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TBMJIfSM CTIONS 32nd NATIONAL SAFETY CONGRESS General Subject and CHICAGO Octobw 5-7. IMS National Safety Council, Inc. 20 North Wackar Diira. CHcng) 6 Copyright, 1943. National Safety Council, Inc. PrtniH fctUAJL PLAINTIFF'S EXHIBIT Foreword VOLUME I ' ' g ''tilt Transactions of the 32nd National Safety Congress -- and Exposition of the National Safety Counts! are pub lished in two volumes. Volume I contains the General Sub ject and Industrial Section sessions. Volume II contains the Public Safety, Child Education, Home Safety and Farm Safety sessions. Volume I is distributed to all members of the Council. Volume II is sent to those members who are believed to be interested chiefly in the sessions it contains. The Transactions are a record of the proceedings .of the Congress, condensed and edited for reference purposes. They are therefore an abridged version of the papers and discussions. The original manuscripts, some of which have drawings and charts too expensive to reproduce here, are available in die files of the National Safety Cotroal- The National Safety Council, at its Congresses, seeks to atimimte from discussion matters which are not pertinent to the aims of the Congress, or winch may be contrary to the Council's policies. However, ft cannot accept responsibility for all views expressed, either in the discussions of die Congress itself or in this record of them. Extra copies of Volume I may be obtained by Council members at tfic following rates: 1 to 10 copies at 9200 each; 11 or more copies at |175 cadi. Extra copies of Volume II arc 75 cents each. THE SATIOHJII, SAFETY COUNCIL. INC. 20 North Wochar Drive Chicago, IlRnofr CONTENTS Volume 1' Council Officers.....................................................................'............. Safety Tabes the Offensive.......................................................... Using the Transactions .................................................................. Annual Meeting of Members........................................................ Congress Banquet.............................................................................. Subject Sessions: Accident Facts ........................................................................... Army Session.............................................................................. Employee Transportation Problems of Industry Goienwuat Safety Services to Industry................ Industrial Health..................................................................... Industrial Nursing .................................................................. Tabor and Safety..................................................................... Occupational Disease........................................................... OfF-thc-Job Accidents.......................................................... Package Training for Safety (Early Morning Classes} --r-.-.-.v..................... Safety Training ..............;....................................................... - Seeing for Safety..................................................................... War Conservation of Personal Protective Equipment..................................................... Wartime Fire Protection................................................... What Makes a Safety Man?...................... ................... Women in War Industry.................................................. Industrial Section Meetings: Aircraft Manufacturing Section................................... Air Transport Section......................................................... ASSE--!Engineering Section........................................... Automotive and Machine Shop Section................... Cement & Quarry Section--........................................ Chemical Section .................................................................... Coal Mining Section............................................................. Construction Section............................................................. Food Section............................................................................... Marine Section .......................................................................... Meat Packing, Tanning and Leather Industries Section................................................................ Metals Section............................................................................. Mining Section .......................................................................... Paper and Pulp Section....................................................... Petroleum Section .................................................. ........... Power Pres* Section............................................................ Public Utilities Section.................................................. . Refrigeration Section.............................................................. Rubber Section.......................................................................... Steam.Hail Road Section................................................... Textile Section .......................................................................... Wood Products Section..................................................... Kirposition Exhibitors..................................................................... Index ................................................................................................ iv vii ix 1 19 25 41 57 67 87 95 109 125 137 147 163 175 189 201 213 225 237 251 265 273 303 321 345347 363 383 407 421 447 487 515 547 559 581 595 615 657 675 691 695 National Safety Council, Inc. Honorary Members Association or Icon and Steel Ewcwnts W. H. Cauook Koran W. Cauhoi. Lew R. Palme* Officers (1942-1943) Cot- John Stilwell, president L W. Uaun), Vice-President for Finance and Treasurer G. T. HmnurB, Vice-President for pinmmee emd Treasurer, B. B. McCcuoch, Assistant Treasurer Waited S. Padoe, Vice-Presadait for Industrial Safely Asst. Ljcw R. P* vj Vice-President for Transportation Xa. V. Roswnex, Vice-President for Home and Farm S*I*y Judge Lee E. Skeel, Vice-President for Community CoondU ft T. Solekstex, Vice-President for Membership Lf-w 19 J. Scuenson, Vice-President for Public Safety D*. Lewis A. Wilson, Vice-President for Education Ned H. Deamoen, Executive Vice-President, Managing Director and Secretary R. L. Foaiftr. Assistant Secretary Officers (1943-1944) Col, John Stllwell, President I. W. Muj-aed, Vice-President for Finance and Treasurer G. H. HcmiUTH, Assistant Treasurer B. B. McCulloch, Assistant Treasurer 'Habold L- Mined, Vice-President for Home and Farm Waited S- Paine, Vice-President for ledostry Judge Lee E. 5keel, Vice-President for Local Safety Organizations R. T. SoaofsON, Vice-President for Membership Da. T. H. Heauj, Vice-President for Schools and College* L^sii"' J- Sorenson, Vicc-Prcaident for Traffic Lew R. Palms*, Vice-President for Transportation Ned JEL Deaembk, Executive Vice-President R, L Forney, Secretary THE EXECUTIVE Members Donald B. Armstrong, M.D., Metropolitan Life Insurance Co., New York-City. J. L Banash, Consulting Engineer, Chicago, 113. Wallace N. Barkis, PUllman-StancUrd Car Manufacturing Co-, Qncago, DL Focjee Becker, Rhinelander Paper Co., Rhinelander, YVia. L. J. Benson, Chicago, Milwaukee, St. Paul & Padfic Railroad, Chicago, Hi C W. BgacquisT, Hinsdale, 10A. J. R. Curtis, Portland Cement Association, Chicago, 111. Mo H. Dearborn, National Safety Council, Inc, Chicago, 111. R. E. Donovan, Standard Oil Co. of California, San Francisco, Calif. James L. Feesea, American Red Cross, Washington, D. C Julian H. Harvey, National Conservation Bureau, New York City. T. Lyle Hazlktt, M.D., Westinghousc Electric Sc Manufacturing Co., East Pittsburgh, Pa. H. T. Healb, PH.D., Illinois Institute of Technology, Chicago, UL W_ A Jarvis, Chase Brass & Copper Co. Inc., Waterbary, Conn. W. Dean Keefe*, Lumbermens Mutual Casualty Co., Chicago, III. jQUif E. Long, The Delaware Ik Hudson Railroad Corp-, Albany, N. Y. J. Woxajus Loro, Atlantic Refitting Co., Philadelphia, Pa. Thos. H. MacDonald, Public Roads Administration, Washington, D-C I. W. Millard, Industrial Gloves Co. Danville, 1IL Harold L. Mines, E. I. da Pent dc Nemours & Co., Wilmington, Del. ~ John J. Nash, Office of Secretary of State, Springfield, 111. Euot Ness, Federal Security Agency, Washington, D. C. Walter S. Paine, Aetna Life & Affiliated - Companies, -Hartford, Conn. C E. Pkttooke, American Mutual Liability Insurance Co., Boston, Mass. iv BOARD (1943-1944) At Large R, J, BncaLTRO, Mew Haves Trap Rode Co. New Haven, Cootv Coe. Huny A. R*w**fcx*. 3rd Civilian Defense Region, Baltimore, Md. A. V. Rqswxdd, Duluth, Missahe St Iron Range Railway Gv, Duluth, Hina. Junes Let. E. Sro, Appellate Court, CJcTcLrvdr Ohio. TtnwotK F. Surra, Oliver Inn Sl Steel Cbtp, Pittsburgh, Pa. R. T. SoutMSTKN, Elliott Service Co, Near York Gty. LksUK J, SgWtnSON, City Traffic Engineer,. Chicago, RL Col. A. A. Stmabux, Chicago Rapid Transit Co., Chicago, IlL Cov Jobs Sulwizx, Consolidated Edison Co. of New York, Inc., New York Cry. C H. Watsow, Brookfield Center, Coon. Wh ijam B. Way, Radio Station KVOO, Tulsa, Olch. V. A. ZtMMix, XJ. S. Department of Labor, Washington, D. C. . (Representatives of the Conference of Local Safety Oifunttnos) Geoscx M. Bukns, Kansas City Safety Council, Kansas Oty, Ho. G. A. Hsusza, Henry Vogt Machine Co* Louisville, Ky. L. E. BacBuvkc, Massachusetts Safety Council, Boston, Mass. Russzxi. E. Pexxzy, Stndebakcr Corp., South Bend, lad. ' Ftoo H. Rosuxans, Newark Safety Council, Newark, N. J. Heotcy G. ScsAnrKia, Schaffner Brothers Co., Eric, Pa Cabi- L. Smith, Greater Cleveland Safety Council, Qmhnd, Ohio. (Representatives of tbe Conference of Sections) W. F. Biown, Consolidated Edison Co. of New York, Inc, New York City. D- C Duncak, ApysfeAafl Electric Power Co., Bloeficldf, W. Va. R. H. Fwguson, Republic Stcd Corp., Cleveland, Ohio. W. A. HazaM), Bethlehem Steel Co., Bethlehem, Pa_ Wuis MacLaouam, Electrical Employers Association, Toronto, Out*, Canada. Lt. Col, R. C Stxattok, Safety & Security Brandt, Chicago, 1U. C. E. WoouEYEK, General Motors Corp., Melrose Park, ISL VI Safety Takes The 1943 National Safety Congress--the Second In World War II--was.a larger and more significant gathering than any of tbe preceding thoty-one Congresses. It was die culmination of a year's activity in all fields of safety that exceeded the achievements of any previous twelve months. Tbe year's achievements and the suc cess of tbe Congress were possible only through the increased safety activities of scores of organizations and the new in terest thus aroused among thousands of individual citizens. In the words of Presi dent John StihrcD of the National Safety Council, when be welcomed delegates to the Congress, the nation generally had come to realize that accident prevention h "soon than a great humanitarian obliga tion and an important aspect of good busi ness; it is a* Mbptsnble means to sunrTvaL" The identification of the safety move ment with the war program ii well feaoostntfd in the successive slogans of the last three Congresses: 1941--Safety for Defense; 1942--Save Manpower for Warpower; 1943--Stop Accidents--Speed Victory. Congress delegate* in every field of safety 1K to tbe 1943 convention to team bow accidents could be stopped and victory achieved sooner. They came'from the Aitatd Forces, from war plants in every section of the cocktry, from public agencies charged with traffic and indus trial safety rcagcosiMlitify, and from seamy other types of organizations. Men from tbe Armed Forces could be found in numbers at practically every ses sion. A .special Army Session brought together hundreds of Army men bavins direct or supervisory responsibility for safety. Top-ranking Army and Navy offi cers were honored at the Congress Banquet. To the 1943 Congress also came men and women in non-industrial fields, to find out what their organizations could do to help meet tbe nation's accident problem. The attendance of these people reflected what bad been going on throughout the year--a carefully planned program of securing the interest and cooperation of every organization m a position to influ ence its members is seddent prevention. This attendance was a most favorable sign. It reflected tbe National Safety Council** policy that safety can succeed only by the cooperation of everyone--that no oae organisation can do the safety lob alone. The CouociYs program during the year reflected expansion in many directions, three of which are outstanding; First, the establishment of regional offices in New York, Chicago, and San Francisco; sec ond, closer cooperation with chartered community safety councils; third, a defi nite policy of encouraging: every organiza tion to its own safety job. Two structural changes is tbe Council during the year were of considerable im portance: the staff reorganization of June, 1943, sod the adoption of a new Consti tution and By-Laws at the 1943 Congress. The staff reorganization provided, under the supervision of the Executive Vicepresident, for a General Manager, a Gen eral Secretary, Department Managers, and Division and Regional Director*. Five major staff departments were created: Program, Public Information, Sales, Serv ice, Field Organization. la rrplacing tbe old By-Law* of tbe Council, the member* voted at tbe Annual Meeting to adopt a Constitution, dealing YU The Offensive with the objects of the organization, the methods of its control, and the privilege* of its members, and By-Laws, which cover essential operative details. To insure stability, the former can be altered only by direct vote of the members; to insure flexibility, the latter can be amended byaction of the Executive Board after doe consideration. The year ending with the 1943 Congress also saw the successful completion of the Council's campaign for contribative money, carried on through the War Pro duction Fund, and sponsored by the Coun cil's Trustees. Throughout its history, the Council has recognized the need for safety activity on a national scale, beyond membership serv ices. In other words, a great roany'orgaa'izations and individuals that need assist ance and stimulation in carrying on safety work are not, at least in the first instance, willing or able to pay for such assistance. Such work by the Council has, in the past, been limited by financial resources. Industry's contributions to the War Pro duction Fund few the first time provided substantial amounts of money for carry ing on the Council's public service program. While the War Production Fund was discontinued as a separate entity on June 30, 1943, a campaign for pahlie service financing will continue, under the direc tion of the Council's Trustees. The vital public service program inaugurated in 1942 and 1943 must be continued during the war and on into the post-war period, if maximum results in accident preven tion are to be secured. In evaluating the 1943 Congress, and the year which it climaxed, the existing accident situation"must be taken into ac count. Comparing the first six months of 1943 with the same period of 15141, the accident situation vras as follows: 1. All accidental deaths--down 7 per cent. 2. Deaths of workers on the job--no change, despite a 17 per cent in crease in man-hours worked. 3. Traffic deaths--down 41 per cent 4. Public deaths, other than traffic?-- down 9 per cent. 5. Home deaths--increase of 4 per cent. These comparisons show that definite progress has been made in- the battle to reduce accidents, but much remains to be dome. The 1943 accident death toll in the United States is still likely to exceed SUUO. The expanded safety movement, de scribed at greater length in the addresses by President Stzlvd] and Viee-PreshSem Dearborn gives promise of greater redac tions in accidents because more people and more organizations will be working at the job. The promise, however, will be ful filled only with the continued and enthusi astic efforts of the men and women now pledged to safety leadership, and the added support of thousands of other individual* who wtQ accept safety responsibility for themselves and for groups and organiza tions whose activities they are in a posi tion to influence. Safety, indeed, took the offensive daring the year which culminated xn the 1943 National Safety Congress. In the words of President Stilwell, addressing the dele gates, "so long as we follow the pattern of progress we now have established, the Safety Council and the safety movement will continue to grow in stature, strength and effectiveness." Using The Transactions Each edition of these Transactions is a library of safely experience. Hundreds of men and women--leaders in industry, trans portation, insurance, and governmental agencies--give the best of their knowledge and background to the cause of accident pre vention at the Annua} Safety Congress. This knowledge and experience, accumulat ing year after year, is of great value to pro gressive industrialists and fcumcssmexL Flea of Anvtagemecit Safety ideas, topics, and problems, as well as personalities important in the field of safe ty, can be found fay reference either to the Table of Contents or to the Index at the end of the volume. The Table of Contents lists (a) General Sessions, (b) Subject Sessions dealing with problems common to many industries, (c) Industrial Section meetings. Subject Sessions and Industrial Sections are arranged alphabetically. In the bod? of the book the several meetings of each Indus trial Section are printed as they appeared in the daily time schedule of the original pro gram. The detailed alphabetical Index makes it easy to find specific safety material. It lists hundreds of hems in three ways: (a) sub jects discussed, Le^ absenteeism, dusts, safety shoes, welding; (b) speakers, to the case of formal papers. Speakers' tibmes are printed in italics; (c) Industrial Sections, it, Chemical, Construction, Food, Marine; etc. Under each Xntiosfriai Section arc listed the sabjccts of its complete program. Way* to Use the Transaction* Salve accident problems of foremaruhip, protective clothing, dermatitis, welding oper ations, ventilation, substitute materials and many others. Special war problems receive emphasis in the sessions on Off-the-Jcb Accidents, War Conservation of personal Protective Equip ment, Wartime Fire Protection, and -Women in War Industry. The Early Morning Classes (Package Training for Safety) stress the proper approach to employee training problems faced by all recently ex panded Industries. Speech-Smoking materials are abundant for the safety director or business executive who is scheduled to speak on accident prevention, other in his own organization or in the com munity. He will find excellent examples of safety talks in these pages, as well as author ities and quotations for use in plant publica tions. releases for local publicity, and poster and bulletin board materials. Outstanding safety leaders are powerful in fluences in the promotion of the national safety movement. As officers or members of the Cornual's Industrial Sections or as public officials, they can be helpful in organizing safety programs. Their points of view on many questions are in the Transaction. The National Safety CounciPs services and the national safety program will be better understood through frequent use of the Transactions. A survey of the material con tained in this volume will give a better com prehension of the growing power of the safety movement and of the menus by which that power is expressed. 'viti Annual Meeting o Members MONDAY MORNING SESSION October 5,1943 The Annual Meeting of Members of tbe National Safety Coaoc3, at tbe 32nd Na tional Safety Congress and Exposstson, was catted to order in At Grand Ballroom of tbe Sbraaa Hotd Chicago^ with Coked Joioi Stdatfit Preukmt, g<uM ing. Futtowiag tbe tep*g of Ae Star SpfVi Baanrr by tbe twrnlhii dele gates, Coked Stbwl lawrurvd a qaanm ytwet, In person or by poxy. It w tebf to Capcere with tbe nffif of tbe <ol; aba to dispense with tbe read iaf of tbe aenet of de ptriwi Aaastl bad affiaad dm Inet tort of Efcc- ban for He ntrtar G. M. Barns, dourms; Marry H. Bcaieni tad Walter L Fox, He then catted npon lodge Harry EL Farter, chairman of Ac Noaaxnatmg Cornnirtw for Directors, to make Ins re port, nrbleb was as follows: "Tbe Nomaaafcxng Committee for Direc tors cowiited of; Jndge Harry H. Porter, chairman; J, Fred Berry, p. K. BodueU, H. G. Heasel, and Dwight M. McCracken. "It w?s tbe agreement of the committee that tbe Directors whose terms expire this year should be re-elected for the three-year term. la accordance with the By-Laws, their names were published to the entire membership through print ing in the August issue of the NATION AL SAFETY NEWS. "No other nominations for Directors were received by tbe Secretary of the Council. Mr. President, therefore pro pose the following persons for election to the Board of Directors for a three-year term: W. H. Cameron Harry Gmlbert D. B. Chant Frank H. Harrison Ned H. Dearborn G. T. BtfimsA C W. Denpeqr C L. LaFo--tiinr. lames B- Doxxgfas Harold F. Eaiows Howard B- Fonda W. A Grifiw EL J. Griftth Thos. H. MacDonald R. 5. Motley G. H. Pfeif A V. Rohweder Frank T. Sheets" Vu nidi m StiHreB stated that, under the pro twinan of tbe By-Laws, no additional neeamncaons cadi be made, It was voted that dbr Secretary be directed to cast one Idbt bar tbe candidates named. IVtiHnt Scihedl stated that C. W. DrrggsiM, Water S. Paine, and Leslie J. *Trwi arm ted teen appointed a* proxies. He asted G. M. Bsr&s, chairman of the Tsijtdkai of Election, to report the vote of tbe proxies. Mr. Burns reported as follows: "On tetetf of tbe Inspectors of Elec tion, I wish so report that 3,799 proxy >OH* hnt been cast u favor of the Di rector* a* aommated. and none against." At this post, President Stilwell gave his instal report to tbe members, which is printed below. Following his address, the President catted upon Ned H. Dear born; Executive Vice-president, for his annual report, which is also printed be low. President StihreB then stated that im mediately after the 1942 Congress, he had appointed a By-Laws Revision Commit tee, consisting of C W. Bergquist, chair man; Jtattcn H. Harrey, John E. Long, Walter JS. Paine, and C. E, Pettibone. After referring to the committee's careful studies and extensive dtscn&stous durrnjj the year. President 5tilwell called opor Mr. Lang to report in behalf of the com* mittee, Chairman Bergquist being absent on account of fltness. Mr. Long assured tbe members tba his committee ted worked conscientious!: at the job of improving and clarifying th structure of the Council, through the nei Constitution and By-Laws. He express* I 2 32nd National Safety Congress, 1943 his belief that the new instruments were a considerable improvement over (he old ones, and that if further changes were considered desirable they could be made at the will of the members. conflict with the new Constitution and By-Laws, until different ByLaws, Special Administrative Regu lations or polities are adopted by the Executive Board." He referred to the fact that a statement' The motion was seconded, and there was covering the moat important features of no discussion. President Sttlwcll pointed the neve Constitution and By-Laws had out that the adoption of the new Constitu been sent to all Council members on tion and By-Laws would constitute, in September 1, 1943, and that the complete effect, a revision of the present By-Laws, documents had been given to all those at as provided for in Article XIII, Section 1, tending this meeting. Mr. Long then of and that such a revision required affirm fered tl>e following resolution: ative vote of at least two-thirds of the "I move that the present By-Laws of quorum of members present. the National Safety Council be repealed President Stiiweli stated that members upon adjournment of the meeting of the of the Council had been naked to indicate Board of Directors on October 5, 1943, whether their proxies should be voted for and that in their place there be adopted or against the adoption of the new Consti the Constitution and By-Laws prepared tution and By-Laws, and had been told by the Committee on Revision of By- that if they did not cut's specific vote on Laws of the Executive Committee, which this point, the proxy would be voted in were approved by the Executive Com favor of Its adoption. He thereupon asked mittee on -August 9, 1943 and published, C. U. Burns, the chairman, of the Inspec in outline form, to the membership of tors of Election, to report the vote, which the Council on September 1, 1943, with he did, as follows: the following provisions: **On behalf of the Inspectors of Elec 1. The elected members of the Execu tion, I wish to report that 3,799 proxy tive Committee, as constituted when votes have been cast in favor of adopting the new Constitution takes effect, the New Constitution and By-Laws, and shall become the Executive Board in favor of Mr. Long's resolution estab under the new Constitution. lishing the time and manner in which 2. The Executive oBard shall hold 'its they shall become effective." first meeting at 3.-00 p.m., October The President asked for any negative 6, 1943, in the Sherman Hotel, Chi votes, of which there were none, and cago, Illinois, and at that meeting thereupon declared the motion adopted. shall elect six additional members He then thanked the members for their vyho shall be Past Presidents of the CounciL At its first roeerins. the Executive Board shall also elect Trustees within the limits of the Constitution, one-third to serve until the first election under the Constitu tion, one-third until the second, and the remainder until the third such acceptance of the new documents pre pared by the By-Laws Revision Commit tee, stating his opinion that the revised Constitution and By-Laws would enable the Council to function'more efficiently. He thereupon introduced the principal speaker of the morning, C. C. Carlton, whose address "Stop Accidents--Speed election. Victory,** is printed below. 3. The Council shall continue to be gov erned m accordance with such pro visions of the old idy-Laws, Special Administrative Regulations and other polities established iu the past by the Executive Committee as are not in R. L. FORNEY, Assistant Secretary. (Any member of the Council may se cure, upon request, a copy of the new Constitution and By-Laws.) Annual ^Meeting of Members What Price 100.000 Lives? By JOHN STILWBI.I. President of the National Safety Council 3 In August, 1941, the President of the United States called upon the National Safety Council to organise and lead ao all-out attack on accidents that were seriously and increasingly impeding war production. The nation-wide expansion of actidcnt-prv?cation activities that has followed has been, perhaps, the most sig nificant development in the history of the safety movement. How this expansion has been made pos sible and some salient activities it has involved are described in the following reports by the President and the Ex ecutive Vice President of the National Safety Council for the year ended Oc tober, 1943, presented to the members of the National Safety Council at the Congress. October S, 1943. I believe all of us who have been actively interested m the safety movement have been aware for a good many years that the importance of this movement was not adequately recognized or ap preciated throughout the country as a whole. We have known that the accident problem with which we were concerned was clearly and demonstrably of major importance. \Ve have known that it necessarily affected the Interests of both the public and the average individual to a for greater extent than did the problems with which many other great national movements were designed to deal. We have known, moreover, that we possessed the technical knowledge and the skills to deal effectively with the ac cident problem---that, given the facilities and resources with which to attack the job, we bad the "know-how" to cut ac cidents almost to the point of elimination. have known, too, that, in terms of professional competence, the safety men and women of this country perhaps ex celled any other group engaged in any comparable undertaking. With the re sources and support they have bad avail able, they'^ave done a job of accident prevention that merits the entire nation's commendation and gratitude. Nevertheless, we have seen other move ments dealing with problems of one-tenth the social sad economic importance of the accident problem receiving many times the support and recognition of the safety movement. And, while seeing this, we have also seen accidents continuing to kill upward of 100,000 persons, injure some 9 million other*, and cause an economic loss of about 4 billion dollars a year. I daresay that every one of us who has ever been associated with'the safety movement has repeatedly though that if he could bring others to see the serious ness of the accident problem as he sees it, if he could only bring them to realize the importance of practicing safety measures --if, in short, he only had the kind of support and co-operation that is enjoyed by many other movements-^-there would be no question about cutting these losses to the vanishing point. To bring about such conditions is, as I believe everyone interested in the matter will agree, the ultimate goal of the safety movement. There are many indications that the recent progress made toward this goal is, perhaps, the most significant develop ment in the history of the safety move ment. To understand the basic pattern oi this progress and its significance with respect to the future of the movement, it is necessary to consider the various steps involved as related parts of a coherent whole. For this reason, it seems desirable to review in this report, the essential develop ments through which this progress has been achieved. These developments have followed a clearly logical pattern. First, in 1940, was the organization of the National Safety Council's Board of Trustees, through whose sponsorship the prestige of the Council was distinctly en hanced, particularly among others in high positions in business and industry, and 4 32nd National Safety Congress, 1943 through whose influence . was estab lished to the country's p.;.cipal sources of leadership and financial support And finally there Is the growing evi dence that the safety movement, through the powerful influence* and forces being mobilized behind it, is definitely on its Second, was the Proclamation by the way to attaining the strength, the stature, President of the United States in 1941, and the recognition that its importance calling upon the Comtes! to mobilize the safety forces of the country m a concerted campaign against accidents, and publicly preparing the way foe the Council to seek the necessary co-ooperatkm and financial support on a national scale. Then came a new administration in the Council through the appointment of an Executive Vke President with a broad vision of the place of safety in oar national Hfc, with sound administrative ability, and with exceptional qualifications for formulating policies consistent with the Council's enlarged responsibilities sod for interpreting the safety movement to the country's leadership as well as to the general public. Next was the nation-wide public rela tions and fund-raising effort conducted by the War Production Fund to Conserve Manpower, through which the controlling deserves. Let us now review these developments in their logical order: Four years ago, it was apparent that the1greatest need of the safety movement generally was closer contact with the top leadership in the social and economic life of the country. The movement bad within its own ranks plenty of technical skill, abundant enthusiasm, a high degree of technical cotnplctctux. But it had been trying single-handedly, so to speak, to per form a task that required outside co operation on a gigantic scale. It was obvious that, to develop a movemeet of snffident size and strength to deal effectively with our high accident prob lem, the most powerful influences avail able bad to be enlisted in the task. This was necessary for gaining; anything like an adequate degree of public recognition officials of thougads of the most impor and acceptance. It was necessary for gain tant imsbess and industrial concerns throughout the country were acquainted with the need for an expanded safety movement, wide recognition of the impor tance of tiie movement was gained, and substantial financial support for enlarging oar program of action was obtained. ing financial support. It was necessary for gaining the co-operation of the press, the radio, the magazines, the motion piccore#, and of volunteer groups and agen das on an adequate scale. The first step toward solving this prob lem dearly seemed to be the organization Then there has been the Council's of a Board of Trustees, composed of men organic growth of recent years--the in of national standing in the business and crease in its membership, the enlargement industrial fields; and, after amending the of its staff, the establishment of regional By-laws to permit such action, that step offices, the inclusion of community safety . was takes. Today this Board consists of: organizations as integral, though auton omous, parts of its national structure under a unification plan. Then the expansion of the program of safety activities, the. extensive co-opera tion with other groups and agencies, the increasing volume of services and mate rials, the constantly widening coverage William A. Irvin, former president United States Steel Corporation-- Chairman WuUhxop W Aldrich, chairman. Tib Chase National Bank of the City of New York Sewell L. Avery, presides*. Most- of all parts of the field. goraery, Ward & Company Next are the rapidly accumulating evi dences of the efforts of this expansion of safety activity upon the accident situation, indicating that the results are beginning to be felt widely throughout the nation. Morgan B. Brainard, president, Aetna Life Insurance Company William G. Chandler, War Production Board Annual Meeting of Members 5 Howard Cooaley, chairman, Walworth Company Benjamin F. Fablers, president. United States Steel Corporation Walter S. Gifford, president, American Telephone ft Telegraph Co. EL Roland Harrmran, of Brown Bros. Hardman ft Company Thomas L Parkmsoo, president. The Equitable Life Assurance Society of the United States Robert C Stanley, president. The Inter national Nickel Company of Canada, Ltd. Thomas J. Watson, president. Interna tional BnnntM Machines Corp. Charles E. Wilson, vice-chairman. War Production Board and myself Through these men, the National Safety Council--and, with it, the entire safety movement--now has access to any section of the business and industrial leadership of the country, as well as to the nation's most important sources of influence and wealth. Doubtless many of you, aware of the great importance of the safety movement and seeing other movements enjoying many times its acceptance and support, have often asked yourselves what those movements have had that the safety move ment has lacked. Our Trustees, I think, arc your answer. Although we have a long way to go before our movement attains a degree of recogni tion and support commensurate with its importance, these men are supplying, in ever nscrcarTug measure, precisely what the safety movement has most lacked and root needed for many years- They pro vide the key to the kind of leadership necessary for enlisting the sort of forces sad influences required to baQd & great national movement. The first practical demonstration of this was fa the enlistment of a leader for the War Production Fond to Conserve Man power. There was a real qnd urgent need for a large-scale expansion of acodeotpreventioft work throughout the country. The President*# proclamation had pre pared the way for seeking support for such an expansion. But an order to seek such support with any hope of success, a spokesman capable of comsnaiidin ^ the attention of business and industrial ' 'er* everywhere in the country vena# needed. Any man of such stature inevitably wants to know a good deal about a movement before he becomes associated with it. In particular, be wants to know who rise is associated with the cmdertaidag, with whom he will be allied in the effort; and be forms his judgment to a considerable extent upon his knowledge of the caliber and standing of the other# who are spon soring the cause. The fact that such men as 1 have men tioned were officially identified with the Council, therefore, was in important fac tor in making possible the enlistment of an industrialist of the national stature of Mr. William A. Irvin, as the chairman and leader of oar first major effort to ob tain wide recognition and substantial fi nancial support on a contributed basis. What this meant to the Council and to the safety movement in general can hardly be over-emphasized. The War Production Fund to Conserve Manpower raised ap proximately $2,500,000. It brought the im portance of the safety movement, as a cause affecting the public interest, to the attention of about 41,000 company beads throughout the United States. It ac quainted the senior executives and boards of directors of a great proportion of the country's largest corporations with the need for a broad-scale expansion of acci dent-prevention work, and with the rea sons for giving support to such a pro gram. It brought about the participation in the safety movement of 1,076 leading representatives of all fields of business and industry in all sections of the country who served on its committees. It was responsible, through the 9,000 mile na tion-wide tour made last winter, by Mr. Irvia, Mr. Dearborn and myself, for stBBalztnig community safety interest and activity in many important centers and for OttbUmoK the leading elements of these centers behind the national safety move ment and behind their local safety pro grams. It brought about the co-operation of the country's leading newspapers, magazines, radio systems, trade publica tions and motion picture interests in 6 32nd National Safety Congress, 2943 bringing the importance of safety to pub lic attention on an unprecedented and na tion-wide scale. The significance of the financial support obtained in this campaign extends far be yond the immediate dollars-aed-ecots valuer Derived exclusively from business and industry, this support represents the recognition of responsibility for support ing the safety movement on the part of some thousands of the country's most important companies to which the matter had never before been presented in a similar light. This means that a new un derstanding of the significance of the safety movement, and of the necessity of broad-scale, coordinated efforts has been developed among a considerable section of business and industry. It means estab lished access to and closer relations with many of the most important elements in the nation's economic life. It means a tangible start toward gaining the type of recognition and support and influential backing that is required to make the safety movement genuinely great. It means that the way for developing a truly strong and effective safety movement in this country has been prepared. The man primarily responsible for these accomplishments, and the man to whom the Council and the entire safety move ment owe the greatest debt of gratitude, is William A. Irwin, who served as na tional chairman of the War Production Fund and is a tower of strength to the entire movement. To meet the vastly enlarged' responsi bilities entailed by the developments of recent' years, the Council has, naturally, made a number of important changes af fecting administration, organization and policy. Most important, of course, has been the appointment of Ned H. Dearborn as Executive Vice President. A few months more than a year ago, we en trusted to Mr. Dearborn the responsibility of seeing that a nation-wide program of accident prevention, on a scale unprec edented in the history of the safety move ment, was developed and set into motion --and practically at once. In short, we gave him something like a five-year job to do in about as many months. The results sqoo showed that wc gave this job to the right man. Not only has Mr. Dearborn shown himself to be an administrator with exceptional ability, with a broad understanding of the prob lems involved, hut be has also, as a spokesman or an interpreter of the safety movement, shown a rare ability to win confidence and friends for the Council among people in *8 walks of life from coast to coast. In conformity with the larger respon sibilities involved, the policy of the Coun cil .has undergone a fundamental change under the new administration. The Coun cil is no longer primarily a membershipservice curganizatape, concerned mainly with supplying materials and aids to its own members. It is today a public service agency, devoted to advancing every phase of safety in every part of the national life. Perhaps the most dramatic reflection of the tcffect* of the various developments and changes I bare mentioned U found in the growth of the Council during the past four years. Here are the facts: Four years ago, the Council had 5,160 memberships. Today it has 6,02-3. The annual dues from members were $340,125- Today they am $502^41. The membership cancellation rate was 6-7%. Today "it is 4.9%. In 1939, the Council's total annual ex penditures were $840,684. This year they arc estimated at $2,008,600. ' The Council's total income then was $892,899. Thu year it is estimated at $2,062,640. Four years ago, the Council's unex pended membership fees and membership guarantee funds totaled $160,000. Today they total $600,000. With the increased strength it has gained and the additional funds that have been made available to it, the Council has set in motion activities affecting the safety of millions* of people. And we are finding constantly accumu-. fating evidence that the effects of continu ally expanding safety activities are being felt throughout the social and economic life of the country. For example: '.annuo/ Meeting of Members 7 A comparison of the first six months of this year with the corresponding period of 1941, when the President asked the Coun cil to undertake its expanded program, showed: The all-accident death toll down 7 per cent. The rising tide of deaths to workers through on-the-job accidents entirely halted, in spite of new personnel, and a 17 per cent increase in man-hours worked. Traffic deaths down 41 per cent, largely due to wartime traffic restrictions, but also in part to public cooperation. Public deaths, other than traffic, down 9 per cent. Home deaths from accidents up 4 per cent. The experience of many of the Federal groups and agencies with which the Na tional Safety Council has been actively cooperating in training safety personnel and planning and organizing accident-pre vention programs has shown a pronounced downward trend. Explosives plans, under regular inspec tion by the Chief of Ordnance, cut. their accident frequency rate 42 per cent and their severity rate 74 per cent in the first five months of 1943, as compared with the same period last year. The joint accident prevention program of the United States Navy and tbc United States Maritime Commission cut the in jury frequency rate in private shipyards almost 20 per cent xn the first four months of 1943. The accident rate among students and P&ots of the United States Army Air Force has been brought down to the point where 9$ oat of every 100 pilots arc bring; trained without injury of any land. And the Air Service Command's safety pro gram for ground personnel eat injury rates at control depots 21 per cent in the first half of 1943. Following the organization by the Pro vost Marshal General and the service com mands of a safety program designed to reach every plant producing war material for the army, injury rates in these thou sands of plants were held constant, despite increasing employment and replacement Of experienced by inexperienced workers in the first five months of 1943. From industry have come records of hundreds of companies showing accident rate reductions of from 10 to 60 per cent and more, in 2942, as compared with 1941. In the field of traffic and transportation, 43 states and 200 cities cut their accident tolls by at least 25 per cent in the first Half of this year, and in 29 important cen ters, cuts of 39 per cent were acconv plished. These reductions cannot be at tributed entirely to wartime traffic re strictions, since many communities cut their tolls in the face of* unusual traffic congestion caused by war activity. In the relatively few sections in which well organized programs of home and farm safety have been in operation for a sufficient length of time to provide indica tions of results, the signs are distinctly favorable. In the light of all the foregoing evi dence, I think it is obvious that we are on the right road toward building a safely movement of sufficient size and strength to cut to a fraction of their size" our enormous accident losses. And in the light of the developments through which our movement has attained the growth and progress shown of recent years, 1 think the sources from which we must continue drawing strength and support are obvious. There is too much at stake for us to turn back now.. Within the next decade, the lives of nearly a million Americans may depend upon our procedure. We must not go back to trying to do this country's whole safety job practically alone. In a very real sense our, national accident toll of about 100,000 lives a year represents the price we have been paying for trying to do this job without adequate aid. We need all the help we can get. We need the press, the radio, the maga zines behind us. We need public accept ance. We need money. We need the support of the' country's most important men. -We need business and industrial management actively on our side. We need the cooperation of all national or ganization*- 8 32nd National Safety Congress, 1943 So long as wc continue to retain and strengthen the relations that we have thus tar developed with the I'adcrship of the country'* social and economic life, we need have no concern about post-war problems. So long as we follow the pattern of prog ress we now have established, the Safety Council and the safety movement will condone to grow in stature, strength, and effectiveness. Tli* Attack out Accident* By NED H. DKAJtBOKN Executive Vk* Prxxident, Nltfionjd Sxicty Council Slightly more than two years ago, the President of the United States called upon the National Safety Council to mobilize the safety forces of this country in a concerted attack on accidents that were impeding the war effort. The resultant expansion of accident-prevention work, organized, activated and guided by the has become the most significant development in the history of the safety movement. The purpose of this report is to summarize some of the highlights of development for the past year. Over-AH Growth During the year ending August 31, 1943, the staff of the National Safety Council increased from 165 to 225 members. The total expenditures for tire same period amounted to *1,930,000, which was about doable the budget of the preceding year. Other* indications of the extent of the in stitutional growth necessitated by the ex pansion of program activities during the past year have been: Council memberships np 10 percent--to a total of 6,013. Membership dues up 11 percent--to a total of $502,000. Distribution of posters op 10 percent-- to a total of 6,000.000. Distribution of Safe Practices Pam phlets up 69 percent--to a total of 305,000. Monthly circulations of Council publica tions up from 15 percent to 56 per cent. Distribution of slide films and records op 380 percent'--to a total of 12,230. Distribution of pew-activity materials, covering borne and farm safety, off- the-job safety, and special promotional efforts conducted by the War Pro duction Fund--5,449,000 pieces. Safety and the General Public The redaction of accidents among the American public involves modifying the attitudes and habits of thought of some 130 million individual?. Since the attitudes and thoughts of the average individual are influenced to a considerable extent by what be reads in his newspaper and what be hears over his radio, the Council has greatly increased its use of these media for influencing individual and collective opinions- During the past year, for ex ample, the Council has carried on the most extensive newspaper publicity campaign in its history. There were 203 releases of news stories, 67 os features end editorials, 212 cartoons, and more than 200 news photos. The mailing lists on these ranged from 2,000 to 10,000 newspapers; 21 syndi cates and press services also were covered. Indicating the wide acceptance of Coun cil material, a test run on our Grade Crossing Campaign showed that more ban 5,000 newspapers were using an aver age of more than three stories each on this campaign alone. Radio time devoted to safety was sev eral times greater in 1942-43 than in the previous year. The Council and its work were featured on 62 network presenta tions, including sneb programs as "Array Hour," "Fibber McGee and Molly," "Breakfast Club " "Club Matinee," "Vic and Sade," and many others. One hundred eighty-boor safety features are known to have been used in local broadcasts, and it is estimated that more than 40,000 spot radio announcements on safety were used. Annual Meeting of Members Altogether, radio safety time during the year is estimated at 702 hours. Safety tas been featured more than ever before in magazines of national cir culations, such as "Collier's," "Saturday Evening Post," "Good Housekeeping," "Ladies' Home Journal,*' "Cosmopolitan," and others. Daring the year, more tbaa 500 feature articles and ZOO technical arti cle* to magazines and trade journals wcm released. In addition to this use of Council mate rial by others, the circulation and influ ence of the Council's own publications have greatly increased. These include seven monthly magazines (total circula tion, 725,000); 312 posters yearly (circula tion more than six million}; the Annual Safety Calendar (circulation, 430,000): and more tfan 100 separate brochures, folder* and pamphlets. Wartime Industrial Safety Many of the major industrial concerns now in war production have utilized the Council's facilities for years in caryrmg out extensive safety activities. New war production industries, also, have found in the Council's services the technical and educational materials they needed to or ganize and effective safety pro grams. While Mwuamp and improving serv ices to iH industries, the Countil has given speciaJ to certain key industries where the need for extra assistance has frrrff most urgent A few examples wHi serve to iBustrate: Early m 1942. the United States Mari time Ombiuisim called upon the Council to investigate the accident experience of the shipyards and to supervise the organ ization of a safety program. One of the Coenffi engineers was made Chief Safety Consultant for the Commission, an effi cient safety organization was developed, and of the country's shipyards now have the benefit of the Council's technical and educational materials. The Ah- Service Command of the United States Army Air Forces has been given cooperation. In each of eleven control area depots, and in the majority of the 250 sub-depots, there is a well organized safety program and the Council's technical and educational mate rials have been made available throughout the organization. In cooperation with the United States Department of Labor, the Council pro duced a scries of "Safety in Foremansfaip" sound slide films, for use in training safety personnel in industry and elsewhere; and more 700 set* of these film* are now in use by industries' and in safety training programs at the high school and college level. Among the various other agencies with which the Council has collaborated in pro viding materials and staff assistance in safety training courses are the United States Department of Labor, the United States Office of Education, a number of officers of the War Department, and the War Production Board. Cooperating with the War Department, the War Production Board, and safety equipment ^nwfarturvfi, the Council de veloped a program for the conservation of personal protective equipment used in in dustry, which included a series of posters and instruction cards for distribution to war production employees throughout the nation. Demands for safety engineers and safety inspectors in industry have been heavy throughout the year, both from govern ment agencies and from industries operat ing war plants, and the Council's complete personnel files have enabled it to help many companies maintain a high quality of industrial safety supervision. Off-Tb*-Job Safety Since records of recent years have shown that approximately three out of five accidental deaths and injuries to work ers have occurred off the job, the Council has made a major effort to develop mate rials and to promote activities that would enable employers and others to protect industrial employees while they are on the streets, in other public places, and at home. More than a million and a half pieces of litcfature on off-the-job safety have been distributed to industrial concerns during the year. More than 1,000 plant 10 32nd National Safety Congress, 1943 publications have cooperated in using a series of cartoons and feature articles on off-thc-job safety. Fifty thousand copies of a 16-page cartoon-illustrated booklet cn off-duty ac cident hazards to soldiers have been pre pared for distribution m the Sixth Service Command. Some 28 community councils, using materials provided through the home of fice, have cooperated with the National Safety Council in conducting local off-thejob safety campaigns. Traffic and Transportation Despite the fact that traffic accidents have declined for the nation as a whole, 6,500 workers were tolled in traffic in the first seven months of the year, and 230,000 injured. Moreover, the national trend to ward fewer traffic accidents was reversed in certain war Industry centers, where in creased traffic brought more accidents, serious traffic congestion and consequent production delays. To combat this situa tion, members of the Council's Traffic Engineering Bureau have spent much of their time in the field, giving "on the ground" advisory service. This service has helped traffic authori ties and industrial management in these localities to obtain main''rt."i` use of ex isting traffic facilities and to keep acci dents at a minimum. Thirty-four war centers have received this service, among the larger being Rock Island, Salt Lake City, Memphis, Mobile, Peoria, Kansas City and San Antonio. Special assistance has been given to the National Highway Traffic Advisory Com mittee to the War Department, and its state committees, and to the Division of Local Transport of the Office of Defense Transportation. Typical of the Council's collaboration with other agencies in war time traffic projects have been: 1. A study of traffic accidents daring dimouts undertaken at the request of the Office of Civilian- Defense. Super vision and financial support of a co operative project with the Americas Bar Association, which will result in the adoption of standard procedures in the handling of military and war work er traffic violators, without disruption of production schedules or military re quirements. 2. Collaboration with the American Asso ciation of Motor Vehicle Administra tors and the International Association of Chiefs of Police cm a state enforce ment manual covering the organization and operation of state police depart ments. 3. Aid to police departments in maintain ing high standards of law enforcement and administration, through a coopera tive project with the International As sociation of Chiefs of Police, that makes available the free services of trained police personnel to police de partments in cities with concentrations of war industry or military personnel. 4. A .special one-week course in commer cial vehicle safety was developed at the request of the United States Engineers, and cosducted for that organization's civilian personnel who are charged with safety supervision and training of drivers. Other highlights of the traffic and trans port*boot work were the National Traffic Safety Contest and the development of a railroad grade crossing safely program. Forty states and 1,296 cities participated in the 1942 National Traffic Safety Con test, in which major emphasis was placed on wartime traffic measures. Under the direction of a committee rep resenting all interests--transportation, the driving public, and public officials--a balanced program of safety activities was promoted in all states having a serious railroad grade crossing accident problem. In each state the campaign was sponsored and carried on by the State Safety Coun cil or other representative safety organiza tion, or, in the absence of such a group, by the various governmental departments. Stories and illustration* of typical grade crossing accidents were carried by several thousand newspapers and other .publica tions, The success of the campaign is in dicated by the enthusiastic support of state officials and unofficial agencus, and by substantia! reductions in grade cross ing accidents in several states. Annual Meeting of Members U Horn* and Farm Safety Because more fatal work accidents occur in agriculture than in any other industry, and one third of all fatal accidents occur in homes, the Council has greatly ex panded its efforts to combat home and farm accidents. From only one employee in July 1942, the staff personnel assigned to home and farm safety have been increased to eleven, about half of whom now work out of the regional offices. Tins has enabled the Council to establish relationships with scores of national, state and community organizations whose assistance and inter est are necessary to bring about national interest m home and farm safety.* Two top advisory committees have been established on home safety and on farm occupational safety. State-wide commit tees on home and farm safety have been set op in twelve states and are being or ganized in eight others. At least forty na tional organizations have developed home or farm safety programs, or both, with the cooperation and assistance of the Council- Some of the more prominent ex amples of which are: The National Grange,' National Congress of Parents and Teachers, American Society of Agricul tural Engineers, National Council - of Women, American Federation of Wom en's Clubs, American Women's Voluntary Services, American Public Health Associa tion. Through field visits and other assistance, home safety activities have been estab lished or considerably expanded in thirty cities, among the larger of which are New York, Milwaukee, Louisville, Pittsburgh, Minneapolis, Los Angeles and Cleveland. In New York 700,000 home safety inspec tion check lists were distributed. In Cleve land adult home safety classes were or ganized in seventy schools, with an enroll ment of more than twenty-five hundred. Of special interest is the setting up of an experimental laboratory type home safety program in Milwaukee- This, is be ing conducted under the supervision of the Council's Home and Farm Safety Division and is expected to provide valuable in formation on the effectiveness of various methods of promoting home safety. A amfor experimental program on a state wide rural basis Is being undertaken in the state of Indiana. In the field of farm safety, all possible assistance bas been given to U. S. De partment of Agriculture. Special emphasis has been placed on plans for the safety training of new farm workers. The De partment was assisted in drafting two leaf lets and an Instructor's manual which have been distributed to the recruited farm workers and instructors, and to farmers employing emergency help. 500,000 copies of each of the leaflets and 15,000 of the instructors manual were printed and used. Other farm safety developments of im portance havi been: (1) the appointment of a safety committee by the American Society of Agricultural Engineers; (2) the inclusion of safety in a study of farm job simplification, an important national un dertaking financed by the Rockefeller Foundation; (3) the trend of state home and farm safety committees to employ full-time safety men. To give cooperating organizations the necessary "safety ammunition,0 the Coun cil has produced a variety of educational material on home and farm safety. Two bi-monthly magazines were started, one on home safety and one on farm' safety The home safety magazine now reaches some 2,000 key persons in cooperating or ganizations and the farm magazine ap proximately 3,000. Both magazines are designed to keep these key persons in formed of new developments and to stimu late their costumed' interest Woman and Safety Recognizing the potential influence of women in the safety movement, a special staff representative in charge of women's activities has been appointed lo contact leading women's organizations with a view to encouraging them to organize safety committees and to feature safety iu their programs and publications, and at their meetings. Contacts have been established with 17 leading women's organizations, represent ing a total membership of approximately 16,000,000, Arrangements are made to pro vide these groups with publicity and arti cles on safety for their official publications. 