, carfS-Tl. Operation Safety at Work at tba Stale beret Ryapodmu. nJHt * The ^PatTC^euji^ laduatg^a Part In PubUe PuUii^OperstJcrn Jkjfety ta Work ta a City Discussion. *1 :1S*1S. Hoards Peculiar to the Prtattar and Pun* llilng Industry fliwwrj> St it<ll Safety ta the Government Printing OSes si iM Printing u< Publishing Section: Minutes, St :B. Uk, 0. Vt.: Recant Program, ss:14S*lti PrtxM. Sea Ooateata: Reward*. PrefeostouJ^jStatns of Safety Engineers See* Proaeotla^Mety Training rr*r* Saa* Psychology, Sea Peraoaal fldm Public Employee Safety Committee: OScer*. Vmgeua^ Waye^ ^grwaeiiMas Trafic Safety wka?3. '5b&i- Wbat'a New la Public Safety Education? Summery, le nt Public UtfllUea: Oemmunleatteat Systems, symsoctum. xa:UM4. Electric Operations. Hympoalwm, xa :1T-10; Gas Operation*. Symposia*. aa*ZT. tat'* Talk Shop. Symposium, UM4. Tba Mart M Team (StSCUmon), Safety ta Ztn Application ta Sewer Oen- tnictloa ex .-is*IS. <Xa- **2iSL " ^uifC^r^SScfir;1^^! ~ Weter Operation*. Sympoehtae. UJI-R. Public Employe# Sesrion. pu,iKn!c,,"cS,'T^^ 0riL.iiffgrrc.i^ aatloa fjr*m*vdr; **r*-10. wy^r Job lenMirt Panel ZMscueeloa. Safety In Zt* Application to Highway Cea* atroctioa nnilOli Safety te Its AmUmUm to Sewnr cam* etrecUou SS:1*U. Safety la Water Wain Construction (Lm- Dum). SS:1S*U. StandardIxtag Accident Statistic* Among State. County, and Municipal Govern* meaU fttmmf, r* Conduit Construct Btlcher). 5 Uctty: Safety ( Should Safety Record# Be PubUetasd te the P^at? Peaet Ptaciaeatoc, tl:l|>s. gaw Support ef MeiioniiOranatatrioa* Cm VAke^l^al Program* CU&. Symposium. tetareet: Pesters: Section: Xtautec. S4:4-S*. Public Prutaction, i i Construction. public Relatione: Aoddenta Build a Bad Rep* utatlon (Kerrill), n:m Tbe Industrial Kum and public Retatloa* fgyecrcr;. t4:ll-U. R*#jy and Public Rclatlou /Patty;. 1: B**B**r U* Public Public Safety: How 1 rastsatlone Cm Click. Symp Srt of National Or- -.nrSjtf pro*r*m# ' Industry: Do If* Laum te Operate "-am tba Experience oc Other*: (Mo_ywr.).. HJd4-ia. nnt Aid Onutetlm (Jnekmm), #:4-f. Pleat Safety (fkamt*), m-.l-il. Tbe Sinrii at Explosives te Hnes and Quarries //#;, :U-1. "^ssrasvf^Brf.sssr '"*TM* Qwn^ Section, See Cmeiil end Quarry Tronsacthns, 1948 National Safely Congress fted'etl'at Beet end Radiation U GUan end Ce ^mle Trmdea (Zn~mJ. i*:53s Zonlslnc Radiation fWU*e*;, S:1S*14. >UdJ: Prosrean In n Ptastloal Hrtbed tf OMamunlcallon by Sadie Tbrausm sSuandterate fBSwO. ludle^s^te tor Traflte Safety. Sympoetum. Sea alM PubUdty. Redla Zndaatryt Safety te tbe Hannfectnre of TUdle and Tblertecn Equipment fkOtSZor). 11^-lL TUDUjtat^Quarde Around bfanholen fpeteber;. CrfeTetitmepVa l, *:*. Safety * *' aCemnrtal ta Heraun A. Duke, OA Mteaten, u:Mt Arena of ShJpn (Tout), intl^li What Za Ur RevsoaafbUlty for Traaait gperaunp SafetyT Panel Dtecsadco. te: Reward*: Are XacenUraa TeewiMel to a See* nieefnl Safety Procram? Panel Dfacna aton. si :l-ix Tbe Seeeraft Award far TtafBo Safety fZlmaoiO, na'Jn. Contcat won by Imm Hteen (Wthk), fitL Drlrera Awarded Sutton* flkniti. n:10. Employea Win the Prisa* (Pott), 11 :lt Gettlnc Reault* from Safety Incentive*. Panel ZMecuaeloa. ST:CT*SL IwyX . . .......... ... Reoecaltloa of Zndividuala and Group# Melalatea Intenet In Scat!wed Opera* Ueea had tHecueelrje. i e;A Banos Plan*. Reward Sjeteee for Cab X>rlTera. Panel Diecuaeton, :& Various Award Plan* fPUb#;. *:71-7X Wtet We DM ta Win tbe KAC. Dlatln* CUlehed SenIce Award (Mtmicuj), id:i*S. TS^srbxSf'sssJ'ionP^ Rmid of tba Ciemmlttee an Statimice. nn: Report ef^Oojteet Oemmtttea ftn fbm- Reeert'aC Safety Inetruction Chrd Cemmlt* tee (MowUmg), ns:lE ___ Report of btmnberahlp Committee fTAen- Um), mx. Knot of OecpeUrr-Newe Tetter Editor Kig^t iutety Oerioen Committee ptoM), Rcpc^ ef TTeepeeelac Committee (Torn**). Report of VLeoal EdacaUen Coanmlttee (EH*), nn.-s-ia pint Ste Hontba Cater Peem tn tofaetry (Omm), MMMS7. AaeMenta, Pane* Ptecumlfm. ss: Trite AocMcnte frmooott). SS:17-11. TMjla Md^Tiute^jfCTtee AaeMenta. Panel Train Senio* Aeddtets /(;, sE:SO-S. Remia;: RMait C' ental te Tlomrym* and Grain aScrntec Are WaMtes Safely Speak* tba United . part >f.: Public T, O. St.: Zsterpretatlou fad Use m Accident Stetfitlco. ai :K1 Modem, WVBirnm St.: Orsanlsatloa of Fire Control Unit* Amonc Alrpert Penoaaet, Roper*, cape. B, Lme: fires and Exploeioas Ocenrrias ta khlpbelldtaff ead Repair Yard* and an Board Ships Under Coaetructlon er Repair. 1S:2S'ZA Bepere, Tylmr B.: 'TtuHt-la** Safety te the Sow. snas-u. Raote: Surrey of Physical Plant Include* Roof Aacboras* (Mmm) l:lt Repo: Wandllay Material With Wire Rope {Carlton;, 1T:1*-30i TfeeiTebeert Maintenance S#tm Wear an Ropes <rieewfcj, ie:lMl MetKlar Rope Records fMeere;, 1B:1X*1S ^sswsr XAfe of Crane CabIce XmomsMu. Dr. J. I*;t Tbe Somi We of Safety. sa:WT. Rubber Industry: toelrlap Radiation* (WO- mi, s:1S*1A Recant Oereiopmant* ta tedamrtal Incident Ijtepotttac Rate (Slculetlooe. MUac Safety (itmmymm), **:*-lA Robber Section; Haute*. MsS-lf. Ofcer*. m:u Rolen: A Bo* Drivec'a Comment* on Safety Role Book*. Panel EHecuaeios, *9.0. Shan We AboUte Safety Rule# Md Regal** tlonsT PmcI Utecneeion. SltlS-lR Sea alee DUdpliae. Spmr. Jbmee A..- Safety ta tbe Ontaxte*Hta* neeota LogctasDmalon. S4:4-7. ffif-S: SSi2?5; s *~SkS-xSz*" to -a^^ssuwss~,S5af " Safety Belt*. Sea Balt* Safety. Safrtj^fn^ Multi-Plant Operation 8**v'oa, x: Safety Movement: A Brief History of the Railroad Section--National Safety Coun cil, ss:4S-47. First Aid in the Early Yn of the Safety Movement (Jeekeon). 0:4-4. National BecoynlUon of the Safety Horement fDaviJ, 1:19-30. Operation Safety at Work at the Local Level. Symposium, SS:99-TL Pultins Operation Safety to Work la a City CAxtcIM, xa:15i-lCt- Resort on the BUI to Grant the National Mlity Council a Federal Charter (Derit), 1 :30. StandardIrlny Accident Statlstloa Ataons State. County and Municipal Goverameate (Bmp). H:U What Now and What Next? (Dearborn). i :11-14. Safety Movement--Fbrelxa: Accident Preven tion in South American Packln* Plant* fifty***;. m:12-14. Report from Tokyo (tiehelberger), i:Sd7. Safety Movement -- State*: Accident Preven tion -- A State Health Department Re sponsibility fdfcamrferj, M;9-U. MfelfetmtlnCrotwhe).CUhaMllen.ce to Safety--By State New Developments In State Traffle Pro- cram* (Demon), Mdl-B. Operation Safety at the State Lard. Sym posium, SflSMli Prorrams of Safety Education la Ohio (Cindlt), B:1S-1X Proyreaa Toward Uniform TraflJc Laws. Panel Discussion, aa:U-17. Stste Departments of Labor Should Do More Safety (BrotonioiM). s:ST. OrxaaUmtlont. School Safety Patrol*: CUmn Motor dab. Cooperate* with Grad* School*. ffieUM;, F"*1 DUe" Queatl^g^ nnd i&mn on Safety Patrol*. Siam. Symposium, XBfM-SS. hafety^a^ taae Tech. Panel Plsevsetea, dSFUs-s Question* and Answer* aa Student Safety Council*, xs:Z7-JA What Oootributlon Can Various Student Organization* Make to the Omr-AJl Safety Prorram of the mrk Reboot? panel Dieciumon, aa:ST-*4. SokuZ**, lerlf Sideswipe*, BiXL-SA ifll-U. Scooters, Sea Motor Tahlclm eoaaci Program. X7:0-9. tMg$Stfh2g?&,$ uu~l S*r*: Explodon* lx Sewers (Aker*), x: 77-jo. r.Sheets, Tomi Fleet Safety. BiT-ll. Jailing the Pociahle Electric Safety Movement--TJ. S. Government: Safety ia the Government Pristina Office ferulerton), Xt :*-A Whet the Bureau of Mine* Doe* for Mine Safety (Forkce), *S-J; also ia !