12 32nd National Safety Congest, 1943 and assistance is given them in starting home accident reporting surveys, fit pro viding exhibits and consultation sendee for their conventions, and in developing plans for safety programs to be carried on by member units on the local Icrd with sack ocy>s1twst as The U. S. Of fice oi Kdsntios. Awariesa Association of Teachers Colleges* American Voca tional Association, America* Home Econ omics Association and the Motional Edu cation Aaaocfa,:oo. Fast Finding The non helpful Ccmd matrrislt were r-rrV--hts packets, and information Since safety work can be effective only on the inhlgf/ of these pockets was if directed against fundamental causes of sent from the Otfkr of TTdbrstipw to all accidents, the Council's statistical staff has mtcdrsctorsof war woshai training and turned its attention to the development of vocational clucatisa. Fohowing this, per information immediately valuable in the sonal confidences ware held by a Council war safety program. staff iiiirmhrr with state director* of war An example of this is the assistance given to the Air Service Command, to the U. S. Engineers, and to a number of out standing industrial concerns, in establish ing a reporting procedure- by which acci dent reports can be analyzed rapidly and worker training m forty-one states. In ad dition, the Office of Education and the Conned cooperatively arranged fif teen rrj,L^*lf conferences of state school responsible for the transportation oi papih by bos. ace&rately for canscv location, and other Thfc Comffl is working whh the Ameri factors. can Vocational Association on the promo Twenty-two "Accident Facts Memos," analyzing the fundamental causes of acci dents on specific types of equipment in in dustry, have been issued by this Depart ment during the past year. And oat of tion of safety tniml of vocational school tiscbm, and with the American Home Economics Association on a similar proj ect. Twelve states have already been visited in this effort. these studies has come the development With the National Education Associa of "Diagnosis Sheets," by which industrial tion, the Gonad] has cooperated h pro safety directors can quickly determine moting school baa safety, pre-induction what is wrong with their own plants' acci driver trailing, and in many other ways. dent experience, and what can be done to correct it. Through using these sheets, accident records no longer become merely tabulations of figures, but working tools in the accident prevention program. - Xn cooperation, with the American Asso ciation of Teachers CcQtgcs a two-way program has been set up for the purpose of assisting teachers college faculties in meeting th^ safety education problems ThU basic cause information has also brought on by the war, and la conducting been pat to work in the selection of safety a long-term study of safety education in posters^ and in many other ways. the teacher education institution* so that "Accident Facts," the Council's, annual statistical handbook, continues in its posi tion as the recognized authority cm the na standards for such education may be de veloped. Fifty institutions have been visited in connection wish this program. tional accident Situation. .Twenty-four Tbs Council has also cooperated closely thousand copies of the 1943 edition (pub with organizations active in the field of lished in July) have already been distrib safety education nxch as the/ Automotive uted. Safety Foundation and National Coaservation Bureau; rendered cartenAre technical Safety in Schools field service to state and local safety or Acting on the belief that carefully de veloped and continuous cooperation with a selected number of educational organiza tions is more effective than a limited amount of work with * larger number of groups, the Council has worked closely ganisation cn reviewing, evaluating, and improving flak programs; conducted a comprehensive survey of the safety edeca- tbo - program of the Detroit Public Schools; and produced and distributed a wide variety of educational materials. Annual Meeting of Members 13 Community-and State Safety Program In developing its expanded program to meet the war emergency, the Council has recognized that, to assure an effective, safety program for the nation, there must, be iocreasmgly effective community and state safety argafixzatioo. Accordingly, rigorous steps have been taken to strengthen esisring crg&slzatkmg and to build new ones. These steps have inefaded: 1. Organization of a field staff to'assist existing coearih and help organize new ones. These representatives are now working oat of the various regional office* of the Council, making possible a close and continuous contact with cities and states to their regions. 2. Establishment of cooperative arrangemeats with chartered ctraaciU whereby the national organization will be able to "steer* focal Council activities in the most effective directions. Most of the 37 Class A Councils have already accepted tins closer relationship. 3. Extensive assistance to state and com munity safety organizations through field service. Thirty-eight state* and more than SO ritie* were visited during the year, on matters of organization, financing and program. 4. Approval by the Executive Committee last August Of a plan in principle, whereby a coommwny safety organiza tion would operate as an integral part of the National Safety Council, partici pation in both national and focal serv ices to be secured through one mem bership, Definite arrangements for putting this principle into operation are mow being worked out. 5. Cooperation with state and community council* in promoting forty-six regional and local safety conferences were con ducted throughout the nation last year. 5. Cooperation with the United States Army Engineers in developing com plete community safety programs for two new and very large war plant com munities in widely separated parts of the country. These programs cover iQ phase* of traffic safety, school safety, sod home safety, including ensirwerin* design, safeguarding of equip ment, and thorough programs of safety training and public education. This is the first time in the history of the safety movement that it has been pos sible to incorporate safety standards aad a safety program into the life of a community, from the "blueprint'' stage. While military considerations do nut permit the identification of these com munities and specific discussion of the activities at this time, the procedures followed and the results obtained should be extremely valuable after the termination pf the war. Recognizing that the success of a state or community council depends to a large extent on the competence of the manager, a national Institute of Safety Organization Management was again held in July, 1943. The Institute comprised one week's train ing in the fotmdamentals of safety council organization and management. Instruction was given by focal council managers and headquarters staff personnel. , Regional Office* To make the services of the Council more directly available throughout the country a* a whole, regional offices have been established in San Francisco. New York, and in Chicago. An office has also been established in Washington, D. C., where a representative maiotems regular contact with rations governmental agen cies with which the Council is co-operat ing. The regional offices are responsible for all field representation in their areas, ex cept certain technical services maintained m the home office. Each office has super vision of community and state safety coun cil contacts and development in its area. As the need develops, one or two addi tional offices may be established to keep tiie Council's services abreast of the na tional demand Staff Reorganization A* the Council's activities broadened during the year, It become apparent that some reorganization of staff would bring shoot improved service to members, as well as more effective Runt activities with the Council's growing list of co-operating organizations. 14 32nd National Safety Congress,1943 The ntn plan, adopted in June, 1943, provide*, under the supervision of the Executive Vice President, for a General Manager, a General Secretary, Depart ment Managers, and Divisional and Re gional Directors. There are five major staff departments: Program, Public In formation, Sales, Service, Field Organiza tion. Under the Program Department are six divisions, through . which contacts are maintained with all Council members, and technical services are produced. The units within this division are: Industry, Traffic and Transportation, Farm, Home, Schools and Colleges, and Statistics. The Public Information Department re tains the functions of the former Division of Public Information, including Publicity, Editorial, Art, and Films. The Sales Department embraces four principal fields of operation: Council Membership. Magazine Circulation, Ad vertising and Exhibits, and Miscellaneous Publications. Establishment of this new department is a recognition of the fact that the Council's influence through maga zines and other publications can be in creased tremendously by wider distribu tion of these materials. The Service Department includes the various office management and "manu facturing'* operations in the headquarters office, such as Stenography and Filing, Shipping, Printing, Purchasing, Billing and Membership Records. Also in this department are placed the supervision of Membership Services and the Manage ment of the Annual Congress. The newly established Field Organiza tion Department supervises the regional offices, and is responsible for the Council's relationships with community and state or ganizations, and with local and state offi cials in all fields of safety interest. Statement of Major Policies In developing the greatly enlarged pro gram of the past year the officers and Executive Committee of the Council have operated in accordance with certain major policies and principles, which may be sum marized briefly: A Public Service Program. Prior to 1942, the Council had been primarily a membership service organization. Its publications and services had been largely prepared for its own members, with only a slight margin for gvneral public edu cation and information. The financial support contributed by business and industry* through the War Production Fund to Conserve Manpower has enabled the Council to change that concept. The result ts that the CdtrooT# purpose is now to meet the need for safety t information and safety organiza tion, wherever that need is found. Safety Organization -- National, Reglottal, Yatal During the year, the Coun cil has planned its activities on the prin ciple that sharp lines of demarcation be tween national, regkmal, and local safety effort should be obliterated; that there should be one safety movement The Executive Committee's approval of a plan for Integrating local and National Safety Council membership arrangements was a practical expression of this policy.- Deceutrstixation at National Safety Council Staff and Program. The estab lishment of three regional offices,--in New York; Chicago, and San Francisco---arms a major step toward the realizations of a genuinely nation-wide safety organization composed of regional offices, community and state safety councils, and other safety organizations with a central home office in Chicago. Through these regional offices, the Council's contacts throughout the country--with local safety councils, co operating organizations, and public offi cials--have become mare direct and per sonal and, consequently, more effective. Community Safety CouneSa. All activi ties during the past year have been pre dicated on `the fact that maximum results in accident prevention can be achieved only with a strong safety organization m every community. Accordingly, the provision of assistance through field representatives, the preparation and production of new program materials and the extension of Snanml assistance to ecssssanity safety organizations have been important parts of the National CoudcU's program. Service to Industry. Major improve ments have been mod* during the year in the Council's direct services to industry. Annual Meeting of Members IS The industrial engineering staff has beta enlarged and reorganized, making possible the specific assignment of a staff repre sentative to one or more closely related sections. A plan has also been developed where by afi Sections of the Council can dlsms their joint problems and can bring joint tecoimncPdatkxTg to the Council's man agement. This is accomplished through four meetings annually of the General Chairmen of the Sections. One function of this General Chairmen's group is to recommend sectional representatives for tlection to the Executive Committee of the CocmcxL lf-Awshp im the Council The mem bership of the Council has increased sub stantially dttipf the year. Nevertheless, the officers and Executive Committee are keenly aware of the fact that many more organizations and individuals should identify themselves as "belonging to the Safely CooncD.** This problem has numer ous angle*---bow to reach the small plant, what our policy should be on individual membership*, the nature of membership services, and many others. AU of these are being studied and plans are bring worked out Reference has already been made to the Executive Committee's approval, ia prin ciple, of a "single membership" phn whereby membership would automatically mean participation in both local and na tional programs and services. If industries, public group*, and lndrvidtuJs cuu be brought to understand the importance of activities which can be carried on iu the community. In the state. In the region, and nationally, it is ` felt that there will no longer be any question about their wiilingDcys to support activities at all these levels. Cooperation - the Key to Safety. A basic policy of the Council during the past year has been that safety will be achieved na tionally, not through safety- organizations alone, but by the interest m safety taken by all organizations, both public and private. In other words, a prime require ment for further advancement is to secure the right "multipliers* for the safety idea. Experience has shown os what can be accomplished by a receptive attitude to ward safety on a part of a newspaper press association, a state motor vehicle official, a trade association executive, or a national women's organization. It is our plan 2nd purpose to cultivate the safety interest of every citizen, but we shall concentrate on those individuals and organizations whose influence is greatest. This effort must be a continuing one; it promises great results, because there is an almost universal ac ceptance of the safety idea, once it is properly interpreted. * 32nd National Safety Congress, 1943 Stop Accidents--Sp&d Victory By C. a CAKLTOK> Vie* IPraririltttt sad S*cr<tary, Motor Wheel Cagpowtioai Prasideux, Automotive Ports tuod SqtopcuoBt Mamrfactoreesf Asockrtcm; Vico Fmadaot,, Aatonotirt Council tor War Production nil Automotive Safety Boondtlkc 1 understand that there was Mime serious discussion about holding this An nual Meeting of the members of the Na tional Safety Council, and Z congratulate you upon your decision to hold this con ference. A few said. "We are too busy with the war effort to bother with a Safety Congress " Recently I saw a slo gan which said, "If you arc too busy for safety, then you are too, too busy." War is organized suitdcr. What a strange anomaly that in the midst of the most terrible and terrific war in all histo our factories and public places 1 toty, we meet hoe to discuss and to pUn for safety at home, on oar highways and Safely in industry, on the highway, in the home, is not a frill or a fad, but a vital part of war production. To say that we are too busy for safety is to say that we are too busy to build the vital muni tions of war. The war plant that is too busy for safety--and as a result finds vital machines without operators because of crippling and fatal accidents^rwfll wish that it had not been too busy to fight accidents. The safety movement is national in scope. The men and women attending tins conference represent a variety* of inter ests. Many of yon are from industry; others are primarily interested In traffic accident prevention; others represent groups promoting safety in the home and on the farm. But all of you join in the common cause, "Stop Accidents--Speed Victory1" > Industry Has Fieri Many Problem American business and industry have willingly accepted their responsibilities Id connection with the war effort. The arse nal of democracy is living up to its repu tation in a magnificent way and American business has a right to be proud of its war production. At the same time, and In the face of a remarkable record, all of us want to be certain that we kave nothing undone so that, after the war, we may fed that our very best efforts helped bring victory to a successful' and speedy coodnsioo. Our war factories have had many aggra vating problems. It was no small job to more from the production of peacetime goods to the tools of war. It was a job involving retooling,- revamping, replan ning; a job of new methods and new techniques and a job which bad to be done with the utmost speed. We are now faced with a oew problem and one which, by the very nature of war, is one of the most serious and which will become increasingly critical as the fighting progresses and our fronts expand This is the problem of manpower, the problem of not only getting but keeping sufficient personnel to meet the demands of the war production program. Industry is aware of this problem, and knows it hi up agiiost *u- severest labor probkm in its history; and industry knows that, somehow, it must contrive to produce materials in even greater quantity despite this Shortage- Method of Attack in Caonmfion Prom the business point of view, one of the soundest attacks against any -short age is conservation; getting the ultimate out of what we have and protecting our Annual Meeting of Members 17 u i norm And an wartime economics and new meafasds fine rtwhed to almost nnlufii n%% wrings oi time and materials. ladwMry hna also anade great strides In coftseeriag manpower through reducing the rase of injury due to on-the-job acci dents. In Spain of the employment of milfioos of seen and women who never be fore ewiri to factories, or business, in spite of an torrssir from 46 minion em ployed to 1949 Id a total of 64 million em ployed to osr country today, occupational deaths to the first seven months of 1943 iuiwwf by 409--from 10^00 to 1942 to 10.400 to 1943. That's a record of which to be very proud. It's a tribute to the industrial aud business safety workers of America. That's good business! That's speeding victory by modern safety methods. Bat while the losses to industry as a result of on-the-job accidents have been reduced, over a period of years, too many employees have been lost to the war effort while outride the factory through on-thejob accidents--accidents to the home, on the form, while at play and, most serious of aD, traffic accidents. Here is the next Mg problem which industry must attack. There is another chapter. Add 2,200,000 workers who were temporarily stray from their jobs, for varying lengths of time, because of off-tbe-job accidents. This brings our total industrial casual ties to 2,437,500 workers, and we hope and pray that the armed forces of the Allies will not suffer as greatly as that in this global war. The total is astounding. It is 270 mil lion man days of productive effort, a fig' are representing enough time to produce 12,600 large bombers, or 63,000 fighter planes, or 171,000 tight tanks, or 324 de stroyers or 39 battleships* In the first seven mouths of 1942, 16,950 traffic deaths occurred. In the same period of this year, there were 11,780 traffic deaths. That's a reduction of 31 per cent; but there was a reduction in miles travelled of something over 40 per cent, and a considerable reduction to speed at which vehicles moved on the highways. So the record is not as good as I, for one, expected. Death* in tbe home for the first seven mouths of this year were 18,600; an in crease, to spite of all our efforts, of seven per cent over the same period of last year. That is definitely not good business I M--ipnww Loom Hew big does this problem loom to comparison with the problem of industrial accidents? Last year 45000 worktop men and woo es tost tsar Byes accidentally to toe United States. 18,500 died as a result oi work accidents, accidents which occurred to the phut. The other 26,500 workers died bom accidents which took place off the i#b-~*t home and on the streets and high ways. Bat that is only part of the story. In addition. 9CU30Q other workers were lost to production just as definitely, just as surely as though they had been lolledThese are the permanently disabled, and they were permanently disabled to ofFthe-joh acodeu&L- 137,500 American boys lost as casual ties vooU be terrible, but how easily we teem to forget that last year America suffered 137,500 casualties in our industrial force. Off-thn-Job Accidents kfiwt Be Controlled The off-tbe-job accident story is dra matically costly. It Is double sabotage: We commit It ourselves and it costs tbe enemy nothing. These accidents which hurt war production perhaps more than do accidents within tbe factories, at least to greater volume, must be stepped. From the point of view of factory man agement, and of the effect on production, it helps not a bit that a valuable worker was lolled outside the factory rather than Inside the factory. The loss is identical. Since '>- loss cannot be afforded, then it must be prevented. Any general attack is not, by itself, sufficient and the time baa now come, un der pressure of war, whea it is necessary for each individual factory to take spe cific steps to help iU workers to stay alive, stay well and to keep Jbeir existing transportation. 18 32nd National Safety Congress, 1943 Plant Activities prevent them as it is now spending to pre What can the factory do to minimize traffic accidents to its workers? There are three basic methods of preventing traffic accidents: Education, engineering and en vent industrial accidents. Certainly it is justified in spending as much money to save the worker himself as to save the worker's tires and his car. forcement. The factory naturally should Responsibility i Clear not assume the role of a police officer or a representative of the motor vehicle de partment, but it can do a lot about edu cation and something about engineering. The responsibility of management is clear. These steps are parallel to the work of management in the fields of `industrial safety, health, welfare, etc. With the man The following arc specific practical acci power situation growing ever more dent prevention steps which, l believe, serious, the job must be started at once. each factory should take: I am told that representatives of the - 1. Establish a transportation department to take care of all transportation activi ties, including safety, ride-sharing and ra tioning. 2. Provide an adequate budget, suitable office and equipment and obtain an ade quate staff. 3. Run a traffic safety contest between shifts, units Or plants. Army and Kavy will play a prominent part in this Safety Congress. That is most encouraging because of the realization on the part of our military leaders that safety is a part of the efficient functioning of the nation's war production plants. Military insistence on accident prevention pro grams. in every war plant has no doubt succeeded in conserving manpower in some plants that have fouled to realize 4. use safety posters on plant bulletin even the economic significance of safety. boards. But; 9,200,000 accidental injuries! 93,000 5. Inspect the tires of workers' cars aud insist upon their repair before they be come dangerous. 6. Carry out a preventive vehicle main tenance program, to encourage workers to keep their vehicles in a safe operating condition. 7. Publish safety stories in all company publications. accidental deaths! $5,200,000,000 lost beoioie of accidents! That from America in 1942 was good news to no one except Hitler and his gang of murderers. That's definitely not good business! That's defi nitely not helping to speed victory. That's why we are here today. Now, we must think about safety after the war. Now, oar plans must be feexonlated not only to speed victory, but to save All of these are fairly simple * specific the peace by stopping accidents. When things that should be done. If they are many present restrictions are lifted, our done by every factory, the workers can accident curve must not be allowed to rise be preserved so that they can make a so rapidly that, while we are celebrating maximum contribution to the war effort. the victory which shall be ours, we Still If the off-thc-job accidents can be stopped, thcr. management is certainly justified in spending as much mouey to and maim our own people in greater num bers, either in the home or in public places, in our factories or on our highways. Congress Banquet WEDNESDAY EVENING SESSION October S, 1943 Presiding:--Cos. Jonj* Srn-wzix, President, National Safety Council, Inc. Chicago. The annual banquet for members and guests at the 32nd National Safety Congress and Exposition was held In the Grand Ballroom, the West Room and the Crystal Room of the Sherman Hotel. Following the dinner^ President John StilweJl announced the official list of newly elected officers of the National Safety Council. Colonel Stilwell then introduced the Honorable Robert A. Lovett. Assistant Secretary of War for Air, whose address was broadcast to the nation over a ccast-tc-coaet network. Safety Builds War Powtr Thm Hsamlite KOBKRT A. LOVSTT, AmS*t*nt Smxrtuy of War for Air During the past three years it has been my privilege to work closely with the Arosy. Coming into the War Department direct from civilian life and joining the group winch hav, with the Anay's usual wry wit, been labelled the Ghairborae Infantry, I have been deeply impressed by many things about the Army which seem to be taken more or less for granted. One of the najor concerns of the Army which the public knows little about has to do with safety. It may seem to some people to be to talk about safety in a service dtifiuhil to Use deafly business of war. But I assure you it is not Safety is a baric and underlying consideration of every operation of your Army. It is, therefore; a very real pleasure for me to talk with you tonight as safety leaders attending national convention of the National Safety CoautiL For the Army is fully aware of tint importance of the nation wide campaign the Cocmdl is tonrhxtmg at the request of the President of the United States to reduce the wartime accident toll that is tieUymg victory. The Army is grate ful for the active and effective cooperation of the Council in Hriring ft set up and cany out the safety pcugiza that is making possi ble its splendid record in preventing acci dents. Ia the interest of clarity le xse-cver-simplify the sx&jtct a little bit by saying that the Army's objective is to make war as safe as possible for our soldiers and as unsafe as possible for the enemy's. - Preparation. Foe Unexpactnd To toe the greatest advance in safety pro cedure in this war is preparation for the unexpected: This is accomplished by systems of training both for ground troops and air forces which attempt to duplicate, under rigid control, the actual conditions which a xnan will face in.combat with the enemy. Since in military matters surprise is one of the most important factors, we protect our men against this clement so that our troops and our airmen craning up against the veteran forces of our enemy will not have their danger increased by the unknown. Our training efforts have, therefore, been greatly revised and they now duplicate as nearly as possible all of the hazards of actual warfare. This' is an intelligent re cognition of the fart that a man's safety depends not only oo bis physical condition, but largely on his mental erasdttiou- Our ground troops in training attack re plicas of euony positions in the face of fire from live ammunition These bullets are 19 20 32nd National Safety Congress, 1913 fired a specified maaaber of inches over tbe with the expanding combat units wad mut, attacking soldier* a* they crawl along toward above all, maintain the highest standards their objective. If they observe die safety of flight training and thoroughness of me roles and keep down they don't get hit. chanic schooling. The superb performance They know that if they expose themselves of oor combat crews in all theaters of war they do get hit; and most frequently in a is the best possible measure of the soundness part of the anatomy which will make atten of the training "program. dance at the movies somewhat less pleasant than usual As a result they keep down in Reduction Real Adscvament training; and, more important still, they keep down when they face die enemy. I mention these things in seme detail be cause I think it will point up for you the Troops unaccustomed to' hettle sounds are extent of the Air Forets problem aod esahle inclined to become rattled in their first en you to measure the achievement tn actually gagement; and, therefore, become more reducing the rate of accidents during the vulnerable to tnemy attack. la cur training past year as compered with the year before. we now reproduce the sounds of battle through controlled explosions precisely like those heard on the battle field. In this country alooq we Hew during the past year more than 3 1/3 billion, utiles-- the distance equivalent roughly to 134,000 We reconstruct villages and our troops trips around the world at the equator. These storm them. On entering them they find astronomical figures arc unequalled by any the same booby trap hazards with which Air Force an tbc world, and rqivowl an our crafty enemy still kills our unwary increase of 190 per cent over the rather soldiers. Those which explode in framing astonishing amount of flying dene the-year do not Safi. They are, however, loud before. It three times the amount of. flying to scare the pants off you, and tbc lesson done by the entire Air Force ia tire whole thus learned is remembered. Literally thou 20 years prior to our current expansion. sands of lives are saved by die modern system of training on the ground and in tiie air. Aircraft accidents tiataraHj receive wide publicity. Because of then1 spectacular nature and their number, the impression is given to Safety Vital In Air Force* Probably in no brands of tbc service is the matter of safety so important as ft is in the Army Air Forces. Since the Air Forces are my particular concern, I'am naturally somewhat more familiar with their safety problems than I am with others. some people tint the rwU of accidents is extremely high. Actually, this is not the case. The figures given below arc summar ized from Colonel Harris' (Colond Sam Harris, Director of tbc Office of Flying Safety, Array Air Forces) interesting paper on the subject. As a measure of the problem Jet me point out that we now have combat- plane* in quantity production which, in level flight at their optimum performance altitude, have a speed only 35 feet a second slower than a 155mm. howitzer shell. In a dive they are considerably faster than a .45 caliber bullet fired from an Array pistol. No matter bow you say it to preserve military secrecy, that is fast. Very fast, m fact. Despite the tremendous expandon of Army Air Force flying, the rate of aircraft acci dents per 1,000 hours flown did not nxnase as anticipated in the fiscal year ended June 30, 1943, but was, in fact, reduced fraction ally /rent 739 to .736. This rate of accidents was lower than the average rate for the 10 peacetime years 1931-40, although as indi cated above, over three times more miles were flown last year than in the whole preceding 20-year period. Every day there are 98,000 Air Force.men dying in'thls country as part of their training as members of combat crews. At one of our schools every 20 seconds during tbc day a gummy training place takes off or lands. As a remit of ton increased proportion of Larger and heavier planes carrying more pcrsnrmri, of faster military aircraft and of newly trained pilots, vie rate of fatal acci dents was up fractionally from SXt7 in 1942 In out steadily growing Air Force the to .063 for the full fiscal year of 1934, Tbc training establishment must be kept in phase trend near the end of the year was downward. Congress Banquet 21 and in she last quarter the fate was below tte* d BO. As oaar Aar run pnynu raoliniy* to expnmi, At asrativr at aobeu wifi increase for flbe sew rowan Aat Acre generally is a grater eadu at twsoranbfle traffic rn a eaaeaanecy with 100,000 autoleatfrt Ami tome w fa wee with 10,000. In flat tm. vraflmw in coetei treating (where rafks caw he owetiks and while expert lahaw is raiWIc) is of tbc greatest iafMaac The todnigse of attack aodftelrA sAItom mamdkmmsc be teamed because they ary aSafa each type of plane in certain teak. They aaag k practiced over and owr asw in aah caaAat so that the sitwtioa fecal as aac a sargriw. A dneg uoaflr f Ac results of train ing to retina Ae haiarg of tbs unexpected, bat mare paniatisdty a trffia*c to the quali ties of bast, head awd tends <of American youth this are heyeeti aft praise, is contained in a coaha report winch, as a matter of routine, reached my desk from England a few days ago. b is the combat report of a pilot flying a P-47 fighter out of Fngjand against the best pilots the Germans can put m the air. I wifi read it to you just as the pilot wrote its "Strikes knocked oat most of my instru ments and put boles in the right side of my canopy. After breaking away from the attack ing enemy aircraft by diving steeply I found npdl at apporamatdy 1500 to 2000 (eft, nrounded hr enemy planes, with no instruments hi ray plane. I immediately' at tacked an FW 190 in front of me, firing several bursts frees shoot 125 yards and saw it hit the deck. Shortly after this, in the general rack* I attacked another FW 190 from about 12$ ycards, vdudt appeared to be going trader ray attack. I saw hits in and around the cockpit and an tbc wings, and large pieces were flying from the enemy aircraft however, it .was impossible for me to stay and watch this enemy aircraft crash, because h was daring tins time that I was feeing attacked by as FW 190 closely followed and imported by two more. I was bncSy btt and wounded m both tends, the right knew ad both ankles by ghdi splinters. Dae to tbe fact that all instru ments were Useless, I was not sure in which direction I was travelling; but suddenly found myself over the channel with low clouds over tbe water, bases estimated at 1-200 ft I flew fa tbe clouds as much as possible trying to avoid tbe pursuing enemy aircraft Several thorn 3 found myself corning out of the clouds beaded lor tbe water and had ranch difficulty getting back into tbe clouds, doe to ray wooods which made it necessary for me to fly tbc slop with ray forearm*. Tbc right aileron of my plane was gone, and the right wing was badly shot up ray tail surface* roust have been hit because I had difficulty in gaining and losing altitude. The enemy fighters followed roe to within a few miles of the English o->.-u After making landfall, I derided to make a crash tending, bat found I had unfastened my safety belt before I bad been wounded, became at that tune doe to the condition of ray plane I bad thought I would bare to bcul out, and was ratable to fasten the belt again due to ray wounds. I beaded oat to sen again to bail out. because I was afraid that u I bailed out over terai the plane would crash in one of tbe towns along tbe ooast. T Iok v 7 was over England be cause I saw h.. 's of Dover. X saw a fishing boat just off tbc shore, and decided to bail out near it Tbe canopy of my plane had jammed and would not open, hot since some . (he glass bad been shot away, I was able u> punch and force my way tm tbe canopy, bad oat and open my chttte. The fishing boat picked rue up at ooce, if it bad not I wodd have drowned because I was unable to undo my parachute harness, and was getting weak from loss of blood." Tbe pilot's commanding officer notes on the bottom of the report; "No praise is too high. I salute you.* Five Points of Safety There are a few things I would like to puiot out about that remarkable document which I jut read to you. It is most inspira tional. It also contains compelling evidence of our safety effort. Five major examples of oar safety program are given in that report and I would like to enumerate them for you. First, tbe idiot's technique of diving his crippled plane to escape attack by superior 22 32nd National Safety Congress, 1943 forces. He learned that valuable maneuver In hours of operational training in thi coun try. Though he had no Eight instruments, the safety lesson was so well learned that his reactions were second nature- to him. The same is true of his evasive maneuver of flying in and out of clouds, despite bis Uck of use of his hands. by the Army. Consider the lowly steel hel met which we have come to accept as just a normal piece of equipment. It is, of course, a safety device painstakingly designed after countless tests, to give the soldier the max imum chance of survival. Camouflage is another simple and direct step to reduce -risks and thereby promote safety. The third factor concerns the plane itself. This same aim is constantly in mind in The right aileron was gone, the wing shot design of equipment. In every Army weapon up and tail surfaces hit, the Instrument safety factors are incorporated to an extraor- board shot away, but stilt it flew. It had .dinary degree. In a tank, for example, these been built to stand this kind of grueling [ measures include automatic fire extinguishers punishment and to give its pilot every possible built into the engine, padding throughout die chance of survival. He rejects a crash landing because he can't fasten his safety belt, and thereby shows sound indoctrination. He refers to his parachute, and might also have mentioned his Was West and his little individual rubber boat which is built into bis chute harness. All of these are safety devices. interior, decoutaminators ready for instant use in case of gas attack and now a method of air conditioning which will drive out noxi ous gun fumes. AU the joints of the body have guards which deflect and prevent the splashing of hot lead which might come into the interior if a joint sustained a direct hit. In it* offensive armament tremendous fac Well Being of Men Plm Concern tors of safe# are incorporated and procedures That pilot's report Cells a real story. It is dogma in the United States Army that an officer must have as his first concern the well being of his men. I ask you to note that his first concern is not lolling the enemy. for maintenance and operation are carefully worked out Artillery pieces are laboriously tested at proving grounds under every con ceivable condition and are then further tested under simulated combat conditions. This is undei'standahle because he can not Each plane and each part of .a plane has destroy the enemy unless he has the men great factors of safety built into it. Their and the material to do sp. An outfit that manufacture, is rigidly controlled, and the has 50 per cent of its men down with malaria, finished product is subjected to a strict series has 50 per coat casualties as surely as though of tests which cnlmrnatr* in the acceptance that quantity had been put out of action by flight test before delivery to the Air Forces. the enemy. In fact, anything that interferes Improvements arising out of combat cxper with the combat efficiency of an outfit is lessee are constantly incorporated into Army au enemy whether it be an accident, Hines* equipment of all types. or the results of enemy fire.-So the well bang of troops and their proper equipment are Results of Training and Precautions * recognized as vital prerequisites of successful combat. ' All of these factors I have mentioned--the care and engineering skill which goes into The very extensive and growing program of control and safety education developed by the Air Forces and described this afternoon by Colonel Harris is another manifestation of the thoroughness of our approach to this problem. the design of our plaoc^ the thoroughness and scope of our aircrew training, flic abilities of our young men and their leader ship--these things make up the combination which is building up your Air Force as an offensive weapon. That combination is pro ducing results. Equipment Designed For Safety Through the safety of the. individual, we I have cited a rather striking example of are endeavoring to contribute to the safety safety as shows in the toughness of our of our pation as a whole. That is the pur airplanes. But this same concern for safety pose for which our armed forces have permeates every piece of equipment developed been trained. With our new and powerful Congress Banquet 23 air arts we are convinced that we have an instrument which can be made to reduce appreciably the cost of war. By strategic bombing of Axis industry we are endeavoring to reduce the enemy's ability to produce death-dealing equipment. By tactical Air Force operations we are supporting and protecting our superb ground forces. And by a combtnatioo of the two types of air use, wc hope to make the long grim road to victory less costly in liyes than it otherwise would be. Thus your Army, in little ways and in all of the operations concerned with our larg er xmssiou, has as its goal the objective to which the National Safety Council has ad hered for many years. We, in common cause with you, seek Universal Safety. Accident Facts WEDNESDAY MORNING SESSION October 6, 1943 Pnmf&ng: L W. Hiiwmch. Auiita&t Superintendent, Engineering and Inspection Dtwioc, Tbtt Trtnien lamraace Co, Hartford! Conn. Fonmulatiiig An Accident Becord System a. CL GJHSVK Krtfand Stftfy Council, lac., Chicago The efficient epention of an Mtutml . thorough accident investigation is funda organisation on coquc! wr mentally for the purpose of getting the men, eqoipmect sod materials* The facts about the causes so that the most valoe of rccuvda of production, cost*, effective steps can be taken to prevent sales, proto, and looses, as source* of in a similar accident. A good record system formation tor tfwtiw control, has been should make these facts available for use estsblisbcd by the experiences of many by the safety engineer. However, he must companies. A record of accidents is fast have methods for readily extracting valu as fundamental to sffidrat safety srotk. able information from the An eastatial m control is knowledge aboet matety and therefore, a good acc*> dent record system most provide mforesatxn for farfgiwxg the dfeclirtscsi of the accident pretention program. The Amer ican Standards Associations Code on com puting injury bequescy and seventy rates is widely need by safety engineers for ganging accident experience. Compari sons of injury rates with previous periods shows whether the accident experience of a company, plant, or department is getting better or worse. Comparisons of rates of various departments also dis close the departments with the worst Accidents may be more numerous in operating some machines than in oper ating other types. Certain unsafe prac tices may cause more injuries than do others. Similar accidents may occur fre quently but at widely separated locations, so that the high ndtoce of similar ac cident* is not sppwut Accidents hap pen under such widely different circzzmstance* that it is easy to understand why attempts to analyse, classify and code facts about acodeuta hare been generally unsatisfactory. Old and New Mcthoda accident records and thus indicate where A typical early analysts produced End most safety effort should be directed. ings such as; 25 per cent of all injuries Comparative injury rates, such as the occurred in handling objects; 10 per cent rates of departments of different were foils to the same level; and 9 per cotMpanfts, are useful in stimulating the cent were vehicular accidents. While these interest of management and foremen in Endings had some general value, they safety. Injury sate information, however, were too vague and disconnected to sug tcSs the safety engineer very tittle about gest practical corrective measures. what to do to frevent accidents. If the Contrast this information with the use mjtsry rates of his company are not decreariBEV he must search elsewhere for the reason*. fulness of the type which is available to day. The details of 29,000 accidents re ported by shipyard* during the first six Camay sente So Ssown months of 1943 are available for an fflo*- Effective measures for controlling in jury rates are primarily based on the circumstances and curses of accidents. A tratioa. Let's take the experience of iac entire industry as typical for one ship yard- The principal cause of accidents 26 32nd National Safety Congress, 1943 was poor housekeeping; 16 per cent of all accidents were chargeable to this cause. This fact definitely indicates the most important corrective step that must be taken to reduce injuries, the one that offers the biggest opportunity for im proving the record based on actual experi ence. Failure to wear impact gaggles caused 9 per cent of the injuries and was the second largest problem. Eye cases must also be reduced to achieve improvement. Current methods enable the safety engi neer to put his finger on the source* of eye cases due to >hk specific cause and thus attack the trouble where his efforts will do the most good. And so on down the list of IS major causes that were involved in 60 per cent of all injuries. American Standards Coda The principal flaw in early attempts to obtain practical information from records was insufficient knowledge about the fac tors involved m the occurrence of acci dents. Especially, failure to break down an accident into its component parts and to understand bow these parts fit together to produce an accident. This fundamental oversight was corrected by the Committee of the American Standards Association on Accident Causes of which Ur. Heinrich was chairman. The Committee's work is summarized in the American Standards Code, "The American Standard Method of Compiling Industrial Injury Causes." The commit tee separated and identified * five funda mental accident factors: (1) the agency; (2) the unsafe mechanical or physical con dition; (3) the type of accident; (4) the unsafe act; and (5) the unsafe personal factor. The committee pointed out the relationship of these factors in the occur rence of an injury. The agency is defined as the tool, ma chine, or other equipment or material in volved in the accident. If two or more agencies were involved, the defective* tinguarded, or otherwise unsafe agency is named. Note that the choice of any agency is on the basis of closest associa tion with the accident and not the injury. Typical agencies are punch presses, rip saws, sledge hammers, freight elevators, overhead traveling cranes, belt conveyors, chlorine, and other substances and equip ment. The unsafe condition of the selected agency is the unsafe mechanical feature of the equipment: harmful substance used in the process; hazardous method of per forming the work; or unsafe surrounding physical condition. No guards; worn, cmcked, broken, rough, slippery, weak, aud other unsafe parts of equipment; un safe methods of piling and storing;' in sufficient aisle space; insufficient light and ventilation; tack of goggles and other protective equipment are some of the un safe conditions. The accident type is the manner of contact of the injured person with the object or substance; or the exposure; or the movement of the injured person which resulted in the injury. Employees are often injured by striking against objects and equipment; being struck by falling or nyzng objects; c ughi in or between mov ing parts of machinery; falls, on the same level, or from one level to another. The unsafe act is usually a violation of a commonly accepted sale procedure; bat it may have been .an accepted pro cedure, until the accident demonstrated its danger. The unsafe act generally pre cipitate* the event leading to the accident. A typical example is making an adjust ment near moving parts of a machine without first stopping it The accident, getting the fingers caught between the moving parts, follows and the injury oc curs almost simultaneously. The -unsafe personal factor is the mental or bodily .characteristic which permits or occasions the unsafe act, such as; willful choice of wrong method; failure to re member or understand instruction in safe practices; baste, lack of knowledge or skill, poor eyesight, pre-existing hernia and other bodily defects. Flame 'Work For Analysis The code principles provide the frame work for accident analysts. Some code items, however, are necessarily general and therefore only indicative. Specific onsafe conditions and specific unsafe acta, particularly, must be named in applying Accident Facts 27 tbc code to obtain the most useful in formation. For example, the code lists as one unsafe act, ``using the hands instead of tools." IE such listings are taken liter ally and unsafe acts are expressed in such general terms, the safety engineer, the foremen, and the men fail to get specific and understandable information. Suppose an analysis disclosed that more accidents happened ha operating drill presses than ha operating other types of machines in a shop. The safety engineer has identified one of the major sources of machinery accidents. However, he followed the literal language of tbc code and be notes that using the hands instead of tools is the outstanding cause or unsafe act This general statement will not be meaningful to a foreman who may be particularly requested to observe and cor rect this unsafe practice. If the safety engineer talks injuries doe to f*g the hands instead of tools at a shop safety meeting, the men will get only a vague idea of the principal unsafe practice in operating drill presses. He may even get the idea that a toot should be designed to fit, the drill handle. But no one is in doobt if the safety engineer points out that most accidents on drill presses were due to using the hands to hold work, in stead of clamping it to the table, and to osiog the.hands, instead of a brush, for removing cfnjps* I have particularly emphasized the prin ciples of the code and tbc need for select ing specific factors, because this informa tion is fundamental for getting useful facts from records for effective safety work. There are other supplementary Items of value m getting accident control informa tion from records; such as the occupation of the injured employee, sex, length of time on the job and the immediate job or duty performed at the time of the injury. These are often standard hems on acci dent report forms. Snuttia] Features of Report Form The report of an accident Is so im portant that I want to mention briefly a few of the essential features of report form*. Fundamentally, a good report form b easily understood and provides the es sential information with a minimum of work. Two types of report forms are often used for obtaining basic facts about an injury; the first-aid report for every in jury and the supervisor's report These forms provide for a case number, date, name of the injured, occupation, check number, department male, female, name of foreman, nature of the injury, date of first treatment; all of which may be use ful in making an analysis. A particularly important item on a first aid report form is the disposition of the case; whether the employee was sent back to work, to the doctor, home, or hospital and the doctor's opinion of the number of days of disability. This Information is useful in classifying injuries and comput ing injury rates. The American Standards Code on compiling Industrial injury rates provides that the doctor shall decide whether it is Impossible for the injured employee to return to work on the day following the day of the Injury and, there fore. whether the case is chargeable as losttime injury. Therefore, the doctor should be informed about the standard method of classifying injuries and his opinion should be readily available to the safety engineer. The first aid attendant or nurse should also be trained in the fundamental prin ciples of accident analysis and investiga tion, so that a brief, concise statement about the circumstances and causes of an injury can be included on the first aid form and provide the safety engineer with useful facts about minor injuries. The safety engineer and the injured worker's foreman receive copies of the first aid report. The supervisor is usually required to make a report for each case requiring the attention of a doctor, three or more treatments, or some other meas ure of severity. A simple listing of questions and state ments designed to bring out the essential facts about the accident has produced good results, especially, after die form has been explained and discussed at super visor's meeting. The time required to teach supervisors how to analyze an ac cident has produced good results, especial ly after the form has been explained and discussed at supervisor's meeting. The time required to teach supervisors how to analyze an accident and to make com- 28 32nd National Safety Congress, 1943 pkte and mitaml reports, is a good in vestment. A good sopervisoc's form calls lor informatkm oa bow tbe accident could have been prevented. How can a foreman fill oat items mtclfigently unless he knows how to take an accident apart and find out -what makes it tick? The completeness and accuracy of the entire record system and the conclusion determined from an analysts depend on full and unbiased facts transmitted in individual reports. A fore man also most have an insight into how accidents happen to discharge intelligently ait of his duties as the key man in pre venting injuries. Making Analysis of Experience Now, suppose we have our reporting system working satisfactorily- How do we go about making as analysis of cur experience? Mechanical tabulating meth ods may be used by large organizations and hand tabulation by small ones. But, in either case, as analysis by hand methods is valuable for developing detailed codes for the primary and supplementary acci dent factors. The first step, generally, is to identify aad locate the principal accident sources and problems. The agency -in each ac cident is selected and designated' on the report* by name or by code, then reports are sorted by agency. Next reports are sorted by department or occupation. The number of accidents involving each agency in each department is entered ou a sheet wliicb fists each type of agency la the left-hand cotnmn and departments or oc cupations across the top of the form. The agencies are listed on the basis of selections entered on the. reports. The tabulation shows the safety engineer which machines, tools, and'materials, in a department or used by various occupa tions, are most frequently involved in accidents, and, therefore, where most safety 'effort xnust be directed. He h> located the sources and evaluated them. The next step is to analyze circum stances of the accidents involving each agency for unsafe practices and condi tions. This is done simply by listing each specific cause on a sheet of paper and making a~ tally mark after each repetition of the same unsafe practice or condition. This will reveal the causes that bare given the most attention to achieve the largest reductions in accidents. Most Important Safety Problems Let's take a concrete example to illu strate. Numerically, the biggest safety problem hi American industry is the pro* vention of accidents in lifting, carrying and otherwise handling materials and ob jects. The fact is that one-fourth of all Industrial injuries occur in doing such Work. The problem has not received the publicity, research and attention that it deserves. Unsafe practices and methods in han dling materials were outstanding causes of accidents in all plant experience analyzed to date. Lifting and otherwise handling steel plate and pipe and other materials was easily the principal accident problem in four or five and an important problem in other departments in a cer tain plant. Most accidents involved loose or poor grip; placing the hands near pinch points and not observing clearances of the hands in narrow places; insufficient help; not using mechanical handling equipment; and lack of safety shoes. If past experience .means anything,- unsafe practices .in ksdttg these materials will continue to result in numerous. accidents unless corrective measures are' taken. Education is prisripalljr indicated for eliminating these causes. Tbe fact* cer tainly warrant plenty of discussion at safety meetings. Tbe foremen out use the information advantageously to con centrate on correcting at least the prin cipal unsafe practices. A vigorous safety shoe campaign in the department is cer tainly in order. The problems in departments and oc cupation of this plant differed greatly and, therefore, tbe corrective measures must be adapted to the specs! needs of each. flic outstanding probknu arolnng weldera, in order of importance^ were failure to wear impact goggles; lade of ear pro tection; lack of leather pants and jackets; inadequate shoe protection against foot burns and failure to wear welders' gloves. Here we have a combination of the need for education in using personal protective Accident Facts 29 equipment and arrangements for addi tional equipment of this loud. Hammer accidents were a major prob lem is one shop aad one-third of the total for the entire plant. The analysis dis closed that part of the remedy was in better inspection and maintenance of ham mers but that most accidents were due to unsafe practices. Farther investigation showed that *ewfy employed women should be particularly informed about safe practices ss using this toot Clarification of Preventive Problem These few examples in the experience of this plant serve to point out the practical type of information which can be obtained by tbe application of present analysis methods to plant experience. After some analyses, opinions and guesses about prob lems and remedies bad to be sharply re vised. Conditions that resulted m fre quent injuries had been overlooked. The large proportion of accidents due to some unsafe practices were not realized. Tbe whole problem of what had to be done became dearer. The same procedures can be applied to determining tbe major problems of an Industry, so that the combined knowledge and experience of safety men in the indus try can be brought to bear on toe prob lems and the best solutions found. Let's examine the injury rate of some industries. The average rates, of coarse, reflect the general experience of the com panies in the industry. We find that some have high frequency rates and low sever ity rates and that others have low fre quency rates and high severity rates. I want to direct particular attention to the industries having very low frequency rates and relatively high severity rales. In some instances, marked improvement has been made in reducing the frequency of injuries over a period oi years but uo corresponding improvement has been made in the severity rates .Why? We can take another step and learn that most of the improvement in the frequency rate was achieved by reducing temporary total disabilities, the least serious lost-time in juries. No noteworthy changes were made in tbe frequency and severity of serious cases. We are stymied at this point. We simply do not have the information about the circumstances and the causes of the serious injuries to put tbe finger on the major difficulties indicated by the acci dent rates. The applications of new methods of analyzing accidents are still experimental. Results to date, however, are indications that a good record system will prove far more useful in the future than it has in the past tor pointing the way to control accidents. Analysing in* Accident SecanSt aad Using !ha Rwn11* For Manufacturing Industries GSOSOS F. NOBKNBKKGBK Supervisor, Health and Safety Dhitiofl. Industrial Relation* Department, IiTIm rhiTmere MnwatactuKteg Company, IflxHrankea^ Wk In May, 1941, by action of the Board of Directors of our company, an industrial relations department was established with a vice president in charge. Prior to the establishment of industrial retattoos work as a separate department, it was handled as a part of the manufacturing depart ment. The building of a sound foundation lor perpetual health and safety work required the development of a record aad analysis system. Therefore, first of all, the de velopment of a reporting system was needed. This was 'developed along the following lines: L Compensation cases were considered and a reporting system was de veloped to handle these. 