*:<-*. Safety Stunts: Gettinr Hamit* from Safety Incentive*. Panel Discussion, xT:X7-J8, See also Interest. Ssmbraok. George B.r Safe Timber Recovery and Fall Making Methods. B:2-SL Shipley, F, W.f Manual Randllar of Material ia^O'PMBdry from a Safer/ Standpoint. Shipyards, See Marina Industry. SieUkf, MaffVew C.t The American Auteme hue^f^ociatloa at Work la Chicago, Signals: Qbsarvaaoa of Railroad SIrsali. Panel Discoseioe. xa:S-3X Mechanical OeatreU of mot Panel Diseusdoa, xbjise Sinai* at Isolatsd Intersection*. Sym posium, xs:43-u. Kjchwar DoUneatoro a* Accident Tiedman Symposium. XX:S0-S2. Nrtr ^Tcjopmeau U Traffle Sica* (Demon), Schindler, George ASafety in the Manufac ture of Radio and Television Equipment, School and Coltexe Conference OflScer*. nn:I7. School and Collect Sessions; MlautM, BB;4*SL Safety ofthe Traveling Public aa Roods Under Construction. (Dernai), xs:iL "aasrisaasTMt ^ T Panel Dtocao- Man Around Manholes (BeUker), fUWrwod^Oeerge F.i Fixates Don't Lie. "rgSiTSSK " Transactions, 1948 National Safely Congress c.n PlanU Aoeoont far Moot Aeddentn (Bremer), si :X wjiji?uUlsx: af*^ J thi liaBriK-abnid. Redoing asET'a.ssS; Snip ff/enfrtrom^, _______ Safety Around Watsr Tasks and Raatrrolr* (UeDuef, XX:IX ranslsr Industry: Xocmd Table Dtacusalou of Taanlnx and Leather Industrie* Safety. 1:U-1T. Geos*, x:MX Smoking: lowed . Solvents: ru* Hazard* of Mecogano i Raxo la Soioa _Rm oC wlk fueh**op;. isa 8k Health Hazard* to Aircraft Manufacturing t jrueiibwdf, ijibii ProtnuUoa la Areas When Flammable Ma terials Are U*od (Fog*), li:lt SdraU Used In CXaenlar Printlsx Se chinas (Bremer), XI :11-1^ See also Flammahto Llxaldn Speed feta. Leather Producta I TelcTlxloa, So* Radio. Tamporaturoe: Meat and Radiation ia Glass and Canal* Trade* (Dmm), 13:S-X Tenwy^ Orootlnsa Don Safety Soetloa Report of Traspanlny Cemmltte*. BB:X Totmthloroethano: Tmddty (Oglmty), x?;U. Textile Isduatry: Gettlnx Results from Safety IhemiUTaa. Panel IHscnnrtoa. X7'J7-30. Hamnl* of Toade Chemirals fOpissby^. XT^-1X rfutrlal 1________________ dustry (Ke*M), xt:1S-2A latrodudox a Now Worker to Safety (Metr), XT:!*-1*. A Fattens for Safety fPamemo), XTOX Safety--Tow Beat Foraonaot Pvoxrana fSwKl; *7:14. Standard Method* of Lajary Reportlax (Miner). trffldT. Spoerer. B, J.t The Xadsitrfel Noroo and PuiAlc Relations. 14:M-1X s: UtnMaf Athletie/Aeddo RnSMdiga on Athletic* to School* So* also Water SafetyStack. Herbert J.t Rooent Rmaareh Ftodtefn la Safety Edacolkm. n:14-lt mm Can W* Do With TnAe-A*eldent Repeaters? xs:14-3Bl *WSexvDieide tAowardh, itdhe: Stain Safety Programs, Soa Safety D*at Stone* Bottarios: Charglar Esttorios Sectrie Tnaakn (Forien), iTOblt. urCMiwmRiw* SSaMfety CMmrrntetakmaml*aovfat.h.e. South, SBlfT-dX Subject famdoa, S:4>107, "aswissf^ajf ^sssrissta; xorr-x Suparooeics, So* Nolaa; Tham, Dt. W. C.: Industrial Mania*, XT:4-A VoAA. X r.i EacWar Anridaats. m JT-M. To__o_l*_:_The Ana m the Woods (Xpem) *a :U. asssff^3sinLSsD^rs^m`- How Do Ton Oaaixel Hand Too!*? Rrnmd Tahio Dtammrtrm. S4:L HoofaUiM Bmbr r Manhole Cover* ZnJUriOO trim WttllWM (Keteon), xaoz. jamu^tho nrau* xtaorie Toet ssucr. rni eonal Prutaabox Wbaa Cuttiny Street Pavtnx (Beinker). BB*. The Pteee Car Dtyor Spaan Email Table rM-crmokm. sa* StmxikFPri oaf Taeto Heed fas ^Up^rlsx Pipe Safety Edueatkm Need* of the Pit Sarrico TTaacher*. SBrdS-TL ; ^ssssKrr^'1 )om Panel Dtocnmirm. OuUnit! (FJembtg), i Safety. 1J7-1X Tankers, See Marine Zadnstrf. Tanka: deanlnr Task* la the Cbmnlml Palp industry (Skepmem). *aJ: SB. :~aad Most Daaceeou* Bixbwayn _____hwninrtnn JL. Car*, pilio*. GaaoUae aad People Affected Wy tha Automobile (Dome), t :1X rifr^ Lmprovea Road* foe Safer Driv- 62 Index The Engineer Looka at the Accident RecorxL Srmpoilum, *n:ll(M17. taSouth jUaarlca (Meyer*,). The Forgotten City (Mlaleiall), *S:15f-l&4. Four-War stop Control. Symposium. ss; Specific Training of Puatk Frees OptnUn <a<rrtut4k}, *5:10.11. 