2. Lost time cases. X Cases requiring doctor's attention bat not loct time. 30 32nd National Safety Congress, 19t3 4. Cased requiring only first aid. 5. A reporting and record (system for the tabulation of accidents not resalting to injury. At yet, we bare not developed the latter system completely; however, progress is being made to record such information and I am sure you will all agree that it U necessary in a complete and sound ^record system. nurse placed a comment in addition that he did not wear safety shoes. 7. The patient's statement to the novae of cause of injury was, "I was plac ing a job in lathe, when job slipped from my hands and fell cm my foot." Copies of this form are scat to the man's foreman and to the Health and Safety Division. As soon as the fore man receives the report, he is to make out the Industrial Acddent Report. Need For Aaalyws Syxtnm The information for the record system is all of >cry little vise if not carried further. It it necessary to supply such information to top management and heads of the departments. They, then, can recognize the effectiveness of the safety program and also, determine whether the program is economically sound. How ever, it does not give adequate informa tion to the Health and Safety Division which is useful and necessary to reduce accidents; therefore, an analysis system was desirable. Recognizing this need in the early part of 1942, a thorough investigation program was organized to gather information use ful for preventive work. From the reports prepared duriag this program, we, in co operation with the National Safety Coun cil's Statistical Division were able to de velop a tabulation system of the unsafe practices occurring in our plant. In the following slides 1 will give yon a picture of the procedure used in tabulat ing this analysis work. We will use a typical accident as the basis for our pro cedure and follow it step by`step through the analysis system. Slide No. 1. This is an industrial in jury report completed by our nurses in the hospital when an industrial accident resulting in injury occurs. You will note: L The man's name. 2. His occupation, "lathe operator." 3. The date, time, and department where accident occurred. 4. His foreman. 5. He has been employed for five years, seven months. 6. The nature of the injury is, "crush ing injury to right great toe." The Aevident Report gUA* Ns! 2. This is the Industrial Acci dent Report that was developed daring the investigation program. You wiH note that some of the Information contained on this form has already been gone over in the previous form. However, you will notice that we also request additional information from the foreman: *1. The age of the employee. 2_ The shift on which he or she works. 3. Whether or not the accident occur red on overtime. 4. Length of service, not only with the company but, also, his length of service on the job from which he received injury. In this case, it was one year and four months. Notice that the neat steps in this form are* outlined a a manner to make it easy for the foreman to follow these steps and ultimately reach the conclusions which will point to collective action. Each accident Is charged against the typc~ of machine, the type of hand tool, the working sur&ce, etc^ according to the American Standards Association Codes. They have been somewhat simpli fied, for our use, from actual experience in go analysis of our 1942 accidents. please note that the foreman has check ed the general classification, "Machinery," and under type has placed, "lathe.** He Kay also cheeked, "Handling materials." Tn fhf cast, the latter rhmA was not necessary; however, it is grstifymg to note that the foreman reccgriced the .in jury came out of twirtfinc materials. Next, we come to a tibristVw of un safe practices that occurred most fre quently in our phut A tabulation is made to promote lHaViif on the part of Accident Facts 31 the foreman. You will note that he has checked, "no safety shoe*,** "poor job housekeeping," "working !o an awkward position,** and has inserted an additional in different colors, each color noting a particular shift. After the inspector has coded the Industrial Accident Report, he places the code <m this analysis sheet. unsafe practice, that of, "loose grip." This is done daily as the reports cater the division. Um of Raport by Foreman Across the top of the page the various The foreman roust again answer bow the accident occurred; and, if he differs in any way from tile patient's statement given to the name, he gives 'his own in shop numbers are lasted, with vertical columns set aside for each shop. The horizontal rows axe numbered and repre sent the days of the month. terpretation oq this report This sheet has a twofold purpose: it The next question on the form that must be filled out by the foreman is of major importance to the foreman him self- Here the fegenaaa has taken definite corrective action. The employee has been gives the inspector a daily, visual picture as to which unsafe practices are occurring most frequently in his particular section or group of shops and it is useful in compiling the monthly summaries. instructed in correct methods of handling To develop the summary of unsafe materials and more space has been pro practices sheets, we analyzed each of the vided to carry oo this operation. The accidents which occurred in our plant fast employee fans promised to purchase safety year. A cross-sectional survey of some shoes and the foreman says that he will 1,500 complete investigations was made. follow up on this promise. These formed the groundwork for the He has also made some recommenda tions which are worthy of notice: "check material handling on simitar jobs; put on summary. First, the Accident Analysis was sorted late groups, using the American Stand good housekeeping campaign; tue this acddent as an example to sell safety shoes." These recommendations are not only for his use but for nse by his super intendent and the Health and Safety Di vision. The foreman signs this report and the original is sent to the Health and Safety Division. A copy is sent to the Super intendent, a copy goes to the employment Office, for recording on the employee's record, and a copy is retained in the fore man's file. Uur of our foremen have found these copies useful and periodically check them over to see whether the same unsafe practices are recurring. ards Association Code as a guide. Each group was then taken individually and further broken down into specific classification. Each classification was sorted into specific unsafe practices. Following this, we assigned code num bers to each of these Items! The general classification, "MisccQaneous agencies," having the great number of cases, was assigned Roman numeral I; the general classification of, "Machinery," having the second greatest number of cases, was assigned Roman numeral II and so on, through these major groups. Next, the general classification of, "Miscellaneous agencies," was broken down and we found As soon m tins report arrives in the that, of all the specific agencies tabulated office of the Health and Safety Division, under, "Miscellaneous agencies." "Han the inspector who is in charge of this dling materials," was the roost prevalent section of the shop reads the report and and, therefore, was assigned the code determines whether it contains sufficient letter, "A" information. If no^ it is referred to a In the, "Machinery," general classifica safety investigator. However, if there is tion, most of onr injuries occurred on sufficient information, he codes the report. lathes; therefore, the code, "A," was as Monthly Analysis Sheet signed to, "Lathes." "B," was assigned to, "Drill Presses," "C " was assigned to, Sfida No. 3 * This is the monthly, "Stationary Grinders," etc., each in the analysis sheet of unsafe practices. There order of the frequency of accidents di are three rectangles at the top of the page rectly chargeable to them. 32 32*4 National Safety Congress, 1943 Breakdown o( Causes Information is gathered oo a three months* basis for this tabulation* because it takes, approximately, three months to have sufficient data hom which to draw conclusions. In the period Januarythrough March, we have recorded 10 million manhours of exposure. The total number of cases analyzed was 500. Under, "Miscellaneous agencies,** we find* "A**4 the, "handling of materials by hand,** since this accounted for the greatest percentage of cases. In this group* we find the most prevalent specific unsaid practice to be* "loose grip in lifting* carrying* rolling, turning over, and placing materials.** Therefore, it is assigned Code No. 1. The second most prevalent is, "failore to place hands to avoid pinching* observe clear ances in lifting and carrying." This is assigned Code No. 2. The lack of wearing safety shoes has changed from Noe 3 to No. 5. Here we can definitely measure the effectiveness of our safety shoe campaign as carried on with wide publicity throughout the plant last year. However* it is still sot down to the point that would be desirable. The next three months' period* as re corded on this form, is shown in the next three columns. One additional point that can be brought out 1st this fbrta is that male and female cases are tabulated in different colors, so that they may he analyzed separately. Slide No. 5 Thu Is another sheet of the Summary of Unsafe Practices. Here we see Roman numeral II, "Machinery," and the subtitle, "A/* lathes, on which machine injuries occur most frequently in oar plant. The unsafe practices under lathe* that are most prevalent are: 1. The lack of wearing suitable eye pro tection. 2. Not fitting the wrench securely. 3. Lifting, gripping improperly. We are interested in making our in formation as specific as possible, so tfeit we can tell a lathe foreman that the third most prevalent unsafe practice in running lathes is that of* "lifting and gripping improperly." The foreman then knows which unsafe practices are most prevalent and require his corrective action. Other Methods of Using Aad|tn This is just one phase of the use of the results of this analysis. We must also, in some way, get this hfonsafioa to the superintendent. The method that has been adopted, at' the present time, is through periodic letters to the variant superintendents in charge of sections or groups of our shops. These letters adsdt a general resume of the frequency and -severity rates in their particular division. Following that, the most prevalent Specific unsafe practices are tabulated so this letter; and bis cooperation is requested in informing all of his foremen of the need for corrective action on these items. Periodic conferences are also held with individual superintendents .and the most prevalent unsafe practices are often sued as a basts for these conferences. I have already edvered, fairly weB, the use of information derived from this analysis at the foreman level. At the employee safety committeeman's level, its use would be somewhat similar; edu cating the safety committeeman in the safe practices, to combat the mod pre valent unsafe practices. Finally, to be completely effective, this Information gathered from the analysis must be used at the employee's level, not only through the superintendent, fore man* and safety committeeman but, xn some manner, directly from the Health and Safety Division itself. Use By Health ft Safety Dhririoo This is being done is two phases. The first phase the safety inspector uses in moving job procedure inspections. For example, .when the inspector is making job procedure inspections in a department where there are many lathes* he can be alert for the most prevalent unsafe prac tices as shown by the statistical analysis. The second phase of the use of the analysis system i that of education. We are using it xa our new employee lecture period. It can also be used for depart mental meetings of employees, making the keynote of the safety falk one or two specific unsafe practices that are most prevalent Id educational work; publications can Accident Facts 33 also be developed centeringGround the most prevalent unsafe practices. Mate rial such as this is mailed directly Into the employees* homes. In this manner, the employee U exposed to small doses of safety education in a manner which is enjoyable as well as educational. I believe it is evident that from this analysis procedure we not only find out exactly what is causing oqr accident*, but also build a firm foundation for .corrective measures. Most important of all, the analysis system gives us a stepby-step check on just how effective each phase of our program is in eliminating the major caose of industrial accidents. Mmigtiac Accidwxrt Bicorii and U*tmj the Bacalls Far Construction kuii^iry By MAJOR R. V. AU3XANDKR Costs* of Kggiimri* War Department, Washington, D. C The accident reports requited in the Corps of Engineers provide the optimum m accident data. It is important to note* that it is not necessary to require a lot of report forms. A few forms, caxtfdb de signed, will give all of the information necessary to administer any accident pro gram. In addition, better cooperation and more accurate reports wul result when the reports are held to a mwimem. All of the necessary control and operat ing information for the Corps of Engi neers accident prevention program U ob tained from just three reports: First, an individual occupational injury report. Second, a monthly injury summary re port of exposure, accidents and days lost. Third, a report of Safety activities. The individual occupational injury port; is an adaptation of that used in the Standard Industrial'Injury Reporting Sys tem, based on the American Standards Association cause code and recommended by the National Safety Council. The only major change that we have incor porated an the form to fit It to our specific program, is a statement regards# the action of tbe Supervisor* both prior an and during the accident, an expansion of the section on unsafe practices* and a state ment which enables ns to tie up tbe acci dent with our "Safety Requirements." One of time report* submitted for each lost time injury and gives all of the pertinent facts and -information surrounding the accident. These reports are submitted with the Monthly Summary Report to verify the injuries reported on tbe monthly summary, and as the source of information for mak ing special analytical studies and various other reports. Tbe monthly summary report shows by occupational groups: a. The number of man-hours worked. b. Tbe number of fatalities and tbe total nomber of lost-time injuries* as well as a list of the injured workers shouting date of injury, date started losing time and date of return to duty. c. The number of days lost during the mouth resulting from both lost-time acci dents in the estreat month and lost-time accidents in previous months. d. The monthly frequency and severity rates. la addition, the report indicates whether the workers are employed directly by tbe Government; or whether they are em ployed by private contractors working on Government contracts. The report also shows tbe exact type of construction op eration, U, whether tbe employees are budding locks* dams, airfields, ordnance plants* etc. The third report is a report of tbe activi ties of the Safety Engineers operating in the field. This report, submitted semi monthly, advises our office of hazardous conditions masting in the field and what steps have been taken to eliminate them In addition, these reports indicate the de- 34 . 32nd National Safety Congress, 1943 gTce of compliance with the "Safety Re quirements" and reveal additional practices and procedures which should be included in the code. Use of Information In addition to having records, you've got to use them. Iu general, the information may be used in two ways, via., for general control of the program and for preventing the recurrence of specific accidents. These analyses of the data collected show, -first, bow many accidents . r *appettfog where they are happen and second, why and how they are happening ana what to do to correct them. Control figures include frequency and severity rates, and man-hoars worked. These may be broken down to show the experience by different departments, or sections. In our case, we show the ex perience by projects, districts and divisions for both gOVcmnKat and coal/stim&* em ployees. In addition, we show the experi ence by different types of work and by different occupational groups. These fig ures enable us to tdl promptly of rate changes and trends. We can compare divisions and districts and projects with one another, and with the average for all of them; we can compare the experience for the same district or division os project from month tomonth. If the Tates start getting out - of line we can tell the exact divisions, districts and projects responsible, and we can tell scon enough to do some thing about it before a situation becomes chronic. The report of Safety Engineer activities affords control over field personnel by indicating the action that has been taken on the recommendations to maintain safe working conditions on the jobs and to effect compliance with the "Safety Re quirements" code. Regardless of whether accident rates get better or worse, research work and acci dent analysis should be a regular part of every safety organization's functions. Con trol figures will tell when your experience is getting oat of bounds and, in general, they will identify the area of trouble, but this is the extent of their usefulness. With out more definite information regarding the type of accidents, their causes, the agencies involved and other positive facts,. the only tool that yon have at your com mand is moral session; but, a loud voice and a threatening manner won't stop ac cidents. The Safety Engineer who tells an in spector or foreman to reduce accidents .without telling him specifically what to do and how to do it is only passing the buck --passing his job on to someone else. And the safety organization that tells its Safety Engineers to reduce accidents without giv ing them specific help in this respect is gsdfry of the same charge and is eertsfofy shirking one of its most important and responsible duties. Analyzing mass data and famishing operating information to field units and supervisory personnel is one of the primary functions of a central safety organization. Clamifkatiwi and Analyab The information that we obtain fans the records and make available to field personnel to aid them in controlling acci dents include: simple classification, cross classification, and special studies. The simple classification is merely a frequency distribution analysis showing, for example, the total number of accidents, classified by occupation, by age of injured, time of day In which the accident occurred, unsafe conditions, unsafe acts, agency of the ac cident, and others. This type of analysis provides helpful information, but befog general in nature, its application Is limited. By knowing the unsafe practices that re sult in accidents, and by etrminstiug these unsafe practices, accidents can be reduced, but if it wore known, in addirinu. which workers were committing the tank prac tices, the efforts of the Safety Engineer would be much more effective by him to go right to the particular groups of workers. A cross classification.can be used to give this information. In addition, cross classi fications can be made, showing by occupa tion groups the type of accident resulting, the number of weeks that the workers bad been employed on the job, the agency causing the accidents, and others. Each agency can be cross classified to show the Accident Facts 35 type of accident resulting, unsafe condi tions of the agency, and unsafe method of handliug the agency. Although still gen eral in nature, cross classification advances the refinement of the problem. Whereas a simple classification merely reveals the unsafe practices which result in lost time injuries, a cross classification will reveal by occupations, who is committing the unsafe practices. To be more specific, suppose an analysis of injuries by unsafe practices shows that 10 per cent of all accidents are caused by a failure to use safety devices. A cross classification may be used to show which occupation groups failed to use safety devices. This unsafe practice might be of no consequence with one class of workers, bnt may be a very significant cause of accidents by another* This refinement of the problem assists in directing preventive effort toward the source of the trouble. Methods and Equipment The most important element of control figures is promptness of release. To be useful and to have maximum effectiveness the data must be compiled and the results be made available as soon as possible fol lowing the period to-which the data apply. Every month we process approximately 1500 Individual summary reports, but by reducing most of the work to machine operations we have the data ready for use fa just a little over two weeks after the reports get to oar office. The monthly summary reports reach our office, with the individual injury re ports attached. For every injury shown on the summary report there will be attached aa individual injury report. This permits exact verification of each injury, provides a check on the accuracy of days lost and qs time charges, and fosares that the ac cident is charged to the month in which it occurred. Accuracy is of the utmost im portance m any accident repenting sys tem and every possible cheek must be employed to be certain that the reports re ceived and ibe records derived therefrom represent the true experience. After the reports arc checked, the summarized in formation for each station is posted on a card fa a visual record file. For each Station a separate card is maintained which is designed to accommodate a whole year's experience, as well as a summary of the previous year's experience. This card shows current and cumulative fig ures for man-hours worked; total injuries, divided into fatal, permanent partial, and other; days lost, and frequency and sever ity rates. The entire experience of any job U thus available on a moment's notice. After the accuracy of the reports has been assured and they have been posted to the cards in the visual record file, the information is punched on IBM cards, a separate card being punched for ei ch oc cupation on the report. Once the i 'Tui tion is transferred to punched caruj. it is a simple matter to obtain the various tabu lations necessary for control. Records of Corrective Measures The field reports of the safety engineers which are submitted to ns semi-monthly, and in some cases monthly, list the unsafe conditions or practices that -were brand existing at a particular location and the action that was taken to correct them. There are several reasons for some coutrol of these activities from a central office. Eliminating hazards is one of the most important components of an accident pre vention program and steps must be taken, therefore, to Insure that the proper amount of time and effort is expended fa this direction. In addition, the effect of such work is increased many fold when the perspective of * each safety engineer is augmented by the experience of at! of the others. Id our central office these reports are carefully reviewed to find out the degree of compliance with our "Safety Require ment" code. Iu addition, pending recom mendations are followed 1 very closely, especially when a recommendation re mains pending for several weeks. In these cases, action is taken from our office de manding a satisfactory disposition of the recommendation. In some instances rec ommendations are made to eliminate haz ards which are not listed in our "Safety Requirements." If certain of these con ditions occur often enough they are Studied with a view toward incorporating them into the code. 36 32nd National Safety Congress, 1943 These reports are used to control the workers; and unsafely stored or piled ma activities of the safety engineers in still terials. These conditions were contribut another way by correlator the recom ing factors in one out of every two acci mendations made with the accidents that dents, and on an average they will continue have occurred. The information on the to he so in one out of every two accidents reports is punched on IBM cards, and on aay job. periodically a tabulation is made showing Take a job that has had no acodeats the number of recommendations that have; to date. Must the supervisor on this job been made on each job and the aptotic writ until he has had several accidents boards that were covered. For the same before knowing what preventive measures period, all iojuries are tabulated, too* show-, ' roust be taken? The answer is definitely, ing the number that have occurred on "No." The experience of hundreds of each job and the specific hiardi which other jobs has conclusively indicated that resulted in the aeddests. By correlating' it is a fifty-fifty chance that the first acci these two reports, then, it can be deter dent on this job, as well as one out of mined whether or not the safety engineer every two accidents, will result from haz is covering those hazards which axe cant ardous conditions like those just described. ing the accidents. The supervisor on this job can take im All of the pertinent fact* pertaining to the injuries are reduced to cod* number*, and hfr information is punched oa a card, one card being punched for each tost time injury. These cards can be sorted and counted at the rate of 400 per mroote; 24.000 injuries can be classified in an bow. mediate, 'positive action, based on experi ence as vafid and reliable aa if he had had thousands of accidents cm his own job, instead of none at aXL By ettmhating the hazardous conditions already present and others as fast as they arise, he need sever have bis "first** accident doe to this cause. Simple classifications and! cross dasszfi- In gfrpflar manner, this experience Indi tions tike those described earlier can be cates that one out of every six acrideats gotten qtucldy and accurately. resulted from the use of defective or im Advance Flafmrag proper agencies--poorly constructed scaf folds, broken, worn oc defective equipment, Information obtained from such mam data is used in advance ptaunarm and eliminates the- necessity of waiting until a project has suffered a Urge number of etc.; one out of every tea accidents renltri from failure to wear protective devices--goggles, glove*, safety shoes, etc.; one out of every twenty acodeats accidents before knowing What accident resulted from improper guarding. prevention measures must be taken. Studies have revealed that, in general, accidents occur in the same way and by the same causes on jobs reporting amall monthly exposure as they do on jobs with large monthly exposure, the only differ ence being that it takes longer to accumu late the experience on the smaller jobs. Mass data indicate what the accident ex The principal unsafe practices of em ployees which contributed to acodeats were improper and unsafe methods of handlittg materials, distracted attention and deliberate chance taking, such as jumping from one level to another in stead of using steps or ladders that were provided. Failure to use safety devices caused one out of every twelve accidents. perience will be on the job aa the job Using defective tools and equipment, hit- progresses. kg to report unsafe conditions, and oper The accident experience for the Corps ating at tmsafe speeds were the next most of Engineers for 1942 revealed that in serious unsafe psactice*. more than half of the accidents them were Regarding the agency of the accident, such hazardous arrangements as over hr 31 per cent of the cases mechanical loading of platforms, scaffolds* equip equipment was involved, chief among ment. etc.; accumulation of debris creat which were band tools, motor vehicles, ing falling and tripping hazards, and. and general ooaxtractian ctnaptncut foot injuries due to sails; congestion of Wood and metal materials were the Accident Facts 37 non-mechanical agencies most often in volved, the majority of the accidents oc curring is handling these materials. Elements, such as ice. water, sun, light ning, caused 8 per cent of all injuries, as did working surfaces--scaffolds, ramps, runways, work beaches, etc. One important phase of accident pre vention work which has received too little attention in the past has been that of supervision. Ottr bulk analysis revealed that in 40 per cent of the cases a supervisor was at the scene directing operations when the accident occurred. Even while oa tire job a supervisor is not btfsIUble and some acodeats wight be expected to happen, but when two out of every five accidents happen with the supervisor right on the scene, this cer tainly indicates that considerably more attention and more instruction roust be given to this class of personnel regarding safe operating practices. Iu 73 per cent of all cases supervision failure was indi cated, most important of which were feat ure to enforce safety regulations, faBtue to inspect for hazards, and giving insuf ficient instructions or training. Preparing Special State In fpfrtdng special studies, a tittle dif ferent approach mart be used.' To be most effective, each study should be confined to a particular problem. If it is desired, for example, to effect a reduction m frequency or severity rates, your effort should be concentrated on the one or two really serious causes of accidents. We are seriously concerned at the fail ure of our severity rate to decrease m tine with expectations. Comparing 1942 with 1941, oar frequency rate had decreased 39 per cent, during which time a decrease of only 11 per cent was shown in oar severity rate. This fact indicated that the lew serious accidents are being reduced while tittie improvement is being shown in rite more serious accidents. In order to redsce the serious accidents, it is neces sary to know which were the serious ac cidents, and also to know something about them, A preliminary study showed that acci dents involving equipment* accounted for 42 per cent of tire lost-time from all acci dents. Motor vehicles and general con struction equipment, although comprising leas than half of all the equipment acci dents, were responsible for 87 per cent of all lost time from equipment accidents. These were the serious accidents which had to he reduced. In making a special study, the first thing we do is to use our punched cards and find ont as much as we can from our bulk data. Ia this case, wc started out with 36,000 cards representing all the lost time injuries reported to us in 1942, and divided these into two groups--those in whkb mechanical equipment was involved and those in which mechanical equipment was cot involved. After making this sepa ration, we found ont what percentage of the days lost resulted from each group. The result of this first put of otzr analysis showed that mechanical equipment was Involved in 30 per cent of all accidents and accounted for 42 per cent of all days lost. From this point oa we worked with our equipment acodeats only, grouping these cases according to types of equipment such as general construction equipment, which includes tractocr, graders, power shovels, bulldozers, and simitar equipment; motor vehicles, hand tools, shop ma chinery, etc. Then we took each one of these groups and tabulated the days lost resulting from the acodeats to find out which type of-equipment accidents were most severe. This revealed that two groups of equipment, general construction equip ment and motor vehicles, were responsible for accidents which totaled 87 per cent of the lost time from all equipment accidents, although representing only 47 per cent of the accidents. Of these two groups, gen eral construction equipment accounted for 52 per cent of the days lost and motor vehicles 34 per cent Notice how we used out punch cards to get right down to the source of our severe accidents--how we isolated our problem--another sppScsticn of the prin ciple of deride and conquer. We started out with mote than 36,000 cases, and out of tills we got two groups; general con struction equipment acridcats, totalling 38 32nd National Safety Congress, 1943 xbout 2700 cases and motor vehicle acci dents, totalling about 2400. A special analysis -was then made of each of these two groups. Using the motor vehicle analysis as an example, in beginning the study we used our cards again to glean as much informa tion as we could from this source. This included such data as: motion of the ve hicle---was it going forward, backward or was it stationary; time of day in which the accidents happened; occupation of the injured persons; what were these persons doing when injured; unsafe conditions; unsafe practices engaged in; the number of accidents which result'd from violating our "Safety Requirements" and others. We also made a monthly breakdown to show whether the percentage of motor vehicle accidents was increasing or de creasing, and whether the season of the year affected the number of accidents. These classifiestiops serve a double pur pose: first, the information can be used to indicate general trends and conditions, and second, it acts as a guide in making the detailed analysts of the individual reports, which is the next step. In snaking the detailed analysis, we go right down to the individual injury ; eports. We needed all of the information that we could get now; so we had to use the re ports that contain this information. The reports were first separated into driving and non-driving cases, and then each was grouped according to the outstanding causes. Non-driving accidents accounted for 68 per cent of the total, and the prin cipal causes of these accidents were found to be: riding on trucks; getting on and off trucks; loading and unloading; repair and maintenance; and others. After sepa rating the reports into these groups, each group was studied carefully to find out everything about that particular cause. After completely analyzing the nondriving accidents and malting a written report of the findings, we studied the driv ing accidents which accounted for 32 per cent of all motor vehicle accidents. Here, we found the principal causes to fye: back ing without signalling, and other violations of good driving; boles, bumps, and other road conditions; walking oa wrong side of road and other violations of safe walking practices; and defective brakes, lights, etc. It must be pointed out that the cause groups set up will depend upon the par ticular study that is being made. What these will be In any particular situation cannot be stated in advance--these will develop as the study progresses. Application of Special StatSaa In preparing the report, it is helpful to use actual cases in describing and fflustrating important points. In addition, rise use of cases tends to personalize the study, as well as to make it more interesting and lend authenticity to conclusions. In com pleting the study it is important to state specific action that should be taken to prevent recurrence of the accident. Indi cate exactly what should be done, bow it should be done and who should do itLeave ao alternative bat to apply the findings of the analysts, and then follow throngh to see that the recommendations or orders are put into effect. Another application of special studies is to facilitate the planning of operations on future work so as to eliminate the barards and unsafe practices which have caused accidents on -previous jobs of armliar type. An example of this application of rec ords is a "Study of Occupational Injuries in Igloo Construction" prepared last year, after the construction of several of these projects revealed that the work was ex tremely hazardous. Igloos are a peculiar type of ammunition storage structure, the exact description of which we need not discuss, but the important point is that it was a kind 'of construction and pre sented hazards which were different from those encountered in previous types of construction. As a result of the study, certain very significant facts were revealed regarding these accidents, facts which were promptly translated into suggestions for safe opera tion. and in some cases into specific rules and regulations. Every igloo construction project in the country was quickly supplied with copies of this study. Every Safety Engineer, supervisor and foreman on these jobs soon knew what unsafe practices and Accident Facts 39 conditions were causing accidents. Not only were they informed as to what acci dents were occurring most often, but they were told, too, who was getting hurt, exactly what duties these workers were performing when they got hurt, and the specific steps that had to be taken to pre vent recurrence. This information was not only diswemi* sated to safety personnel on jobs already under construction, but it was sent also to safety personnel and supervisors of work that was still in the planning stage. Thus, safe practices were incorporated right into the job itself--before the work was even started. The necessary safety equipment was provided. Instead of simply instruct ing workers to erect forms, for example, they were instructed in the safe way to erect the forms. Safe methods of opera tion became an integral part of the job. Notice bow records were used to com bat this problem. First, the control figures revealed a type of operation that was causing a great number of accidents. After thus isolating the problem, an analysis of the records revealed specific facts and in formation and permitted, the application of definite methods of overcoming the diffi culty. Factual information was derived from well designed reports which per mitted positive result-getting action to be It is not a result of chance that the Corps of Engineers hay the lowest acci dent rates in the history of the construc tion industry---it is not a result of chance that the trend of accident frequency and severity rates has consistently declined since the inception of the accident preven tion program in the Corps of Engineers. A sound accident prevention program must include many phases and operations, and it is impossible to say that one part is more important than another, but there can be no doubt that a program is no better than the records that are obtained and the use that is made of them. Our approach to the problem is a scientific one based on facts and information obtained from a well devised system of reports and records. The results of our program offer substantial proof as to the merits of this approach. Army Session WEDNESDAY AFTERNOON October 6,1943 Presiding: IUjoi Qdibal Girkt S. Aquni^ Commanding General, Sixth Service Com mand, QpftifO. Tfa* Ktynot* of A* Army Stertnn Major General ABen W. Gullion, The Provost Umhal General, to whose super vision the Army safety program is charged, aormdtd the keynote of the searoa with the following remarks: Thii Is the fzrst aU-Annj session to be held at a National Safety Congnu. 'We are, at the outset^ confronted fay a paradox: oar Army is created primarily for destroying tbs military power of the enemy. Yet it ia simultaneously carrying cs the most intensive program for Con serving human fife ever undertaken by any agency. Today, therefore, we arc to tell you of the comprehensive steps taken by the Army to maintain health and to pro tect those on the fighting and the home front, from the needles* death, the dis abling injury, which in their incredible totals threaten the success of the entire war strategy. "The Krtocfa interest ia a realistic cae. Men to work and to fight oust be pro tected from purposeless destruction. Wherever men work, whether it is abroad in the theaters of operation or here at home, they must be carefully safeguarded. To do this, every device, every plan, every program to conserve ocr human and ma terial resources is used. The cooperation of every cmfiaa agency, with similar in terest, Is eagerly sought and highly valued. We want you to feel <s a result of this Congress that the Army, jour Army, is leaving nothing undone to win this war and win it with the least possible loss an toe fives of omr people.** Introduction MAJOR GENERAL HENRY S. AORANG Corcmiiiwfing General, Sixth Service Command, Chicago Under the Chief of Staff, the Array is organised oa three major components, toe Army Ground Forces, the Army Air Forces, and toe Array Service Forces. All three force* see to it that every piece of machinery is designed and built with a view to eliminating every possible risk of accident, and that in every hazardous operation, whether m training, in battle, or in the manufacturing plant, men are trained and supervised to avoid unsafe acts and unwarranted risks. Ye*, safety m toe Army and m industry is a big undertaking- It is only when we pause to condfar the sire of the Army itself, and the numbers of civilians cm- ployed by the War Department, Shat we truly begin to appreciate toe magnitude and importance of toe Army's Safety Pro gram. Our Array is a tough schooL The training is hard, the weapons are lethal, many of the duties are highly dangerous. By comparison, few industries offer such dangerous day-to-day hazards. But de spite toe hazards id toe serious business of preparing our soldiers for combat, both accidental deaths and accidental injuries in our Array, per 1,000 persons per year, were actually fewer in s94Z than in 1041, and were only slightly higher in fre quency than similar casualties among in- 41 42 32nd National Safety Congress, 1943 dnstrial workers. Wbca we consider that the soldier is often on duty twenty-four boors a day, as compared with the indus trial worker's work week of forty-five or fifty hours, perhaps the Army has a better record after ail, man-hour for man-hour of exposure, than that among civilian in dustrial workers. Last year, industrial accidents cost us 380,000,000 man-days, the equivalent of a full year's production - of more than l,- 250.000 workers. The Army estimates that lost time was enough to completely sup ply a fighting force comparable in size to the armies used in the invasion of Sicily. That work time is lost forever. Moreover, 45.000 of the worker casualties will never work again--they arc dead. The Army wants to preserve both the lives of its fighters and the lives of the workers who supply the Army. Safety and Health on me Some Front MAJOR GKNBBAL W. H. HARRISON Chief of the Procurement sad Dhtribotioo Smtkn^ Office of tba Chief Signal Officer At first thought it may seem a far cry from safety and health here at home to preventing avoidable casualties and keep ing our soldiers in fighting shape in battle areas--where extremes of heat and cold are commonplace, where even the water supply may be swarming with deadly disease germs, and where violent death may be imposed upon our men at almost any moment. But the safety and physical well-being of our men on the. fighting fronts, of our men undergoing their train ing at home, and of the men and women who produce the weapons and munitions and countless other supplies they .must have, are linked together in one continu ous chain. What affects one, affects H Chain of Safety for Fighting Hen The chain begins here at home. The first link js safe and healthful plant fa cilities and working conditions. The sec ond link is adequate safety and health training and supervision of our war work ers. The thud link is building maximum safety into every piece of equipment, every weapon, intended for the use of our fight ing forces. The fourth link is careful se lection of our soldiers to insure thetr being physically and mentally fit. The fifth link is clothing, housing and feeding our sol diers so that their health and strength arc kept at the peak, and giving them ade quate medical, dental and surgical atten tion. The sixth link is military training-- painstaking education of our soldiers to handle*hazardous equipment safely and to protect themselves against every foresee able dufer. fenty possible safety defense against enemy aettao U drilled into the skull^mus cles and buDO of every American soldier. In addition, die individual soldier is pro vided with spcrialhrrri equipment designed foe h*s protection and safety. When we ship to think of it, a gas mask is a safety device. So is "flash-proof* clothing. So is a steel helmet. So is the safety catch on every rifle. So is a mech anism on every artillery piece which does not permit the gun to be fined until the breech is locked. E*ery monu Mt nt in training soldiers in the use of th.. equip ment--and ia taking advantage of natural and man - made protection when under enemy fire--promotes safety and conser vation of manpower in one of the largest and most rapidly organized armies of the world, the Army of the United States- War Department Programs Your War Department Is aggressively tackling the whole problem of safety. Every post, every airfield, every training camp, every depot, arsenal, port of em barkation and every plant with a war con tract operates an aggresive accident pre vention program. These programs are supervised and coordinated by The Provost Marshal General, acting for the Commanding General of the Army Service Force*. In ea' h of the service commands into Army Session 43 which the country hu been divided geo graphically, there is a headquarters safety engineer and a staff of inspectors. These inspectors regularly visit thousands of vital war plants, conduct rigorous investi gations and prepare reports for the at tention of the service command safety engineers. When a report Indicates that improvement in safety engineering, safety organization, or an intensification of the plant safety education program is needed, recommendatioas arc prepared and assist ance is given. la carrying on this plant protection work, the help of many outside agencies and specialists is utilized. For example, in cases where occupational disease ex posures are involved, the Office of The Surgeon General and the U, S. Public Health Service provide assistance. Among the other agencies which have rendered valuable help are the insurance compa nies, technical societies, State Labor De partments, The national Committed for the Conservation of Manpower in War S industries, the National Bureau for ln- do*trial Protection, the National ConscrI ration Bureau and the National Safety 3 Council. Through our policy of seeking | the best assistance available, through the g splendid cooperation we have invariably ! received, die Army safety program U able to tcrouqifob far greater results than wuokf otherwise be possible, and with a far smaller safety engineering staff than would otherwise be necessary. Ts'tsaaBg Scbods Conducted Tbe Army h carrying on an intensive training program for Army plant safety inspectors. A training school for safety education at New York University is helping to turn out competent inspectors. A bich proportion of these men already bad excellent engineering and safety ex perience, and all are carefully selected for interest m safety. Intelligence and initia tive before bring assigned to the Army safety schools. By using the best avail able candidates, by putting them through rigorous training, we are able to get -good inspectors within time limits that would be impossible in peacetime. To measure accurately accident preven tion progress from month to month in Army-inspected war plants, a statistical reporting system which utilizes A tingle simple report form has been set up. The American Society of Safety Engineers is helping greatly by influencing industrial operators to fill out these forms accurately and return them promptly to tbe service commands. As a guide to Army inspectors and plant safety directors, the Army has pre pared a minimum safety program lor war plants. I am pleased to report that a great many of the plants we inspect are already doing more than is called for in our minimum standards. Tbe War Department Safety Council invites representatives of the Army, Navy and other governmental and civilian agen cies to its meetings. Ideas arc exchanged, progress reviewed, and plans for the fu ture are outlined. The various agencies assume responsibility for specific phases of the overall program, thus preventing confusion and unnecessary duplication of effort. Supply and Construction Safety Time does not permit me to detail tbe safety program of even the Quartermaster Corps, for example, which includes acci dent prevention and health measures in every activity connected with the pro curement, storage and distribution of countless Items of equipment and supplies, the provision of Iend-lease supplies, and the training of Quartermaster troops who are furnished to the Service Commands and the air and ground forces. Bat I can give an idea of the magnitude and success of that job. At a single warehousing in stallation operated by the Quartermaster Corps, more than four thousand cmfian employees purchased safety shoes, using their own funds. That is cocrriacmg proof that we are getting the safety message across! How about safety in the Corps of En gineers? Here is the biggest construction industry in the world, employing both civilian and military personnel and fa cilities. The safety - accident prevention branch is charged with "planning, organiz ing, and promulgating the necessary activ ities for the prevention of accidental in juries, disease and sickness, destruction and damage to equipment and materials, in connection with military construction. 44 32nd National Safety Congress, '2943 river and harbor and flood control opera tions, chril ivories and operations . . The Army engineers undertake to ful fill that order in typical engineering fash ion. They believe in maintaining detailed records--In finding the facts and basing action on file finding*. In construction operations, for example, three report forms are used--an hxdmdoal occupational in jury report; a monthly injury summary report Of exposure, accidents, and days lost; and a report of safety engineer ac tivities- These are processed, recommen dations and on-the-spot action is taken immediately. The engineers don't wait for accidents to happen. From the experience gained on hundreds of Jobs, they spot accident potentialities on new jobs and take pre ventive measures. Take, for example, an application of the principle "forewarned is forearmed** as applied in the constrac tion of a certain highly specialized storage structure we call an "igloo," a building used for file housing of ammcuuticm. This was a new land of construction, and there were many hazards with which we had had no experience. Bat from our knowl edge of potential hazards, such as over loading of platforms, scaffolds, equipment, accumulation of debris which cactsc fall ing and tripping hazards, and unsafe storage of materials--factors which Army engineers have found contribute to one of every two construction accidents--many of the hazards were effectively overcome before'work started. Others which showed up in the first few projects were qmckfy studied and a report on hazards peculiar to igloo construction was promptly pre pared and rushed to every igloo construc tion project in the country. Thus every safety engineer, supervisor, and foreman on those jobs was provided, in a minimum of time, with a practical safety code for his own specialized operation. Due to the safety program of the Corps of Engineers, accidents decreased in fre quency thirty-nine per cent in 1942 as compared with 1941, and eleven per cent in severity. The good work is still going on. It is not due to chance that the Corps of .Engineers has established the lowest accident rates in the history of the con struction industry. It is the result of fore sight, careful investigation of causes, prep aration of reports, maintenance of records, and prompt, decisive action when and where action is needed. Chemical Warfare Service Activities When we think of the materials and equipment produced and handled by the Chemical Warfare Service, we cannot help but think of safety. There is lethal sig nificance in the mere mention of such items ms incendiary materials, toxic gases, smoke, chemical weapons and monitions. The Army very specifically charges the Plant Protection, Safety and Labor Branch of the Chemical Warfare Service with safety "as it pertains to Chemical Warfare Service instanations, manufac turing, storing or processing poisonous, incendiary, or irritant chemicals and ex plosives . . . including safety matters in cident to the protection of employees of the Service and of employees in private facilities .. " Working with chemicals is a. touchy business. . Its all Hs equipment, the Chem ical 'warfare Sendee has utilized the safest materials and design, and all per sonnel Is required to follow detailed and precise safety procedures. Woe betide the employee who fails to report an injury promptly for treatment! Every arsenal distributes safety rule books and other literature to employees. Safety films are shown. Safety training courses are conducted for foremen and supervisors. Where protective clothing is prescribed, the worker must wear that clothing or he is not permitted on his job. Despite the very great hazards involved, the Chemical Warfare Service is doing a magnificent job in bolding down accident frequency rates and severity. Cfcrifian Tzsiahf by Signal Corps In radio alone, the Signal Corps has trained more than fifty thousand civilians. At each of the many civilian installations, an intensive safety and health program is carried on. Key civilian personnel are required to take the ninety-six-hoor safety course conducted by the National Com mittee for the Conservation of Ulanpower. From the Signal Corps' "Health and Safety Training Manual" they then teach a twenty-hour safety course to foremen and supervisors, who in turn teach all Army .Session 45 workers. Every civilian employee is given hour for man hour of exposure, wc are a copy of the Signal Corps' "Safety and carrying on the biggest industrial safety Health Regulations/* Posters and other and health program ever organized. In visual aids are used extensively. Safety January, 1943, we received, processed, and and health rules for women employees, acted on reports totalling 2,038.702,000 too, are published and distributed. Safety man-hours of exposure. In June, the total plays an important part m the tiaxmag had risen to 1,538,363,000 man-hours. More films produced by the Signal Corps and than eight billion man-hours were re used by all branches of the Army. ported In toe first six months of this I am pleased to report that, despite a huge Increase in exposure, the Signal Corps has achieved m civilian personnel accident frequency reduction of about sixty per cent in 1943, as compared with year. By toe end of the year, the twentybillion man-hoar mark frill have been ex ceeded. That is an astronomical figure. Let's translate it into understandable terms. 1942. The safety program is getting big To accumulate that amount of exposure results. am assured that at will continue time, a plant employing ten thousand men to get bigger and better results. would have to operate steadily for one The Transportation Corps directs, co thousand years1 ordinates, and supervises all transporta How effective is our program in terms tion functions for the War Department, of accidents prevented? That is a difficult and operates toe field installations pertain question to answer, since accidents pre ing to those inactions. 'Let's see how vented are mtangible; only those that oc safety is achieved at a particularly busy cur have reality. But there is one way and hazardous looting -a port of em of getting an answer--and it is a most barkation. Here, everything from sixty- effective way--by direct comparison. 5ve-ifta tanks to block-busters is loaded In War Department operated facilities, aboazdship for toe ocean trip to combat the accident prevention section has real areas. The work is bard, fast, often dan authority. Recommendations are put into gerous. But every port of embarkation effect--all of them, without delay. This has sta accident prevention officer. He is is not always true of the civilian operated a trained safety engineer. He conducts plants on the War Department's inspection safety training courses for the foremen. list Sometimes recommendations are fol Foremen are shown films like "The Know lowed in full, sometimes in part, and How oi Handling Freight in Ware sometimes, unfortunately, they are almost houses,** and "The Know How of Steve completely ignored. So, if our safely work doring,1* which are produced-at ports of has value, that value should reveal itself embarkation. Foremen in turn fiher in a lower frequency rate in War Depart safety information down to the workers. ment operated facilities than in civilian Rede booklets are distributed, such as operated plants. That is exactly toe case. "Rules for Tractor Drivers" and "Rules In War Department operated facilities, the fqr Fork-Lift Operators." Posters and frequency rate right this minute is thirty safety rules and slogans are prominently per cent lower than tn the War Depart displayed, and the accident prevention offi ment contract civilian operated plants. cer is always on toe job to detect unsafe This is proof that toe Army safety pro conditions or practices and correct them. gram can and does get results. It is also This program is responsible for an ac an indication that many civilian operated cident frequency reduction at ports of em plants can do better than they are doing barkation from 29.4 in January of this now--much better! * The Army is deter year, to 19.3 in July--seven months! The mined to improve its record. Industry reduction is stdl continuing. mast follow the Army's example with an intensified effort for war worker safety Extent and RHsetwnm*** of Work and health. Onr acute manpower situa Now let us look for a moment at total accomplishments--at toe fact of tremendonui achievement to which toe service forces can and do point with pride. Man tion demands an all-out effort--an effort that must be continned and intensified all along toe line until toe enemy is com pletely and utterly beaten. 46 32h4 Notional Safety Congress, 1943 Health In Our Armed Service# MAJOR GENERAL NORMAN T. KIRK, The 8ar**on Otoeral Tbe wounded soldier ia this war has a much better chance of surviving than ever before. Deaths after treatment among tbe armed forces have averaged leas than two and one-half per cent--the lowest rate in the history of warfare. Casualty lists are long; they will increase, but remember this: Cur men are getting thr best serv ice that modem medicine can give them and its efficiency is proven by comparison with previous wars. Primary Mission of Medical Department The strategies, the tactics and employ ment of force may change, but the need for manpower to operate the weapons is the initial and final arbiter. Tbe primary, mission of the Medical Department is to conserve fighting strength. Today, the wounded soldier is not brought back to the rear lines for initial treatment. Instead, medical aid and surgical emits have been moved forward to the soldier. Treatment is available within the "golden six hours.*' Against shock, hemorrhage and infection, it is tbe first few hours that spel! life or death for tbe battle-wounded. The advances in medical techniques, perhaps, are more publicised but the high recovery rate of U. S. battle-wounded-- 97per cent--is equally due to the cour age, speed and efficiency of medical offi cers and medical aid soldiers in the front lines. Paradoxically, the casualty rate within the Medical Department proper is today one of tbe highest of any branch of tbe services. Approximately 117JJ00 officers and 500,000 highly-trained enlisted men serve with tbe several branches'of the Medical Department--the Medical Corps, Dental Corps, Veterinary Corps, Nurse Corps, Sanitary Corps, Medical Administrative Corps, tbe Physical Therapy Aides and tbe Dieticians. Our forces are fighting in climates rang ing from tropical to arctic jo character. There are corresponding variations in the picture. The incidence of battle and nonbattle injury also differs widely by reason of geography, terrain, exposi tion of forces, weather, equipment and | tactical situations. I ` Industrial Medical Service E Industrial, that is, emergency medical | service ia Army owned plants, the hy gienic control of working conditions, and the detection and prevention of occupa tional disease are a responsibility of the Medical Department. This responsibility is a direct one for Army operated plants, and an indirect one for contractor oper ated plants in that the Army does not provide personnel for the latter, but satis fies itself, through inspection and super vision, that medical service and working conditions are satisfactory. . The Surgeon General's Office, through the Occupational Hygiene Branch, admin isters the Army industrial medical pro gram. This program is the expression of a major effort to conserve man hours of production and the lives and health of the Civil Service industrial workers in Army industrial plants. In its purpose and method of administration It differs in no essentia! principle from tbe similar functions in private industry. It strives to. attain tbe same high degree of effi ciency found in the best regulated indus tries and to conform to the ethical stan dards recognised and accepted in industrial , medical and personnel administration. The hygiene of working conditions, the presence of dusts, fumes, gases and toxic substances are controlled by surreys and Inspections made by tbe technical per sonnel of the Army Industrial Hygiene Laboratory located in the School of Hy giene and Public Health, Johns Hopidns University, in Baltimore. This laboratory conducts periodic surveys and check-up in spections in Army operated plants. Tbe Industrial Hygiene Division of the U. S. Public Health Service, acting for the Sur geon General, performs a similar function in contractor-operated plants. There could be no better iHustratkm of the fact that health in the Armed Services is but a hairline distinction between the khalti of combat and tbe overalls of in Army Session 47 dustry. Just as a soldier Is a potential striking force---so is the worker at the forge, the lathe or on the farm. Health Hazards In Operational Areas American soldiers are operating today In areas which suffer from tbe worst health hazards ever to confront a military force; malaria, dysentery, dengue, typhus, yellow fever, infectious diarrheas, and to a lesser extent plague, trypanosomiasis, relapsing fever and No authentic reports have been received of either yellow fever, plague, trypano somiasis or relapsing fever cases in tbe Army. In some foreign areas, among civilian populations, the enteric and insect-borne diseases are so common that it is the ex ception, not the rule, to find an uninfected native. Despite constant exposure, the high level of health in the Armed forces indi cates the greater controls possible in mili tary establishments as opposed to the civil ian community as a whole. Mortality from disease in this war is much lower than ever before. In this country, daring 1942, treatments in the Army for non-battle injuries or sickness totalled slightly more than 3 per cent. Abroad, the rate was slightly lower and this figure includes battle casualties. The Navy's non-effective rate was erven lower. Deaths attributable to the seven key diseases are negligible; preventive vaccines are used against typhoid, sinaflpox, teta nus, typhus, yellow fever, cholera and plague. Among overseas troops, malaria, dysen teries and infectious diarrheas provide the most serious disease threat in number of cases. Admission to treatment for dysen teries and diarrheas avenged about 30 men per thousand per year in 1942. In 3943, with great concentrations of troops in areas where these diseases have high incidence, the rate is roughly SO per thou sand men. Both dysentery and diarrhea are most prevalent daring the summer mouths and among troops in tbe field. Feces, fingers and flies are basically re sponsible. Malaria and Typhus Malaria is the most widespread disease to which our troops are exposed. Unfor tunately, there is no vaccine against ma laria. Mosquito control measures are ef fective but most difficult to apply under combat conditions in active theaters of operation. Since the best cure for malaria is prevention, it is no exaggeration to state that a shipment of fine-mesh screen ing or netting is more essential than a shipment of tanks or planes. Some few cases of typhus have occurred ia our southern camps each year, but are unimportant. The epidemic or louse bonze typhus has steadily increased, how ever, among the native populations of North Africa, the Near and Middle Bast and elsewhere since the war. la the Armed Services there have been few cases and control measures have proved excel lent. All troops sent to infected areas are vaccinated and revaednated with im proved typhus vaccine. New methods for delousing both clothes and men are used. Strict sanitary discipline is maintained. Other Hazard* During 1941 the Army adopted immun ization with tetanus toxoid for all person nel, and so Car, among those immunized, we have bad no tetanus. Tbe problem of gas-gangrene continues unsolved, although improyed surgical treatment, prompt use of anti-toxin and the sulfonamides have materially reduced the number ot deaths from this infection. The use of blood plasma to combat shock has provided the greatest advance for field medical treatment in the history of military medicine. Counties* lives are directly attributable to the use of plasma. Oral prosthetics are a most in the Armed force*. To date, over '22,000,000 fillings hare been inserted in the teeth of soldiers; dentures have been provided some 680,000 men. Treatments have been made for several million prophylac tic and pyorrhea cases. At no time in this war has the venereal rate for troops in this country been as high as the lowest monthly rate for the last war. In five months---March through July, 1943--more than 40,000 men were inducted, treated and cured by the Army 48 32nd National Safety Congress, 194$ and the Navy. Eliminating those infected prior to induction, the figure stands at an ali-tirac low for the Army of 25 treated per thousand men through August 1, 3943. ' Combat Treatment Modern surgical surd prophylactic meth ods have literally streamlined the prac tice of military medicine in the field. Im mediate aid for battle casualties, the prompt evacuation of the wounded from the battle, improved methods of trans portation and constant forward movement of aid stations and surgical units have saved many lives and eliminated much pain and suffering. In this connection, I believe you will be interested in the functions of the Medi cal Department in actual combat, daring an invasion or landing-operation. ^ In breakdown, it wall be seen that *the wounded receive these progressive treat ments; After medical soldiers give first aid and attach descriptive tags to the wounded, they are picked up and carried by litter bearers to battalion and stations where dressings and splints are applied by medi cal officers. In many cases in the Tunisian aad other campaigns, major operations in cluding brain surgery were performed at these stations. Here plasma to combat shock is given together with pain reliev ing drugs. _ Seriously wounded men are then moved back to collecting stations, the most advanced point that can be reached, as a rule, by imbalance. At this point, from five-to-fifteen miles back of the front lines, further surgery as per formed as necessary and wounds are re dressed and splints reapplied. The pa tient is then prepared for movement to the rear where extensive laboratories and operative facilities have been rapidly assembled as an evacuation hospital. Q coarse, the lines are fluid and with mod ern, higbly-tnobile equipment, units in tended for the rear occasionally find themselves right in tire thick of H. The final move for the seriously wounded soldier is by ambulance, plane, train or ship to a general hospital located in the theater of operations- Already in this war, casualties have arrived for treat ment is the United States well ahead of thefir own casualty reports! Following convalescence, if sot perma nently injured, the experienced soldier is ready to return to the tiring line and action. This then is the functional cycle of the Medical Department, beginning with the selection of men for the service*, extend ing to the prererratioe of health and, finally, the restoration of health to mamtabs the highest possible average of fight ing efficiency. Air Sarny--Weapo&s oI Victory COLONEL SAM R. HARRIS, Director, Office of Flying Safety The importance of protecting our pilots and their planes from unnecessary sacri fice is known and appreciated by every man in the Army Air Forces. We can not win the war unless we can furnish skilled pilots and superior planes to the fighting fronts in ever increasing num bers. Oar ability to do this lunges in huge measure upon the degree of safety exercised in training men for a hazardous job. As usurious as we are, however, to pro tect and save these men who fly in mili tary airplanes for the very human reason that they are fine young men, there is another compelling reason for the flying safety program. Safety is just plain good business. Even though the president of a manufacturing company may be intense ly interested in the well being of every employee, it is likely that the me of his company's accident prevention budget will be governed by the contribution which accident prevention makes to the total success of his business. The same type of thinking guides the Army Air Forces. Accident prevention here is not only a humanitarian responsi bility, recognised by everyone, it 2s emphatically one more way of winning the war. It is another and most effective way of delivering more men and more Army Session 49 airplanes to the theatres of combat, ready also protect the airmen when the chips and able to fly their missions. are down. Two Types of Flying There is one other basic consideration in this matter of aircraft accidents. Train Military airmen must do their flying under two very different sets of circtnnstances. One of these occurs during their training period in this country.* The other is daring their tours of duty in actual combat. Our job is to protect them under both sets of circumstances, and each has a very definite bearing on the other. In other words, it is not satis factory to achieve a good accident record ing must be dose m a fanny. We can not call time oat in this war and adopt a leisurely pace. Pilots and crews most be ready when the airplanes come out of the factory, for they ere badly needed right now on all the fighting fronts of the world. Any delay most be paid for in lives sacrificed m the bloody trench war fare required to bold sod beat the enemy in the absence of air strength. on this side of the oceans, unless at the Thus, the Air Forces as a whole, and same time we give our air crews such the Office of Flying Safety In particular, training and equipment as will protect them under combat conditions. Let me fllastrate. While still in train must balance safety m training against safety and effectiveness to combat. Our objective is a nuramm in both. ing in this country, our fighter pilots arc tanght a maneuver designed to enable them to shoot down two ME 107* which may attack from the rear. Dangerous? Of coarse, it's dangcroas--but not half so dangerous as having two HE KB's on year tail and not knowing wfaat to do about itl We cannot for one moment forget that the lads in the AAF are trusog for com bat duty, and tf we let them gw out of this country unprepared we have faded in our mission, even tboqgh Che accident rate sinks to zero. Rtoau Favorable I have made an honest effort to de scribe for you some of the conditions and problems which surround this job of fly- mg safety- It cut be shown that we are far ahead os the game in terms of acci dent rates. Of that fact we are proud. Wc know, however, as yon do, that re gardless of the rate, a lot of airplanes are befog wrecked and a kt of men killed and injured fo airplane acridcuts m this country. So lug as this ts true, oar pro gram w33 go eta aad be intensified. It wall grow and improve jost as rapidly as Training gqnfria--i The same thing is trwe of equipment. If one hundred per cent safety on this side were our only objective, we could we can make it But with few exceptions, there has been mm ncraue in the number of accidents in the AAF each year since 1921. This curve of increase in numbers has fol pat our lads to nothing nort difficult lowed the curve of increase in activity. to fly than a Cob. It so happent,. how ever, that there are a few things Hot skip-bombing, high altitude bombing, formation Airing, gunnery sad strafing Suusply stated, it is a case of the more flying--the more accidents. The propor tion of accidents to flying, however, has produced a different pattern. Beginning that hare to be done m combat. These is 1921 at a very high level, the accident are jobs for big, ragged, fast-flying and rat* per thousand hours of flying has bard hitting airplanes. It is a rule of been steadily reduced until 1942, when business that you ~Doa*t scud a boy to * do a xaais'a job.** It is the same way an the Air Forces wbea we talc about equip ment. Generally speaking, the Tiifgrr oar mr' plane* are, the faster and farther they fly, the more difficult wiQ be the job of flying them. Armor plat* aad fitt-posti' add to the weight of airplanes, bat they it readied an all time low. It is well to point oat here that in that same year, the accident experience level sa the Air Forces reached an all-time high. We know that there is a definite esmbfos between experience level and xxU of accidents, just as there b a cor relation between amount of flying aad -rTM*--' of accidents. 50 32nd National Safety Congress, 1943 The year 1940 marked the end of peace- mg the last three months of the past year time activity. Expansion started--and the trend for fatal acddents, too, waj what expaostos it been and stiU isl downward, the rate being below that for In terms of miles flown, activity during fiscal 1942. the fiscal year 1942 was 238 per cent over In order that you may keep our present 1941, and during the fiscal year just acrident picture in its true perspective I ended there was an increase of 190 per you should know that the accident rate cent over 1942. Actually, to the year Just for last year was lower than for the 10- ended we flew more than times as year peacetime period 1931-40 and let* many miles as we flew in the entire 20 than half that for the 1921-1930 period. years from 1921 to 1940. And these fig- , ures include only flying in the Continen-. Xri tal United States--not one mile of com bat or other foreign flying. These are the facts. The number of accidents is mcreasiag. The upswing in Predictions and Results the accident sate *--rtlrTflr following 1940 has been halted. The rate today is We made some predictions back in 1940 and 1941. We knew that the num ber of accidents would go up as the amount of flying increased--more flying, more accidents. Daring the previous 20 years, we have watched the accident rate per thousand hour* of flying go down as the experience level went up, and so now we were sure that the rate would substantially below wbaa was predicted and also below that of aay peacetime year previous to 1937. It ts not oar desire to gloss over the atwtioo We begrudge the loss of every crew member and every ship. On the other haod, we warn to put away any unfounded fears that may exist in the hearts and xmads of American parent*. The situation ia in hand and wc go up as this experience level did a right intend to make it more so. about face. Since experience is such a basic and im The rate did go up in 1941. It went up a bit more in 1942. In fact, our predic tions looked pretty accurate. Of course, our curve of predicted increase went right on up in line with the expansion that con tinued during fiscal 1943 and Is doe to continue in the future. Actually, how ever, we have accomplished something that even we did not really expect. The upward trend to the accident fits halted in the year just ended and has actually moved downward. Until now, all figures revealing the rate of aircraft accidents have been classi fied as confidential because the' enemy might use them to learn our strength. That isn't so important* now because what he knows will only hurt him. portant factor in flying safety, oar pro gram of accident prevention is based largely cm the collection of all the experi ence possible and directing die findings to the points of greatest need. For ex ample, we know that a careful study of an airplane accident in Maine may give us a cine* which will prevent a similar accident m California. In our research and statistics division are row on row of filing cases containing complete re ports on every accident that happens In the AAF. On the walls are charts and graphs showing where, how and ^ why these accidents happened. From this in formation we map our attack and supply the entire AAF with information designed to prevent repetition. Therefore, I have here a few figures that 1 m authorized to quote. We started the last fiscal year with an accident rate for all accidents of 739 per thousand hours flown. We ended the year with a rate of 716. The rate of fatal accidents has followed approxi mately the same trend as that for all acci dents. During the past year, however, the fatal accident rate showed a fractional increase from .077 to .083. However, dor- Field Organization * We have a field organization, too. In it we have gathered together the best men we can find. For the most part they are in their late thirties and early forties and have spent all their adult years in avia tion--definitely long on experience. These men are on the go constantly, every day and many nights, making safety surveys and accident investigations.' They are Army Session 51 trouble-shoote'" with the full authority Wc also use motion pictures extensive-, of my office and, through my office, the ly and they, too, vary among the amusing, authority of the office of the Command the entertaining and the informative.' Wc ing General behind them. Very often use cartoons and editorials in camp pa they themselves spot trouble as they make their rounds, more often we spot trouble in analyzing accident reports and we send them out to find the reasons for it. The work of the Regional Safety Offi cer takes him into practically every ac tivity connected with flying, from main tenance to field traffic regulations, from oxygen training to weight and balance of pers and other publications read by cadets. We have our "Accident Facts"--yes, we even borrowed the titled used by the National Safety Council. It is our statis tical Bible, pointing to sore spots needing quick, corrective action. Wc have a monthly publication entitled "Accident Experience/' aimed at supervisory offi cers. aircraft. He investigates and reports We have learned also that good, solid upon such varied items as control tower information about Hying in ail its phases operations, flight control and instrument is the best kind of safety education. Right let-down procedures, clearance proced ures, lighting and obstacles, taxiing pre cautions--even including what the cadets now a group of safety education officers is rewriting eight flying training manuals for greater clarity, simplicity and uni arc having for breakfast! formity. Safety Education Fifty Regional Safety Officers, scat tered from Maine to California and from Our Pilot's Information File is a con densation of volume of information re lating to countless phases of flying. Florida to Washington cannot, of course, be everywhere at once. That's a big rea son for our safety education setup. Where we can't spread experience in per son, we try to do it in printed words and pictures. We learned quickly that in the Air Forces, as in many other fields, the hu man factor is chiefly to blame for acci dents. Nearly 75 per cent of accidents in all phases of training are caused by personnel error--carelessness, thought lessness, poor technique. So, as part of our intensive educational program, w*r dm safety posters extensively, stressing the amusing, the factual, the informative ap proach--avoiding the gruesome. Our cadets, we feel, need no added reminders that flying military aircraft is a dangerous business. We cannot afford to plant fear in their minds. We have learned a great deal from the educational methods of the National Safe ty Council. As a matter of fact, 1 recall that in acknowledging receipt of the Na tional Safely Council's Distinguished Service to Safety Award, last June, Gen eral Arnold said, in part: *`In attacking our accident problem, we resorted to methods of the National Safety Council itself, flooding our airfields with posters and educational literature ..." Flight Control Another clement of our program is flight control. Its purpose is to elim inate accidents caused by poor judgment, or inexperience in pilots on cross-country flights, adverse weather conditions, short ages of gasoline caused by unforeseen cir cumstances, or any trouble in flight that can be corrected by expert direction from the ground. Functioning in its present phase as ad visory rather than regulatory, ft is the job of Flight Control to get military aircraft from one point to another safely and with dispatch, and to control traffic so that the maximum number of flights can be operated and the maximum number of missions can be completed. Jost as safety education has brought results for the National Safety Council, it has brought results for the Air Forces. During %i six months of the calen dar year 194J as compared with all of 1942, accidents due to pilot error were reduced as follows: 23% in primary schools 5.5% ii- basic schools 11.0% in advanced schools That is the story of accidents aud our program to prevent them in the Army Air Forces. 52 32nd National Safety Congress, 1913 Preventing Avoidable CcnuahiM in Our Combat Force* An uddriw by M^ar Gaunl Ahran C. GtTlena, Jr, Cmttmsntong General, Armored Command I'm not a safety expert in the usual sense of the -word. Actually, however, you and I. have been doing the same job with. different titles for a number of yearn. Ife a soldier's job to fight and die. If neces sary, bnt it's -also a part of bis job to stay alive. ,, On behalf of the Army Ground Forces, I want to give you an idea of a few of the many measures we are taking to utilize our military manpower to the fullest,de gree. We pursue these measures with the express purpose of lessening the bur dens of the Surgeon General and elim inating needless and costly accidents. Cakulated ShM The keynote of out peacetime training was "Safety First." We believed, and I think properly, that hazardous risks to personnel were unwarranted when no na tional emergency existed. On the other band, when war was declared, our train ing became guided by more stringent re quirements. It was necessary to qualify ourprevzoa* operations by the assumption of certain calculated risk*. To add real ism and an element of danger to training, and at the same time to apply that train ing to several xzuUion raw recruit*. Is a* tremendous task. The cornerstone of the Army's safety program is discipline. Discipline is based on knowledge. It assures maximum ef ficiency under any set of circumstances. For example: The disciplined soldier will leave a wounded comrade when ordered to re treat, well knowing that to remain and attempt a rescue would result in capture and loss to his unit. The disciplined soldier never smokes in a tank, knowing that he endangers the lives of his crew to fire. The disciplined soldier never stops to pick up a shiny souvenir on the battlefield, for it might be an enemy booby trappowerful enough to ItiU him and his friends nearby. From the moment a soldier reaches the induction center, the Army systematically plans bis future, with the single idea of landing him overseas trained mentally, pbyskaQy and technically, and supplied with equipment: to defeat the enemy. De feat of the enemy requires power-maechanical power, will power, and above all, manpower. Only those men' who have been found physically and mentally fit for the shock of battle are assigned to combat units. Previous "scruen tests" eliminate those not qualified for the ex treme exertion of battle. This classifica tion of personnel in itself constitutes one of the Army's first and most important safety measures. This initial procedure eliminates the chance of accidents result ing from the mere fact of having a square peg in a round hole. Through constant and strenuous physical exercise, those who are physically fit are built up, their senses sharpened. They become alert, avoid care lessness--the cause of most accidents. Dangerous Training Actually For Safety Paradoxically, some of Otar most realis tic tad consequently dangerous training methods are actually safety device*. Ex perience has shown that the average re* crust is frightened, sot only by the bullets in battle, but also by the noises. He will become careless, nuke simple mistakes, such as recklessly firing his weapon and canting accidents fatal to himself and to others. For that reason. Army Ground Forces has devised elaborate means of ftwa^nrinjr the soldier with the sounds and scenes of actual combat. We have fnfiltration corKs where newly-inducted soldiers are required to crawl 125 yards across rocky terrain, through shell holes criss-crossed with barbed wire, while ma chine guns ere firing live ammunition thirty inches above their heads. Added realism U gained by the use of charges of TiJT, which are exploded a few feet away, simulating land mines. Occasionally, stuffed dummies, bloody and in uniform, hrg In the barbed wire. Yet this U foi safety. Army Session 53 We Have found these courses very ef fective in convincing the soldier that it Is vital to keep bis head down, to apply cor rect methods of crawling, to negotiate barbed Wire by crawling under, not over it, and to keep his weapon clean and ready to function under the most adverse con ditions. Meanwhile, he must remain alert and obey orders, given amid the confusion of his surroundings. Taming Units Under FieM Conditions Just as individual sokfiex* are framed under conditions ipproriniting combat, advanced training of uaxts n most effec tive when conducted --dir field condi tions. The Desert Training Geotcr, in California, is the best location for such maneuvers, and there units are prepared for service on all the lattkfroea. There the physical bin!crane reaches a peak. Men who leans e care for their persons in face of harsh natural comfitio-- will survive any dmnt There they learn the meaning of water Mpfiae. ami the neces sity for taking salt fillets to avoid physi cal exhaustion. The com d fieahwfisiuf to such orders on rare eeaunw ray he severe. Drivers who cm raeiafcraa vehicles in the sand ami Amt i toe draart wstt have enough raprnrwcx sod rerawfalaeas to keep to-- mtog raj mtm i. Les sons of care ami rafuqr teamed m the desert axe pfM wito profit bar when the bullets are frying These leran-- wifi be of special lake is a peeefclc tomter Ike Mongolia, hut toe koowiedge is of general vatae ntutow of the am. firm; thus permitting quick, safe unload ing of vehicles from landing boats. Spe cially trained tractor and bulldozer crews practice their tasks of promptly unloading anti-aircraft guns to assure protection for the beach-head. The over-all operations at Oran repre sent another up-to-the-minute example of the Army's practice of safety with the calculated risk. All of us know that a major operation, even rawer the meet bvoctok ecuiditi.TPH,, nasally will be costly koto ra seat mi material Sack detailed tniaiag 1.1 witj. m to obtain mjiiimaiia tfir rinse toart is ra attack at the cheapens grin*-*-- fries.' Cootribntrag to toe mraorams craecrvatioo of mrapomsr i toe inermemg *** phasss ea night egamiaaa A vaafi cootroOed attack ra naghe wfll smneramr Was m toe night weak am toe towns f Bwtraa in somhtfa Sfefrf. turtoni *e a phraede of grorad l^tthMAatotoraiwatote ceatotrysidq, toe tomm tpahtol to he im pregnable. A dglAt MttCfc tot rack a formHaMe iljeAi would beam cast ra severe nrafcriaa, araft aright weft have failed. The irgtiT ectocfc cwt ra a few men woradtd nevertheless* this opera tion could never have ktt* cercaad oat if the troops had sot been thonasgfcly dmopHiard sad traiacd is afi those tratnf.isls whirl insured reasonable safety from oar friendly fire sad proper case of darkness and ground features for defense from enemy maenme gens. A special mid sdvrarril phase of this type of reaKstae tnsarag k found at toe Invasion Tnracag Center near Oran, Africa, where tcoope prepared for attack on Sicily and Italy. There mea learn the inherent danger* in one of the most dif ficult of military operation*--that is, the establishment of a beach-head in the face of hostile fire. The procedure is as follows: As many men as possible are taught to swim; then they are taught how to leave deck* of transports or other ships! to climb down cargo nets with full equipment; to embark In wildly-tossing landing boats; and to de bark in heavy surf. Hour after hour and day after day, combat engineers practice laying steel matting to make beach sand AM of Scientific Ssperimaots Meanwhile, removed from the actual battlefields, but in constant loach with developments there. Army scientist* are steadily developing clothing sod equip ment designed to eliminate, as hr as pos sible, avoidable casualties m combat units. At Fort Knox, for example, our Armored Medical Research Laboratory carries on exhaustive tests of men and vehicles under toe most extreme cooditioos. In toe lab oratory eoldroocn, where artifkxally-Qperated "weather* can puS the temperature down to ibety degrees below zero, groups of men fivcv sleep and eat while medical officers keep careful chuck on their re action*. Comparable tests are carried on -}uj(( 'fe^rw Hetllco- <343 54- 32nd National Safety Congress, 1943. iu the hotroom, where torrid jungle con ditions arc jeprodaced. tn another phase oi its program, the laboratory developed a plaster cast head to the measurements of the average Ar mored Command soldier. On this model were tested all of the various types of goggles used in the Command, and some startling results were disclosed. Goggles which suited one man permitted Irritating; dust to sift into the eyes of another. On > the basis of these tests, a style of goggle was adopted which, in general, gives sat isfactory service to virtually every soldier. Careful measurement of tank interiors, and determination of the average tanker brought laboratory recommendations which altered the head-room and other specifications of tanks, thus avoiding many a bruised elbow, knee or knuckle. Thus, by experiments on the few, we derive protection and benefit for the many. la no sense do we coddle our men. Tankers as a group are rough, tough and smart. At the same tupc, the tank, like the flying foitress, is a crew weapon; we train our men to fight together for a com mon objective. Every man must know the essentials of the job performed by every other member of the crew'. If one member is injured or killed, another can take his place--perhaps prevent capture of the tank or death of the entire crew. Utilising All Available Manpower 1 have already shown that by propcT classification we suit the men for the jobs. There is, however, still a great'variety. Less apt individuals need more time to learn to operate equipment with safety. The Army, unlike a commercial firm or factory, cannot afford to reject such men. It must make use of every man available. Consequently, more time for training is allotted such soldiers. By this means are prevented costly accidents --. accidents which could be charged directly to inepti tude and lack of training. We do have problems which arc bard to solve. For instance, a soldier who drops a shell on his toes is a very common case. To counteract this, die face was designed so it could not explode until fired out of a gun. Then, we train the soldier tn gun drill, emphasizing care and attention to each individual motion. If a soldier learns to act automatically in training, -'the chances are less that he will be careless in combat. The chances are less--but the possibility of an accident atill remains-- this is the calculated risk. Every hospital has cases of injury be cause some soldier picked up a "dud" and it went off. These accidents are attribut able to the innate cariosity of the isdividual. He constantly receives orders, he sees innumerable posters, modeled on the Safety Council's design,' to "leave it alone," but his actions are dictated by something other than bis better sense. There are countless such persons, and they impel you and me toward greater effort in safety. The record which the Army has made thus far in accident prevention is, beyond question, an excellent one. I think we have made this war about as safe as possible from the military point of view. We trust that the several million men in the Army will return to civilian life completely in doctrinated and firm believers in the need for training, discipline and habits of selfproteebon. v Army Session. 55 Safety and Health in War Industry and on the Battlefront (Excerpt* from extemporaneous remarks by Lt. General WHHsm S. Xnudsea, Director of Production, O. IX. S. W.) I spent forty years in the shop in this country and four years in the old country, the country of my birth, and fundamen tally. the safety question comes down to ' knowledge of your job, knowledge of your machinery- Where I came from, and also in the shops where I worked later over here, when a skilled mechanic got hart, it wasn't an accident, it was a disgrace. In the early days csy first experience with safety was in a pressroom where 1 had sixty-two operators operating draw presses, and I learned early that between two o'clock in the morning and fire o'clock yon bad to be on the lookout all the time. I instituted the first original safely measure, coined it by myself. 1 used to walk up and down this press line, and whenever J yaw a feUow get his fin ger near the punch. l*d take him from the back of the neck and yank him from the stool. He'd generally get good and mad and invite ut to fight, and ail th*t( sort of thing. "Here," I said, "if 1 hadn't done that, you might be minus a Roger." In those days we 4Utn\ have the Na tional Safety Coowed, we didn't have lit erature, and I was she first aid depart ment. If these fetkyws got hurt* 1 had to tape them up before wc could send them - to the company doctor who generally lived two, three, or four antes from the place, and I got led up on accidents; f had my nose rubbed and that caused re spect for programs developed later on. Coming into the shop now and noting the progress that's been made in the meantime--progress is great, there's no question about that--but with the number of people that we have had to put to work in an emergency like this, the only thing that can be done is to keep eternal vigi lance. There's no plant too small to hare safety iu the plant. To preach safety means, first, that the operator thoroughly knows his machine and what might hap pen to him if he makes a mistake. The second thing is that you insist upon qual ity of work tensed oat on the machine. That, in itself, will make him more careful. I just had a little demonstration of safety. I took a little jaunt down to the Sooth Pacific. Twenty - eight thousand miles in the same plane fot the whole trip, except where we took a side trip into combat areas and had to use armored planes. Naturally, this being the first1 really long trip I ever bad, whenever I got down on the ground, I'd go around and take a look at the plane and sec if there were any pieces missing. On this entire trip the total delay was about tweuty-five minntes. That was to fix a couple of switches* on a governor. Then I began to look around at the crew. The mechanic of the crew was on the field from two to three hoars before the plane took off, and the radio operator generally joined him there. The pilot and the co-pilot were on the Reid at least an hour before we took off, and the pilot himself would go over the plane very carefully before he started the motors. After he started the motors, be.listened very carefully to each of them. I think it's a great tribute to the Ah* Transport Command that we could ride that distance, averaging almost a thousand miles a day, and not be held up for repairs to the plane. There were no attacks in the air. but if there had been I probably would be here to tell my story just the same, for I hare a great deal of respect for them. Now, safety is an adjunct to efficiency. Safety in plants is a necessity to good operation. There is only one way you can stop people from getting hurt. That's by telling them; you have to tell them to look out, Mor you -and I will get killed." You have to go aro&nd and tell the same thing to these new people that come into the shop and try a new job. Operations must be studied all the time. They must be, for I'm telling you that the shop that has fewer accidents has better efficiency to produce the finished product. Employee Transportation Problems of Industry WEDNESDAY MORNING SESSION October &. I9G Prtsidma: T. C Band. Vk-rin'lM f. Suit; lhWuWn Co, Dcatar, m. J=Geinaq EWrfiij Toad Frc=n Wert" My IWDifld: J. WAI.TXKS. JBl. Diwctog, ffBWhjM Tnaa^Qmmed Motor* Corps 1 m*i|. Mkh- Transportation of rwpInyn boston* ft problem for management --arfy 22 toonto* ago. Since that tone, ve favc ttn tM problem grow and evpsW fto such ana ca- tent that it now merits tinr most minw th-c thinking winch we can braag ID bCtf on it. Tbe implications of oer pn--ffite hint to- solve thi problem strike at the ray heart of oar war effort- Reduced to Ste simplest form, H n just this-- If the war noika ewawt get 6 ha* job he cannot produce war materials. If war materials are aot produced, ow Armed Forces cannot soccussfcffy prosecute military action against tbe enemy-- and without sock action. the outcome of the entire war is ugperikd However. Gke all problems, tins one most have a aototio*. Tbe best angary for toe future ss tost Government; Man agement and Labor recognize tbe extent of the job and. m general, are determined and mobilized to meet it. Msetmg toe WVnpInys Thsytuks TT.. YIOMO Our primary job is to get toe employes* to sad from work. We know dai m this area we must depend upon the private automobile for better than 90% of war worker transportation. We aim know that at present mart passengers per pound of rubber can be carried by prhntle omtomobSU than by busses &r other puttie conveyances. Our entire war industry is tied m xwish the use of the private gsitoniifalr for essential transportation. There are approximately ISOjOOO busses in this rowrrjf. of which aboot 90,000 are school bosses and not ss many as 45,000 see in urban service, whereas there are spwardi of 27,000,000 private automobiles, so that the importance of the Utter means of ti isnpoiMlion cannot be exaggerated. Keepmg employee cars running requires a well planned and well executed program. A ye*r ago. a number of companies were invited to submit to tbe War Depart ment a proposal for toe operation of an Employee Transportation Flan and tbt program which you are about to see is the one which Oldsmotik baa instituted and put into effect under a contract with tbe War Department However. I would She to make the point that we were ac tively at work <m the problem of Em ployee Transportation months before we were approached by the War Depart ment. We did this as a matter of insur ance, as it were, to make sure that at no time in the future would otir production be imperiled by any cause oyer which we had control. Survey Cards The first step was to make a survey of all employees in order to determine their gasoline, tire, share-riding and other trans portations! requirements. A Survey Card was prepared and run through the addressogvaph for every worker in the plant This card famishes all of the pertinent data needed, such as distance from the plant. Zone and Section in which the 57 58 32nd National Safety Congress, 1943 employee lives, starting and quitting times and other needed information. These Surrey Cards were distributed by Departments to the General Foreman's Clerks who were charged with the respon sibility for the return of a properly filled out card by each employee. This method resulted in a 97% return. The information contained on these cards was then tabulated and the cards filed geographically by Zone and Section, according to a -map of the central Michi gan area which has been adopted by all plants in-Lansing. / Having made the survey we were then able to deal with the employees on all subjects related to their transportation. Gasoline Rationing Actrvitfo* First and foremost of the activities of the Department are those dealing with the rationing of gasoline. Our objective here is to save productive time of the employees by handling their rationing problems for them in the. Plant without the necessity of their having to go down to the Rationing Boards. "Sbar*-Tbo-Rid" Group Card Early in November, an aggressive cam paign was launched to increase "Share or Swap the Ride*' participation by em ployees. Many groups were, of course, already operating at that time and from each group as they came in to make ap plication for their Supplemental Gasoline in the latter part of November, a "Sharethe-Rtde" card was secured. These were filed according to the Zone and Section in which the employee lived and showed the hours worked, number of passengers carried and other pertinent data. When a new employee applies for gasoline or when an employee has been transferred between plants, between shifts, or otherwise, be is furnished with a list of possible share-riders from these files. When a major change of shifts occurs,* it is, of course, necessary to make a new J`Share-the-RidcH card on all individuals effected. Permission was secured from the Rationing Board to issue interim books, valid for one month, to allow the employee time to form a new "Share-thc- Ride" group. 'When the interim book was issued a new card was filled out by the employee. As the surrey cards were completed and filed,' it was possible to furnish potential ride-sharers to the holders of these interim books. At the end of a month, having organized new "Share-tbeRide" group, they were issued the regular books upon certification by the Plant 'Committee and approval by the Rationing 'Beard. Tire Rationing. By this time, we are all so familiar with the various aspects of tire rationing that there is no need for us to go into the details of it. However, there are a number of factors affecting current opera tions which are worthy of note. The first one is the room*ting rate of applications. Here is the trend of applications for t:euf tires and tubes--recaps are not in cluded--from January through August in January, there were 1-3 applications; in February, 112; in March, 145; in April, 163; in May, 2&3; in June, 404; July. 396: in August-- The second factor with which we must cope is the excess of applications to tl>c local boards over the quotas allowed them by O.P.A. When it became obvious that an insufficient number of tires had been allotted to the counties in oar area, a letter of transmittal was developed whereby it was possible to show the group riding information on the applicant so that the Tire Rationing Board could allocate the available tires to those cars carrying the largest number of employees. This letter of transmittal has been adopted by all plants in the Lansing area. The second step which was taken in the correction of quotas was to draw the foots to the attention of the proper OPA offi cials who were most helpful in bringing about a re-adjustment of the quotas when presented with the facts. Oldsmobile maintains a full time Tire Inspector whose duties include insoccison of tires while employees* cars are on the parking lots. These inspections are plan ned so that every employee's car is checked at least twice every three months! It should be emphasized that these inspec tions are of a visual* nature only and are Employe* Transportation Problems of Industry 59 intended to supplement and not to replace the official OPA inspections. Tire Inspection Tag used. to put the message across to the entire family, letters signed by the General Man ager or Director of Employee Relations are mailed direct xo the employee's home. The tire inspection tag is perforated down the center so that the left half may be attached to the steering wheel and the right half- turned in to the Employee -Transportation Department. By means of the check marks in the proper spaces, the employee is notified just what attention For example, when it became apparent that the principal problem was the break down of employees* cars, a special folder was prepared dealing with Preventive Maintenance. This, accompanied by a let ter, was sent to every employee. 3. The Supervisor Conference Group*-- each of his tires needs. The right-hand stubs are filed by License Numbers, and when a second stub oo the same car as filed, a letter is seat to the employee call ing attention to the foct and advising him that further neglect of the condition noted may jeopardize his chances of securing These discussion groups are held each two weeks with all Foremen throughout the plan^ and have provided the means of getting timely and pertinent information into the hands of these key employees who, in turn, can transmit the information to the men. new rubber. 4. Article* in House Organ--Timely It is felt that this service has been ex tremely helpful in promoting safety as well as conservation on the part of em ployees. A Good Qggaasaatiaa. 1. Must be a fvM-ttm* organization. 2. Must be adequately staffed. 3. Must report directly to top manage ment. The size and importance of the Em ployee Transportation Job is such that it deserves a full time organization, even if, in riie case of smalt plants, rt consists of only one person. It is very difficult to obtain good results when the Transporta tion Department is a part-time stepchild of some other Department. Securing Employee Cooperation la order to make it possible for such a program and organization to operate at peak effectiveness, it is necessary to get the cooperation of the workers. This is accomplished by-- 1. Bulletins--From time to time, em ployees have been kept advised of the latest information regarding gasoline and tire rationing, tire inspections, driving safety, etc. These boOetiw are posted on boards located near rime clocks through articles have been presented by the OldstnobUe "Cannoneer," our semi-monthly bouse organ, setting forth the latest avail able information on all phases of rationing which come within the scope of the Transportation Department. In addition, the pages of the "Cannoneer" have been used to foster the formation of "Sharetbc-Ride" groups and to promote preven tive maintenance and highway safety. 5. Newspaper Publicity--In addition, publicity stories and pictures lave been prepared for the local newspapers, includ ing the Union Weekly. 6. Plant Poster*, too, have played an important part in fostering the group riding idea. The posters are produced by our War Publicity Department and "Okched"' by our "Keep 'Em Firing*' Committee of which the Transportation Advisors' Com mittee is a part. Labor-Management Committee Working in close co-operation with the Employee Transportation Department is the Labor-Management Transportation Advisory Committee. This Committee continues to act on all matters pertaining to the transportation of employees to and from the plant by all types of carriers, public and private. out the plant. Certification of all gasoline, tire and 2. Lettaxs and Folder* to Employee*-- bicycle applications is handled daily in On matters where it is deemed advisable order to expedite issuance of the needed 60 32nd National Safety Congress, 1943 radons. Approximately twenty percent of the time of the Chairman is devoted to this work. Bus and Coach lines are contacted by the Chairman in order to bring about the most effective use of public transporta tion facilities by and for employees of the plant The Job Ahead it is only logical that we should advocate similar measures with respect to his car. Second--Wei hi Industry, must co operate with the car dealers and service stations in our areas. At the present time, oar Transporta tion Department is making appointments for employees to have their cars serviced during working hours so that a mimratnn of time Is lost due to this cause- Thus far we have covered what Assistance is also rendered in securing been done to make the Plant Transports^ tion Program more effective. Now I would Idee to touch briefly on wha we parts which may not be readily available in dealers' stocks thru our connection with Parts Warehouses, etc. will probably have to face in fuUue Third--We must recognize that the months. maintenance of employees* cars is just as While we at Oldsmobife are proud of vital an activity as the fabrication of the fact that of the total max~doys last war materials for the latter cairawt be from all causes, only 1.1% are attributable produced unless the employees can get to transportatiosal difficulties. However, to their jobs to produce them. * we feel that, had it not been for the cam paign you have just seen, these absences would undoubtedly have been well in ex cess of this figure. But when we analyse these traosportational absences them selves, we find a very striking picture. The organizations which are ragrgrd in servicing these cars have been beatify drawn upon by industry to fill other job*, it is earnestly hoped that we wS aS recognize .the essential nature of their work for these organizations must be pre During the month of August, man-days lost due to transportation difficulties were as follows: served if we arc to `'Keep 'Em Firing " As we see them, our present ad fstare objectives in the field of Employes Trans Mechanical failure of cars........................51% portation are: Tire Failure......................................................15% To increase our effectiveness m han Share Ride Failore-..................................14% dling Employee Gasoline Rationing prob Other (Missed bus, etc.).............................11% lems. Lack of Gasoline................................................9% - To promote and increase "Share the In other words, more than half of all Ride" participation. transportational absences were due to the mechanical failure of the car. Certainly there is a very significant trend here---one that has serious implications insofar as highway safety is concerned. It is worthy To conserve the workers* tires by every possible means. To prolong the life of cars now in use. To support all phases of transportation of the most constructive thinking which safety. we can give to it To make the most effective use of pub What tbea can we do to forestall the crisis which this trend indicates we are going to face? lic transportation to supplement the pri vate automobile. To improve still further the co-opera * First--We must educate the individual tion between Government, Industry tad employee on the importance of preventive Labor. maintenance and safe driving to keep bis By attaining these objectives, we who car running and his tires in condition. As am charged with the responsibility for a soldier of production he must, protect Employee Transportation will have dis the means of getting to his battle station, charged our obligation by keeping the Im which 2s his job m a War Plant. We plements of war Bowing out to our Armed teach the employee to conserve material Forces and thereby hastening the day and TMnw Ins tools within the plant-- of final and inevitable VICTORY! Employee Transportation Problems of Industry 61 GatBng Employe** to and from Work LT. COLONBL ARNOLD IL VKY District Transportation Officer, U. S. Army, Detroit Both labor and management have a joint responsibility maintaining and super hours program to make maximum use of public transit vehicles. vising the transportation of employees to aTirf from war plants. There also most be an acceptance of individual responsibility (d) Encourage, through adequate edu cational activities, conservation of ' vital transportation facilities. on the part of each employee. Oq the average, more than twice the number of workers use private vehicles than public conveyances. This is not alone becacse of preference and convenience, but many times because of necessity. Of necessity, therefore, most private vehicles now in war worker service must continue m service, if there is to be no let down im production of war materials. The Transportation Corps of the United States Army, through its rone and district offiiririn. faaa a vital interest in employee (e) Cooperate with government agen cies as well as local transportation companies in the solution of prob lems involving employee transpor tation. Stated briefly, plant transportation de partments have a dual task: first, take the necessary steps to make available essential transportation to meet existing needs; and second, to develop ud encourage adequate conservation measures to stretch trans portation facilities for the war's duration. UtfMyatttkn problems involving, directly For the most part, the first task has or imaarctij. the war effort, it is the, been well done. The majority of the plant fttertr-n and duty of these offices, among transportation departments, of -which the fldw* activities, to maintain liaison with writer has knowledge, have done well l^*t traffic organizations, transportation the necessary paper work to obtain for companies, transportation association', and their employees adequate amounts of ra local transportation representatives of ' tioned transportation items essential for other governmental agencies. What Should Be Don* To kivrft continued essential trans portation, it is the policy of the Transpor tation Corps to encourage the establish ment and maintenance of employee trans portation departments in all war plants, both large and small, where such depart ments are determined necessary. Both nmngwnMt and labor share equal re sponsibility in the policy malting activities of plant transportation departments and all such departments should: their needs. With regard to the latter however, most departments have just scratched the surface. The records show lack of conservation consciousness on the part of most employees. The in creasing promiscuous use of private cars, together with a decreasing occupancy rate; bears witness to this fact. A recent war worker transportation survey for the State of Michigan, conducted by the Michigan State Safety Commission, shows an average of only 228 persons per car, when driven to and from war plant*. This is less the car occupancy figures (a) Conduct surveys and maintain ade of a few months ago; and is slightly more quate records of the transportation one-half a person higher than the needs of the employees of the peace time average of 1.7 persons per car. plant, including public, as well as, private transportation facilities. Shortages Stiff Pressing - (b) Assist employees in securing neces sary gasoline and tires as well as encouraging proper and adequate upkeep of their vehicles. (c) Coordinate starting and leaving hours with local staggering of The battle of transportation shortages is not yet won. Although it may be true that the passenger tire shortage looks brighter, at least by next year, the gasoline problem becomes more acute with increased mili tary demands and, with the passing of 62 32nd National Safety Congress, 1943 each day, irreplaceable civilian cars leave the road for the junk pile. Public transportation vehicles are car rying the greatest loads in history and, with increasing equipment and manpower shortages, it is impossible for present facilities to carry large volumes of addi tional riders during peak hours, except through further extension of staggering of hoars. Group PMhtg As indicated previously, the records in dicate room for material improvement in the sharing of war workers' cars for home to work transportation. A forceful indica tion of the potential carrying capacity of such facilities may be had in the follow ing fact. At the present time, some 150,000 to 200,000 private cars arc used by war workers, within the area of metro- Short of an abrupt ending of the war . politan Detroit, for transportation to and within the next few months, the only . from work. If each war worker's car solution is the adoption and strict observ carried one more passenger, resulting in a ance of intense conservation measures; car occupancy figure slightly above three including restrictions, designed to limit persons per car, this additional load would materially, if not entirely, all non-essen be equivalent to the carrying capacity of tial use of transportation facilities. nearly twice the number of street cars and Staggering of Hoars Staggering of hoars, is the opinion of the writer, offers the greatest opportunity for increasing the carrying capacity of existing public transportation vehicles and providing transportation services for addi tional manpower needed by many war plants. Through staggering of hours al ready established, transportation com panies have increased passenger loads by 50% or more in larger cities and 100% or more ta smaller cities, despite small in coaches owned and operated by the De troit Street Railways for a single trip. It is appreciated that inherent difficul ties in sharing rides In private cars arc many and that, in a number of instances, these difficulties cannot be resolved. On the other band, considerably more can be jtccomplisbed than has in the past, if all concerned are convinced of the necessity and snake special effort to join with their neighbors in conserving vital transporta tion facilities. creases in equipment. Such programs Heavier loading is just as essential in have made available transit space for the use of private cars, used for employee those who formerly used private vehicles transportation, as ha the case of trucks for transportation to and from work and and rail cars, carrying freight. now find it necessary to change over from private to public facilities; and, in addi Tire Mamtttumce tion, have permitted greater economy of transit equipment and personnel. Recently, there has been agitation on the part of employees of some industrial and business organisations to revert back to the starting and quitting boors in ef fect prior to Pearl Harbor. The poten tial seriousness of the employee transporta tion problem makes it necessary, in the opinion of the writer, that a hold the line policy be adopted with, respect to stagger ing of hours; and noth those responsible can clearly foresee improvement in the transportation situation, all organizations should be requested to maintain starting Upon the resignation of. Rubber Direc tor Jeffers, be stated that his work was completed and that all Indications pointed to the future solution of the tire problem. There is, however, some difference of opinion as to whether the supply of ma terial and manpower Is available in suffi cient quantity to produce tires in amounts to meet all civilian needs. In the next several months, therefore, at least until synthetic tire production is in full swing, it would be wefi that a pessimistic rather than an optimistic view point be taken. and quitting hours assigned them at the A recent survey made by the tfriifii time of inaugurating the staggering of State Safety Commissaoa of hours program, except in cases where automotive transportation rrsousert, ioa change in hours w&l improve condi cloding a condition survey of sene 7jOOO tions. tires on cars operated by war workers, m- Employee Transportation Problems of Industry 63 dieated that 30% of the tires revealed neglect on the part of the automobile owners. For example, 15.5% showed ir regular wear. An additional 20% showed immediate need for repair or recapping. If this surrey can be considered typical, it is apparent that there is urgent need for the inauguration of adequate conserva tion measures, both an the part of in dividual Care operators as well as Plant Transportation Committee. Private Car Hsmtrmmee Although it may be true that the yearly total of private ears scrapped has de creased, approximately 50% over prc-Pcsr! Harbor totals, it is also true that, as time goes on, the converse will result unless proper and adequate repair parts are prodated and the necessary repairs made. It is of utmost importance, therefore, that war workers using private cars for em ployee transportation be encouraged through frequent inspections to properly maintain their cars, and when required, the necessary repairs be made. Since little. If any, factual information is available concerning servicing facilities including availability of repair parts, it Is suggested that a survey be made to determine the frequency of vehicles leav ing the road because of inability to com plete the necessary repairs, and also to discover required parts for which produc tion is or will be necessary, in order to TPrintrio essential private car trans portation. To compensate for transportation short ages and to insure essential employee transportation for the duration, it is neces sary that we stretch and squeeze, crowd and adjust the facilities now available Until truly the ends do meet. Ktepfog Employ Can Running By WARNER J. BANES Sopsrrhor, Employe* Transportation, Dravo Coxp., Pittsburgh, Fa. There still remain many serious phases to the car transportation problem wc have not yet solved. I say "serious" because of: (1) The difficulty in procuring gasoline. (2) The difficulty in procuring tires, and (3) The difficulty In procuring replace ment parts. I think we aD agree that the last of these, replacing worn out parts, is defi nitely the snort serious. While the neces sity of rationing our gasoline and tires will continue, it is safe to assume that sufficient gasoline and rubber will be made available to get our vital workers to and from their plants. However, no such as sumption can be made about replacement parts. Few new parts are being manu factured and no new cars. The Office of Defense Transportation estimates that two million cars will be scrapped in 1944 with no new car replace ments. The pool of 520,000 unsold new cars, frozen at the start of 2942, will be gone some time late this year. The average age of employees' cars is seven years, according to a survey of 94 war plants in ten states made by the Pub lic Roads Administration. The survey showed 57-per cent to be seven years of age or over. In half the industrial areas surveyed, 20 to 30 per cent of the cars serving war plants are ten years old or over. The shortage of certain replacement parts is already acute. The situation with respect to older cars is going to become even more serious. Certain functional parts which can only be Used on car models ten years old or over are not being manufactured at all, and to a lesser extent this Is true on cars seven years of age and older. These facts have a still more seri ous significance when tt is recalled that cars ten years old or over are owned predominantly by war workers who oper ate in higher mQeage brackets. 