47-4*. Spocifla Training of Sat-Up Km (BatU- How Support of Matlonal Organisations Can. man). MP'.XIO. Make Programs Click. bymposium, i Th^ Supervisor-- On-Tbs-Job *:U7-UA X ImDorianca of Uniform Regulations (Bat- 4 Supervisor* Training Pregram Oaufsta of avi. 2B:4-4- CL Goafaresea* MM Dlarn--l-aa. 4P;3K, Iataraaetloa Accidents (Tan KuMrtt). *r ^ mut-a *---------*--* *- **-- ------- One-Way Street Movemi-- . _ 8tn*t Moment, arnpodua.................. .. ________ ______________ Operation Safety at Work at the SUt*o, Panel Dtseumlon. 4ffil7:M. Syapodua, .? Training for Uniform Eafortnwmt, Pnnet "SarwshS m inn. Putting Operation Safety to Work in a . Company (Osmuenden). it:S CltyfdSatt), *B:ISS-ltL i A Tmtatag^Program far PuhLU Utility Em- Racent Traffic Engineering Progress ^PrUlcj. f ploysen. Symposium. ZS:U-U; 1*. ah:14-14it ; Training the Laboratory fmeaMt Panel Round-Up of What's Haw in Traffic Safety Utacuodim, _f0am.jM:KMN. .___....___ Traffic Engineering H Mi. (Tartas), -`; 'alao I . . the Safety Training Program to Xn- ponlum. 1S:41-SX fC nuwoa Attitudes (Kenner), a^O-TL. Two Ton of Effort (L^erotus), MiJH-Ut -f--Who la KimeAtt for Instructing Haw Uniform Lnw*. Panel Discussion. a Emploraw In Woods OparUlonaTJtoeoad What oparatiaa Safety Can Mm* to IIn Table DlMudsa, t4Ji LocnlKegram (D*nr*on.J, *R:1SS-Ui. d S**ata* Industrial Safety Coaroea; Tlmml Sea alao EnToroament: Parking; Pottos. f- *dMallow Officer*. Mild. Training: Choice and Training of Mechanic* (Harris), *:17. __ . Employe* AnMtat Enaordn--TlMlr Colla*. tlan and Uaa (Speed), PffOJ-1*. Current Pollen Training Frogman. Panel Otacuanion, M:-4& Departmental Tralsisgand Follow-Up Sys (LaDos),tem (Plsttiur), n:B-H Education for Worker* and Contrmrtorn In llever Cenetructloa ttilL ssr&W3USr2523fro,o~for Oparaltag Safety (PlaCtmsr), ~ Training on tba Job (Wtbb), ^.fwsss.Saisr* `""T nental* of a.Be toJ-K-Tif5SS''MBfL g.*"' S DTM?kn"tT C"~C ***** 'O'*---'- Round Table Discussion. **:l>-. Human dement (Fovclna). s:d*7. Tba Importance of Teaching amnm<* Railroad Employcan. Panel , 3] ^ ,mlmm ~bVuae of Tests In tb Tieahf Incnstry (Clarion), t:ld; also In *n:4-7. tnetructlng tba Pereouaet Through C ooaa. Panel OUcuaelon. <n:.m M. Job Safety A**lyI*-~How ta Apply the Facta (rovers), *: 47-dO. ^^agrssayiafflsfsc Job Training for Safety (Mlskap), isitt-St OrgenlxatloB and Preeentatlon Inntme- Uoa (Brtun*r), sit-ll. Peraonal Contact Most Effect!r* Way ta Promote Safety (Buchmn-m), inilldt. Planning Safety Program Around Employee* (Auburn). laslS-gL rrmtilf, Je)m: He*4abeaTa MalnlswenosSams Wear on Ropes, -tnild-u. Tri,gSf^s2oaaj3rA.D^ A Urnful Chlorinated Stydiucaxhon fOglaoby), miX Ra^onalbtllty for Transit Safety Ida* with tba Operator and Instructor. Panel Dincunelon. 2P:40-CL Safety Training Program*--'Whet's Wrong with Them? (VamX), *:S4-4M. Selection and TrahUng of Pmaaanal Han dling Add and Caudle Tank Cara (Hoff man). t:1S-30- Selection. Training and Supervision of Indiddual Safety Men (Gone***), sildt-ios. Trucks: Eleetrie and OasoUaa Tndn (Test), n:ll-lX Industrial Trucks In the Paper Products iCnLd-4u3Lstry. Round Table Dlacaarto*. *4: M*tnt*nonaa Program far Industrial Power Truck* (Fooolny), S:t Operations of OteDie Track* (Anderson), tt-4. PofKntriwbiMe.TI/n,ju*r4ieAs to Track Oparntarn Tr&udCtions, 1948 National Safety Congress Preventing Track Accidents (Cobb), n:21; Safa^pe^aUonof Ittduntr^l Tmcfcs. Round Tn,d" "4 Truck ZJUt Oaten Xadnea Hernia Zajurtaa, fuel Dtseusmon, .xndl. Tyaor, JT. Jdatss; Off-tho-Stnat Training ^Lrnaa far XMmr Training. nnfTl-ta. Water Works. Sen Public UtUiasa. V, Mr*. Hoy G. H-,; A Safe * Farm Wamos. 