64 32nd National Safety. Congress, 1943 Obtaining Employee Cooperation automobiles coming to oar plant through We all know the desirability of selling out the three shifts daily. What arrange the idea of preventive maintenance to ment could they make to service these employee car-owners, but getting the idea cars while the men were at work? across in such a way that employees wQl actually take steps to prevent break Service Program downs is something else again. We are This company really took their coats off only sore of one thing--the easier we and dug in. They definitely felt it was an make it for car-owners to have mainte opportunity to contribute to the war effort nance work done on their cars the more They transferred pieces of equipment to chance there about it. is of tbcxr doing something ' this station. They made available three of their employees who had formerly had If it were possible to take their cars as years of service station experience. They they drove up to our plant, have a com qjuigoed, m an advisory capacity, a man plete servicing Job done, then tore the car who had organized and operated their over the them without charge when they most successful stations in the Pittsburgh finish their shift, I will guarantee yoa area. would stiD have a few incorrigible* who would refuse to have anything done to their cars. However, we need not be concerned with these few "die hards.** The point I want to make is that tf we can make adequate arrangements for serv icing or doing repair work oe a car so that the owner is not delayed m getting We erected two small office-booths at strategic point* in each of the parking Iocs. An area was roped off adjacent to these booths marked by large signs reading "Car service maintenance area." Sicss directing driven to these area* were placed leading to the parking Sots. to work or in getting home, and if we give sufficient publicity to such arrangements a fair percentage of the employee car- owners will talu ..ntage of such a set-up. For 45 sonrate* prior to shift changes, a sendee station employee was stationed at each of these booth* equipped with special order forms which enabled him to make out a work-order for * car a a few sec Approach To Problem onds. The driver desiring such service was presented with a receipt foe his car key, Wc bad a choice of two methods of ap and be went off to Isis job. Upon the proach to this problem. We could cither completion of bis shift, he returned to the go into the automobile business ourselves, same booth, paid for his work and drove or we oould offer the business to someone off without losing oae momeat from hsa else. day's work. Our plant extends up and down the island for a distance of three-quarter* of a mile with two main parking lots holding 1,600 cars situated roughly is the center of the property. There no garage oo the island, the nearest being six miles away. However, a small sendee station leased to an. individual operator by one of the major oil companies was located just west of our plant. This was staffed by a man and Ins wife with two beys as assistants, and besides selling gasoline they could lubricate a few cars a day under pressure. The problem we presented to that oil company was that we had aboot 4,000 The physical operation of this scheme involved each attendant driving a car hem the parking lot to the service station, completing the work on the car, returning it to the parking lot and driving the next car to the service statxm. It was most important to take no order* for work winch could not be completed by the time the driver retmuedjor bis car. A delay here meant a delay not just to die car-owner bat to the riders as wclL The work at this service station was arranged on a production line basis, and the service manager knew exactly how much work he could complete in any given period of time. Employee Transportation Problems of Industry 65 ' We gave great publicity to this program through our plant paper, through jumbo bulletin boards, and lor direct mail. they fixed his car. Actually, over $0 per cent of the mechanics is our section of the country have been lost to war indus tries or to the services, and the average Mechanical Sarvke garage has all it can do to look after its So far no mention has been made of any work other than the ordinary functious own customers, let alone take on new business. performed at a service station. And that The only inducements for theve garages is still the great weakness in our particular to take oft additional work were: the set-up. Tins service station performs no patriotic oue of keeping the ship* sliding mechanical repair work. It was necessary, off the production line by getting the therefore, to make a thorough survey of workers to work; and the definite hope the surrounding territory in order to make that by establishing the fact that their arrangements for such work to be done. mechanics' work was directly connected After many meetings we secured the services of six high-grade garages that bad the man-power and equipment to make their cooperation feasible. All these with war industry and, therefore, they might be granted a deferment for some of their key mechanics. In some cases, this was granted by the draft boards. garage* were located within a radius of To curb this lack of foresight on the from 6 to 8 miles of one plant Card* part of the car-owners it was often neces bearing the addresses and telephone num sary for the service manager to present bers of these garages were mailed to all a clear picture of tbeir problems to the car-owners. A supply of ckrdr was kept customers, and even then. X regret to Sly, Oft the parking lots, at the service station their patience was sometimes strained by and at our Share-the-Ridc Club. The the unreasonable demands made upon Aiw who needed repairs for his car was them. las11wttrt to call the garage located closert so his home and make an appoint ment Sor the work to be done at which time the garage would undertake to leave Man at Ins home or at the plant In the one of a car which would be out of service far *Mse time the driver and bis rider* wcc to make other transportation arsaw0caac*t* through our Share-thtf-Ride Cooperation among these six garages was a prime factor in whatever success this program has had. Prices for -various operations were standarizH both as to labor and material, and ' 'e parts in each garage were made available to all the others. Complaints to our transportation department were referred back to the garage involved, and when several were made about the s&tac garage a meeting In actual practice, the weakness that developed la this plan was the failure In arary oases of the car-owner to realize the wscasaity for malting appointments in ad- uawne. Some would appear at a garage wisfc tine statement, "I'm a war -worker at DeavccT and expect all work to stop while was held to straighten matters out- Yoo will see by the program I have just outlined that our set-up at the service station is much more effective than that for mechanical repair. This is entirely due to physical factors beyond our control. Government Safety Services to Industry WEDNESDAY MORNING SESSION October 6, 1943 Presiding:--R_ R. ZiXH&xhtASt, Executii-e Director. Council of Kersonnel Administration and Chairman, Executive Committee, Federal Interdepartmental Safety Council, Wash ington, D. C Tba War-Tini Trend of Work Inrams By If. D. KO&SOKI& ' Division Chief, Bureau of Labor Statistics, 13. S. Department of Labor, Washington, D. C. VVc entered the war in December, 1941. All through that year many of our indus tries were engaged in producing material for our rapidly expanding Army and Navy, as weO a* for some of the countries in the war since 1939. During 1942 we turned increasingly to all-out war production and have remained so up to this rime. The year 1940. in comparison, was a peaceful one. What has been the trend of work in juries since then? Changes m Manpower and Working Conditions Before surveying this trend in some de tail. let ns look briefly at the changes in the composition of our industrial man power and working conditions generally. First, there has been a very decided in crease in nonagricolturai employment. The total has risen from an average of 31 mil lion in 1940 to nearly 3&jri million in June, 1943. a rise of about 25 per cent. In manu facturing alone, the increase has been from about 10,800,000 in 1940 to 16 mil lion in June, 1943. Many of these new employees are women. Since the spring of 1942 moic than four-fifths of the net addition to the working forces in Our factories have been women. War-time industrial expansion resulted in an increase of two million women in manufacturing alone since Oc tober, 1939, as compared with an increase of three million men. In June, 1943, we had 4# million women in our plants, fully 30 per cent of all our plant employees. In fact, during the last year women accounted for fully 80 per cent of the net addition to our plant forces. In addition to women, our industries have absorbed a large number of older persons, as well as younger people of school age. The prospect for the immediate iuturc is that four million additional persons must be added to the armed forces and munition^ industries between July 1943, and July. 1944. The element of new employees in our industries, however, is very much larger than these figures indicate. In addition to net increases there have been millions of replacements. Our armed services have drafted a large portion of experienced men who in turn had to be replaced by employees with less industrial experi ence, and in. many cases without any such experience. This drastic change in the composition of our industrial force is the second fact to remember. Third, we are working our people longer hours generally, and very much longer hours in specific occupations. Seven-day- 67 68 32nd National Safety Congress, 1943 per-wcck operations, while not the rule, are not infrequent. Weekly hours of 54 to 60 are not uncommon. Fourth, there have been tremendous ex pansions in some of our industrial facili ties. It is difficult to measure these, but increases in employment afford some idea of what has happened. Our chemical in dustries increased from 319,000 in .1942 to creased by much smaller percentages. The main bulk of the increases came in tem porary disabilities. Even so, the number of actual days lost from work, without any regard for economic time charges for death and permanent impairments, was about $3 million man-days. If the eco nomic time charges are added, the total time loss comes to 263 million man-days. 743,000 iu June, 1943. The automobile If we forget for the moment the effects industry went from 455,000 to 676,000. Shipbuilding increased employment from about 98,000 to over one million. Aircraft moved up from 90,000 to nearly mil lion. Our machine tool industry grew from 57,000 to 115,000 workers. of'deaths and crippling injuries, we are frill faced with the fact that the actual time loss of 53 million days is enough to provide 177,000 workers with full-time em ployment for an entire year. These expansions were usually accom Manafactoriog Industries panied by the erection of new plant facili ties, and, in any ease, the addition of much new equipment. Because it was hard to find additional trained supervisors, super vision had to be spread more thinly over a large number of people. It is not necessary for me to expand to safety engi neers on the implications of the combina tion of green personnel, congestion, and less adequate supervision. I might also add, as you well know, that safety per sonnel was not expanded in keeping with the growth in employment, thereby com plicating and increasing the difficulties in the work of safety men. The sharpest increase in the size of em ployment occurred iu manufacturing. The increase was from 10,780,000 in 1940 to 12.816.000 in 1941, 14.563.000 in 1942, and to J6rG56,90Q in June 1943. The number of work injuries m manufacturing in 1940 were estimated as 316,000. In 1941, this number had rued to nearly 453,000, and in 1942, to 635,000. The monthly returns to the Bureau indicate that the total lor 1943 will be about 700,000 or more. For the first six months alone, total work injuries are estimated at 387,000--which is about 70.000 more than occurred during the en- . tire year of 1940. This is hot a partial recital of the fac tors which go to make up the background against which the accident experience must be viewed. You know, of course, that this compari son leaves out of consideration the length ening of working hours, and that a better measure of the incidence qf work injuries The Overall Trend of Work Injuria# What has been the trend of work in juries during this period? As you would expect offhand, there has been a great increase in the vnber of work injuries in nonagricnUui.il indus tries- The Bureau of Labor Statistics esti mated that a total of 1,620,000 honagricultural workers were injured or killed at their jobs iu 1940. During 1941, this figure rose to 1,910,000, and during 1942 to 1,984,000. Average employment increased by 19 per cent from 1940 to 1942. Work injuries increased by 23 per ceaL The total of work injuries, therefore increased more rapidly than did employment. It is interesting to note, however, that deaths and permanent impairments in is the frequency rate: The average num ber of disabling injuries per million em ployee-hours worked. In 1940, the weighted frequency rate for manufacturing, as com puted by the U. S. Bureau of Labor Sta tistics, stood at 15JL In 1941, it was 18.1, and in 1942; 19.9. Indications are that the 1943 rate, as measured by monthly re turns to the Bureau, will be still higher. kCy guess is that it will be somewhat in the neighborhood of 21.. In any case, for the three-year period from 1940 through 1942, the frequency rate has gone up by 30 per cent In other words, tor every million cmployec-boors worked in 1942 there were one-third again as many dis abling injuries as in 1940. Indications are. that the 1943 frequency rate for manufac-' Curing will be the highest is many years. Government Safety Services to Industry 69 Within the manufacturing group, the experiences of individual industries have varied widely, as you would expect--con sidering that employment in some of them receded while it skyrocketed in others. Let us look at the records of a number of im portant war industries. For the group of iron and steel industries, the group fre jured. in other words, at least one man out of every 10 had a disabling injury that year--that best accident year. During 1942, employment dropped slightly from the 1941 level, but wa& still somewhat higher than in 1940. The total number of in juries stood at 99,100----dose to the 100,000 mark. quency rase rose successively from 17.9 Among the mining industries, the most in 1940 to 22.5 in 1941, and 24.9 in 1942. important from the standpoint of size i* Within this group, the frequency rates for foundries went from 36.1 to 47.0 and 49.9. the mining of bituminous coal. In 1942, this industry employed close to 450,000 For the group of chemical industries, which workers. The production of coal, spurred more than doubled in employment for the by war-tune requirements, exceeded, that period under discussion, the frequency rates rose from 11.5 to 12.2 and, in 1942, to 13.9, an overall increase in the rate of 21 per cent. For shipbuilding, the rates moved from 20.6 to 26.4 and. last year, to 33-1-- an increase of 60 per cent! In the auto mobile industry, which now builds tanks and planes, but few automobiles, the suc cessive yearly rates are 7.7, 9.3, and 12L2 --an overall increase of 60 per cent. In the aircraft industry, 1942 was better than 1940, but above 1941. (Its frequency in 1941 dropped to 10.4 from a level of 15.8 of every year in the history of coal mining in the United States, with the possible ex ception of 1918, another war year. Although employment in 1942 was about 2 per cent less than in 1941, the total number of employee-hours worked was nearly 12 per cent greater. Disabling in juries, on the other band, increased from about 47,800 to about 55,400. The fre quency rate went from 69.0 to 71.5--an increase in the number of injuries per mil lion hours worked of about 4 per cent. in 1940, but rose again in 1942 to 11.4.) If the accident record of bituminous The rubber Industry, on the other hand, mining is bad, that of anthracite mining is showed a decline in 1942, but its frequency worse. Employment has decreased con of 13.3 was above that of 11.6 for 1940- stantly over the fast three years, with the Hfypiriy 1942 level nearly 10 per cent below that of 1940. The frequency rate of Injuries The work-injury experience in our min ing industries was so worse in 1942 than ic 1941, and slightly better in each of these years than in 1940. According to the statistics of the U. S. Bureau of Mines, there has been a constant downward trend in the frequency rate of disabling injuries also declined, but by' only about 7j4 per cent- In 1942, the anthracite industry averaged nearly 123 disabling injuries per million hours, or about 213 injuries per 1.000 employees. That means that during 1942 one man out of every five was in jured. during the last 10 years, and the 1941 and Although employment in all other types 1942 rates are the lowest reached during of mining is very much smaller, the fre this period. But when that fat* been said, we are still faced with the fact that the accident experience in our coal mines is among the worst among our industries. Even during quency rates of disabling injuries are not. The 1942 rate for gold mining stood at 96 and that for slate mining at 92. Among the other industries, frequency rate* in the forties and fifties are not uncommon. 1941, with the lowest frequency rate in years, we had nearly 64 disabling injuries for every million employee-hoars worked. Of the nearly 92,000 injuries, over 1,600 resulted fatally. If we prorate these in juries over the entire employment, out of every 1.000 miner* working during this year, two were killed and 308 were in Construction The group of construction industries had a varied experience during the fast 354 years. Employment grew from About 3,500.000 in 1940 to a peak of about 2,200000 during the third quarter of 1942. By the middle of 1943, however, employment 70 32nd National Safety Congress, 1943 had declined to about 1,277,000. With the virtual cessation of heavy and highway construction, the sharp increase during 1942 was attributable largely to the erec tion of camps and barracks. When this type of construction came to an end, em ployment sharply declined. Now that most of the building activities sponsored by the Federal Government are completed, or nearly so. a further drop in construction employment may be expected. The shift in the types of construction during these years resulted in a decrease in the total cumber of disabling injuries during 1942. Heavy engineering and high way construction are considerably more hazardous than budding construction. Al though average employment in 1942 was only slightly less than in 1941, a much larger portion was engaged in building construction. As a result, the total num ber of disabling injuries decreased from 495.000 in 1941 to 249,500 in 1942--a drop of nearly a third. As employment de creases further, the total of disabling in juries should also decrease. Railroads Railroads, on the other hand, experi enced a remarkable increase in work in juries over the last 3'A years. According to reports to the I.C.C-, the total number of disabling injuries to railroad employees increased from nearly 30,100 hi 1940 to 43,700 in 1941, and to 59,700 in 1942. If the injuries reported during the first five months of this year are fairly indicative of what the 1943 experience will be, the total number of work injuries for this year will be in the neighborhood of 75,000. If we include all disabling injuries, the frequency- rate for 1940 is 12.0. During 1941, that rate rose to 15.3, and during 1942, to 18.3. In other words; for every million employee-hours worked, there were 25 per cent more disabling injuries in 1941 than in 1940, and 50 per cent more such injuries in 1942, In 1940, our railroads employed about 1.200.000 persons. In 1941 employment In creased to 1,323,000 and 1942, to 1,468,000. These represent increases over 1940 of 10 per cent and 22 per cent respectively. Comparing these increases with the in creases in the injury rate, it is apparent that the reported disabling injuries in creased about twice as fast as employ ment. That relationship has continued, and at an accelerated pace, during the first five months of this year. Average employment increased over the five corresponding months of 1942 by about 8 per cent. Man hours increased by less than 13 per cent. But the frequency rate increased by 26 per cent. What are the reasons for this skyrocket ing of the number of work injuries of the railroads? First, as already indicated, there has been a very substantial increase in em ployment. Not only has it been necessary to add new people to carry' the tremendous increase in railroad transportation, but it has. also been necessary to replace ex perienced men, drawn into the armed services, by inexperienced people--people not familiar with the hazards of the rail road industry. The net increase in em ployment falls far short of indicating the number of new people in the industry. It also has been necessary to recall from retirement older and less agile men and to employ, io certain occupations, young people without prior industrial experience. That has meant, oo the whole, a dilution of the railroad personnel with persons who are greater accident risks, causing a con siderable drop is the level of safety con sciousness of employees. Hand-in-hand with this problem, of course, goes that of the increased difficulty of adequate super vision, which is so important with new personnel. The second, and probably equally im portant. factor is that of crowding and congestion. The more trains and the more cars that are in use at any one time, the greater the hazard of accident, and the more likely the chance that more people will be hurt. Head, rear-end and side collisions can occur more frequently. That this actually happened is amply born out by Interstate Commerce Commission sta tistics- In 1940, there were 5.43 train ac cidents per million locomotive miles. In 1941, that number went up to 6.30, and in 1942 to 7JJ4. This is the highest rate Government Safety Services to Industry 71 during cue last 13 years. Collisions in creased from 1,869 in 1940 to 2.899 in 1941, and 4,235 in 1942. Derailments in creased from 3,723 in 1940 to 4,866 in 1941 and 6,828 in 1942. The total number of train accidents Increased from 7,106 in 1940 to 9,401 in 1941. and 13,389 in 1942. This represents increases in total train accidents over the 1940 experience of 32 per cent and 88 per cent respectively. The story for 1943 promises to be e\en worse. Thus far there have been few cases of material fatigue leading to accidents. But fhe roads arc now using every piece of must repair more items, and repair them faster in order to keep every bit of avail able roiling stock moving. In many in stances these increases in work have far exceeded the increases in the size of crews, or yard or shop employees. As a result, the railroads are laced with a problem of accident prevention for a larger personnel, of which a heavy per centage is new and inexperienced, work ing at an accelerated pace under greater congestion than heretofore. It is not dif ficult to understand why the frequency rates have gone up. usable equipment they can lay their hands on. With the hard, constant use of the old as well as more recently huitt equip ment, the point will inevitably be reached when material fatigue vrili become an im portant accident factor. It is merely a matter of time. Perhaps one indication of this fact is that locomotive and motor train miles during the first five months of 1943 were only 10 per cent above the corresponding mileage for the same period in 1942--but the number of train accidents due to defects in equipment and failures of equipment had gone up by nearly 43 What Does It Mean What does all this mean to you safety men? It means that you have by no means licked your problem. Your efforts must be increased, because the number of work injuries has risen sharply, both numerically and proportionately. Our losses Id manpower because of industrial injuries are higher than they have been for many years---and at a time when we can least afford it. Considering the trends during the last two years, the fur ther drafting of men out of our industries, and the expected growth in our industrial per cent A third factor is the greater intensity of railroad work. Trains must run on schedules. That means that more freight must be loaded and unloaded within the same time span as before. The greater intensity of work stems from the foci that cars are now loaded much more heavily than they were before. Similarly, passen ger trainmen must handle a very much larger number of passengers. Shop crews employment, the trend of injuries can be expected to continue upwards. I wish I could congratulate you on having reversed this upward trend of in dustrial injuries. But I cannot. Not only have most of you not been able to de crease your frequency rates, but most of you have not been able to hold your own. The frequency rates of disabling work in juries are still going up. 72 32nd National Safety Congress, 1943 "Tk United States Government ccnd Its Safety Program" EDWARO B. LANDRY, Chairman Federal Intor-Dspartrpeptal Safety Council, and Cbkt Safety Knginoer, Nary Department* Washington, D. C. For several year* and more especially within the past three years, public attention has been focused upon the active interest and leadership which the federal government has taken in safety problems affecting the home, Smsmess and industrial life of the people. This activity of the federal govern ment In the field of accident prevention can best be illustrated by a few examples. The Department of Labor has been active ia safety legislation, promulgation of safety standards, accident statistics and safety con sultation services. The Corps of Engineers of the War Deportment has been conducting a very soccesrfot aeddeot' prevention pro gram with private contractors engaged in its construction work. The Provost Marshall General's Office of the War Department has undertaken a gigantic safety program affect ing Army and Navy industrial contractors. The Civil Aeronautics Authority has done the federal government is organized to handle accident prevention xn its operations and some of the results of the program. A few of the federal departments have had safety programs in operation for a score or more years. However, several years ago there was evidence compiled by the Secre tary of Labor showing the need for all fed eral agencies to establish sriety and health programs for their employees. This need was node'known to the President and re sulted In a request that the Secretary of Labor undertake a study of the problem. A steering committee was appointed, headed by Rear Admiral Lackey of the Navy Depart ments This steering committee recommended to toe Secretary of Labor that the following be submitted to the President for his con sideration and approval: "(1) The bead of cadi government de much to improve safety m the operation of commercial airlines. The Maritime Com mission's shipbuilding safety program is play ing a vital role in speeding up shxpbmlcling partment and independent establishment shall set npt in each agencies of toe department or establishment as may be wanraatrd by their activities* safety orgainrations directed by production. The Bureau of Mines has and continues to influence improvement in the safely of one of our most hazardous in dustries. The Coast Guard, National Park Service, Interstate Commerce Commission, competent and experienced persons. The bead of sari) safety organization shall report directly to a responsible executive and shall act as has adviser on all matters pertaining to safety. U. 5. Puhlic Health Service and numerous "(2) Ftotocttl facilities, adequate for the other governmental agencies have done much conduct at this pregram, shall be provided in in the interest of public safety. The fore budget estimates of the separate divisions. going list is not intended to be comprehen " (3) A. permanent inter-departmental sive or all-mcJosfve. Time will hot permit safety cotzncD, composed of representatives further elaboration. of various federal departments and independ The fact that the federal government has ent establishments, and designated ' toe been so busily engaged in problems affect department beady shall be utahlsbi. ing the safety of the nation as a .whole has "(4) This inter-departmental safety coun overshadowed information which otherwise cil, through committee, or otherwise, shat) would be known regarding the efforts which assist the various departments and individual the government has directed toward the establishment* in effecting Section 1. It safety of federal workers. shall further assist the organizations set up What is the country's largest employer under Section 1, to: of labor doing for she safety and health of its employees? I will not attempt at this time to describe in a. provision for investigation of acci dents and maintain an accurate record thereof. detail the safety and health programs of the several agencies of the federal government. But 1 will give you a general idea of how b. Supervise and coordinate toe establish ment and maintenance of safety organiza tion in component units of toe agency. Government Safety Services to Industry 73 c. Maintain regular and detailed inspection Of conditions pertaining to all premises, equipment, and processes; and recom mend corrective measures -where needed. 'Through publicity methods the accident records of individual agencies have been spotlighted and brought forcibly to the at tention of administrators. d. Draft safety rides for various operations; plan and conduct educational activities. e. In other ways accomplish the objectives hereinabove described. Through the facilities of the council as a clearing house, industrial hygiene engi neers, ventilating engineers and safety ex perts have been made available to a number of agencies occupying leased space, for the *Tt is suggested that when these recom parposc of checking and making recommen mendations be approved by the President, dations on health and accident exposure*. they be given the status of an Executive The council conducted six annual safety Order." conferences, including exhibits, addressed by The Secretary of Labor transmitted this report to -the President, who asked her to take immediate steps to establish an inter top-ranking government officials and indus trial leaders. Over 200 committee meetings have been arranged, conducted and recorded. departmental safety council as recommended Several meetings oa safety and health in in the committee report. la addition, the the federal service have been conducted with President addressed fetters to the beads of the Council of Personnel Administration departments and establishments asking that and the Society for Personnel Administration. there be set up within toe department or establishment such safety organization* as were warranted by their activities and that financial facilities adequate for the conduct of this program be included in budget esti mates. As a result of the first year's. activity which uras mure or levs organizational ia mture, 190 persons representing all of the major departments, establishments and oper ating bureaus were enrolled as members of the council, 9 technical committees had been formed and the council was given executive order status on March 29, 1939. These tech nical committees were: agricultural, auto and highway, construction and industrial Technical committees have produced sev eral objective studies and have conducted special programs. A uniform accident prevention clause was developed (or inclusion in all government construction contracts. T2*c first to adopt this in ali of Its construction coPtiacta was the Corps of Engineers whose construction program involves over $7,000,000,000. A detailed safety code for safely in exca vation and budding construction was pre pared. Supplements to this code include "Safety Code for Explosives and Blasting" and "Safe Use of Inflammable Liquids.*" The walkway surface safety committee, in safety, safety education, occupational health, hazards, mining tod tunneling, water trans portation, walkway surface safety and safety office administration personnel. Since its organization toe conned, through greetings, conferences and correspondence, has created an awareness of toe accident problem ent the part of many government administrator*. Through the influence of the council, the U. S. Employees Compensation Commission now produce* for the federal agencies compreheznave statistical information on accident losses, expresses these losses m terms of the standard accident frequency, severity and "cost per $100.00 payroll" rates, and has pro vided detailed analyses of accident types, sources and cause* for a number of agencies. cooperation with the Bureau of Standards, developed method* for testing toe relative slipperiness of various floor surface materials as well a* materials, such a* waxes, polishes, paints, etc The developuKat of this study was made possible through collective action aod financing on the port of a number of government agencies. The safety education committee has or ganized a federal employees safety and health program, which has included the designation of a responsible program head in each office, department and establishment, the develop ment of & series of office safety posters, a suggested safety committee organization chart aod an office accident hazard check-list. The council, through it* committees, has worked with the Federal Specifications 74 32nd National Safety Congress, 1943 Board in the development oi specifications for eye protection devices, first-aid kits, etc. The mining and tunnelling committee has developed an excellent report on safety in quarry, mining and tunnelling. This report served as the basis for a bulletin on safety in tunnelling issued by the Bureau of Mines, which has worldwide drculatkm. The committee cm occupational health has done a good deal of preliminary work in the development of uniform side leave records and suggested methods for the analysis of these records and the correction of condi tions responsible for employee illnesses. This activity is subject to further development. These are some of the more outstanding results of the federal government's safety program. Some of these objective reports arc of direct interest to industry. There is still some organizational work to be under taken in a few of the federal agencies before it cui be said that "the federal government has adopted a safety program throughout its entire operations. Several of the federal agencies participate in the contests sponsored by the National Safety Council and have had winners for successive years. Industry has provided healthy competition for a number of federal agencies with sim ilar exposures. - Government's problem is parallel to indus try's problem. We, therefore, desire that there will be continued mtertisuve of ideas between industry and government to as even greater degree than now exists. Using Handicapped Worker* lor War Ppodoction. VSRKS K. HASV2Y, M. D. Medical Director, U. S. Civil Swks Communion, Washington, D. C. Shortly after the attack on Pearl Har bor, the U. S- Civil Service Commission, the central recruiting agency for the Fed eral Government, was faced with convert ing its examining and recruiting proce dures to an all-out war basis. The Medical Division of the commission, which serv ices all the various functions of the com mission on medical problems, undertook to convert relatively high physical stand ards for employment in both Government industry and within the Departmental Service in Washington, D. C. to standards which would assure the maximum use of all available manpower. Surveys Undertaken Within a comparatively short period of time the Medical Division initiated exten sive surveys of a large number of posi tions in government industry* including navy yards, arsenals, and air depots, for the purpose of determining the physical demands of these positions. The scope of this undertaking cau be judged by the feet, that over one hundred governmental industrial establishments scattered throughout the continental United States were surveyed, and that in these establishments over 2500 titled posi tions representing many thousands of positions were carefully analyzed to deter mine the physical demands of the posi tion in relation to functional and environ mental factors. I have indicated that one of our objec tives in initiating these surveys was to as sure the maximum utilization of man power. This was, of coarse, so immedi ate objective; however, wc realized that later we would be faced with the problem of absorbing our share of disabled veter ans during and after the war. The information which we have ob tained as a result of the physical demands studied has been incorporated into a manual entitled "Operations Manual for Placement of the Physically Handicap ped-" This mannal has been widely dis tributed. It as an instrument for place ment which enables us to match a handi capped person's disability with his quali fications to position in government in dustry. In effect, it has promoted a liberal ization of physical requirements for ap- Government Safety Services to Industry 75 pomtinent into the federal service under the War Service Regulations. The commission announcements of ex aminations now carry a physical para graph encouraging handicapped persons to apply for employment We found, however, that this was not sufficient to insure the ultilization of the relatively large untapped reservoir of handicapped perrons, and that we must strengthen oar working relationships with agencies pri marily interested an the physically handi capped. next step is to make a study of the man ner in which the physically handicapped employees have carried out their work. Why do we wish this information? First, to determine whether the program for the full utilization of handicapped workers should be given greater support and emphasis; second, to determine what changes, if any, should be made in medi cal standards after the war effecting the retention and employment of physically handicapped workers; third, to obtain useful information for all employing agen cies on the efficiency of handicapped Records Compiled workers by types of disabilities: fourth, We have kept records of placements which have been made in the federal service, including those of physically handicapped persons, since October 1942. There have been recorded approximately 17,000 judicious placements of physically handicapped persons in the federal service. This indicates that they are being placed to obtain information useful to the com mission in connection with the problems of placing disabled veterans during and after the war. Several studies have been made con trasting the efficiency of handicapped workers with normal workers. The one most generally referred to was carried at a rate of over a thousand a month. These placements have been in positions ranging from clerical to unskilled, semi skilled and skilled positions in heavy gov ernment industries. Among those placed out by the Western Electric Company a few years ago. 4S2 physically disabled workers and 652 able-bodied workers were employed at the same time on the same jobs. Careful records kept over a period are a large number of blind persons at of one.year disclosed that the physically air fields. Unusual placements have been handicapped workers' had fewer accidents reported such as: and fewer absences and they all had sat 1. An armjess telephone switchboard isfactory or superior production records. Operator at a large government hospital. A recent study was made by the Office 2. A footless truck driver at an army air base. 3. A one-armed auto mechanic (tire changer) employed tit the motor pool m the Quartermaster Department at a Fort of Embarkation. In meeting the large veteran problem after the war, the commission most be ready to demonstrate to appointing offi cials, as a result of its experience in plac of Vocational Rehabilitation, Federal Se curity Agency, on the efficiency of phys ically handicapped employees. Execu tives of large corporations engaged in manufacturing war materials were asked to submit reports showing how their phys ically handicapped workers compared with their able-bodied workers in respect to absenteeism, labor turnover, accident rate and productivity. ing the handicapped daring the war, that Record Favorable to Handicapped physically handicapped persons wbo have been judiciously placed, as a whole, make efficient employees. We mast be able to show what their personnel turnover, their production both in quality and in quantity, their accident and absenteeism records, have been comparable with employees possessing all of their physical faculties. Workers The National Industrial Conference Board will soon release a report dealing with the industrial employment of handi capped workers. It will include the re sults of a recent survey made of 805 handicapped factory workers in compari son with 71,066 able-bodied workers. Study of Efficiency With this in mind, the commission's As in the other studies referred to, the results were favorable to the handicapped. 76 32nd Nationai Safety Congress, 1943 The frequency rate of accidents was con* sidcrahly lower than that of the ablebodied, although the number of days lost per accident and number of days lost per employee per accident was higher. The physically handicapped had fewer ab sences per hundred employees, fewer days lost per absence and fewer days lost per employee. At a time when our country, needs all the services of all the people, physically handicapped persona mnet be considered qualified for employment because of their abilities; not disqualified because of their disabilities. However, oar regional medi cal officers tcU us that the greatest diffi culty encountered in the program to util ize the services of the physically handi capped to the utmost is where medical and safety officers still maintain very rigid medical requirements. who have been employed in industry for the past forty years, there has not yet been a major compensable accident io any of the many plants nl factories in which they are employed. Tbe reason is that the physically handicapped are more careful to obey safety regulations. In order to take full advantage of the relatively untapped source of desirable physically handicapped employees, the of fice* of Chief of Ordnance, Safety and Se curity Branch, War Department, issued Circular No. 17, dealing with the utiliza tion of handicapped workers. This cir cular urges the medical, personnel, and safety directors of each ordnance estab lishment to review their employment pro cedures and policy with a view of at tempting to place every applicant for em ployment who Is capable of productive effort at a Job he or she can perform Why is this? Arc they still operating safely and efficiently. under the misconception that handicapped workers are more susceptible to injury, based on the fear that injuries which would cause partial disability to normal workers may cause permanent total dis ability to workers' already partially dis abled? When a second hajury does occur what relationship, if any, does it have to the permanent injury? This question was re cently presented to the U. S. Employee* Compensation Commission. During the past few days they have analyzed 18S cases where a permanent injury occurred Tbe June 10, 1943, number M the during federal employment. Ia no in American Machinist reported that a study stance did they find that a second injury of the employment records of a group of was at all related to tbe permanent in 4,404 men having orthopedic impairments jury- disclosed that over a period of 13 years only eight were reported to have incurred proof and Methods of Approach `a second injury. The fact that tbe field officers of the Second Injuries An executive in charge of the vocational rehabilitation program of one of .our larg est cities was asked the question: What has been the experiences of rehabilitation. workers in the country with --Pond in juries? He reported that the number of Commission have placed approximately 17,000 persons with permanent physical Handicaps in Federal establishments since last October and that many more have beta placed in private jobs by the U. S. Employment Service and by State Re habilitation Agencies, is abundant proof that handicapped workers can be used second injuries that result m total dis successfully in industry. However, ap ability is very small--a small fraction of pointing officers have not yet fully util 1 percent. Even so, there persists in the ized to any great ertfst, the reservoir minds of employers the Idea that the of approximately two miTtinc physically existence of a disability makes the worker ' impaired workers available for war pro more susceptible to a second injury. Ac duction employment. tually, the records show.that physically handicapped people, who are intelligently placed in suitable jobs, arc the safest workers in the world. Our first step in attacking the problem was the job analysis study of 2500 differ ent positions. Our second step was to change our physical standards based on Even in tbe ease of the totally bKnd knowledge of actual job requirements. Government Safety Services to Industry 77 Third, our Operations Manual was pub lished and placed in the bands of federal appointing officers and rehabilitation workers. Fourth, a committee for the re cruitment, training and placement of phys ically handicapped in the federal service was created to establish more direct rela tionships between the agencies working with the handicapped and to coordinate their activities. Tbe fifth step is a con tinuing one; the overcoming of the resist ance and inertia on the part of employ ers to the employment of qualified handi capped workers and the convincing of appointing officers that there are many jobs in their agencies which can be ade quately filled by physically disabled per sons. As a part of this fifth step the Commis sion has just published a pocket sized booklet called Untapped Manpower. It was prepared especially to answer ques tions raised by appointing officers such as the following: (1) Why should we cm- ply handicapped persons? (2) How do we know which jobs can be filled by dis abled workers? {3) How do we match the qualifications of the applicant with tbe physical and environmental demands of the job? (4) How do we get handicapped workers? Copies may be secured by writ ing to the Central Office of the Civil Service Commission. The sixth step is the efficiency study of more than two thousand physically handi capped persons who have been employed in the federal service for six mouths or longer. It would be short-sighted to en courage the employment of handicapped persons merely to help meet tbe man power shortage. The study should pro vide facts which will result in policies and programs that will contribute to the solu tion of problems directly affecting millions of disabled civilians and war veterans and indirectly affecting tbe economic well be ing of millions of other citizens of this country. THURSDAY MORNING SESSION October 7, 1943 Presiding:--E- G. Quiskc, Director of Safely, Tbe Borden Co., New York City, and Regional Representative, National Committee for toe Conservation of Manpower in War Industries. Protecting Your Teen-Ago Worker* S. W. HOMAN, Safety Engineer, Industrial Division,. CbUdrea'a Bureau, U. S. Department of Labor, Washington, D. C. From a national viewpoint, the increased employment of young workers is tremendous. The Children's Bureau estimated that hr July 1943, (he summer vacatioo period, -roughly 5 nallioo boys and girls, 14 through 17 years of age, were at work, 3 million of these youngsters were 16 and 17 years of age, representing about 2 in every 3 of the popu lation of these ages in the United States. Sts su April 15*43, a mouth during which schools were in session, about 2 mSUoo 16 and 17-year-olds were engaged in full or part-time work. It ts the 16 and 17-year-old group that we arc particularly interested in, because tins ts the gr-oop that is ^rvi'mg its way into industry; and young people of this age arc the ones who can be reached through organized industrial safety programs. Out of the 2 nullkm young workers of 16 and 17 years of age in April, 1943 about 500,000 were in manufacturing and tbe re mainder in agriculture and other types of work.' Tbe proportion as well as number of young workers of these ages in manufac turing industries has been increasing over the past 3 years. Higher Accident Frequency Rate Few, if any, of the half million young- 78 32>Kl National Safety Congress, 1943 Stexs in xaamifoctxxrfog have had any previ ous industrial experience, and safety engineers pretty well agree that the new employee is one reason for the alarming increase in ac cident frequency and severity rates. In addi tion to lack o prerioos experience, youngsters are particularly lacking in the characteristics of caution and jndgsunt that make a safe sing the employment of youth under 18, the War Manpower .Cornmianou offers is its statement of policy, among other things, that they be employed "in work suited to their age aud strength, avoiding especially oc cupations that are hazardous or detrimental to health or welfare.** worker. Furthermore, these teen-age workers have not reached their foil physical develop ment, ami injuries snch as strains and henna are a serious problem. The question often arises, "Are these young workers .more susceptible to injury than adults?" There is considerable evidence that younger workers have a higher accident fre quency rate than adults Id comparable occupa tions. In the matter of occupational disrate, it is widely accepted that growing boys and girls are more susceptible than mature indrvidoals to tajtny from industrial poisons. Lack of matnic judgment renders young persons more Kkefy to negtert the use of per sonal protective measures and observance of the other necessary safe practice*. It U in teresting to note that here, to die State of minors, the 996 injuries to minora under 18 years of age reported in 1942 represented an increase of 60 percent over 1941, and were three and one-half rimes as numerous as to 194a Cannot Minimize Importance of Protection Occasionally, someone may try to belittle the ' importance cf protecting teen-age workers, either through training or placement in safe jobs, by pointing out that they are subject to the draft at 18, or that they can en list to certain branches of the service at 17, where they are exposed to the hazards of war. This argument foils to coorider that before a recruit is ready for battle he goes through a long period of traiomg. oftto a year or tdotc, aztd when he does see active sendee, be is trained and equipped itt the best possible -way. Industry, too, is (fougerous and it is important that young iatntiM re cruits be protected against the hazards of tins industrial age. Industry is faced with a tremendous moral obligation to these yomg workers, and even economic itiw alone dictate that their future productive ciparity shall not be impaired by mjmm on the threshold of their careers. Attitude of War Manpower Cocnmsaaion The Children's Bureau is not alone za rec Three Pnot JhecwB ognizing that the employment of these youag Now let us see stint can be. done to pro- workers in such large numbers does create a vent Injury to these yocmg workers. The serious problem. In January of this year, die Children's Bureau suggests a three-point War Manpower Conwriidon issued a state program which, I believe, w2 materially ment of policy on the employment of youth assist in cutting down the number of injuries under 18 years of age. This statement points to workers in this young age group: out that, in most cases, youth under 18 can best contribute to the war program by con tinuing in school and, when their services are required, accepting vacation and part-time employment. It recognizes, however, that First: Thorough safety training and dose supervision. Second: A safe and healthful place in which to work, and the demand* of the war period will increase Third: Placement only in the feast haz the number who in normal times leave school ardous occupations. to enter foil-rime employment before reach ing 18. It asks for the active cooperation of government agencies, educational authorities, management and labor a safeswarding young workers, so as to bring about their iwaw|mtir contribution to the manpower needs con sistent with their health and welfare and the fullest utilisation and development of their aptitudes, abilities and interests. In discus Regard*ng thorough safety training, this is a job which most start in the schools and be carried along by Industry. Safety instruction should be given nee only to school training, particularly vocational training, bat also in Preemployment training carried oa by the schools. Some tune ago I had occasion to visit a school where prcemptuguiicot train ing to aircraft work was being done. In one Government Safety Services to Industry 79 jart of the school trainees were being mitneted hi hand drilling of aluminum sheets prior to riveting. As you know, when alumi num is drilled U throws off a great number of spalls. These trainees were operating port able electric hand drills without eye pro tection of any kind. This certainly is not the type of training that we want to give our boys and girls as their introduction to in dustry. Safety lessons learned to a school shop toward horseplay. Constant supervision is necessary to encourage him to acquiring habits of good housekeeping and knowledge is the use of proper tools for a job. Since be is young and responsive to suggestions, be can acquire good habits quickly. Many shop practices are learned during the first year of employment, and good supervision is partic ularly necessary then to insure that the young und inexperienced worker learns to and emphavired to preeroployment training do things the safe way. will make the young person a safer and bet One of industry's troubles has beta) the ter worker when he takes his place in fo- difficulty of securing properly trained super dnstiy. visors and foremen. Industry Is aware of this and is making every effort to train persons Plant Training' for supervisory jobs. Considerable help is Plant training for the job is likewise available from the government, and I would essential. In many instances, the plant will reprised an entirely new environment to the youag worker who may he coming from like to urge that more industries avail them selves of the job instructor training service of the War Manpower Commission. If prop school whhoot any previous industrial experi ence. He should be given the opportunity to get the fed of the shop before be is allowed erly trained supervisors are available, more adequate training and better supervision of the new workers under them should help in to work. Certainly oo inexperienced worker reducing injuries. should be permitted to do a job until his The plant can also help to this matter of supervisor is sun: that he knows kaw to do sxzpervisioa. For example, many plants have the work safdy and that be dearly realizes adopted the policy of furnishing their 16 and the safe way is the right way. - 17-year-old employees with a special type of To give the kind of training which w II produce the desired results, the supervisor ignst put himself to the place of the inexperi enced worker. What setins simple and easy to the supervisor may be very difficult to others. He most not only Ull the worker bow to do tite job, but he must show the worker for identification lodge so that they can easily be spotted by their foreman, supervisor, or the safety engineer, in case they are working to hazardoos occupations or are engaged to other unsafe practices. This apparently has worked out very well to the aircraft in dustry, and I would urge its adoption to doing the job himself. The supervisor, to turn, other industries. watches the worker do the job, checking and supervising him until be Is sure that the Working Ccstkms worker knows how. Steps in training I am not going to dwell at any length out be taken to order, patiently and slowly. the matter of a safe and healthful place to work. Most of you will agree with me that Job Supervision After his preemployment and plant traintog is complete, the young worker still re quires careful, continuous supervision cm the job. Safety is largely a matter of acquiring safe habits: and young workers must be given continuous and careful supervision to make certain that the work is being done correctly and safely. Being naturally adventurous, the young worker may tend to be negligent in the proper tae of guarding and protective equip ment; be may become over-fatigued; be may attempt to lift objects too heavy for him; and in many cases he may have a tendency a safe work place, including properly guarded machines, adequate lighting, safe floors and stairs, and air free from dust or other con taminants, is the very foundation of any worthwhile safety program. If this is true where adults are concerned, it is doubly true for teen-age workers Who have not learned to protect themselves and must depend for protection on the physical safeguards afforded them. Machines, particularly, should be adequate ly guarded when operated by young and in experienced workers. Injuries due to ma chines, especially those caused at the point 80 32nd National Safety Congress, 1943 ol operation* are usually moie severe Una those doc to other causes, such as hand tools or falls. Lacking operating experience, ynqng -workers are more Gkely to jet last in unguarded gears or unguarded point* of operation than are operators who know their machine and their jobs. A great deal of help in providing a safe place to work is available to industry from the federal and state govern ment- You will hear more about that feature from the other speakers on this program. rinSdTabor laws; and some states have done aa mvilfft job In keeping young workers outof baxardoc* job*. The Fair Labor Stand ards Actj commonly knows as the Wage and Hoar Law, contains a hazardous-oc cupation provision under which a mini- mtxm age of 18 is established for work iu occupations found particularly hazardous by the Chief of the Children's Bureau of the U. S. Department of Labor. Up to this time, she hazardous-occupations Placement of Youthful Workers After the teen-age worker has been thoroughly trained, is under good supervudoo, and has been given a afe place to -work, he can still get hurt if He is not placed in a safe job. This brings us to the third, and I be lieve the most important point of the pro tection program--placement in only the least hazardous occupations. Strange as it nay seem, many employment official* do not have information about which jobs in their plant are the most hazardous. orders have been issued under that Saw, wnfclUhtn|' a nnmnram age* of 18 years for work in or sboext explosives plants; as drivers or helpers 'of motor vehicles; for work In and about coal cones; foe most occupation* ui logging and ttwnulling; for tbe operation oi power-driven woodworking machines; and for work involving exposede to radioactive substances. Many other hazardous industries or occupations are ant covered by either state or federal laws or regulations; and there is need for additional guides to help employers n placing thrior teen-age wmleers I recall viritiag a large shipyard some in the feast basardoos occupation*. time ago and discussing the matter of rel The Children's Boreas has recognized tlu* ative degrees of hazards with the employ* fact and has tmdknaken to help employers meat manager. 1 mentioned that work oa the by providing jndbraataan about which jobs ways was more hazardous than work on the are the least fannkan. Early this year, skids is the yard and that, as a matter of the Bureau began inwing a series of so- policy, teen-age boys should first start to caSkd advisory standards. These advisory work on sub-assembly in the yard. He said standards are published as leaflets, each ooe that in bis plant work m die yard was mere hazardous. When I questioned this, he called is his safety engineer and aAtd farm if it covering some one industry or ixmpation. They call attention to the hazards of the in dustry and suggest not only where yocmg was not true that they bad more arrhVvfo in the yard than on the ways. The safety engineers said that this was tree, bet since workers should not be employed, but also where they may be employed with comparative safety. These advisory standards differ from they had over four femes as many men m the state laws or federal regulations in that they yard as oa the ways, the actual fcqoeacf an adriesy only; they carry no penalty rate m the yard was approximately <jnc for iwnrCTnplIiBnre, They are need by the quarter that on the ways. personnel office io the placing of young work Now here was a case of an employment manager wbo hired thousands of ^rotkers and yet did not know which of Ids jobs -were the most hazardous. Fortaatriy, this is an ex ception rather than the role, but it does in dicate that close cooperation between the per-* ers and other new or handicapped workers; they are useful m setting ttp job analysis ; and should be valuable fit planning vocationaltianting programs. They are alao of value to tbe safety department in foQowtng up to see that boys are placed*00 those jobs where sound department and the safety depart they can work safely and efficiently. ment is necessary. Method of Drafting Standards Some Standards Already Established The matter of prohibiting work fe hazard ous occupations to young workers is not new. It U an accept id tonUion under roost state Id drafting these advisory standards, the same procedure that bus been found so suc cessful in safety-code development is used. A technical advisory committee; made tip of representatives of employers, employees, in- Government Safety Services to Industry 81 surance companies, safety organizations and others interested m safety, is formed, and they, tn effect, make the recommendations. In all advisory standard* that have been iisued to 'late, there ha* been almost unan imous agreement by the advisory comnutfe-s and the suggestions, therefore, represent the views of people who know the hazards of tbv occupations or industries covered by you are is doubt whether yon do employ many Id- and 17-year-old persons, it might be a good idea to check with your employ ment office and urge then to give careful thought Vo the lands of work these youngsters can do safely. You safety men helped write these suggestions, and you should profit by thanMany of our own federal government de them. They are, in fact, industry's own an partment* arc using them to advantage. The swer as to widen of Its jobs are Ike most U. S- Maritime Commissiou has distributed hazardous. Up to this time, seven such standard* have been issued. The first one, being introductory, gives a little of tbe philosophical background of tbe others in tbe series. ladiwidial leaf lets have been issued on the employment of young workers in shipbuilding; m lead and tbe lead using industries; employments in volving exposure to carbon disulfide or to chlorinated solvents; tn welding and ia tbe operation of metal-working machines. Ap proximately 250,000 of these have been dis tributed to industry since January of tins year, and we get many requests for them every day. As distribatioo is almost entirely on re quest, tins indicate* that employers are in terested la getting information about where their teat-age workers should be employed. Several Other standards are now m prepara tion. One of these will deal with aircraft manufacturing, this particular standard being the result of a request made to tbe Children's Bureau that a standard for that Industry be made available. Should Profit bom Suggcations these standards to all shipyards having Mari time Cocimusrioa contracts and, through their own safety engineers, are urging their adoption. The safety engineer's office of tbe Navy has furnished copies to all Navy shore establishment*. Tbe standards are used by the National Committee for the Conserva tion of Manpower to War Industrie*, when they ran up against the problem of advising employers on where yotmg workers should be employed. The Federal Committee on Ap prenticcship of the War Manpower Cotnaaisakxt has assisted os in preparing these stand ards and has found them useful tn setting up apprentice-training programs. Insurance com panies, trade associations, labor moons, and other organizations have requested copies for their own use or for distribatioo to their members. They have apparently been useful to others; perhaps they can also be useful to you. To you representatives of state labor de partments, these advisory standards should also be helpful. I am sore that tbe increas ing number of these young workers is get ting to be a source of worry to you and, by using tbe legal authority you have or using To yon safety engineers representing man ufacturing industries, I would like to sug gest that you avail yourselves of tbe infor mation contained in this aeries of leaflet*. If your persuasive power, you can do a lot for these youngsters by seeing that they are placed in jobs in which they are least likely to get hurt. 82 32nd National Safety Congress, 1943 A GovMnmiDt Sdtty Consultation Service to Industry W. T. CAMISOH, QtM Safety Advwr, U. S. Department at Ldbar, Washington At this moment (11 :0Q A* M, October 7, 1943), we've been in the war exactly one year, ten months, five hours and thirty min utes. 2a that time we've sport well over $2 500.000.000 brakting the world's greatest in dustrial establishment. AxSraurd to equipping the world's aes Sghtay force. ifany agencies, both public and private, have become alarmed and arc doing something about this tremendous drain on our country's productiveness, My report to you, however, is on one battle front of the war being waged against accidents--the job safety cam paign of the Department of Labor's National Committee for the Conservation of Man To do job we've recruited, oocnrerted, trained an industrial army of 20,000.000 men and women; an industrial army which has already ptrt in the staggering total of 70, 000,000,000 man-boors of brawn and brain, skill and energy. power in War Industries. Basic Purpose of Program When the Secretary of Labor appointed the National Committee for the Conservation of Manpower in War Industries some three We've used 4,600,000 tons of copper, made 52.800.000. 000 phone calls, coesaned 20,000, 000 bales of cotton, driven 28^00,000.000 milts, processed 200:000.000 poods of syn thetic rubber, and penned 153,000^000 loos of sted. years ago, she pointed out that industrial manpower, a vital resource tn our production program, was liable to wastage tn a mrmber of ways ; and that one of the chief causes of this wastage was m industrial injuries. Since the control of job injury is a local problem, which rests squarely upon plant Four Medium* of Kxdnxtge It's the price we're paying to assure an early and complete victory over the enemies of our way of life. It's the `'price'* we're paying? I should sty it's the/tier prices we're paying to win this war. For we're dealing in four mediums of exchange: One, the faster yon spend it, the more there is for everyone--Money. 'One which is doled out in like amounts to both ourselves and our enemies. You've got to use it while it's there, you can't mv< ft until UHuotru*' or out wb-- Time. One which when at the right place at the right time may mean the difference between a battle won or a tattle lost-- Material. One which can be spent today, can be spent again tomorrow, as long as we guard it carefully while it is being used^--Man power. But in these months we haven't always spent wisely---we've wasted money; frittered away the equivalent of 1,923,600 man-years of time; damaged or destroyed a vast amount management, and since *a quarter century of organized safety effort had resulted in the development of practical methods of accident and disease prevention, the program set forth was designed to bring directly to plant man agement the will to safety, a knowledge of basic safety methods, and expert assistance in initiating safety programs. The program of the committee has been broadened in die three years that followed, bat- it still adheres to its basic purpose, to attack die accident problem where it exists, in the plants and shops which are producing the supplies and wiafraU of war. Three years ago there was no shortage of manpower; but to those who read the lessons of the past, the shortage was inevitable. And it is not kast among the committee's ac complishments chat its cry for safety, un heeded at first amid the damor for speed at any cost, is now a national crusade, echoed daily us the press and on the air. Bat the committee h other, more tangible: accom plishments to its credit. And despite a general rise in work injuries--a phenomenon beyond the control of the National Committee <*r any of materia! and equipment; and thrown a tremendous amount of manpower on to the scrap pQc. other safety group--evidence points to a de finite improvement in those plants which have taken advantage of the coronnitte's services. Government Safety Sendees to Industry 83 Responsibility of Certain Groups Within every industrial establishment there are four groups which have either a direct responsibility for safety, or an immediate concern with its effectiveness. Management, top operating personnel, superv.sors and workers, each has a definite part to play in any plant safety program. For each, the committee has fashioned definite services. To management, in more than 20,000 war plants, the committee's spec al agents have brought their personal services. Two-thirds of a million copies of publications, dealing with the fundamentals ol solely orgsmzat.on and the handling of specific safety problems, program. As means to this end, the commit tee makes available to management-- 1. Personal Consulting Service: The per sonal services of some 600 volunteer safety agencies, practical men in the employ of private industry, who call upon management for the purpose of stimulating interest in safety and as sisting in the establishment, expansion or improvement of a plant safety pro gram. 2. Printed Material: Publications which point Up the need for and value of safety, explain the services oi thr Na tional Committee, and outline the fun hay? been distributed to management, operat damentals of a sound safety program. ing personnel and supervisors. Three million copies of a little booklet listing practical tips on safe work practices have reached war Top Operating Personnel: Function* and Responsibilities workers, through cither the r employers or Top operating peVsonnel. plant engineers, their unions. Some 40,000 key supervisors personnel d. rectors, plant superintendents, have completed the National Committee-Office safety directors, is typical of the staff of of Education safety training course, and thou ficials whom management holds responsible sands of foremen are already enrolled in a for plant operation, quality of product, safe recently launched Course on foremen safety and continuous operation. The plant engi training. The campaign ol direct-worker edu neer makes sure that new processes and new cation has been stepped up, on the air, in machines are set up and equipped to safe the press, and on the screen. Unions are guard the operators. The personnel office playing an .ncrcasingly effective part in acci acquaints new* employees with the plant dent prevention. safety program and tra.ns them in safe work Management: Its Responsibility for Safety pract ces. The plant superintendent checks to make sure that the safety equipment is used and the work carried on in a safe manner. The pr mary responsibility for safety rests The safety director coordinates the safety squarely on lire shoulders of top management. activities of the others and assists in handling Management has a legal responsibility for techn.cal safety matters. safety--to provide a safe and healthful work place; a moral responsibility for safety--to protect tlie Uvc*. limbs az>4 beaJth of its employees; a financial respom bflity for safety --to safeguard the plant owners from wastage of funds in the compensation, medical and indirect costs ol preventable injuries. And most important, in these times, management has a patriotic obligation to speed product ion by effeientiy utilizing and guarding the dwindling supply of war workers and by preventing the loss oi time, life and *klls wh cb result from work injury. Assistance in Meeting: the Responsibility Assistance in FulEEing Function* The National Cwaaittee assists operating personnel in fulfilling its safety functions by providing services designed to improve the general understanding of the field of .ndustrial safety and its basic methods and to give technical information on specific safety prob lems: 1. Safety Training: Through a 96-hour evening course in the fundamental princ pics and basic methods of safety, the committee assists operating officials in gaining a better understanding oi safety and assists management in de The keystone of the National Committee veloping men and women qualified to piogram is the bringing to war plant man carry out the safety program. agement the will and tire knowledge necessary to the establishment ot a sound plant safety 2. Personal Consulting Service; The spe- 84 32mSNi Safety Congress, 1943 rial agenty Mwjt xte tewte in tte wtiofwMM* of ctesocwi caattegm, pfc*ot wmj mI safety iaanKXaaaL od ta aafeiac apodal |waMf-- X Primed Material: A series of firfeT bcflrtrm sard leytinti <am Met feeb- The WeMi State m Srite? The htfrite wrrter ki a tea ate personal stake is mfnj. To tte atefar. safety meant a smoother; more emtet Soar of the arms and agsapmeat csteteal to vie- jaaoi1 subjects as wrfteg, touchfee guarding. infewnlri samtatmt tteaatrial ttgWn^ ml the sate haMiffing of jumixIoBs ahtMOL tniig an (ompnalica and medical MDs sad rriated costs. Bat fe the worker, safety means a loafer life, a wtefe body ate tmimpabed earning fjsrky. a fall pay cn- Sbop Saperdnn; Fwactlow asd teope instead of a Gssgsstssssss dart:. Peter mote Ifccral woriemcafs axqam- `'Top Kick" of industry, tbc Imr--in, bears direct responubflity lor performance on dae production lute. Through him asst flow aS of the management plans for quantity aad quality of product and for the safety of the men. From Hra most come reports oa the practical workings of ideas, techniques and campaign*. He, his tin* subordinates and his safety co-worker* have a vital port So play m the plant safety program. They have tbc job of seeing that safety cqcipment is used, tools and eqmpment are in safe work ing: condition, that safe work practices are followed. They must report baric to manage ment the practical operation of new Idas and equipment and submit recomaadaioM for necessary changes. Without the active sup port of supervisors; the most elaborately coocaved and carefully worked out program of safety is doomed to fallarc. pon laws ate mproved itnstilhc noficiiK. tte worker is stiH the prii--ir/ victim of industrial accident*. He Is dae primary beaefiexaiy cx indnstnal safety. ,, Tbc umoo, an wocaboc of iodrodaal workers banded .together for pro tection, reflects die personal stake xn safety of Its individual members. Organised labor has made great strides is improving tbs conditions under which Americas, mm ate women toil, in gaining for them a larger share of the fruits of prodoctioe; m gaining for them protection apwM tbe vidstitndcs of modem economic life. Bat of -what value are high wages, shorter boors, old age and ttnempfoyment benefits to tte worker who is maimed for life by an accident, or to the family of a worker who has been lolled at work? Organized labor has already contributed . National Committee Servic* to Supervisors The National Committee renders direct service to foremen, assistant foremen, leadmen and safety committeemen, in the fol lowing three ways: to organized safety. Its force was solidly behind the drive for workmen** rompemafion laws, thp enactment of which gave impetus to safety by holding management respon sible for at least a share of tte financial burden* of job injury. T abor helped inau- 1. Safety Training:: In addition to the training course for key supervisors, the National Committee has worked oot a special course for the training of fore g&rat* and has supported state safety codes ate inspection codes ate inspection services. It can ate is helping its indtuidtal members to better understand the need for working men in the details of safety- as H ap safely always and for taking a direct and plies to their own work, active part in plant safety programs. 2. Personal Assistance: Upon request of management, the special agents work Committa* Program Bears Fruit directly with foremen as a groom ootIfeisg their safety functions and dis cussing practical shop problems. 3. Printed Material: A scries of publica tions prepared by or m collaborateon with the Division of Labor Standards Tte end of all industrial safety activity is a reduction in tte number cd tune-wasting, skill-destroying injuries. The ultimate tte of the effectiveness of any program is, then, tbc extent to which it succeeds in acoocnpl?hwy tidy cod. upon specific safety functions of shop Plant accident experience is measured in supervisors. terms of frequency rates--4be somber of in Government Safety Services to Industry 85 brae* far aoBfew oma-honrs of exposure. Tte vwm vfegarity of plant* in the United Stomp temr r*er computed their rates, nor tea* some of ahem mrintamed records spot} vtecfc samw may be computed. However, U77dfe|tet> contacted by the National Commitet ferity he first 30 months of its exafefeC* ted records which could be used ra comparing experience before and after comdte itnritg. 742 per cent of tbe re porting (fsaoty experienced a decrease in acodoac frequency; 4 per cent reported so change; ate tte remaining 21 per cent con tinued to thorn an upward trend. tangible results; asd the record of accom plishment during tbe next year should reflect improved safety performance in a large number of plants. But, unfortunately, the majority of plants in the country still are doing little or no effective safety work, and the will to safety must be msttUcd in their managements before the groundwork for progress can be laid. Tbit is the unfinished business of tte National Committee--and its challenge. Beneficial Change* in Plant Safety Work Resulting boat National Com mittee Sendee Improved Safety Effort For tbe majority of plant* serviced--those which maintained no accident records--tbe sole criterion of progress is the extent to which ttey have undertaken to put to use those tools of safety which eventually result in lowered accident rates. Improvement in safety effort is indicated by tbe following table. It is KpnitDg that, with management and men hi many plants convinced of the value ate practicability of safety, the committee is receiving more and more requests for spedfic service on definite problems. This is the laud of service that is productive of * Stsssts Cs^sstsd JsJy-Dec., 3942 Per. Xo. of of Plant* Plant* Contacted Initiation of safety program .. 956 18% Intensification of plant safety program_______...................... 1293 24% Employment of full-time safety engineer .........................257 Employment of part-time safety engineer------------- 339 5% 6% Organization of plant safety committees ............................... 832 Enrollment of supervisors la safety training courses.......-1453 15% 27% Industrial Health WEDNESDAY MORNING SESSION October 6, 1943 Prtjndmg:--Waiujl S. Paucs, Manila, Engineering Department, Aetna. Life & Affiliated CffBpnjy Hartford, Conn, and Vice-President for Industrial Safety, National Safety I Council. An Approach to Tuberculosis In Industry a RICHARD WA.LMKR. MJQ. Hedkal Dwtmul; WtstzngbouM Electric ud Marnifactariag Cwapagy, Hast Pittsburgh, Pa. Assuming that one oi the greatest individ tion about is concerned, one would ual losses o earning power in the productive classify him os a mental case if he were to period of a man's life, that is, in early or offer any damaging evidence to hinder his middle life, is due to tuberculosis, we, m obtaining a new job. All new employees are industry, feci it our obligaticm not only to routinely X-rayed, as is any case of doubt seek out these cases but to counsel than ac ful Buorosoopy or clinical chest finding. We cordingly. pay particular attention to any case giving Ottr approach to these cases is, of neces sity, limited due to the fact that, generally, a prospective employee will offer nothing in past occupational history of employment in mining, welding, or in the dusty occupations, such as foundries. the way of past or present medical history. Any prospective employee having sufficient In order to cope with the situation, we must chest findings to warrant his rejection as an have a system of rules to which we can turn. employee is promptly told of our suspicions In our situation we go about this by: and advised to see his own physician with 1. Preplacemem exammatiou-^-routioe of ail prospective employees. 2. Transfer examinations---which are re quired of all present employees seeking advancement in certain jobs. 3. Periodic examinations--this type, un fortunately, is limited to those of selected occupations and comprises only 4,000 (or ooe-cixtb) of the total pop ulation of our plant. out delay. We offer him a letter of our findings to take to his doctor and in many cases receive an appreciative reply from both the doctor and prospective employee. Transfer examinees are not routinely Xrayod* unless they have actual complaints, clinical findings, or are to assume duties in a dusty atmosphere. Periodic Examinations 4. Cases reported sick and examined ttpoa returning to work. Periodic examinations are, as mentioned before, unfortunately, limited to about onesixth of our personnel. However, we feel The preplacement examination may be our last dance of ever physically evaluating the employee for the duration of his employ ment with oar company and, therefore, mat be comprehensive and all inclusive. All new employees are fluoroscopcd routinely and that these men and women are the ones whose occupations may cause occupational illness, if environment is not properly con trolled. The system of examination in this category depends upon the type of job and hazards involved. We will limit thi* paper to that of chest findings duly. Each man their chests examined clinically. Insofar as receiving a periodic examination receives a the prospective employee offering informa thorough clinical chest examination includ- 87 88 32nd National Safety Congress, 1943 leg fluoroscopy aod X-ray. These men are examined yearly, and in this way* we have a more accurate control of them. or two tangible symptoms. Although his job card docs not call for an X-ray, we offer and advise hkn to have one, asking hun to At present, the majority of oar cases of return the next day. In the meantime, a tuberculosa'* have been found as a result of conference of his case is held with at least these periodic examinations. In our East one and usually two other physicians of our Pittsburgh plant alone, we have fifty-eight cases of active pulmonary tuberculosis. 31 per cent of these cases, at present, are under- staff. At this time we will determine which of the three courses his particular case will require, namely: going sanatorium treatment aod the remain ing 69 per cent, after having received. the proper mstructions, or previously having been under their physician or sanatorium care, are convalescing at home. The majority of these cases were discovered rather early in the . (a) Immediate study. (b) Funner study, meaning monthly or quarterly checkups. (c) He may be held over with safety until his next periodic examination. course of the disease. If this case should fail into class (a) of Financial Analysis -immediate study, wc will at once try to ob tain a series of sputum tests and sedimenta A financial analysts of these cases repre tion rate, and by tins time wc may win his sents a gross loss to them as a whole of confidence sufficiently to delve into his past $139,200 per year (based on the prescot day history and subjective symptoms. If, after average earnings of $2,400 a year). This figure may seem high but it speaks for itself. Since September 21, 1942, we have had twelve cases return to work. This does not exhausting all of our facilities, we still can not arrive at a positive diagnosis, we will seek outside consultation. Assuming that tius hypothetical case has an active tuberculosis, mean that they were all able to resume their original occupations; but it does mean that each one was able to ~rtsxunc a full day's work, even though it was in a less rigorous we attempt to learn of his financial status. If he cannot afford private treatment, we offer to apply to one of the state sanatoria for him. type of occupation. When a man's illness has been pronounced arrested and be is able Cooperate With Family Physician to return to work, an evaluation is made by Looking at this particular **Jobn Brown" one of the physicians of our staff and an in retrospect, I would like to state that this occupation is found in which be can carry on safdy, At no time do we permit an active case, regardless of its' indpiency, to work. There are some cases, however^ who after arrest are able to do ooly light work. These cases we permit to pursue an outside occupation until we fed reasonably sure that they are physically able to carry on in oar plants. man's own physician is notified of oar find ings, and if he wishes to handle the study, we will cooperate with him to the fullest extent; hut, as a role, his physician prefers that we continue investigation of him and keep hint informed of our actions. If we are to handle this case from cur own state clinic, the man will have a waiting period of from two to six weeks, before a bed can be secured Hypothetical Case Let us now take a hypothetical case: John Brown, age 27, a painter, presents himself for periodic examination. He has worked for our company six years. His preplace for him at one of the sanatoria. During a that period, be is instructed bow to conduct ` himself, impressing upon ham the common sense hygienic measures winch are so aQ important, stressing the adequate amount of rest and the proper type of nourishing dki. ment examination, as were h?s first four He wiD be seen from time to time by ooe of periodic examinations, was essentially nega ocr viriting curses, who m all probability tive. At this rime, be shows evidence of wiD also be the oue to take him to the ausculatpry changes in his upper right chest. train when he departs lor tire sanatorium. We interrogate him about subjective com After be has gone to the sanatorium, be will plaints but, likely as not, he volunteers no be visited periodically by one of the nurses information, or at the most confesses to one or doctors. Industrial Health 89 The contacts of this case are our next point of consideration. All of his immediate contacts at the shop are studied clinically, then X-rayed, and a record is kept of them. His borne contacts, particularly his wife and children, arc offered our services. Care Alter Return From Sanitarium "John Brown" will lemain a patient at the state sanatorium as long as the medical di rector deems necessary. He may even re main until he can return directly to some type of work wft/i our company; but as a rule, he is discharged before tin* time and cccrinses his convalescence at home. Iu that event. re will be notified of his return and our visiting nurses and doctors will contact Iimti- If he is ambulatory, he will be asked to call at otar medical department from time to time so that we may follow and advise him. When He ts able to resume work, every consideration will be given to his previous ailment and a suitable type of occupation will be foaod foe him. In many cases, the new ccscystion way he quite different from the original ooe. industry prior to February l, 1943. reports the Office of Tuberculosis Control, U. S. Public Health Service. "A total of 194,896 individuals were Xrayed. Tabulations on results of the X-rays are available for 125,190 people. Of these, 1,631 or 1-3 per cent were found to have sig nificant pulmonary tuberculosis. The distribu tion of the positive cases by stage of Use disease was as follows; 874 or 538 per cent minimal: 707 or 433 per cent moderately advanced; and 50 or 3.1 per cot for at vanetd. In the District of Columbia 28,098 govern ment workers have been X-rayed. Exactly 300 cases (1.1 per cent) of pulmonary tuberculosis have been discovered. Of these 182 (6(X7 per cent) were minima], 106 (35.3 per cent) moderately advanced, and 12 (4.0 per cent} were far advanced. In addition, 1,300 workers at the National Institute of Health have been X-rayed. Among these, 15 cases of tuberculosis were found--9 mini mal and 6 moderately advanced." Necessity for Sdncation Reports from Selective Service Experience in World War I should make os remember quite vividly that war aod tobatsiocu don't mix. The number of draftees who have been rejected tiros far in World War II for tuberculosis should pat mdostrj oa constant guard against em ploying these men who have tuberculosis, for thefr .own good and the safety of thrir frDowr workers. If for no other reason, the reports from Not only must we seek out and counsel the tuberculous and potentially tuberculous, but we must also institute an educational pro gram to maintain the health of the worker. This type of program should be year-round. It is well to keep tuberculosis in the fore, but at oik or two times in the year tubercu losis should be particularly stressed. During the past year at Wcstingfoouse Electric and Manufacturing Company, we had a period of two months devoted exclusively to tubercu losis. Each second week of the two months, the various stale draft boards should spur our every effort to render as much "assist ance as possible in the diagnosis and control of tuberculosis. In the State of Pennsylvania alone, it bas been estimated that over 11,500 a pamphlet was circulated which dealt with the various aspects of the disease. The tides of these pamphlets were: 1. What is Tuberculosis? young prospective draftees were rejected for 2, War and Tuberculosis. tuberculosis; and it is quite obvious that many of these rejections are seeking em ployment in war industries. X Do I Have Tuberculosis? 4. How the Doctor Diagnoses Tubercu losis. Survey of Industrie* Tbs "Current News of Official Industrial Hygiene Activities" Vol. 3, No. 3, March, 1943 reports: "Seventy-seven war industries, in 11 dif ferent states were surveyed by the eight 35 com. pbotofloorograpluc units operating in 5. Infected Sputum Spreads Tuberculosis. 6. Hygienic Living Protects from 'Tu berculosis. 7. Good Nutrition Helps Prevent Tuber culosis. 8. The Modern Treatment of Tubercu losis. 90 32nd National Safety Congress, 1943 It Is the earnest hope that each ooe of these pamphlets, in addition to brine read by an employee, was carrid home and read by at least six people not directly associated with oar pbun. Asxuxnfox that this was the case, oar ec!national health program would have a most direct bearing op com munity physics} well-brio*. If a similar, type of educational health program were instituted is each war plant, an IncffmaWa number of the nation's population would be reached. Sspesjs josdSsd With the egress of the physically fit from industry to the armed forces, and with the ingress of the physically unfit to industry, a program of tuberculoma prevention and weed* in* oat Is imperative. If toss program *s not carried oat^gbe lumber of ones of active tuberculosis ouqoesfaooahly will mount. When this happens, not only the present genera tion bat also the future generation mH suffer immeasurably. One conceive the member of contacts an wmapectad active .tuberculosis case may have without attempt ing to curb its harmful potentialities. The expense Involved in u thorough preplace* ment or periodic examination program will be repaid many times, if but one active ease io many thousands is discovered. Evidence Pointing to th N*d for a Broader Vl*w of Accidents DnetoEIicUci^ CHCU. E. DBOiESa, MJ3. T. J. SHAVGHKKSS7, nd j. a. McCarthy < Those who have been interested in the effects of the electric current have concen trated their attention upon arridcnti where serious harm has resulted. Thru, if an individ ual receives a shock which stops breathing; the emergency treatment by artificial respira tion, with the accessory measure- accreupawytag it, have now become the subjectof sys tematic records* If the patient recovers, an attempt Is made to subject the part played fay treatment to impartial analysis, and as time passes, a body of medical information relative to the most severe electric accidents accumu lates comparable to the (npneoiai data which, for many years, hare been collected with the greatest care.'This "*** that we are so process of trying to lessn how successful our efforts are in meeting the most serhxts effects of electricity. Turn to Prevention The experience of the authors in New York Osy, and at close acuaml Sand through the country at large, has not led to any great degree of satisfaction with our life-earing record. To ptrt the natter nary baldly, our record has caused ns to become mereatiagly pessimistic over the ability to gam recovery in persons who have received an electric shock which stops brnthing, and tin* is in spite of tbe utmost care in training employees and awasting to the training of others who may be called opoo for aid when aa accident occurs. As a result of this mprtuioc. which ought be changed by a aeries of cases in which we were certain that modem methods of ifwniatino had saved life, we have turned more sad more to pT'iim*/* u as the essential means- of combatting electric shock. This does not mean the slightest relaxation of oar program for treating m resuscitation nor <ynfidcntt that so far as knowledge goes we are "f*1**"^ the best measures available, ladnding access to respirators when longoontinird artificial respiration most be gives. Two Tin-- of Inquiry It is the habit of those who are engaged m attempts to control cocKUtioas menacing health to attempt to evaluate die raagnitnde of their problems through two fines of inquiry. First, ooe examines the mortality records, the number of deaths which are due to the condition. Tins method of appraising die status of a disease give* information of die toll taken at die moment and fairly satis factory evidence upon the qoution as to industrial Health whether tbe disease is an increasing or de creasing menace. The second line of inquiry is always more difficult and sometimes impossible. But most investigators feel they have little Satisfactory perception of the extent of a disease hazard unless they know as much as can be learned of what Is called the morbidity of the con dition. This means the total count of those who are afflicted by the disease, in distinction to tbe mortality tables which list toe number actually lolled. Let me illustrate by a couple of example*. La the pneumonic form ot bubonic plague apparently tbe totals of those getting the disease and those dying from it are practi cally identical, conclusive enough evidence of in other countries and fairly good estimates as to the number of serious dectrie burns, too little attention has been paid to the univer sality of the danger from electricity. We arc in toe position of the medical profession if it evaluated the problem of controlling infantile paralysis in terms of the few hundreds crip pled or dead each year and failed to recog nize toe widespread nature of the infection. My- father brought me up as a gunner and from the very beginning It was hammered into my consciousness that all firearms were dangerous and most dangerous of all were those accepted as unloaded. Experience in the laboratory and in the field has caused us to regard all electric currents as potenti ally dangerous,, just as we hare learned to look upon all productive sources of carbon the dreadful severity of this form of plague. U, however, a more familiar affliction is selected, infantile paralysis, we should have but a poor conception of the problem con- monoxide gas. Some of you, particularly in the electric industry, may disagree with such sweeping apprehension. Such disagrec- cncnt will do no harm if you recollect that fionteg investigators if mortality lists were contempt is often the child of familiarity and the sole source of information. Death from that, aside from bunas, the effects of toe infantile paralysis is not common and in those electric; current are instantly negligible or suffering some degree of paralysis during acute illness, permanent crippling--o macb dreaded by m all--is also relatively un common. Yet everyone fears this pestilence, and it commands toe undivided attention of an army of doctors. Obviously, in combatting poliomyelitis, whose mysterious ubiquity has been extremely puzzling, investigators bare gained greatly by recogumog that this dis ease has an extremely high morbidity, is, perhaps, one of tbe roost widespread of child hood infections, bat only occasionally reaches a severity where it causes crippling or death. The struggle against iniantile paralysis U, tints, not a matter of cootrolliiig and -extin instantly fatal. Methods Back Fundamental Point of View Wc are aware of tbe fact that the National Safety Council, the Edison Institute, the Red Cross, and other national organiza tion* have worked unremittingly upon the prevention of electric accidents, indeed one of us has been a consultant of many Of these bodies in their efforts at preven tion. But this knowledge does not release us from a feeling that the methods used so faithfully lack a fundamental point of view, forced upon us rather against guishing outbreaks here and there as is our wilt during the past two years. It has die case with pneumonic plague, but is a become our view that in toe education of battle against a widespread infectious disease. the public toward reducing the number of Industry Is no stranger to interest in morbidity. Safety men record the total num ber of accidents, the fort-time accidents, and the fatal accidents in their plants. It is the first figure which gives the accident morbid ity and. really grades the efficiency of toe safety program. electric accidents every accidental exposure to electric shock should be considered danger ous. Wc hare learned that there can be no truce with carbon monoxide in dealing with Us threats. Safety for the public depends on realization that all gas leaks are dangerous. Twenty-five years ago, when I first became a consultant of the gas industry, there were Too Lietis Attention Paid to Danger marry who saw this attitude was both inevit of Electricity able and essential, but there were others It is our opinion that in toe case of elec trical accidents, while ooe can obtain very reliable figure* for mortality in our own and who did not are to emphasize so sweeping an indictment of a substance which was part of their manufactured product. 92 32nd National Safety Congress, 1943 tuts* Study of Cuts My interest, and that of my collaborators, m thi> aspect of the electric problem began during 1942. Prior to that year the Depart ment of Resuscitation and Related Matters of the Consolidated Edison Company of New York received reports of serious electric ac cidents from tbc police department through the emergency dispatchers. These cases were investigated in the field, and alt medical data relating to bums, elex, were checked 'with the doctor who attended the case. Hospitalized patients were followed during treatment, and information relative to complications, time hi hospital, and other pertinent data were re corded. This resulted in very complete ac counts of a small number of serious bunts and deaths. We. however, knew that a large number of domestic and commercial users of elec tricity received shocks each year whkb were never reported to any ooe, such accidents being due to carelessness, to defective appli ances, or to improper use of curiqiL Since fatalities are readily caused by the usual house current, none of these minor shocks is without danger, and it was thought worth while to attempt some sort oi listing of their character. So far as total numbers of mtoor shocks is New York arc concerned, dothing can be learned since few- citizens report a defective lamp, cord, or small household appliance. The current is immediately shot off and the house holder sets about correcting the came id the shock, it is, however, true that customer? of the Consolidated Edison Company do oc casionally notify the company as to their experience, and this has enabled us to add a small but representative group of mild cases to the serious instances reported by the police. The data gathered are presented in ifrryfl _ tables. They cover accidents involving 113 persons during 17 months--a xmall cumber when one has in mind the milHops of users of electricity in New York. Bat we feel accidents represent experience by many others, of which so trace ran be gained. Shocks hoax Household Appliances Tabic 1 deals with electric shocks which occurred at home and from the ordinary ap pliances and settings common to us all. There are 3 fatalities. There is a variety of causes of shock. There is oo reasonable doebe that in the next few years sack "**^* will Increase as old appliances wear out and the possibility of repair and replacement become less and less. The average hi--ilmldi i views electrical devices with (be afozt cailklrae. The ida that the case of a niigmiir. a range, a washing matliar. or caber u--n-n appliance or irniacin etjert Aoat the house may be awclwted la abnormal electric orqst is not cnahral mm& a dock gives notice of mimihig jerio--ly mg Very few people bother about the age or amount of use of hmadkaid anihacu or ibe cords leading to theme and my Hmhnrrfi would become Rxfigmt if awfiner were made as W the hktory of an electric iririg- crator. These thiwgs work or they not work! The pdbKc usigat ifaoa wo aitfc condition in which they may hkin ycafari? and even my ifirgtmwb- ft is trafifiawT that Anrfa from the Mai home ufftut. 120 volts A.C or DuC, are either |a the nature oi htnakav annoyances or fatal. T2ss is became severe bunas are rarely earned by such cBTfCBts, azri micM the heart fibrjflatey which can radS% bwppm t the atnent pay-t through h, nothing scriuos occurs. Yet, always, these nroor shocks carry the threat of something worse. ts it not time to advise the poblic to have old electric installations inspected and pot in safe repair, to make this a definite and com pelling policy? Long ago h was learned that pctblic discussion and education relative to the dangers of gas were appreciated, and the information so gained has helped to reduce gas accidents. Nothing was accomplished by minimiring or covering up tbe fact that gas is dangerous unless properly supplied and properly toed in safe appliances. We believe the time has come when more oi the same scut of attitude should govern our problem of electrical accidents. Railroad Yards and Subways Table 2 covers IS serious cases with 7 deaths in raHroal yards or subways. Atten tion is called to She 9 instances of boys shocked in railroad yards. Five of these were playing on top of freight cars or on a pole and fell off when shocked, this breaking the contact abruptly. In none erf these 3 did death occur at osaezy though all were *> Industrial Health 93 severely injured as to require hospitalization and one died soon after admission. In the old days this would have been used as an argu ment for "counter-shock" but it is more probably the hand of the particular god that struments, perfectly safe when in good con dition nd properly used, but that they re quire watchful care, ot only to perform their tasks but so they will do it without leaking electricity. looks after tbe small boys who always have It will be a long day before tegular in and always will infest railroad yards. spection of electrical appliances is forced Ordiauy Occupational Shocks Table 3 has a certain similarity to Table 1. There are several deaths. A few details' as to these are as follows: case 14, occurred tram a voltage of 124-246 D.C.; case 17, hen 119 volts A.CL; case 19, from 106 volts: ease 20, from 120 volts A.C.; case 2S, from 100 volts A-C-, 400 amperes in an ary wiWiig job; case 33, from US volts A.C.: case H from 121 volts A.C.; case SSL frsn 00 volts A.C. Two further deaths ixulwtd fcagh voltages. This table again caqphaiaes the dangers inherent in the ordi nary urtaki winds are met at work, and teaches the weed for more education in the direct*?* erf greater care for and more freymeat isgtceiiOii orf electrical appliances and msaSmkm. Blit orf Education on Subject legally. Indeed, we hope no such comprehen sive nulsaocc ever tx inflicted upon us. But we do feel the poblic needs to know that every electric shock is potentially dangerous and that wherever household appliances are old or under swykioe. for any reason, they should be inspected by representatives of the local dcctric company who. though in no way invoiced with tbe problem of repairs, should be able to explain what may be re quired oot only to make tbe appliance work steadily, but, emphatically, to make it work safely. We fed that the gmaensc extension of ap pliance use is tbe home, and the fact that at the present time deterioration of household equipment outpaces replacement--with which goes unceasing wfftiaguess on the part of me chanically hadmod individuals to make novel and often highly original connections with In oar opinion these meagre data represent the house current---make it essential to ic- a cross section of morbidity from electric gard electricity as wt do gas, always dan shock its New York. That the total morbid gerous unless used without the possibility of ity for any year can never be known does not abnormal escape. This point of view, pre affect tbezr validity. Similar data could unquestionably be collected in all our large cities aod tbe electric industry would do sented without compromise, should have a prominent place in all educational work for the prevention of electrical accidents.* wdB to gatfocr tbe cases, if only for their tsefdacsi as teaching material in the edu cation of tbe public. -This teaching should be based upon the principle that do electric shock is without danger and users of electricity must employ every means to avoid accidental contacts. Everyone is familiar with the standards for equipment of the National Board of Fire Underwriters, but obviously regulation of in stallations is not what we drive at. House holders need to know that tbe electrical ap pliances winch are so much part of their everyday life are potentially dangerous in 1 Scad by tbe nouar ootber who is Professor ot Physiology at tbe Uorord School of Pabhc Hold ud has agreed as dninsu of tirre mtiotial Commissian* CM iwsrocitztbaa. T. J. Sbaagbnessy ca tered tbe field orf* in 1523 -while em ployed bj tke msnefat.tu.ml ( industry and for tbe jtut 15 rears has been tneerriiw of resuscitation and allied activities is tb* unioltdalcd Edison Com pany of Near York. j. A- McCarthy, a safety en- cineei of toes cptnace the dcctric industry, bos beat Mr. Shaeghocssy'* associate ia tbe Con solidated Edison Coopity nar 2920. * la the production erf tb* paper, it is a pleas ure to acknowledge the inserts* and backing of Jobs 5tDweli, Vice PttahU of tbc Consolidated Hdisoo Company of New York and President o( tbe Na tional Safety Ctarwit. sa whose department tba work Imrolrerf is centered. 94 32nd National Safety Congress, 1943 Dhccuwrioa BY W- R. SMITH 8tft(y Bapafttf, P^Sc Service Btortric aad Gas Corapmy, Newai^ H. J. I wish to endorse Dr. Thinker's point of view and to express appreciation to him for the emphasis which his paper gives, to a very important matter and recognition of the effort* which are being made by the electric light and power in* dustry to prevent electrical accidents. Also on behalf of the Edison Electric Institute I wish to acknowledge Dr. Drinker's con tribution to the effort being made to secure dependable reports on electrig shock cases. Throughout the electric light and power industry there is recognition of the need for a better dissemination of information on the subject of low voltage electric shock, and I would like to call attention to some of the things that are befog done. low voltage hazards aad films have been prepared which, while usually concerned with the subject of resuscitation, do point out the dangers of low voltage shocks, Throughout the country generally there has .been in evidence lately an under- cf the need for giving to the public a better appreciation of the impor tance of this matter. la some sections courses of instruction have been instituted tor the purpose of showing bow repairs should be made properly to cords, pings aad switches which are used is connection with ordinary household appliances. Recent publications of the U- S, Bureau of Health also have called attention to this matter through well prepared charts. In our own company lbm recently was literature of both the Edison Electric inaugurated a program under which the Institute and the National Safety Counci! representatives of the power sales de on this subject is available to electric tight partment made calls on the domestic con and power companies and others for dis sumers for the purpose of giving advice tribution to industrial users and house concerning household appliances and in hold consumers of electricity. Many struction aad advice in the matter of re individual companies and other organiza pairs. tions have prepared special literature pointing out the danger* of low voltage and calling attention to the* precautions that should be taken in using and main taining such devices. Representatives of electric tight and power companies are being constantly called unnn to address associations and other "th such as foremen's safety clubs on uic subject of There is no question but that Dr. Drinker*# suggestion should be followed and every opportunity taVm to inform users of electrical energy at ordinary household voltage concerning the pre cautions that should be taken and the importance of proper fostaffajioc and maintenance of wiring; connecting cord*-, and appliances. Industrial Nursing WEDNESDAY AFTERNOON SESSION October 6,1943 Presiding--Mrs. Christian Seabrook, R. N., local Group Nursing Supervisor, Metropolitan Life Insurance Co., Chicago, and Chairman, Industrial Nursing Section, N-O.P.H.N. Bacorda--the "Seeing Ere" of Industrial Medicine ^ BY WILLIAM J. PULTON, U.D. Medical Dimeter, Eastern Aircraft Division, General Motors Corp., Baltimore, Md. . Starting point number oat--and the one case for every fifteen employees work point on which all to follow hinges--is ing will seek some form of service. the adequate manning of an industrial This second genera) rule (one case per medical department to give prompt and fifteen persons per shift) leads to another efficient service, and to maintain records conclusion; namely, that 41 times 15, or that meet minimum standards. <515 employee*, working on any one shift, We will briefly review the services of an industrial medical department, exclu sive of physical examinations or phys ician** time, and call them the - direct service items. anil produce sufficient direct service cases to keep one plant dispensary nurse or at tendant completely occupied. The number of cases per day produced by 615 em ployees wfii range from 32 to 50. Consider that this service i$ required The time required to attend to the only for the cases that come through your wants of each of these patients varies doors, and that we have left out physical with different type* of service, and each service calls for many timings in order to arrive at an over-all average. Analysis of ten thousand stop watch studies of all types of plant hospital service resulted in examinations which, exclusive of phys ician's time, require from ten to seventeen minutes of hospital personnel time Add this consideration to the foregoing and we have a basis for calculating the neces an average of 1)57 misntes. We feel con sary hospital personnel to give adequate fident if is applicable to the great majority service and produce records of the type of medium type industries, such as air that we are going to discuss. plane and automobile assembly plants. 11.57 minutes will go into an eight boor Cost of Under-Manned Staf' day (480 minutes) a fraction over 4! A startling amount of producticu time times, which leads to the conclusion that can be lost through the Inefficiency of an one nurse can take care of the direct and under-manned medical department, to say indirect services to not more than 41 cases nothing of the costs and poor quality of per day--U those services and records are service. Every penny's worth of bad medi to be of good quality. cine that results from under-manning will Two other general nzles may be laid down here; namely, first, that where shifts are eight or more hours in duration, a case writing one of the hems of direct service just outfitted will come through your doors for every 120 man hours worked; sccoud. during any single shift, be multiplied to a dollar's worth of bad personnel relations. Finally, if industrial medicine is to get out of the flat cost bracket and is to enter the field of practical applied prevention, it mnst be additionally manned. It is only in the range above personnel adequate to 95 ?;le 'RtC-oV'A`6 " ovn rie "isl SU.A/ 96 22nd National Safety Congress, 1943 care for the direct service that industrial management is justified is expecting re turns on medical investments in reduction of accidents, occupational hazards, sick absenteeism and msurance prerahsn, and an improvement ta personnel relations and environmental hygiene. 2. The exact time and date of the initial report by the patient. 3. Meticulous recording of the em ployee's statement in his own words and, preferably, in his presence. The reverse side bolds the record of subsequent redressings or treatments. Fomutatioo of Recced* A few remarks are in order hare on the Now let us start our industrial patients through the dispensary and lay the foun dation of our records. Here is a 3x5 form, carried in pads by the foreman. Emer gencies excepted, all must present it. It is made in duplicate. An automatic time clock stamps the time of dispensary ar rival and departure. The duplicate is re tendency to highlight the importance of potential legal defense in the making of medical records. Ascertaining the true facts regarding injury or Alness is more important medically than legally. Make good medical records and any need for legal application will be met automatic ally. turned by the patient to the foreman. On Kadrasainfl 8bnt this pass the foreman has noted the name, clock number, time of tins accident, and indicated by an "X" the exact spot in the plant where the injury occurred. The dis pensary personnel adds the following data. In the upper left corner, the anatomy, such as face, arm, eye, comes, leg, etc., in the upper right corner, the type of in jury, such as laceration, puncture wound, bum, fracture, embedded foreign body, etc., and, across the top, the date is stamped. These slips are sorted and filed as to type of injury. We call this the accident prevention file. It is kept up to date and at all times is at the disposal of the director of safety. The use of this pass as an instrument of accident pee' vention will be demonstrated later. To facilitate the recording of redress ings in a busy dispensary, each staff mem ber has a redressing sheet for each shift. On it, they record the time. name, clock number, treatment and progress note of each case handled. These arc subse quently entered by the same staff member on the reverse side of the surgical card, and checked off on the redressing sheet. These sheets lend themselves readily to summing up the total number of revisits at the end of the shift. This 3x5 card holds the record of each initial medical complaint; the diagnosis, treatment and the final disposition of the case; When the severity of the symptoms warrants shading the padent home, a duplicate pass home for sickness is made Aside from safety, this pass has several out. One copy U attached to this card other attributes worth mentioning. It pre and the other passes through the person vents waste of production time by loiter nel department These cards are filed ing. It partially regulates the flow of alphabetically in a permanent yearly file. surgical redressings and minor complaints through the plant dispensary. When as employee is absent from work or late, the dock card is replaced with a red "absent report* card- If the absence Surgical Card or lateness is doe to any type of physical Here is the 5x8 surgical card, on which is recorded the complete history of any injury, from admission to discharge. This and all similar forms have been whittled by experience to a point that will satisfy maximum simplicity and practical ade quacy. Three points should he stressed: condition, the employee most pass through the dispensary for a check-up before be ing allowed to return to work. _ This is obviously a valuable safety and health protective measure. The dispensary staff indicates the ability or inability to return to work on this card and returns H, along with the employee, to the personnel de 1. The exact time and date of the oc partment. In order to keep track of the currence of the accident or onset of number of these absentee cases, a tally the complaint sheet for each shift is kept near the files- Industrial Nursing 97 On this, each case is Indicated by a small pencil auric. THs sheet is also used to record those cases of injury that require treatment by outside surgical or medical consultants. When the physical condition of an em ployee, following injury or illness, indi cates a change in work, a slip is made oat in duplicate--one copy going to the super visor, the* other copy being clipped to toe vided into 512--'Wuyt" sections. It is di vided into a surgical and medical aide, and is capable of holding, in code, a ten to fifteen year record of every injury and medical complaint on the job. along with other items entered in code on medical side, such as periods of employment, leaves of absence, physical examinations, personal contacts, etc We calf this form the index record of plant hospital service. employee's medical record card. The entire surgical code consists of a Daily Hospital Report minimum of symbols, has been based on practical experience, permits further addi At the end of the shift, the surgical cards, redressing sheets, medical cards, passes home for sickness, and absentee tally sheets can be quickly totalled, di vided into men and women, and entered tions to its present construction, and can be easily mastered in two weeks practice by any grammar school graduate. It's a simple form of industrial medical short hand. , on the daily hospital report This report Let us return to the surgical record is made up for each 24-hour, 3-shift, pe card of our eye injury case, aud enter it riod. This same form serves to hold the on our index record. Now let us enter a total monthly, quarterly, or annual report. ' medical record card for the same individ copies of which are forwarded to manage ual ment, personnel and safety departments. In order to facilitate the making up of Sick Absenteeism Data monthly reports, a time and labor-saving To have signed and returned to the "recap sheet'1 is used. It measures 17x11 inches, has thirty-one horizontal tines, and columns for the items recorded on the personnel department the red absent re port card, without further ado, would have thrown away the opportunity to record daily hospital report form. The totals sick absenteeism. We have taken advan from the dally report are entered on this tage of it for some years. Here is the sheet every day. When the end of the 5x9 card designed to hold sick absentee month (or any other period) is reached, ism data. It is a simple- form, carrying we are in a position to arrive at our totals two columns down the right side which quickly. It is from such data, kept over indicate "calendar days** and "working a long period of time, that our time days." Here we enter a record of sick studies and calculations to determine ade absence for toe same individual. The quate hospital personnel are made. standing orders for sick absent recording Attention is called to two facts in re arc as follows, from left to right: first, gard to the development of our records the day of the week and date of em from this point on; First, it adds one minute and ten seconds to each direct service case, including totalling the data and filing the pass to the hospital, and has been included in our time of 11.57 minutes per case. Secondly, this system need not disrupt or displace any system or type of recording now in effect, but may be installed as a valuable adjunct to it. Prom here on we make our individual records tier. ployee's return; next, the "off date" or date of toe onset of disability, including the day of the week. Next the diagnosis. If toe employee had no medical attention of any kind and makes his own diagnosis, put it down in his own wards and always put quotation marks around it. If the diag nosis is professional; i.e., by dispensary staff or via a physician's note, record it without quotation marks. Any note from a physician is filed in an envelope bearing the physician's name. The presence of Index Record sach a note in toe file is indicated on the Based on day-to-day experience, we absent record. Keeping such a physician's have developed a 5x8 reversible card, di file is of great value. Lastly, the time 32nd National Safety Congress, 1943 lost is recorded in calendar days and working days. We arc not going; to discuss pre-em ployment and periodic physical examina tions in detail in this presentation. They should be mentioned, however, to com plete our individual record. The examina tion form has been greatly simplified, and folds to a 5x8 size. All practical data de rived from each examination, that is of value in proper placement, together with medical department ratings, etc., is for warded to the employment and personnel departments on the request for physical examination form. These three records (physical examina tion, index and absent) are kept together as one unit in a pocket The pockets are filed alphabetically in trays. 