1 OS-11. Webb. W. SXt Safety la Open-Cut Mining. Welding: Are Welding -- Safety Speaking (Soidts), *:T1-3X Prrrrotiag Flras In Construction or Repair of Ships (Hoyoro), 4S:1S-1S. Welding Regulation fan EUp Repair (Nord strom), an.-t-h U. S. Air TbTt^Acdgmt Goat AnalysU fC*r- SBS*- Onrlr Tapora. Son Oases. TenUUtian and 1 IntamacUsn AceUmt*. ^tjasisrasap* Dust ta Mine i (Nordstrom), 11:1 S:1S-X2. WUKonu. tyt. tmHo W. and Rdwnrd S. Mtshsv: PaUaa gpeeaUmtloa. ns:&-tt WBson, Dr. Ran W.; laotatag HadMUoos, ss:1S-ia Winches: A Alp Accident fKarrisJ. 4S^B-M. Windsor, Pauli Job Pmcodumn. S:17-ZL wire: Oegalen Promt ZaJurien ben Sallwg Wlm fCjUpoiQwJ, saih Hhanrd from Hipping lUUng Win. Itocad Table Diacniaenn, x*;ta. Safety ta the Manufacture at Elactrlcsl vein and Cable (Fogy). 14:11-14. wtronbu, 8. D.: Rear End Colllsloeis. 9:-Xt. Wwn'i Activities. 1 ^S. Wmd Pmdocts Industry: An tachMrtsc Approach to tmall Plant Safety Itaskswf, Management Looks at Safety (Oraam), ^ (Lsmgs), so:! TWUag and TnatlUUag Manhotaa. SympSMM. XSilA-lV Ttantlona; Karmful Effects of BCjpsrrlbntlon (Papprs), TlaleMtMif Degxam of Flatatioas (Dadd), SffilOP-llh. w^nM Curb Uebtksa (Masons), Development ef a Uniform TtoUtlou Syn- Wood. Woalft:er W.: Can Safety AtUtudm <3a*geO Woodward. *. Workmen's Compensation: United Mina Workera Strive to Improve Worloaan'a Pompesmtloa (Mood), Vtanri Rdocadog: Rtaa am Ornah Rn Staaeoa 7 8Wrnri Ma^a^ralatag FQma fCabbJ -JM . apart of Railroad Ttasal Rdncntlm Coat- aaitUa (LawaJ.aHlVUL _______ ^ *mJfsssur(2zs. izt a.*%issssr-rsL* " Ih atao Bulletin Beards; Pastern. w (Ca*b), YM. da*, f. C.t AsphyzlaUon Case* in Shipyards and an Board Ship* Under Caastructloa or Repair. iniP-li School Safety Prognua. SS:S4-SS. Xsoh ty, Charles JE.... JV.; An Engineering Approach to Small P4 lant Safety. ao:S-C. OTHER VOLUMES in this Series Many users of this volume will also find much value in its companion volumes. Here is the list: TITLE VOLUME No. Annual Meeting, Banquet, Women's Activities, Index to all Volumes and Exhibitors... 1 American Society of Safety Engineers and Subject Sessions................................. . 2 Aircraft Manufacturing Section...........................................................3 Air Transport Section............... ............................................................................................. . 4 Automotive and Machine Shop Section.......................................... 5 Cement and Quarry Section.................................................................... ........................... . 6 Chemical Section ............................................... . 7 Cool Mining Section................................................................................................................. ft Commercial Vehicle Section.................................................. 9 Construction Section .................................................................................. ......................... . 10 Electrical Equipment SecSon............................. ..................................................... . 11 Food Section ................................ ................................................................................... . 12 Glass and Ceramics Section........................... ................................. ...............................13 Industrial Nursing Section................................ . 14 Marine Section ................................................................................. IS Meat Packing; Tanning and Leather Industries Section............................... 14 Metals Section............... ............... ........................................................................................ 17 Mining Section .............................. ................................................................................... Petroleum Section ................. ............................................................................. . H 19 Power Press Section.................................................................... ...........................................29 Printing and Publishing Section..................................................................... .......................... 21 Public Employees Safety Committee....................................... . 22 Public UtUitics Section......................... 23 Pulp and Paper Section.............................................. . 24 Railroad Section ..................................................... .......................................... ....................... 25 Rubber Section ....................................... 26 Textile Section ................................ .................................... ................-............................... 27 Traffic Section ................................... .............................. 2ft Transit Section ........................................................................... .........L................ 29 Wood Products Section............................................................................................................ 30 Farm Safety ......................................................................... ......................... ......................... . 31 Home Safety ....................................... School and College Sessions................... ..................... ............................................... . 32 33 The Human Side of Safety (Early Morning Sessions).......... ..................... 34 PRICKS OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS VOLUME SIZE ttsPcopUs Each 10 to 99 copies Each 100 It 999 cafiet Each 1000er marc Each Less than 24 page*24 to 4g pages-- 49 to 96 pages ~ Over 96 pages-- $0-23 30 -40 JO $020 -25 .35 55 $0.15 JO JO JO $0.15 JO JO JO Complete set of Transactions (34 volumes)--$6.00 ( NON-MEMBER prices are double member prices, except volumes 28, 31, 32 at< 1 . f NATIONAL SAHTY COUNCIL 2* H. WACKCK MUVE CHICAGO 4. It. * n i i LAKES MICROFILM COMPANY CHICAGO, ILLINOIS hat tha following JtieilM racardi of: ,y Cotine11 - *25 Bo. Michigan !. - Chicago, III. 1- / ocalvo* Mf mltboat olfonHon by tha Cmot Lakas Microfilm Company at South Anchor Avnnuo. Chicago 32 Illinois Signed r . rf---- GREAT LAKES MICROFILM COMPANY Cement and Quarry Industries a flat surface, fail fiat when it is in posi tion between the car and dock. The driver hernias involved in his tipping or righting full drums with his mechanical arms. needs to dismount and raise the lugs only Where traffic volume justifies it, as in once, when removing the board from the our storeroom, we use an at! steel hydraulic car. elevator. In storage, heights of 12 to 15 feet may We have made a platform from scraps t be reached. This greater utilisation of grating, complete with streamlined handrail height more than compensates for the voi* This is, m fT*er,, a ooc-ton portable clc ume of the pallets themselves. valor with a 12-foot lift. Sometimes, the If the toad is going to a place which cannot be made accessible to the trucks, we use steel dolties with fork guides built electricians borrow this platform and service all oar yard lights m m few minutes, Xo