4. The ground work for research in al most any form of occupational hazard is made available--research by groups, ages, occupations, etc. 5. Data covering a cross section of the population, for a long period of time, is made available for all forms of industrial, local, and national statistical research. 6. The actual degree of hazard to health and safety of any operation, process, occu pation, material or group of materials can be accurately measured and compared. 7. The safety factor relevant to any operation analysis can be accurately com puted. 8. The relation (if any) between sick ness and accidents can be established. Rating and Comparing Record* Vahse of Individual Records Here should be stressed the importance of keeping medical records active and upto-date. To do this, it Is essential that the medical department receive routinely the daily report of the employment depart ment to management. This type of report contains--new hires, lay-offs, transfers and various leaves of absence, etc., including names and dates. Failure to keep your files cleared, by this means, will soon find them hopelessly cluttered yrith inactive records, and your ail important record of periods of employment will be lost. Rou tine file clearance is especially important in times of a high rate of employee turn over. A discussion of all of the values and varieties of application of *his combination of individual records would take thrice awe present allotted time. We can only enu merate a few points. L In dealing with large numbers, the efficiency of individual application is en hanced and the personal relationship of medicine to patient is markedly improved. 2. The time and labor saved in review ing individual histories is tremendous. '3. The value of any therapeutic or safety measure can be swiftly and accurately eval uated, individually or collectively, the con clusions having the added weight of large numbers, backed by records of th<*r in dividuals that constitute controls. Our individual records are now con densed into a simple, accessible emit. Be fore a bur and practiral individual applica tion can be realized, some base hoe or standard for measure and comparison must be made. To establish our base line for measuring and comparing, we divide the total number of each of oar three recorded items -- namely, injuries, medical com plaints, and sick absenteeism--by the aver age number o! employees working. This produces a table of averages which may be used as a standard of measure or to com pare the individual employee with his fel lows. We have used two* periods to illustrate bow the standard may vary, by sex, in proportion to length of the work we<k, or ondtr coodftkws of -peace or of turmoil. Our standard is now set by which the medical department may rate fairly and compare accurately an employee's status is safety, medical complaints while on tbe job, and number of side absenteeisms. Further, these visible, condensed records paint a day-to-day, ever-changing picture of each individual, continually singling out those who need attention in some phase of safety and health. The Frozen Group Before wc go oa to tbe method of ap plication and tbe measure of its success or failure, aome further general truths should be stated--general troths that have Industrial Nursing 99 come from repeated mass analysis of these records over a period of years and from recorded observation of those who have made these records. Repeated analyses of within this group that we find the pre ponderance of neurotics, indigents, irre sponsible, and otherwise below par broth ers and sisters. tbe index record of plant dispensary serv ice over an right year period invariably lead to the same basic conclusion: The foregoing conclusions and observa tions add up to this--environment, occupa tion, physical condition, etc., play the PER CENT AGE Injuries Medical Complaints ao u. as* 15 to 20% 0* PER- CENT- AGE of Total Employees arc produced by axe produced by arc produced by 30* 60% 10* minor role in the incidence of injury and physical complaints during working time. The major role is played by what we term "the hnman factor." A safe and an un safe worker retains the same status re gardless of environment and occupation. We do not intend to convey t,he Idea that the status never changes. It does. We do, however, point out that, with extremely lew exceptions, the status of those indi viduals who make up oar basic 30% group never changes so long as they arc left to 100* 100* their own devices. When a change for the better does occur, the reason can almost There are some observations pertinent always be traced to some personal atten to this basic Conclusion that should be tion paid directly to the individual. recorded. Some comfort may be derived from these a. Hot oeiy do the mathematical per centages remain constant, but the indi vidual employees within the percentage groups, to a large extent, remain the same iufifiteih That bolds true regardless of conclusions in the realization that at least 70% of our industrial family is composed of good, average, safe and relatively healthy American citizens. Tills empha sizes the point that "an industrial medical length of service, transfers among occupa tions that are hazardous by varying de grees, location in tbe factory, etc. There arc, of course, employees who pass back and forth from one group to another, but they form a minority in each group. h. There Is no consistent connection between the physical condition of an em ployee as determined by piv-unploymcBt and periodic physical examination and the department, manned only to take care of direct dispensary service, is at best realiz ing but 40% of its potential value to inSustiy." Oar safety, personnel and medi cal departments should be sufficiently manned to do more for otfr dependable majority. Too often they are truly "the forgotten men." Applying the Records plant dispensary record that the employee We are now m a position to make our accumulates. We find no evidence to sup records live, and to apply them. Z-et us port the theory that employees who, at outline the machinery of application, fol pre-employment physical examination, low-up, and evaluation. Every visit to the were found to have major physical dis dispensary affects someone's record in abilities and were classified as physically some way. Tbe members of the dispensary below average are any more prone to in staff making the entry on the index or jury, sickness on the job, or sick absentee ism than are those who were judged to be physically above average. c. Comparison of tbe plant dispensary record with that of tbe personnel depart ment demonstrates that a majority of those malting up our basic 30% group produce the majority of problems for supervisors, personnel and safety departments. It is absent record are familiar with the basis of measure. Trained to recognize devia tion from the average, or unusual depar ture from the past record of the indi vidual, they are expected to act immedi ately on these occasions. Where accidental injury is the offender, tbe case should be referred to the safety director. Medical complaints and sick absenteeism arc itti- 100 32nd National Safety Congress, 1943 tially medical problem*, and arc handled by the plant physician, the head nurse, or other staff members that they- may desig nate, Frequently, cases turn out to be distinctly personnel pioblcms. Lastly, some may become the problem of superintendent or higher management. Let us take a look at a typical case. This employee has worked only three and cne-h&lf days, yet already has suffered three accidental injuries and registered one medical complaint. This is distinctly a case for the director of safety. The nurse immediately sees to It that the index record, together with any pertinent obser vations and remarks, is transcribed on a iorm and to this is attached a 3 x 5 per sona! contact record card. Both are for* warded to the director of safety. The nurse enters the code symbol on this em ployee's index record to indicate this persons! contact. After the safety di rector makes whatever investigation he deems necessary, he records his findings and action on the.personal contact card, and returns it to the hospital file. Tins is the record of the entire transaction--in cluding the notes by the safety department and the request for follow-up in thirty days. The investigation by the safety de partment located the underlying cause of these accidents--"horseplay*'--and correc tive measures are being taken. The date for iollow-i/p ,of the case is set and noted on the hospital calendar. When the follow up date is reached, a glance at' the in dividual's record will serve to measure the effect by comparing the recorded items after the date of the personal* contact with those before. This appraisal will determine what future action may be necessary. Coffecuve Study Now we leave the individual and go into the collective study of accidents. In so doing, we hope to demonstrate that industrial medical records, applied co operatively, serve to further safety and act as its guide and measure. What we have to- say here deals specifically with acci dental physical injury, but bear in mind that iueh studies are*likewise applicable to all phases of industrial hygiene. Kept hanging near the surgical `treat ment booths in the dispensary is a simple mimeographed form that we call the medical lo*. A dean sheet is begun each shift. Immediately following the care and recording of a new injury on the surgical card, this data is transferred to the medical log by means of pencil marks. The entry requires but a few seconds. This tog record is at all times accessible to the safety staff, and places in their hands an ever present mint of material that automatically serves as an instrument to direct numerous attacks at the source of accidents. Observing a rise in any type of injury, the safety director can refer to the accident prevention file, spot the in dividuals and locations immediately, and put control measures in motion without undue delay. This type of accessible co operative record also saves much time that would otherwise be required of medical and safety personnel to make many in dividual queries and investigations. It has one more point worthy of note--namely, it takes from other than professional per sonnel the necessity or excuse for general access to medical records that are properly accepted as being confidential. When the' appraisal indicates that defi nite improvement has taken place, you arc faced with the most important follow-up of all; namely, to call the individual in and tel! him about it. f know of no maneuver that better promotes morale and If omitted, creates a more subtly damaging psychological effect. Tbis same routine of find-the-case, action, record, follow-up, measure, and evaluate is carried out in all such personal contact cases. At the end of the day or shift,the pencil marks on our medical log are totalled and can be permanently recorded. Here we build the material for research too com prehensive to discuss in detail. The weather reports, absenteeism, and many other items may be correlated with it. Here, hour by hoar, is the bedside accident chart of our collective patientT the barom eter of injury, and the hidden answer to many unsolved problems. Industrial Nursing 101 Anatomical Distribution Corrective Measures The final portion of our one minute and ten seconds is spent on the entry made on the anatomical distribution of injury form. At the end* of the day the surgical cards are entered with small pencil marks. It can be done quite rapidly. This form serves as a cross study of types of injury (horizontal columns) with anatomy (per pendicular columns). Each month, or at any other desired period, the pencil marks are added and the totals recorded. By dividing the total of any column into the grand total of injuries, we may get a ratio index for each horizontal or perpendicular item. A year or more of such a study establishes a standard for each type of injury or anatomical part. We have learned from long observation of this ratio index that certain types of Injuries, like many diseases, are epidemic and that sea sonal variations arc almost constant. The same is true of injuries to certain parts of the body. This type of study is of more than academic, interest. It is capable of numerous practical applications and is an instrument that indicates the optimum time to "bear down'* if you would prevent a `recurrence of undesirable past experi ences. The anatomical distribution record is, iflee. the medical log, accessible to the director of nitty, and can be applied much the same way. We deem an injury severe if it reduces the'efficiency of the patient fifty percent or more for any period over four hours. We express severity by the factor result ing from dividing the number of injuries we deem severe into the total number of new compensable Injuries. This measure has been watched over a period of years and proves to be an accurate and valuable measure and prognosticator. It is a simple measure and easily understood by manage ment. What is done when our measure *pats a rise in any particular type of injury? We know from past experience that if some thing Is not done, severe injuries soon occur. Let a* use eye injuries an an ex ample- A sudden rise in the frequency or severity Is noted. The last hundred passes to the hospital, filed under eye injuries, are taken from the file and beginning with the remote date, they arc rapidly plotted on the factory map with tacks. No timeconsuming plant inspection by safety com mittees is necessary. Two closely grouped tack areas disclose and eliminate the haz ards responsible for the epidemic. Thus we begin and end our study of accidents with the little pass to the hospi tal. It is the Alpha and Omega, and fur nishes the five "Ws" of safety--who-- where--when--what and why. Thus we conclude, leaving it to you to decide whether or not the information accumulated i our one minute and ten seconds of extra recording per case trill prove to be a worthwhile investment. Our aims are set forth, and the basis for realizing them made concrete through the planning of various types of records. Our "seeing eye** is now ready to function. It warns of danger, the presence of unsus pected and alien influences; it automati cally records and reveals data which en able us to improve the whole society of industry in health, safety, and mental hygiene. The "seeing eye" is a miracle ofe electrical -engineering; records--our "seeing eye"--open the door to vast op portunities in human engineering. Dreams and medicine may not sound like a prac tical combination, but if you would make progress, do not be afraid to see visions and work toward their fulfillment. A last thought--to its patients and to the nation industrial medicine has much to give-- nothing to sell! 102 32nd National Softly Congress, 1943 THURSDAY AFTERNOON SESSION October 7, 1943 Prtilimg--}wu U. jotimno, JLN. Sopvr^ Imhwiriil Nonas Itiv., Easlaym Mu-fait, Wans Wfc Visum'* Pvt is JPbssiczl Examination Progeais By H. GLBKK GAKOUiKK, M.D. i> m | Qbm MtecSsiot CfeMOQO^ SHnoii Waft i dmt fll rectal oo Koch of the dectiieaas is cwunf the ------ - c p43r W * pfcy*- desired impression spos the focorerag ap- The ctogfft fo orm m oertat menace*, aft hr-- witiffy ilnfi pd- vileging omthtf to are the ua in- creariugfr fo the RMph eierfaiuui of the rxamfnatiovit, Inst a the interpretation of findings as well. pSasr tad as 'i*i.l,eiiffiii>i.i?.*g has dteoc--a as a worthwhile employee is tlotted by ta ring him know that has t--plrijer thicks enough of tmn to provide for his* sa many ways. Tbe first rrvgilf he nwli n the dignity, care ud Kifiissidfxation U the time of the prccTrqdciyesent gramma tioa. There is oo question that there is s con Thus, he wiQ cany the awnwey of his siderable lack of competent available phy reception in the medical dtfmitwam as the sicians which is a challenge to esc in the representative attitude of the company manner of utmost efficiency the time of with which he is aiSasuag MimcU. those we do have. It does not require any Prridcuds of many type*' are to be ex great amount of initiative to set op a pro pected if these fotpressfoos are what they cedure so that one physician assisted by should he- They may be minimized by two or three nurses can, without difficulty, any apparent lack of attention stscb as that examine 100 or more examinees in an of an examination without a physician. ordinary working day. The Quality of this In these days of war there is a perfectly examination can be far better than today's average and is completely adequate for today's needs. Wc simply substitute a streamlined means of examining which is necessary for the duration, yet contains the essentials found apropos in our pease time activities. The nurse can call for the physician to double check any of the obvious abnor malities detected, but what of the border line or hidden cases in which the training natural coincidence lending material aid to the cause for the use of nurses in the physical examination program. Most of our nurses are female and our present great influx of workers in industry are female too. Another Important factor in facilitating a maximum aamber of reasonably com plete examinations In the minimum time possible--and thus the most efficient modus operands--is that of the physical and experience of a phytiejaa are often taxed to detect and interpret? Certainly the nurses* trainmg and experience are not such that they can be expected to diaphty such achievement. Yet these see the very layout of the examination and dressing rooms used. If a large somber of extent* nations arc to be done routinely, os* if the eaojmuatkm* are done on both traces, ft is almost a most that two examination cases winch have, i* eiegy shifted the scale e a -........ advantage so nation prfgrete ~~~ --^ instance*. ----------- iwnf room* be used. Each nafliBafice roocs should hanre two dressing rooms attached--each having a 4mt op tmvm foto th* esammatioo room accept it. fairly --` --` "* J --- mod another door opening into the K. I* addition, these dreagfor r^vatas orwfaia hqfitiea for obtain doe aawsC as for dressing, with nooks Industrial Nursing 103 for clothing, a place to sit while warring, a mirror, etc. Each examining room should have doors permitting the coming and going of the physicians and nurses without going through the dressing rooms. Perhaps the best way to bring out just what is our conception of the part a sane takes in a modem, comprehensive physical examination program a to give a total outline of procedure. For comcmcwce, wc w31 suppose fee i ' uiiiMf is feminine and enters the i r>ni*>rifi* iundue fresh lima her intenrwvri t Ac employment deyartiar*t. Aiaer rnnrwitiug her uarmr. she is give* a ffBahtiy eye tt-rt-,' 'rietafely by aether*ter which has bee* selected for its speed and dBnwqr, a*d is operated by a by techmyia*. A nurse then records the age, sex. ad dress, zaarital state, color, number of chil dren and their ages, etc, and mriodcs a careful history of serious illness and in juries, operations, memtruaiioo, admitted defects, deformities, or weaknesses, pre vious occupations and the position sought now. If these findings are to be of full value the nurse most not only have a general knowledge of such procedures coupled with more than a little tact and friendliness, bat a special knowledge in the art of developing the loose ends of a his tory, into a lucid revelation of conditions which may materially influence the atti tude of the physician in classifying the examinee and la placement recoinmendatfoos. The examinee is then escorted to a dressing room where she changes to an examination gown. While she is waiting for her examination a urine uxupie is obtained and blood pressure, temperature, pulse and hearing records are taken by the nurse. I>aring the examination the nurse records the findings as dictated by the esamuring physician. Additional labora tory teats, ri indicated, are then made be fore the i minimi t is allowed to dress in street clothes. Is many instances the bhoratory technician i% a curse who if M>t too boxy may function in addition as cae of rite aarscs helping in the examina tion routine. As the weed arises, the nurse may en large her activities to include more de tailed histories such as vaccination, family history, etc, befog limited only by the degree of eriwustitcuess the director of the commatkxxs sees fit to request. In suoszoauririog. let me call attention to the fact that although the scope of tbe nurses activities has been broadened im mensely, it has not put her m a position of rendering pinion*. She has made cer tain technical and factual records, largely a mechanical activity--but la no way an unimportant procedure. The interpretation and analysis of these findings Is still left to the physician who. is in tbe logical position to accept the responsibility for presenting the official opinion, and for malting recommendations regarding placement, need for care, etc. There is every reason to suppose that this rationalized concept of the part of the Nurse in a physical examination program will continue after the present urgencies hare subsided to normalcy. 104 32nd National Safety Congress, 1943 Nw Tnnds in. tha Tmataumi of Industrial Inhirl* Sr HENRY H. HUBIN. H. D. Imrti--trill SvpQtt **& Pt^aidsB, Claeafo New trends in the treatment of industrial sists of keeping the patient in m darkened injuries incline toward conservatism and room or having him wear dark glasses, a greater consideration of physiological cold applications to the eyes, a local anes principles. This las resulted in improved thetic in water solution as bntyn or ponto- care. But the primary concern shookl be caine for immediate relief, and in oint prevention and control of Injury and dia- ment base--as butyn or holocune at night case. The ssss c! sccggopjisftiiteat are while attempting to sleep, and a vasocon through safety educational programs in strictive drug such as adrenalin. Anal industry regarding safe practices and the gesics and sedatives may be required tn use of protective equipment. A good severe cases. work environment fa essential. Good vision, proper nutrition, and the avoidance Wbctads of fatigue arc requisites for the worker. Physical examination and medical super-' vision are also of importance in the pro gram. To guard against infection and promote primary healing is the objective in the treatment of wounds. The broken skin admits bacteria and it has been found that Psychological Aid it takes about six hours for them to mul In minutering to the injured workman :t is not enough to bind bis wounds ac cording to the modem precepts of first aid. Psychological aid* ii just as essential. In approaching the injured person, one must gain his confidence through words of reassurance and sympathy and by one's own composure. Recovery will be hastened tiply and invade the tissues. Thus it is seen that prompt care is of the essence if bacterial invasion is to be prevented. The simple abrasion is cleansed and an antiseptic, sacb s mild tincture of iodine is. applied, covering with a sterile dressing. The small incised wound is cleansed with white soap and water and the edges by gentleness of handling the patient as well as by gentleness `in handling the wound. Keeping him quiet in the first aid are brought together with flamed tape, small skin clips, or non-absorbable sutures, whichever is indicated. room, rather than rushing him to the The contused, lacerated and penetrating doctor's office or to the Hospital will do wounds may be more extensive and may much to allay bis mental anguish. In most be complicated by the entrance of the instances, it would be better for the attend wound into tendons, muscles, joints, or ant to seek the doctor's advice over the to fractured bones. These wounds are telephone or to have the doctor go to the cleansed thoroughly with a mild soap and patient. -water. The operator should be capped Kyaa and masked and wear sterile gloves and gown. Irrigation with sterile saline solu "Arc flash" conjunctivitis is a condition tion follows the soap and water cleansing. quite prevalent among electric arc AU tom, ragged and damaged tissue is welders.* It is caused by exposure to excised and bleeding is controlled. ultra-violet or actinic rays and is charac The extent of debridement should be to terized by delayed onset, self-limited the point where the tissue looks normal, course of twenty-four hours, swelling of bleeds freefy, and the muscle fibres con the lids, photophobia, and sandy feeling tract. Tendons, nerves, and large blood in the eyes. Prevention is effected through vessels must be spared. This repair is educational pamphlets and personal in done within the sea hour period The struction in protection by flash goggles wound may be closed by primary suture with side pieces, helmets, welding cloth and covered with a copious fluffed gauze ing, and screens. Active treatment con pressure bandage. If tbs "golden period" Industrial ''Nursing IQS tion, and external fixation. The latter is has passed, non-absorbable sutures are accomplished by means of fixation pins inserted and the wound is. packed with placed above and below the fracture or sterile gauze. The pack is removed in^ the fixation and reduction splint, and has three days and the sutures tied. This is been used with satisfactory results to called closure by secondary suture. The fractures of the tibia and fibula/ consensus is that sulfanilamide should be powdered into die wound, using from three to ten grams.* Where tendons and nerves are severed, they should be sutured, enlarging the wound if necessary. Fine suture material is used. Early passive motion after tendon suture tends to give la compound fractures the trend is to ward the modified Orr treatment. After careful debridement of the wound and proper reduction of tbe fracture, sulfanila mide is placed in the wound and fifteen grains of sulfa drug is given every four hours for three days thereafter, Tbe the best results.* Foreign bodies should be removed if they are accessible. Otherwise, they should be left undisturbed if the search wound is packed open sod the fracture completely immobilized with a plaster cast Little or no treatment is required until the cast is changed four to six weeks would be prolonged and mutilating. The "Locator." an electro-magnetic induction later.' apparatus, has beta used in determining Boras 1 the surface location and depth, and has proven of value la removal of foreign Minor burns are apt to heal in less than a week no matter what preparation is ap bodies.* plied. In a statistical study of minor in Anti-tetanic scrum should be adminis dustrial bums occurring in a group of tered in cases contaminated with street about 250,000 employees, the recom dust; and for masrire wounds anti-gas mended treatment consisted of washing gangrene serum should be given. the area with .white soap and water, leav Fractures In industry, fractures occur most fre ing the blisters unbroken and "unde- brided," covering with fine mesh gauze impregnated with petrolatum or 5 per quently in the hands and feet. The only cent boric acid ointment and applying a means of ruling them out is by X-ray finn dressing over this, bulky enough to which should be used frequently wherever keep dirt away but not loo large to keep there is the slightest doubt. The fingers are most frequently involved and they are best treated in flexion with early motion to prevent stiffness. In the foot the pha langes are most frequently involved. They are treated by strapping to the adjacent the man off his job.* ___ In extensive burns first aid consists of covering the bum with a sterile towel or gauze moistened with soda, solution. Pain is controlled by the hypodermic adminis tration of grain of morphine. Shock toe, inserting a piece of cotton between the toes. For metatarsal fractures the use of a transverse metatarsal bar i* very effective.* This hardwood bar is placed under the sole of the shoe 1J4" in front of may have to be combatted. Further care consist* of cleansing gently with plain white soap and sterile water as described under "Wounds." The soap is removed by rinsing with sterile saline solutioa. the heel and retained by flat topped screws drilled through the inside of the shoe. The bar must be high enough so that the ball of the foot will not come in contact with the floor. One must wait about ten- days --or until the swelling has subsided to a point where the patient can put pn a shoe. In fracture of the long bones the various types of accepted treatment are classified Fine mesh gauze is impregnated with sterile vaseline or -5 per cent boric acid ointment and this is applied to the burned area, followed by pressure dressings. Blood plasma and oxygen may be required. Gen eral anesthesia should be avoided. Alter the slough is removed, which takes from ten to fourteen days, the de nuded area may require skin grafting. as open redaction and internal fixation, This is usually effected by means of small skeletal traction, plaster cast Immobiliza 106 32d National Safety Congress, 1043 deep skin grafts which jrre covered by vaseline gauze or moist fluffed gauze and an Ace bandage. Tsaossatic Shock The practice of overheating patients in shock has been found harmful," Experi mental studies on the effect of various '`'external temperatures in shocked animals * The treatment of abode is dependent on reveal that cold and heat proved danger the various types of Injury which it may ous to life. There is a loss of energy to follow, ifore than one factor may be the shock victim at a time when be needs present, shock being dse to crushing in jury or hemorrhage which may accom pany the Injury. every bit of it to keep stive. He will do best if wrapped in blankets and kept com fortably warm at room temperature. The treatment ox shock following hem orrhage is blood transfusion gives as quickly as possible and in adequate amounts. in shock following burns the treatment is blood plasma given in amounts of XrEStNCS 1. Beltran, B. It: Soreicai Eaerzescie*. Inday trial Sled. 23:431, July, 1943. 2. Ritke, F. E.: "An Plash** Coojasctsrhza, JJLttJL* 123*34, Jely, 1*43. 3. Cole ud PaKtMr: First Aid (AppletonOmtarr Co.) 2942. from 200 cc. to 500 c.c. every hour and from 1,000 C-e. to 5,000 c.x for twenty-' four hoars, depending on the severity of the shock. This and the withholding of water oppose the concentration of the blood, bare been successful in the treatment of burn shock.** In shock following crushing injuries there is a loss of serum and plasma into the tissues and the treatment is the ad ministration of plasma. 4. Koch, S. !>-: Tendon Stearin. Industrial Med., 11:327. July, 1942. 5- UmHusI T. T, * Treads in War Smeary, Swr*. Clio. N. A., 22:312, A*fl, 1943. 6. GcUaid, (7. X.: Common ladtmml lnjeriaa. Industrial Med., J1:32S, July, 1942. 7.' Schaar, C. Ji-, Kutu, P. P, aed Joo^D. T.: Fractures of lhe Tibia and Fibula. Stag. CUe. N. A. 23(21:599, April, 1943. 5. Medtire. S. D., and Lae. C- .: A Stxriat; cal Study of Minor TadtsUrial Betas. lAlfA, 122:909. July, 1943. 9. Child, C~ O.: Tnuznzdc Sbock; Its firm tioo and Treatcent. Surf. CKa. N. 23:331, April, 1943. The treatment of shock following injury to the soft parts is whole blood or plasma to replace that which is lost as a result of the condition. 10. Caleb, W. D.: ZHanitnaoes nf the Peri. pkenJ CircaUtiua Ctatsiilti itiotu an the Dsfili. tiou <?f Shock. QL Mad Jour., 4;12, July, 1*43. 11. Watts, K. G.: The cfect'ef External Tewpesatste *u Shock JAVA, 321riQJ Mucfc, 1943. . The Nurse's Part In A Program ol Industrial Safety & Hygiene CLARK D. BRIDGES IodoUnal Hygienist, Nstkmal Safety Conned, Chicago When your Chairman and program committee suggested tins topic several mouths ago, it was readily accepted be cause of my conviction of many years standing that the nurse is a vitally im portant cog in the gears of the efficient industrial organization. Or it' might be stated this way--and this is particularly true in the smaller plants--the nurse per forms so many functions to aid manage ment and employees that her real value is often not recognized until the pni, through accident or design, tries to get along without her.' Monetary Value The actual dollar value of effective health and safety programs has been dem onstrated. In 1941, the National Asso ciation of Manufacturers conducted a survey to determine the results obtained by its member firms from such activities. This report disclosed- the following hgUy significant results; * $SS3J5ffiS"::::S25 " uLorTonottr _______jyj% ** AZcntasai .........................217* M " CocnpensadcM Iwower Premiss* ........... JU* The report also indicated thst the average actual savings hi a 500 --w ptart amounted to over $5,000 aasuatfy- This report contains other valuable Mthraatio* and is recommended to all who are in terested in getting the most out of their safety and beslth programs. Industrial Nursing 107 In reprint No. 1765, of the U. S. Public Health Service, published io 1936, it was estimated that the minimam monetary value to industry of medical and engi neering services for the development of health and safety programs is $1&800 annually-per thousand employees. Also of interest in this connection is the study made several years ago by the American College of Snrgeoos. which disclosed that per capita medical costs are higher in small plants than in large ones--one of the reasons being the tick of programs of prevention. causes of accidents and give them a knowl edge of effective measures which can be taken to combat them. She will meet other men and women concerned with the same problems and with whom she can discuss her own problems with benefit. She will learn sources of information and of expert help. These courses are usually 96 hours in length and are tuition-free. In some parts of the country similar courses are given La industrial hygiene and occupational diseases. Anyone inter-, csted to this general problem should talw advantage of the training offered by these courses. Pcsuosme* for Progress It is simple enough to recite these bene fits and the methods by which they may be obtained. The real problem in many plants is locating persons with tbc nccea-. sary training and enthusiasm to convince management of the benefits of such a program, the ability to pat it Into effect and carry It through,' The nurse is often in an ideal position to bring tins about, inasmuch as many firms do not have fulltime safety engineers or industrial hy gienists but most depend upon only occa sional service of this nature from their in surance carrier, and tbc doctor is usually on a part time basis. Even in the larger organizations, where foil-time medical and safety personnel are employed, the nurse can be of immense benefit to the entire program through her interest and partici pation. Sandal Training Needed References wad Sschauge of Ideas It is very desirable that the nurse attend the local and national meetings on indus trial health and safety. Most progressive communities have safety councils which meet periodically where many valuable ideas may be obtained and experiences exchanged. She should have available for reference the Safe Practices and Health Practices Pamphlets of the National Safe ty Couucil applying to the processes and hazard* in her plant. She should read regularly the periodicals to the medical aod safety fields. She should, as one of her very first duties, make a thorough inspection of the entire plant to order to become familiar with the processes and materials used and obtain a general knowledge of the opera tions. She should also accompany the safety inspection committee on their peri odic inspections and investigations of acci Graduate nurses find that there are nonary phases to industrial nursing for which their previous training has not pre dents. Through familiarity with the plant processes, the hazards involved and the corrective measures necessary for their pared them. It behooves them, therefore, to take advantage of all the special train ing they can obtain, if they are to enhance their position and, increase their value beyoed that of simple first-aid service. proper control, the nurse can do a good deal of effective safety work while she is taking care of minor injuries to the .firstaid room by questioning employees regard ing the cause of their injuries and what to Even though nurses generally do not do to prevent a repetition. have fundamental engineering training, they can obtain instruction, in fundamental principles of accident prevention by at tending the war training classes being csssdocted by the various engineering colleges throughout the United States as a part of tiw teaming program of the United States Office of Education. These classes teach the student to understand the fundamental Accident Records The importance of accident and first-aid records vnU assume new meaning after the nurse has completed her coarse of instruc tion in safety engineering. She will realize the importance of watching frequency treads, the importance of detecting indi vidual or departments or operations 108 32nd National Safety Congress, 1943 which are responsible for more than their due share of injuries. The cause of the accident will be emphasized in her record rather than the nature of the injury as probably was the case before her realiza tion that the keystone of prevention is a knowledge of the causes of accidents; therefore, her periodic summaries of cases handled will include more valuable Infor mation for the use of the safety committee. there are definitely two schools of thought on this subject--nurses should know the industrial significance of defective physical conditions. These may affect the accident proneness or be aggravated by injuries which may be suffered or health hazardous materials and^ processes to which the worker may be exposed. The nurse should maintain check records to see that periodic examination* are made promptly. Further I believe the nurse belongs on the more. those employees who appear to be * safety committee as a permanent member accident prone and those who are habitual of it, possibly as secretary if her duties callers at the first-aid room for aspirin and permit her this much time for the keeping similar asedkatioa can be detected r ' of these records also. Through her ac referred to the doctor for-special ex> . quired familiarity with the plant processes ination. and appreciation of the importance of accident records just mentioned, she Is in Otbar Functions a position to be of definite assistance to With the increasing employment of the safety committee. .women in industry, experience has shown Treatment and Examination the desirability of having a women's coun selor in every plant where any appreciable First-aid treatment of industrial injuries by the nurse under the standing orders of the physician should also encompass in telligent evaluation of the nature and ex tent of the injuries to the end that em ployees may be returned to their own work just as soon as possible, consistent with the condition and ability of the number of women are employed. The nurse is in an excellent petition to perform these functions. By special study of the rapidly accumulating literature relative to induction, training, susceptibility to indus trial poisons and the peculiar health and safety problems of women, si most effective program can be developed. patient, to reduce lost time from work. There are a number of other functions Where a variety of operations are per the industrial nurse can perform for the formed in a plant, H is usually possible to benefit of the general program. She can find some kind' of productive activity supervise sanitation facilities such as which employees with minor injuries can toilets, lockers and locker rooms, wash perform without loss of income to them rooms, drinking fountains and the drink selves or productive capacity to the em ing water supply. The field of health edu ployer. Such procedures, when properly cation offers great opportunity for handled, are beneficial to all concerned. improvement of employees* off-the-job Nurses can be of more than ordinary assistance in the physical examination program. Many doctors, in these days of shortages of medical personnel, find it desirable to take the time to train capable nurses in methods by which they can aid in the screening process, thereby reducing the amount of time which the doctor must spend with each individual. Nurses can be taught to recognize significant conditions and bring them to the attention of the physician for his expert examination and decision. Whether such a program is in effect or not--and it should be stated here that health. Early detection of non-industrial illnesses and diseases will prompt refer ence to a physician reduces lost time due to these conditions. Supervision of the canteen or cafeteria, with emphasis on proper nutrition, is another field of en deavor which can show paying results. In summary,'it is apparent that the in dustrial nurse Gin be one of the very im portant factors in the production of and maintenance of a smoothly and effectivelyoperating Industrial organization. One word of caution, however, these results are not achieved overnight, ia fact, it mastake years to do it. It's hard work but don't give up. Labor and Safety THURSDAY MORNING SESSION October 7, 1943 Presiding--Daniel S. King, Dir., Z>tv. of Shipyard Labor Relations, U. 5. Maritime Com mission, Washington, D. C. CHAIRMAN RING: I will introduce myself. My name is Ring. I am with the Maritime Commission and I am the Director of the Division of-Shipyard Labor Relations, under whose general jurisdic tion comes the safety and health program for the shipyards that have contracts with the Maritime Commission. from Mr. Keenan, who has been identified with the labor movement for many years, and who in a very capable manner, has filled the shoes of Mr. Hillman, who was formerly the chief adviser on labor, com ing from labor's ranks, in the organization that preceded the formation of the War Production Board. Already cm the platform is Mr. Joseph Mr. Keenan has had a wide opportunity D. Keenan, who is the Vice Chairman in charge of labor production of the War Production Board and Secretary of the Chicago Federation of Labor. Just to his left is Mr. Robert Butler, president of to observe the necessity for labor's atten tion to safety, he understands the respon sibilities that go with labor organizations, and 1 think that you will find that his views regarding this subject will be ex the Walter Butler Shipbuilders, Superior, tremely interesting. Wise. Mr. Butler will represent the view I take great pleasure in presenting Mr. point of management in the general discus Joseph D. Keenan, Vice Chairman of the sion. 1 want to call now for the presence on the platform, if they arc here yet, Mr. Fullerton Fnltoa aad Mr. A- f. Whitney. War Production Board, who has come here from Washington to represent in these discussions the viewpoint of labor, to gether with Mr. Fulton and Mr. Whitney. 1 think we can start off by hearing Mr. Keenan! Labor BIivw La Safety JOSEPH D. KEENAN 'View Chairman for Labor Production, War Production Board, Washington, t>. C. The subject on which you asked me to speak is self-explanatory. Labor does believe in safety. More than that, labor wants to have safety--safety equipment, safety inspection, safety instruction and safety measures. Right now, when manpower is ob viously the nation's most precious asset, it ss too often bring wasted by disregard for safety in the factories, on the high ways and in the homes. If a fall division of American soldiers were wiped out by the enemy on some battlefield, it would cause'screaming page one headlines in all our newspapers and heartaches throughout the entire nation. But each year a full division of soldiers of production die of accidents at their work! The individual reports get small headlines occasionally and every one of them cause bitter heartaches in some family; almost every one causes economic suffering for dependents; almost every one causes financial expense to industry - 109 110 32nd National Safety Congress, 1943 . through insurance carriers; and most of them cause some degree of 'welfare bur* deo to the community. X want to be emphatic about this be cause, in my opinion, the public reaction showed prejudice on the one hand and Despite this heavy toll from fatal acci defeatism on the other. Ifany people de dents, the economic loss is made eves nounced absenteeism as long as the pub more serious by the additional loss of licity seemed to indict "labor,"--the work hundreds of xmltioai of manhours from ing men and women of America. Most of accidents causing temporary or perman them stopped short as soon as they faced ent disability'. the fret of Illness and accident. They I know what such accidents mean to a working family. My own father was threw np their hands as If that ended any chance of improvement. crippled by an industrial accident and so Absenteeism is a far more serious dan paralyzed that he was a bed-ridden in ger to the war effort because of the fact valid for the remaining years of his life that it is caused by accident and 3Incss I was about 12 years old. 1 know what than It would be if it were caused by the it meant to our family. I got a very early eagerness of the individual workers to start in industry as a result; running er stay in bed in the morning. Accident and rands for a small wage instead of staying Illness cause absenteeism bnt they also in school to complete my education. cause actual loss of manpower from the Of coarse, I realize that preventive measures have improved in the past several years bnt I also know that the safety job is not yet being carried on adequately. The casualty lists prove rt. It would be a good idea. If It could be worked out, for our newspapers to print casualty lists from the battle of produc tion. On a month to month basis, they would often outnumber our losses on the firing front The publicity would, 2 be lieve, shock the American people into action. factories b excess of the absentee record. After a while, the 31 or injured worker is separated from the payroll, furloughed or discharged. Hence die absentee record show* only a part of the real cost of ill ness or accident. The balance appears in the turnover record, which is one of today's most serious industrial problems. Organized labor has long criticized the attitude which has existed so largely in business that illness and accident, like the poor, are always with us and that hriaws should simply reconcile itself to the con dition and boy some Insurance to protect Illness and injury are oar major causes the ccv'.pany against disabilities for which of that economic ailment called absentee the company might be bcld accountable. ism. The facts prove it I think it Is very ' interesting to note that a few months ago. when certain prominent people denounced absenteeism, tremendous agitation de veloped. Some prominent publicists and public officials said we ought to pass a law. It is a sad commentary that much of the safety prevention work which has existed is dec to the insurance companies' efforts to reduce accidents which would cost money and to industry's willingness to accept insurance company advice so that premimom rates can be held down. Indignation was boiling tip among patriotic people and especially among In dustrial associations. They claimed that workers were shirkers and that the na tion was endangered by this absenteeism. The Office of Labor Production and several other agenoes, however, produced evidence to show that a very large part of the so-called absenteeism was due to illness and accidcut, and that much of the balance was due to inadequate plant and community facilities. Suddenly, almost Instantaneously, the furor subsided. But It is fortunate that some suffering has been averted because of this cash incentive for safety. What I have said thus far may sound fo you tike the speech of a labor union official rather than of a government offi cial. On the subject of safety, I see 'no legitimate basis for difference of opinion between auy conscientious and intelligent government official, trades unionist or even management official- Furthermore, my responsibility as a public official is to .maximize labor productivity and to Labor and Safety in overcome whatever obstacles exist bx our path. Without wishing to he too provocative, I would tike to ask why the whole subject of industrial safety has been kept in the hands of professionals with a primary financial interest rather than promoted among the representatives of rank and 61c workers who have a blood and bone margin. They showed a sympathy for bis problems, bnt a deep resentment at the employer's apparent disregard for their well-being. The oldtimers said they were used to it, but that newer workers either couldn't or wouldn't tolerate the condi tions at a time when they could easily get other jobs under more suitable con ditions. and even a life interest in the subject. Please note (hat I am sot complaining that professionals are employed in the 6eld of Industrial safety or preventive medicine. Par from it. Bather I would urge that the profession be vastly ex panded and given a greater role is the conduct of industrial enterprise and of That illustrates the gap between em ployer and worker on the question of health and safety. It is a big gap, but it also Is largely an unnecessary one. The employer could help eliminate the gap by bringing these problems right to the workers and Hiving them a real chance to jam up with Mm In the solution. public affairs. The National Safety Coun I can give many other illustrations. I cil hap done much excellent work, for refer to the numerous union contracts example, and your members deserve high which incorporate minimum requirements praise for the accidents that never hap for safety and health measures as part of pened and the industrial diseases that the collective bargaining agreements. I never developed because of preventive suspect there would be many more if the * and educational measures which v.cre local unions were better informed as to initiated. I do complain, however, that the prac tice of industrial health and safety has corrective measures and were able to write their contracts on an Industry basis so as to equalize competitive conditions. been operate*4 too much from the front 1 also call to your attention the fret that office and too tittle among the ranks of union agitation and pressure have been the workers themselves. I complain of the ra^jor factor in forcing into the statute this because the present method fails to books of state and nation provisions for secure the results which are needed. The safety standards, factory and mine * in average worker, rightly or wrongly, is spection, and industrial accident and dis suspicious of front office purposes. The ease control and insurance measures. average worker mistrusts front office I refer to these matters today as proof methods. You men and women know that the average worker has some reason for bis attitude. Under a competitive profit and loss system, many managements operate on the strict comparison of costs. They figure the cost of a safety device or method against savings in liability. We recently had a meeting of a foun dry labor advisory committee at which union representatives talked with us about the difficulties of securing and maintain ing an efficient labor force. You would be surprised to know how much emphasis was pot upon lack of safety measures, sanitary facilities, dust and fusne control, ventilation, heating, and eating facilities. These men know that the industry is not a wealthy one and that the employer is operating at a small, highly competitive that labor, especially organized labor, believes in safety. I cite these examples, too, evidence that issues on which man agement and labor shontd have a common interest and attitude have unfortunately been forced by shortsighted opposition into the area of Zzbor-toanagement con troversy. Workers are the agents of management In using the tools of production to proc ess raw materials. They deserve at least as much care and attention as are given the machines they operate. Certainly, today, manpower is one of the greatest assets that an individual management can possess. From a stand point of profit and loss fignres, many managements can replace machines, even under present limitation conditions, mure 112 32nd National Safety Congress, 1943 easily--and even less expensively--that they can replace trained manpower. I make that statement to reassure those management people who may believe that their duty to stockholders prevents their making an investment in safety. I think, it will help remove the restraints which may have been causing many manage ments to hold back on safety programs which they otherwise would sincerely wish to undertake. I am one of those through agents whom the workers trust, through the organization selected by the woi kers as their collective bargaining agency. Today,-about 85 percent of all war workers are in plants covered by collective bargaining agreements between unions and management. As never before, the vehicle for cooperation awaits your use of it to reach the workers in industry. who realize that most men in management positions are thoroughly decent, humane people who want to treat their employees as they would wish to be treated them selves. But, too often in the past, a plant superintendent would find himself facing Do not be alarmed by the term collec tive bargaining agency. A union docs bargain for employees of industry, but it also exists to serve its members in econ omic and soda! activities. A union is, in a very real sense of the word, a broth price competition for his product, which erhood of workers--as many of them are might cause a temporary deficit if he ex actually named. Many onions developed pended corporation funds for adequate directly out of organizations formed for health and safety measures--and such welfare purposes. deficits would probably cost him his own jobl A union, formed by workers to act on their behalf, naturally and logically de Let me refer at this point to the excel lent address of another WPB official, H. C. Mtsch, chief of the Safety Equip serves and holds their confidence. In getting a real safety program under way, such confidence is necessary. Further ment Section, who spoke here yesterday. more, since a safety program necessitates He estimated that the total cost of safety- a high degree of participation by workers, equipment sold to industry this year will it Is essential to use the medium which be around 100 million dollars. That seems assures such participation. like a lot of money--but his figures also reveal that the top expenditure per capita in major manufacturing industries runs from $6.00 in the chemical industry down to 61 cents in tanning and leather. He also pointed to the fact that the industries with the higher rates of expenditure en joyed the lower rate of accidents. Need 2 say that under present condi tions it costs an industry far more than $6.00 to gain and train a new worker? The logical way for such cooperation between unions and managements to be carried ont is through a labor-manage ment committee Or sab-committee for the purpose. As I have said, the professional experts, the safety engineers and indus trial health doctors, can and should be on such committees and give the needed ex pert direction and advice and receive the practical comments, criticisms and sug gestions from the workers* representa The extravagant turnover figures in most tives. industries, however, indicate that few are investing funds to hold workers, no matter This seems a simple and straightfor how much they may have to pay to get and train new ones. But as I have pointed out, a health and safety program is worth exceedingly little if it is expressed only in terms of a dollar and cents expenditure by a corporation, however desirable and essential such ex penditure undoubtedly is. ward approach. I see no legitimate basis for objection from either side. Yet, whether from timidity or inertia, only a small proportion of the 2500 labor-man agement committees sow known to be operating in America war plants have established health and safety committees or programs. You must have the confidence and the participation of the workers, Yoo can get that confidence and participation Of course, some joint programs are un doubtedly in progress among the very larger number of war plants where unionmanagement agreements exist but where Labor and Safety 113 labor-management committees have not yet been established. But the field is hardly scratched. I am glad to bring you word that a definite and vigorous campaign to get cooperative labor-management programs under way will be undertaken by the Of fice of Labor Production of the War Production Board. shall have as chief of the Industrial Health and Safety branch a man who has earned a splendid reputation in the ranks of organized labor and who, as many of you know, has gained practical experience here in Chicago in the field of physical education. I am pleased to tell you that John ML. Fcwkes, former president of the American Federation of Teacher*, will take office within two weeks as chief of We do not plan to duplicate the work the Industrial Health and Safety Branch of other government agencies now carrytog on excellent specialized health and safety programs. We intend to make use of their data and their facilities. We in tend to open up a channel between unions or labor-management committees through the Office of Labor Production in the War Production Board. Our office, staffed by men from the ranks of labor and ex perts in production problems, fortunately enjoys the confidence of workers* organ izations. Both the American Federation of Labor and the Congress of Industrial Organizations look to us as the medium through which government and workers can exchange ideas, programs and criti cisms. Hence, 1 am confident that we are especially well qualified to translate into action a long proposed plan for Industrial of the Office of Labor Production. I ask you in the field of industrial safety to be ready co join with us in launching a- real program to conserve American manpower from unnecessary accidents in the battle of production. While our program will not be a ballyhoo measure, I can tell you that our special appeal will be on the basis of the neccssity for such measure* in order to mobil ize and and maintain the maximum ef fective strength among the soldiers of production in our gigantic struggle against the slave-masters of the Axis. We won't be asking men to be careful so as not to hurt themselves. We will ask them to "keep safe and well to give Hitler hell!" . health and safety activity, t believe we can help to harvest excellent results from the splendid facilities of other govern ment agencies about which worker* arc so unfortunately uninformed. I am glad to announce to you that we That is a program which we are sure will go far towards making America in wartime and in the peacetime which fol lows, a safer and more productive and prosperous nation for management, labor and tfie general public CHAIRMAN RING: l think I speak the wishes of all here when I extend to Mr. Keenan the heartfelt appreciation for the careful analytical talk that he ha* given. I think he has brought a viewpoint here that is tangible and concrete, rather than abstract. He makes safety something more than a word. I think when wc get down to that point we are at the real starting point, if we get a real appreciation inside us that the maxi whose hand or arm is cut off presents a terrific demoralizing effect not only upon himself and his family, out upon ail workers who are in the immedi ate vicinity of that man. I also am glad to find Mr. Keenan talk ing about labor organization* as he does. The abstract words, labor organizations, collective bargaining, unity, are too fre quently- taken with a degree of shallow consideration. These organizations are made up of men, tike all of us here, banded together, each equally interested in the welfare of alL I am sore that all that is needed is a decent halfway approach to all responsible labor organization* * in order to secure from them full, hearty and complete co operation with respect to safety programs. 