Udders, no falls, no accidents. tn. Quick-detachable handles are snapped Irregular objects are a problem, met with on one end as a tongue for steering. topless and bottomless crate* placed on the In many cases ramps or elevators are not practicable for one reason or another, as is the case with a new building at our pallets. We make these of scrap lumber Xeed to move your topheavy welding machine * First, weld box section guides on plant A monorail beam protrudes from a wide doorway, and carries a two-ton electric the bases of the machines, into which the truck forks may slid?, After that, ;u>> hoist. We use this specially-made lifting whistle for the fork lift tool to take a small fork lift truck (empty) For such operations as handling small to the high level. grinding media (which at our plant are Horizontal travel on the monorail is added directly to the feed mechanism or about fifteen feet and done by a geared tiandwheet Incidentally, this planned, rou tine procedure been done many times our tubcBulls). we have developed a port able hopper. It rests on low steel skids The forklift truck operator is charged with without incident. Without Job engineering, the responsibility of tilling this container it would be virtually impossible and cer as the need arises, a task accomplished V* tainly dangerous. With one truck on the higher level to receive and store pallets, another on the -round now brings up the loads. This is \ large machine with a two-ton rating. Only one man is needed to hook the pallet sling into the overhanging edges of the pallets, driving to the departmml, picking up the hopper, driving on to the media storage bins, shoveling it full driving to the scale* and that b*ek to the finish grinding drpartment--aH accomplished by one man * 25 to 30 minutes. Once the mechanical handling habit it We find two truck operators, one hoisbnan, established, the old causes of accident wif and one sling handler can move and stack diminish. about 25 tons of material an hour with Your injured worker could not have beer (he setup hurt the modem way--he had to get hi* For single-drum deliveries of lubricants to racks, we carry the drum in a home made rigid grapple, rather than the usual chain and hooks, because with this type the driver can handle every operation without injury the old. old hard was*--ehmbin? with a load, falling off a Udder, readnne into a switchbox, touching moving machin ery, or, at many times the cost, at a muth slower speed, just helpin' move somethin assistance. There are no mashed toes or Why don't you stop that ? Human Relations in. Industrial Safety Work By NATHANIEL CANTOR Chairman, Dept, of Sociology, University of Buffalo, Buffalo* N. Y. Ahhough industrial accident* are often the result of faulty equipment or hazardous surroundings, sometime* accidents are the result of ihe attitudes of the worker. Tt* present discussion limits itself to those *< eidents which result from disturbed hurrx Human Relations # Industrial Safety Work 7 relation*. Something is wrong With the uptratOT, not the machine. The employee may be impulsive, irresponsible, fearful, de pressed or worried. He is inattentive, unin terested and fail* to recognize potential hazards. How cam we deal with psychological haz ards ia industry? There are two approaches, one through the dinjeal study of the indi vidual who has bees ia aa accident and the other through the safety education of groups. The clinical study of the individual should properly be the responsibility of Me professionally prepared to deal with psy chological difficulties. The better approach, obviously, is to establish the (dod of em ployee morale which would reduce the in cidence of accident*. There arc two questions, (I) how is this anproved morale to be established and (2) who is to do it? Supervision, it Mtffil to me. has the responsibility of improving ufety morale, and it is to be accomplished through increased insight on the part of supervisors concerning the factors of ex cellent employee morale, Employee's attitudes toward safety rules and observances are, m large measure a function of their attitudes toward their su pervisors. The attitudes of supervisors toward their employees depend, in turn, upas the supervisors understanding of people. Supervisors cannot understand what makes workers tick unless they understand themselves. The issue on be Totaled in a simple way. How can workers be helped to become more responsible, adf-disdplined employees? The answer is, by providing them with respon sible *df-disapled supervisors. How, then, do we obtain responsible, self-disciplined supervisors? Let me first state my conviction that in dustrial morale generally and safety morale specifically are not readily acquired by read ing pamphlets or bearing reports or by lis tening to monotonous lectures by safety directors even when they are followed by randwichcs or Mickey Mouse films as an added incentive to attend safety meetings. The great need is to develop supervisors with a knowledge of personality develop ment and the skill to employ that knowl edge m day-to-day refatioas with their em ployees. This is not a two or a ten-hour job. ft re quires a well planned program lasting one or more years. Obviously, there isn't much point in Sel ling up programs for the development of supervisors ia better employee-morale until the nature of employee-morale is under stood. A promising start has been made In dis covering why men work. We now know that the traditional answer, they work to get money, U too simple. Indeed, turn the question aramd and inquire, "Why is it that what workers receive high wages (the war years, for example) production is not only not maintained bin, often, fails?*' Man agement pays fair wages and complains about production, absenteeism, quality of product, grievances, labor troubles, and so on. Apparently the reasons for inefficient production are not merely a matter ot pay. The field research, especially by the social scientists in our schools of business admin istration and departments of sociology, has illuminated what the demands of the work ers are. We know that industrial plants arc not merely factories where people produce goods. They are also communities where people associate. Industry is also a society. People who work together expect not Only income but also status, prestige, deference. They want to feet important in their own eyes and recognized by others. They want a dunce to participate tn their own creative way in the job they perform. They want die oppor tunity to have a part in the thinking and planning of what they do. They want to see the significance and meaning of their work activity, The job must carry genuine interest for the worker to be psychologically effective and, hence, more efficient. We work better, with our head and heart, aa welt a* our hands, when we arc genuinely interested in what we are doing. This appears so obvious that one wonders why it wasn't recognized earlier. Yet most leaden in management, labor, and govern ment failed to take account of the nonmoney demands of employees and, tor that matter, some stfil fail to appreciate these basic expectations of workers. Reliable research workers in community and group studies Including industrial area*, have given us enough valid data from which w can draw definite conclusions about hu man relation* in industry. Workers are not