1 know that most of us base our safety programs upon such cooperation. am sure that the appreciation for safety on the part of tabor, which Mr. Keenan, who is in a position to very well evaluate those things, indicate* is present in the labor 114 32nd National Safety Congress, 1943 movement today, that -with such appreci*- bon of the aeceintr foe moving ihod. -we will hod frequency and leterity rue* constantly declining from here ml Accordingly, in line with the announced program, I open op the meeting or dis cussion on the remarks by Ur. Keenan. Is there anyone who wishes to say any thing -with respect to any of the point* that have been raised by Ur. Kecauu? - MR. T. A. WILSON (Chairman. North Carolina Industrial Commission): A gentleman from New York, who yes terday morning was at the Accident Fact* Session, stated that he had a problem. --ihrrtood that they mast live up to the sMgencat*f ndts tf they agree to them wha they np their agreement. ICR. WILSON: May I add this thought to the tumtffcs? I think the logical ap proach in nanclii* -with this would be to take it ap with the shop committee, or whatever type of ojmiaitttt you might have by -way of* grievance committee, and H necessary, the next tnc the scale com mittee meets. U. KEENAN; That's rsgh*. CHAIRMAN SUNG: Anybody else have any qncjcio--? 1 think that was a very important owe. As I recall his problem, R was toswthing like this: He had an employee that was accident-prone, who has had several accidents, and be -was violating the safety rules and regulations. He wanted to know what to do with that employee inasmuch as they had a union shop, and as he ex pressed it, they were "/earful of maybe having them try something" if they used disciplinary measures m regard to trying to bring this man into line, to observe their safety rules and requirements. Now what would be your answer as to how to handle an accident-prone employee, particularly in a union shop? MR, KEENAN: I think there i* a def inite understanding that the management has a job to do. I don't know who be may be, but if be is operating under a union shop agreement, all organized labor understands that the management has a job to do and labor bas a job to do. Now, if the management sets up rules and when the agreement is negotiated these rules are understood, then every unploj ui must accept them, and most be guided by them. I don't think any union will take exception to any management carrying out their part of the bargain. This fellow has been violating the rules; he is subject to the penalties. Of course, sometimes we may hare cases where an individual union may step over the bounds, but that is an exception. That isn't the custom, because in every- organ ization that I know of, the working rules arc there. Anything outside of the work ing rules U the management's rules. It is MR. C P. TOLMAN (Consulting Fspwvr, Kcw Garden*. Long Island, N- Y. aad past president K.S.C.): There is a. method used in a few companies controlled by committee action, as to a riobtioo of a safety rule. After the offender fails to note the rules, having been warned, be is Ordered to report to the wwwttw, which is made up entirely of fellow employees, natnrnlly inciodiug the union steward. The company is guided entirely fay the recomxneadatkm of that reference committee, ft -works out one hundred per cent in the cases I know of. You can see the psychology of it, because if a man breaks those rules again he makes a foot of his fellow employees, and they're not going to stand for that. MR. KEENAN: The labor organiza tions and most of the state federations and the other bodies that hare to do with the setting up of labor legislation, arc fighting for these safety devices and these safety measures, and it wouldn't make sense on one hand to be fighting for these measures and then support a fellow that was ignor ing the use of them and causing acci dents. CHAIRMAN RING: Is there any further discussion with respect to Mr. Keenan's talk? If there is not, 1 would like to have the members of the panel who arc engaged in a round-table discussion, present themselves. I will ask the mem bers of the round table panel that have been designated to please come to the platform. I know Mr. Gibson. He is President of the Michigan CIO Council, from Detroit. Labor and Safety US l sec Mr. Zimmer coming down tbe^austc. whether that be an organized shop or an He is the chief of the Division of Labor unorganized shop. Standards, U. S. Department of Labor. I am convinced, and I think every other Mr. Butler has already been introduced. safety engineer is convinced, that no mat Mr. Holxbog, director of industrial rela tions for die Western Cartridge Company, has just arrived. ter how good a safety engineer you have in charge of the safety work at the plant, be is not going to succeed unless he is able to elicit the active support of the To open the round table discussion, I workers' perhaps through the foreman or think I might ask Mr. Zimmer what he some other means, but thit must be done. thinks might be the most practical means to insure the best results of labor's oner to actively support and participate in the prevention of industrial accident* and in dustrial diseases, whether through the operation of the collective bargaining method or through the labor management committee, whether it should proceed on a plant level, department level or be further localized in the plant. I think Mr. Zimmer is in aa excellent position to give us some very fine views regarding that subject. I was interested in the suggestion that Mr. Keenan made as to what can be done under union contracts. About five years ago through the help of the Bureau of Labor Statistics m Washington, and a Uttle relief fond from the government, we made an analysis of some 3500 labor union contracts that are filed with the Division of Labor Standards. My particular interest in that project was to see what type of approach, what provisions, exist in these contracts in ref erence to safety. We were tremendously HR. V. A. ZIMMER: Mr. Chairman, disappointed. In eighty-five per cent of that sounds like one of those long hypo the cases, I should say, what we say in thetical questions they submit to a witness those contracts was a simple statement on the stand. that the management agreed to abide by I do want to say that l listened with a great deal of interest to Mr. Keenan's talk' this morning, and it certainly was a very good analytical picture of the situa tion that exists tn the country as I see it. I might say that in my department we view this picture through the eyes of some 650 men who have been going into these war plants for the last two and a half years to render a safety service. the laws of the state with respect to safety measures. I don't see how any plant owner could refuse to sign that without making himself a criminal, but of course yon know and I know that doesn't mean much in actually getting safety in the operations. Id only a handful of the cases did the provision that wc saw in a con tract really reach the difficulty and con tribute substantially to any control of a hazard. Most of ns are familiar with the work of the National Committee for the Con servation of Manpower, la that program we have 600 volunteers from private in dustry, the best safety engineers in the country, and augmented by a very few Of course, that led me to the conclusion that what really is needed, in my estima tion, Is a better understanding on the part of labor of accident prevention, what con stitutes good technique. There is ad mitted a dearth of that type of phumiitg. fulltime men. We have a pretty realistic picture, as you might surmise, after visiting 24,000 plants in the last two and a half years. 2 would be inclined to agree with that state ment of Mr. Keenan's that one difficulty is, perhaps, that we still have too much front office safety activities, and that it doesn't, in hundreds of instances, reach 1 remember in Illinois some years ago, 1 read the proceedings of the State Federa tion of Labor, and I have always been impressed by one resolution that came out of that convention. It was to this effect: The usual resolves, that labor had too long devoted its attention exclusively to the question of wages and hours, and down to incorporate or utilize fully the cooperation of labor, of the worker. too little to question of accident preven tion . . . They made a further statement 116 32nd National Safety Congress, 1943 that impressed me, that "high wages and short hours are of very little use to the man who is (aid up in a hospital.'* on the part of labor of the need to educate itself in accident prevention techniques. Now as some of you know, this is a Taking you back to Mr. Keenan's state part of oar program nationally, and for ments, we have Had definite complaints two years we have been carrying on safety from even the labor members on our na- instruction through 'courses under the tional committee, that in many instances auspices of the local colleges, this in col the management is making it clearly evi laboration with the office of Education. dent that labor should keep out of this In two years, 44,000 enrolkes in those matter of safety. "That is our respon ninety-six hour courses have completed sibility, and we don't want .any Inter the course, and 90 per cent of them have ference." Well, it is- There is no question gone back to the production line. at all that safety in a plant is primarily the responsibility of the management. I think, of course, that they never can exer cise that responsibility folly unless they draw in a labor man. The major part of those enrotiecs were plant superintendents and foremen. At my insistence, those classes were made available to responsible labor officials. Unfortunately, not a great number of labor On the other hand, in these 24,000 con tracts with plants around the country we have frequently heard the complaint of the management that labor doesn't cooper ate. This question that Mr. Wilson pre sented a few minutes ago is one that fre quently occurs. I remember only a few weeks ago that our state chairman in Ore gon reported to me a plant that was hav ing a very large number of eye injuries. The management had supplied protective officials took advantage of this opportunity to become thoroughly acquainted with the problems of the management in respect to.accident control and to become familiar with the necessary techniques for the pre vention of accidents. I should say that out of 44,000 not more than a couple of hundred persons from organized labor actually participated in these classes, de spite the fact that we publicised it rather broadly. goggles, but one steward, or one local Mr. Gibson who is the President of the officer of the union, didn't like the idea, CIO in Michigan, formerly Industrial and said to the men, "Never mind what Commissioner of that state and therefore that bird tells you, you don't have to wear has a first-hand knowledge of accidents these unless you want to." and accident prevention, launched a move Welt, be wanted to know what to do about that. Of course, ! sent a fellow like Harry Gilbert out there to talk to the union members, and when he got through he scared them to death. to set up training factors solely for labor officials. I personally think that would be a good idea in every state, because labor can participate more intelligently if they themselves have a genuine knowledge, a knowledge even to that of the manage I should say this, though, in answer to those complaints, if the workers are given a part in the formulation of these rules in the plant, they will abide by them. What they resent, and you' can't blame them too much for that, is to be called upon to comply with regulations that they have had no part in forming. ment, in what these hazards are and the methods of control. In several thousand cases among these 24,000 contracts, our safety engineers, who are volunteers largely, have succeeded in setting up in these plants, in connection with the safety program, shop committees, in a sense much like the committees that I think there is a brighter picture in Mr. Keenan talked about. In an unorgan the fact, as stated by Mr. Keenan earlier, ized shop, of coarse, the workers are that labor around the country, labor at the drawn directly from the workers* groups, top, has always been interested is safety. and in most instances, in organized shops, The difficulty has been to get it translated they invite designated participation by the into the local units. I think there is quite union. a lot of satisfaction in the very evident When that is done, for the most part, Ia>.: that there is an increasing awareness as we get the reports, effective work is * Labor at td Safety 117 done. There is very little difficulty along MS- j. W. GIBSON; Thank yon. the lines that Mr. Wilson mentioned a few minutes ago. I do still know a num ber of safety engineers in this country, Chairman Ring.. I am really pleased to see the number of management people present in this round table this morning, and mighty good ones, men of long ex perience, wbo are just a bit reluctant in their own operations to gfre over repre sentation on the safety committee to onkm who obviously recognize that there is a problem confronting management and labor in relation to their joint coopera tion in an enterprise where there can be designated officials. They fear ft, they tell no difference of opinion, or where there me, because they fear the lack of trained should be no quarrel. knowledge on 'the part of these officials. Labor is keenly interested in safety. However. 1 personally don't think that is well founded. If I were the manager of a plant, an organized shop, I certainly would invite the union to take designated participants to that committee, and I would want the rotation scheme so that a large number of union workers ooutd best become acquainted with the accident control measures that are necessary. They are extremely interested in the health standards of the plant io which they work. If you had ever been a labor com missioner in One of these state depart ments where you have a high degree of organized labor within the state, and re ceived the multitude of complaints that a. commUskmcr in that position would re ceive, you would know that labor is floundering, trying to find some medium 1 think that is all that 1 want to say by which they can solve some of these at this time. 1 don't know whether I problems. have answered this tong question of Dan Ring's or mot. To sms op, l am thorough ly coodoced and I think everybody here must be thoroughly convinced, that you have got to control these accidents at the plant teveL We can't do ft in Washington, neither can Mr. Keenan. It's got to be As chairman of the Michigan State De partment of Labor and Industry, I re ceived many complaints from labor or ganizations on these same conditions. The United Automobile Workcis health unit has started a move, in a very inadequate way, to do something about it. Thcy'have done on the job. recommended the injection into the tabor 2 think that if we can extend accident prevention knowledge more widely among the onions, we will have less and less difficulty on the part of the management in carrying out its responsibilities. CHAIRMAN; am sure that we all very keenly appreciated Mr. Zimmer's talk. agreements of the various branches of that organization, specific clauses dealing with health and safety. They are so lengthy and cumbersome, in spite of the sincerity of the people who drafted them, that I have seen many trade union agree ments that would be subordinated to the clauses they want put in on this subject. I think that as we have heard of the relative responsibilities of labor and man agement in this, we mustn't feel that one side is to be excused because they're our side, and the other is to be condemned because they're not our side. I think that we have before ns a pretty clear line of thinking with respect to the relative re sponsibilities of labor and management, and we heard from Mr. Keenan, who is In the U.A.W. convention in Buffalo, which I left late last night, a resolution was adopted on manpower. The first pro vision in that resolution was this: "That an inadequate health and safety standard within a plant would be -grounds for granting a worker the right to change jobs." So labor is thinking about it. Labor does want something done about this prob lem. I think we can all do something in now what we call at the Washington level f would like to get down closer to the fellows in the field that are carry ing on the fight. bringing that about I have worked with management and state departments for the active interests in safety, and I think I recognize the im Mr. Gibson, who is President of the Michigan CIO Council, will speak to us. portance of it to everyone. I know the machinery set up at the present time with- 118 32nd National Safety Congress, 1943 in the trade union movement to solve their grievances within the plant, and I think I recognize clearly the weaknesses of that machinery to carry out this all-important mission. I am not going to say to you that these steward bodies, or labor management com mittees, or the shop bargaining commit tees, should be enlisted by management in this problem. X think their aid should be enlisted in this problem by the union movement itself. You ask me why? In the first place, the shop .steward in the plant is primarily concerned with the economic problems of workers in rela tion to wages, hours, and what have yon. He is dealing with production people or .personnel and settling the grievances 2tt that plant. We must have safety people to take care of the safety problems. Time and time again we have said the produc tion man is interested in production and not interested in safety. So if there isn't some other medium within the trade union movement to start taking care of these problems, who have a genuine and cooperative understanding of safety, then how do you expect to get anywhere? Wtfh the shop bargaining committee safety would be the last thing on the list of items that they might take up with the management* And they're not taking them up with the right people within the in dustrial plant I think the only solution to this problem is adequate safety com mittees with union representation chosen by the union working in cooperation and coordination with the safety department within the plant. These* grievances on safety, the recommendations that labor has to make, should first go to the safety director who has an understanding of safety within the plant, and whose chief job it is to correct ail of these hazardous conditions and who lets nothing else, if he has top management's wholehearted support, interfere with taking corrective measures. X think if it can't be settled at that level, then there is only one other place to take it, and that is just as high as you can go in the bargaining committee--top management itself. I think if the safety director and the union people, in a joint committee, can't settle these problems. they must be taken to the top. And top management must be apprised of these things. Many managements have a tear that labor would take over the safety move ment. That is foolish. Labor can't talcs it over. Without management there can he no safety program. Management spends the money. Management makes the cor rections. Management furnishes the edu cational material. Management should be taking the lead. Tbe only role that labor can play is a role of cooperation, coopera tion on the educational activities within the plant and cooperation by helping keep the safety department on its toes, by giv ing t<7 that department additional eyes and ears that can be on the alert and on the watch for unsafe conditions throughout the plant. They must be supplemental to the plant safety machines, and there isn't a chance to the world that they could take it over because they can't buy the guards that guard the machinery, they can't give orders to the working men; that Is the foreman's job. On the other hand, labor's problem is that they don't knew what safety is all about. We had a session in Detroit about a year ago that I participated in. I hap pened to be in Bay City, Michigan, a few weeks following that session. I went out to a plant whose safety record was very bad. It was a small plant, four or. five hundred people. The inspector of that district wanted me to talk to the manage ment about putting in a good safety pro gram. When I arrived at the plant and sat down to have a little chat; the supervisor said, "Mr. Gibson, I'm ahead of yon.** I said, HWhat do yon mean?" "Wen," be said, "three members of our onion went down to a conference in De troit. They came back here ou Monday morning, walked in our office and said, *We want an organized safety program and a safety director in charge of iti We want a joint committee of labor and man agement, and 'well give you one hundred per cent cooperation in enforcing the safety rules and in helping you mike this venture a success. Itfs us that are getting hurt.' So I said, 'We're going to have a safety program'. When the men m my Labor and Safejy 119 plant get interested enough that they come most modem money can buy, completely to me and demand that I get up a safety adequate for the job that it was to do. program to save me money and protect The only trouble was that it was a tittle theta, 1 think it shows real cooperation." out of adjustment, nod once in a while it The place had an extremely high acci didn't separate all of the paint from the dent record. Three hundred workmen, exhaust, and a little spray of yellow paint sixty-five dasabfing accidents in less than might be thrown out toward the roof of orehe calKi. The first thing they did the plant. Immediately everybody thought was pet as a goggle program. It took he was in a serious health hazard. He had labor's coopcratioo to make that a suc kept it shut down for six months, and I cess. The results were astounding. Those told him, "You have no health hazard fefious ffiu dsds*t have an understanding there. It is true that maybe that duct or safety, bwt they knew they wanted it. should be run outside the plant." I called They west to the management and said, the safety director. Immediately, adjust "Yoe give us the leadership, we'll help you ments were made on the thing. It took a do the job." And they did. 1 think that's the problem. It's a prob lem of extending to labor, first, the neces sary machinery set up on the proper lutes so that safety can be gotten out of the regular procedure in the plant. couple of weeks to make them, and in the meantime they started using it. They were using it on the other two shifts, but here was a union steward who didn't know wbat he was talking about, and he had never had an opportunity to learn. Nobody had taken the time to explain it to him. Another thing that might be pointed out at this time: A good safety program That is why, as Mr. Zimmer told you, means that you have good working condi tions. a clean plant, s well-lighted plant, a well-guarded plant. Those are all working we arc trying to sponsor--we are going to sponsor, we are not going to try, we are going to do it--the first safety class conditions in the terms of unionism. They of strictly trade union people. We are will cat down and minimize the number going to get people from the safety com of plant grievances that are Otherwise working from other channels. They trill make a happier relationship between labor and management in some of these plants. That is why. if you don't set up the right machinery within the safety movement itself, to extend this cooperation, you're going: to get it through the collective bar gaining channels'of the plant, which is go ing to be inadequate, which is going to be cumbersome, and which may never develop to a point where it can be a real protection. mittees where they are in existence in the plant. Wc are going to get other places where we know the management is strong for joint committees, and we are going to try to give them a basic understanding of safety. We are going to try to point out to them whose responsibility it is within the industrial plant to see that safety conditions are maintained. We are going to try to direct them, not through the production machinery of the plant in settling their safety grievances, but through the established safety machinery within the plant that is designated to do Right along that line, I had a call the that job. other day from a worker steward in one of the largest plants in Detroit. He was complaining about a spray booth. He said, "1 have kept that thing shut down on mjr shift ior six months, and they're try ing to start it because they say they need the production." If safety is eigbty-five per cent educa tion, and I don't think that is an exag gerated figure, then how are we going to do that important job unless we bring those workmen into the safety program through a medium of education? / X said, "What kind of a spray booth is it?" If we go out to sell war bonds, what do we do? We get everybody whom wc think can promote the sale of war bonds. "Oh, it's got water falling in it" If we go out on a Community Chest drive, I aiked him a few questions. He had we get everybody who can donate or who the very latest type of a spray booth, the can help influence people to donate. If 120 32nd Notional Safety Congress, 1943 we are eoing to go out and really sell safety in these plants and carry on the proper type of safety educational program, then we must enlist the aid of everybody who can make a contribution to that pro gram and we must set up machinery ade quate to give them that opportunity. CHAIRMAN RING: Now I would like to ask you whether it would be your pleasure to hear a few short talks like this rather than a round table discussion. I don't want to keep you beyond your time, but l think at any time that we're beginning to get ideas like this in intensi fied form before us, it is quite possible that they may be more benefida] than a round-table discussion that will wander around aimlessly. (Applause) "Well, that's what we'll do. We'll keep on with that. I have this thought in mind, though, there are about eight or nine points that I have written down as we have gone along that in about ten or fif teen minutes of discussion I expect to lay before all of you to find out whether or not it will represent a consensus of what nil of us feel about this thing, so that some thing definite and tangible can come out of this conference, which I think is repre sented by as fine and broad a group of people interested iu safety as we can find anywhere. Now, we have with us Mr. John Holzbog, Director of Industrial Relations of the Western Cartridge Company. Mr. Holrbog. MR. JOHN HOLZBOG: Mr. Ring, I can say that Mr. Gibson gave me a very excellent springboard from which to start. He made the statement here just a few minutes ago that labor doesn't know any thing about safety, f was very glad to hear him say that, because it is true. Labor doesn't know anything*about safety. Now whose fault is that? I don't think that you could say that it is labor's fault alone. Nor can you say that it is man agement's fault alone. I think there is a joint responsibility there on the part of both parties. We talk about these labor and management committees, and how do they operate? You take a group of man agement people and have them sit down and talk about this thing, and what do they say? "If wc could only get the men in the plant to do this, and to do that" Then we take a group of labor people and they sit down and talk over this thing, and what do they say? "If wc could only get this guard, or that guard, or if we could only get these conditions fixed np, that would be the answer." Each one thinks about the problem in the terms of what the other fellow could do about it. Now, that isn't the way to get at the thing. Whenever you get ooe of these mutual admiration societies like we have here this morning, you can get all the answers and everybody working together, but then you go hade to your plant and what happens? You get back to the same old thing of each one thinking in terms of what the other fellow could do about ft. Cooperation on a thing will work. We haye to think about it from that stand point. And education Is a very important part. We bear a lot about bad working conditions, things that need to be guarded, inadequate safety devices, and all that sort of thing, and that is important. But let's not forget that eighty-five to ninety per cent of our accidents are not caused by the lack of safety equipment, but arc caused by somebody doing something the wrong way. The automobile is a perfectly safe device if it is handled properly. And that means just operate it in die right way. Yet we still have between thirty and forty thou sand people killed each year because auto mobiles are not handled properly. It has been pointed out that some eigh teen thousand people were killed In indus try. Well, that's true, but there are alto approximately twenty-eight thousand peo ple who have been killed outside of in dustry, and those people are tost to in dustry just as much as those that were injured in industry. I can't ever get away from the view point of educating people not only in in dustry, but outside of industry as welt We have a tremendous job to do in that respect. I think this program of education in the plant has to be carried on with the cooperation of the men. And it will work. A few years ago, in a plant where I was located at that time, we tried to get Labot and Safety 121 the men interested in this Ihtug, so we CHAIRMAN RING: Well, iUooks like asked the men in the various departments we're still rolling along. Wc have a late to have meetings, to set up their own ai rival, Mr. Victor Otander, who is the safety rules. They didn't particularly Secretary-Treasurer of the Illinois State care aboot the safety rules which we set Federation of Labor, located in Chicago. up for them, tboogb they abided by them I am sure Mr. Olander has a few words to some extent. to add to keep this discussion going stead They sat down and wrote a better set ily on the upswing. Mr. Olander. of safety rules than we ever could have MR. VICTOR OLANDER: Mr. Chair written, and they made them work. man, Ladies and Gentlemen: I came into They made them work, and they bad a fine accident record m that department. When you do that sort of thing, you've got to provide for them, you've got to help them get their education, you've got to give them the material to work with and stay with it- If you don't, it isn't going to be a success. But that was ooe attempt os the part of the man agement to bvlp to educate these workers and get them to thinking about safety. This problem will never be licked until cvety single individual thinks about safety most of the time. i was glad to hear Mr. Gibson make the remarks as to what the unions are doing to help educate their people on safety. This question is one that has often oc curred to me: I wonder how much the matter of safety education is ever dis cussed m local union meetings? I have heard a lot of other things come out ol local union meetings, because they bring them to the collective bargaining meetings, to the grievance meetings, and so on, but I wonder how much safety education is actually discussed, I wonder if the unions ever devote a meeting entirely to safety education. Now I know that I'm asking a question that will probably get a rebuttal here this morning, box I think that U one of the ways in which we are going to have to collect this thing. I don't think management can dock its responsibility one iota. Management docs have to pro vide the stimulus for this thing, and man agement does have to keep it going; but I chink that if we can get management to think about labor's side of the thing a little bit more, and labor to think about management's side a little bit more, we can get across this program of real educa tion, getting people to think safely. Then we can operate on a basis where we're going to reduce frequency and severity. this room not at all sure as to just why 1 was here. ! had no notion that there were to be any formal speeches, so I had made no preparation. I listened very care fully to what was being said after I ar rived to get a keynote of some sort that would enable me to participate in the pro gram without being too monotonous, and it came in the allegation, or the statement by one of the former speakers, that some body has said that labor doesn't know any thing about safety. I came ashore as a sailor forty-three years ago to take office in the Sailors' Union. I have been active ever since. In almost all of my duties 1 have had to givo attention to legislative work. Up to about ten years ago, in dealing with safety regulations through law. before Congress and the state legislature, I never had theprivilege of meeting anyone working on that subject except the representatives of labor. I often wondered where the rest of the folks were, because I knew, of course*, that a great many must have been inter ested in this question of safety. It's all very well to talk about getting together with management and to try to work out some rules that wOl safeguard fife and limb in industry. But speaking as one who bas come up for a long period of years and has had a good deal of experi ence in that field, let me say quite frankly that the lack of cooperation bas been mainly due to the claim that wc. labor, are interfering with business of management when we undertake to say how the plant ought to be run. ` That is almost universal. In later years, there has been less of that, of course, but there is a good deal of it today. Let me give you an illustration as to bow that works out. One of the first problems I encountered upon coming ashore was the danger, the very apparent 122 32nd National Safety Congressr 1943 danger of heavy loss of life through the to furnish safe conditions of work inso appearance of a new style of ship on the far as he can. There are many occupa Great Lakes, a vessel having a very long open deck, with part of the crew forward and the other part aft, and maybe three to four hundred feet In between. It seemed tions that cannot be made safe, in -which the worker must take very grave risks. The one that I spent my early career in is one of those. The structural iron work to me obvious that on a vessel of that ers, the bridge builders, and many others sort, with seas sweeping across the deck of, (hat type are other illustrations. and men moving from one end to the* other, something had to be done in order This moral obligation to furnish a safe place was inescapable. The logic is so to safeguard them during that trip, or they would be carried overboard. -obvious that there is no way of gettiag 'around It in any sort of argument, sad as There had been a bit of equipment a result of that, the taw set up a liability known to the sailors from the days of anti on that _ point. Management countered quity, the life line--jest stretched in be with the argument'of assumed risks. They tween the spars. I suggested this to the * wrote above the places of employment, management at that time--and the only "All who enter hue do so at their own chance I had of suggesting anything to risk.**' You know the story, and the long management was through the union that fight we had to break that down. That had been formed against the wishes of was a fight for safety. And who made the management--I suggested that they the fight? Organized labor, and nobody lesort to that old method by stretching else. It was a lonely job. I have had a cable from the foremast aft to the forty years of that sort of experience, boilerhouse or some other spot where it and there are many older men than I and -could be fastened, then put some rings many men of longer experience than I, on that and some lanyards hanging down, who have had the same sort of experience. that a man could tie around his waist. Then if he went over the deck and if he 'was carried off his feet, he'd swing back. It's not a comfortable arrangement, ex actly, but one of safety." I think forty men were lost before that was accepted, although attention was di rected to the "governmental men having power hi that sort of a situation. In the course of time there developed a somewhat better spirit, more progressive --I'm saying that wrong--liability grew, the courts began to be more reasonable in that respect. Common sense and some humamtariamsm induced the more pro gressive leaders among management to give very careful thought as to the cost of this wounding and killing of workers, Now that experience is illustrative of and they found that by reducing that many other experiences of that sort that slaughter they could make it pay m dollars I have had. Please don't misunderstand and cents. me, I don't want to be in the position of Out of that grew the present safety pointing an accusing finger at the manage movement in the form that we have today, ment and saying that it has no regard for t don't mean to say that that is what life. I think the men who occupy man inspires the-National Safety Council 1 agerial positions are just like the rest of don't think so. I don't believe that today us. They are creatures of habit, they will it is the sole inspiration among the lead follow the customs of the day and what ing employers. 1 know it is true of the other fellow does, they do. We and quite a number, however. they are'much alike in that respect. Iu the development of health and safety This sick condition of loneliness in the rules through various agencies, labor and safety field, as relating to legislation on management have gotten to the point the subject, continued, insofar as I am where they sit across the tabic so discuss concerned, up to about ten years ago. these things, and there has been relatively Then there came a change. Now it was little difficulty in reaching an agreement. obvious, it has been obvious down through It is surprising how simple the work is the years, that one who hires another to when we get close enough to one another enter bis service has a moral obligation to see the glint in each other's eyes, and Labor and Safety 123 are kept there by some force of circum test along this line, to see whether or not stance until we find a way out of the diffi all of us feci that Ae following things culty that confronts us. which have appealed to me, personally, Here la IQtaots the experience in that respect la of rather recent origin and lias been moat satisfactory. We haven't done aren't pretty much generally recognized by all of us; so Aat we will have some thing tangible to take away from here. as much as ec ought to do, but. the I have about seven points written down spirit is there and we are getting some here, aud I want you to correct them, where and getting somewhere fast. Out elaborate on Aem or do anything Aat of that have grow other approaches. One you want wiA Atm. of them Is my apprentice here. I think "Cooperation between labor and man it is Ac wcsMl time that I have appeared agement can best be achieved in the opin n a mtiht #5 Ac Hstgsai Safety Coun ion of Ais gaAering, by recognizing the cil the fine time khf purely a visit out of ewiseky Mere recently however, in spired by A* weed for conserving labor xe the war Masnban, a movement was started Mac 1 Aaak is going to grow very npa% and may extend itself over the cawaary That is, cooperation between nrgaaisad tatew. A* Witiuial Safety Coun cil, thr stoat gwoaramcats, and during the war. A* thM Stoies Army and the Utiited Stoa Kavy. following points: "1. Promotion of safety should be just as definite an objective of labor as wages aud working conditions.'* I think most of Ac labor speakers have indicated Aat that is labor's viewpoint. If 1 am wrong on it, call me. Anybody want to call? MR. OLANDER: Go ahead, you're all right Ow> Is a vary aasl thing, but I sec it sss stir AstdT* eye aaovksg ahead. The Qtirsga Mhsmm of Labor named a CHAIRMAN RING: Mr. Olander says I'm all right I take it Aat that is Ae unanimous opinion here. Safety GnaAkasc. alter I had a talk with "2. Management should actively seek Mr. fliatai Ar National Safety labor's cooperation." (Applause) All right. Corns rg. who amt* so me about the mat ter. Tint Safety Ctotetu was brought into cadtMpct with representatives of the Safety Cowarg, While that mu going oa. Ae U. S. Assay made an approach to my ofict Aar la iu Ae 6th Area, as to "3- Education in what safety means should be stressed by management and labor to the cad Aat Ae attack on unsafe condition* and practices can be centered at the job level through full knowledge of every worker of the principles of safe- the poaAAjr of tame experimental work in the field of safety. A conference with the * itpuKiilatiie* of General Aurand followed. WfaOc that was going on, Ae Safety IMnaoa of the Army was called Into cooperation with Ae Safety Council, and the Committee of Ae Federation of Labor. Now we arc throwing all of these agen cies together, and we are going to move ahead as fast as we can into this field. We may not do very much, but I will veatnre to say that, by and large, labor knows as much about it as anybody else does, and we'll be glad of Ae chance to' go in deeper m u effort to find the solu tion for all of our difficulties in Ais res pect V CHAIRMAN RING: Before we^wind up, let me give you a little quiz, a little ty." (AppbuM) "4. The cooperation of worker* most be sought without detracting ia any wa> from Ae necessity for expert and profes sional safety guidance in the plant," (Ap plause). "5. Riant Safety Committees should al ways function in toll coordination wiA and under the official sponsorship of Ae plant Safety Department." (Applause) "6. The basic responsibility for safety and Ae safety program is that of man agement." (Applause) "Labor recognizes that Its cooperative effort must be dove tailed into the management's structure with recognition of Ae authority of man agement, that runs concurrently with its basic responsibility." (Applause). "7. The physical condition of Ae plant 124 32nd National Safety Congress, 1943 with respect to cleanliness, sanitation, and general housekeeping, is an essential factor in any safety program," (Applause). Now unless somebody dissents, I am going to turn this in as the unanimous concurrence and consensus of this gather ing. (Applause) MR. GIBSON: I would suggest one addition to your point 7 on the physical conditions to pass on safety and cleanli ness. What was your point on that? CHAIRMAN RING: "The physical condition of the plant with respect to cleanliness, sanitation and general house keeping, is an essential factor in any safety program." MR. GIBSON: Couldn't you broaden that to mean in any labor relations pro gram as welt, since it borders on working conditions that normally crop up in the collective bargaining proceedings? CHAIRMAN RING: I wonder if we wouldn't be going outside of our field if we began talking labor regulations--I axn quite willing--"is an essential factor in any safety program or in any labor relations setup." Is that all right? (Applause). All right. MR. OLANDER:- I'll give you an amendment I think it would fit "It is our opinion here that organized labor should cooperate more completely with the National Safety Council" (Applause). It is our opinion, and we request that the President of the National Safety Council so communicate to the beads of organized labor that we feel full coopera tion of organized labor is desired with the National Safety Council in order to put across the best safety program we can." MR. GIBSON: And management. MR. OLANDER: Yes, and manage ment. CHAIRMAN RING: Now let me say to all of you, there are very few of you here who know me. I want to say, how ever, that I have seldom been privileged to be in the position that I am with respect to such a large and representative gathering/ Let me say further that the few boors that we have been here have been marked by most complete attention and intense concentration upon the subject matter, I hope this hasn't been too dry. ft hasn't been for me. I hope you all feel the same way. X want to say that I am keenly grateful and appreciative of the courtesies that have been extended on alt bands, and I think our speakers here echo what I say in that we who have been put in the posi tion of trying to carry this along arc most heartily thankful lor your attention and your indulgence, and I hope that what we have done here will prove of some benefit in the' days to come. Occupational Disease THURSDAY MORNING SESSION October 7, 1943 Rretidewp--A- L. Brooks, \L. D., Medical Dir., Fisher Body Detroit Div., General Motors Corp* Detract. Occupational Dimom From War Substitute Materials LT. COL. A. J. LANZA (k`T,npfAfIMt Hygiene Branch, Office of the Surgeon General, U.S. Army Washington, D. C. One of the results of war activities Is tion materials are the solvents. Many of that there are many things that can no the more common and less toxic solvents longer be obtained. As as result, there has are now practically unobtainable. As a been a great deal of substitution of one result, benzol Is being re-introduced on material for another. This wide spread a fairly wide scale. The danger here, of situation in industry has resulted in a con course, is that Its presence is often nut siderable increase in industrial health haz suspected. The more dangerous solvents, ards, either actual or potential. Two Kinds o Snbstitstiscs In the main, there are two lands of substitutions; (a) where a material or substance similar to the one replaced is used, for example, the use of one type of solvent for another type which is no longer procurable; and (b) the substitu tion of one material by another that is entirely dissimilar, as in the substitution of laminated wood for metal. Generally speaking, the first type has more implications with respect to hazards than the second because, in the former, the substitution is often not apparent and such as tetrachlor-ethane, are appearing here and there along with a variety of others too numerous eves to list Also, solvents are being used for pur poses and processes where they had not been used before, which implies their use by workmen unfamiliar with their proper ties. The point to keep In mind, therefore, with respect to solvents, is that today's solvents may be quite different from the ones you were using yesterday and noth ing should be taken for granted where solvents arc employed- In each case, the exact nature -of the solvent used should be determined. may therefore be unsuspected. Some interesting substitutions are oc It is not always r simple matter to curring among the metals. Cadmium and determine what may be a substitution antimony are both toxic and arc apt to product and what should be considered as be used to replace xmc and tin. Sctcniun a new product or new application to an and vanadium have shown a greatly in Industrial process. It is not possible to creased use in the last few years. Ex consider all the substitution products that posure to these may also cause toxic are in use today, bnt the following discus symptoms. sion aims to present the more important ones from the viewpoint of industrial health hazards. Beryllium is another metal in increas ing usage. There is a growing evidence that this metal is toxic and produces Solvents arid Metal* severe pulmonary damage. An exceed Most prominent in the list of substitu ingly interesting study of Us effects has 12S 126 iZrii National Softly Congress, 19t3 lately been instituted by the Kamcbosetts Division of Industrial Hygiene. The effects of manganese have long been known but the manufacture of new mate rials makes it essential .to watch out for this metal also. Indium, osmium and pal ladium have been mentioned by Pendergast as rare metals about which little is known and whose use is increasing. by the armed forces has led to the ex haustion of the supply of the materials that were commonly used for this por derclopmeat of chemical agents, many of pose; and this, in turn, has led to the them of the complex organic type. About some of these, we bare & fair amount of knowledge; about others, we know little. Many of them, are highly Treatment of TtztOtf effective but that also may be an objec The use of textiles in war industries also has occasioned problems connected with substitution and toxic exposures, both to those engaged in manufacturing processes and those who may use the Anal product. It is frequently necessary to treat textile fabrics with preventives against moisture, mildew, and insects, as well as to make them fire resistant. There are a number of methods for accomplish tion. It is necessary that the substance used be toxic for the insect bet not toxic, within reasonable limits, for the individual who uses it on his person or on his clothes. These observations have an in terest for the civilian population also. New insecticides and insect repellents of fered for sale should not be used until it has been determined that they arc free from possible toxic effects. ing these purposes, some of which are more or less familiar, while others are new. Here again, the scarcity of certain chemicals xasy make it necessary to fore go a familiar or accepted treatment for a new process. All such war materials come under the jurisdiction of the Quartermaster General His department exercises meticulous care with respect to possible hazards to cither those who make or process the material or those who are to nse it- No material is accepted or authorized unless it has been cleared through the Surgeon General's Office. This may involve chemical anal ysis, amma? experimentation and some times field trials on selected volunteer sub Refrigerants and Ftuh To a lesser extent, the same comments apply to refrigerants. Hem again, lack of more commonly used refrigerants may lead to the use of others that are less desirable from the toxic standpoint. Solid fuels have become an important military item so that the supply of those formerly used may be exhausted. Much experimentation, is being conducted to develop satisfactory solid fuels, but h is necessary to be catttkms with such fuels as may be put upon the market to make sure that they do not give rise to undesir able or harmful fumes, especially if used in small rooms cr enclosed places. jects. The army may conduct its own in vestigations or refer research studies to the National Institute of Health or va rious accredited laboratories. * The unusual conditions wider which this war is being fought, with -respect to extremes of cHroate, exposure to jungles, deserts, and to iie hazards of being cast Fumigant* and IuwctkidM adrift upon the ocean, has stimulated a great interest in the production and ttse Another very important group of sub of cosmetics. By this refer to creams*, stances are fumigants and insecticides. ointments, and lotions designed to protect Disease has always been a formidable against sunburn, and ultra-violet rays. enemy of armies, sometimes more formi New formulas have been devised and dable than the opposing military force*. various new chemical agents have been Two of cmr chief concerns In this war used, or their nse suggested. are the mosquito and the louse. Conse quently, an enormous amount of. work has been done on the development of in secticides, insect repellants, and fumi gants. The demand for these substances Obviously, great care must be exercised to~insure that no toxic chemicals are used to such preparations, all of which must be cleared through the Surgeon GcperaTs Office before they can be Issued. Occupational Disease 127 Potential Health Hazards from .Tlasrif Substitutes The natural peacetime expansion of the plastics industry has been tremendously accelerated under the stress of wartime shortages. In particular, the scarcity of metals has stimulated the development of plastic substitutes, substitutes which in some cases may prove superior to the original articles. The increased demand for certain types of plastics has in turn created a shortage in some of the com ponents of the plastics, necessitating sub stitutions in the substitutes themselves. This has resulted in the possible introduc tion of new health hazards from new in dustrial chemicals, from new manufactur ing operations for old chemicals and from new conditions of use for the finished plastic. For instance, some types of plastics can be made with a wide variety of plastic izers. In consequence, new plasticizing agents may be used, which means that consideration must be given to the possible toxic effects on workers handling the material or whaling the vapors during processes requiring beat New uses for the finished product, such as for con tainers or for a wrist watch strap, may require testing to ascertain that the plastic is non-inritent and uoa-sensitizing when kept in contact with the skin. Testing and Precautions Apply to Ait The list of substitution products could be prolonged but the same methods of testing and the same precautions in their use apply to alL The use of artificial rub ber, substitutions in paints and pigments, the use of lacquers for protective coating, the rust proofing of metal surfaces, the use of fluorine and fiaoride salts in the welding of magneriosn alloys as well as many others which are military secrete might be quoted as examples. Drugs most be included also. The most conspicuous example of substitution iu this field being tbe development and use of atabrine as a substitute for quinine. The situation with respect to substitu tion products and health hazards may be summarized as follows: Their effects are to be sought for both in industrial estab lishments and among the public and mili tary personnel, who may use manufac tured or processed articles in which the factor of substitution plays a part. On the other hand, it most be recognized that valuable discoveries, both with re spect to materials and the treatment and prevention of disease, are due to explora tion in substitutions, and the general pub lic U going to benefit from the research that has been stimulated by the war. "Axe Flash" Conjunctivitis (Actinic Coojtmctiritis From Electric Welding Arc) By FORREST K. RIEKE, 1U>. BfuBral Soperrinor, Oregon Shfpbuilifissg Corporation and Friarr Company, Inc. Portland, Oregon Printed by special permission of American Medical Association. When the war came to Portland, Ore gon, early in 1941, it brought with it a host of problems new to the medical pro fession of this community. The establish ment of three major Raiser shipyards and several other smaller Navy contract ship yards in the heart of the lumbering area could not do otherwise. Prior to 1941 the chief industries in Oregon and southern Washington were lumbering, fishing and agriculture, and their importance has con tinued. At the same time, in the past twenty- one months approximately S5JDOO men and 25,000 women have left their regular pur suits and turned to employment in steel shipbuilding. It is safe to say that 80 to 90 per cent of this group are now occupied in work foreign to their previous employ ment in streauousness, speed, boors and location. 128 32nd National Safety Congress, 1943 New Problem* For Employees and Physicians Steel shipbuilding now ranks ahead of all other industries in this area, and the problems which it introduces in health and industrial hygiene are new to the employ ees and their physicians. In protecting the health of these employees it has been and continues to be extremely important, there fore, that both the workers and their physicians receive the fullest possible in struction in shipyard hygiene, health haz ards and safety practices. Because the Oregon Shipbuilding Cor poration has been one of the foremost shipyards in rate of production of Liberty freighters in the United States and the training ground for a major share of the workers of all the shipyards in this com munity, because Portland has shared equally with the nation in doctor short ages, and because our local doctors have been too busy to do postgraduate study with experienced industrial physicians, we have had to find the answers to many of our medical problems in the school of experience. This lias been true in many fields, and particularly is this true in the case of electric arc welding as applied to eye injuries. Eye Complaints Rank High For the first six months, 40 per cent of the treatments administered in the ship yard dispensary were for eye complaints. With better workman training and ade quate eye protective devices this percent age has gradually dropped, but it still remains above 30 per cent of all treat ments, which have totaled over 650,000 in 25 months. In the first year of production, the supply of goggles and other safetyequipment was constantly inadequate to cover our rapidly increasing number of employees. Many hundreds of eye injuries that were then seen were preventable and have since been prevented. Inherent in steel work is a potentially high incidence of eye trouble, and certain recent changes in fabrication methods have increased the dangers of eye injury. I have reference to one of the most out standing changes from the last war, name ly, electric arc welding. A multitude of uses has been found for welding not previously employed. Oregon Shipbuilding Corporation, alone, now employs 3,800 male and 1,650 female welders. Welding is done in every part of the yard, and therefore, at least 25,000 of the 33,000 employees are exposed to possible eye injury through radiation and other hazards found in this process. "Arc flash" eye injury is important and frequent with these persons, and the in formation given here concerning the rec ognition and treatment of the condition is recorded with the hope that it may prove useful to the physicians and safety per sonnel -of and other war production communities. Nature bf fibs Injury Actinic or ultraviolet conjunctivitis bears the unfortunate name of "arc flash" and may be defined as a conjunctivitis or in flammation of the whites of the eyes, us ually of both eyes, caused by excessive exposure to the welder's electric arc and characterized by delayed onset, self-limited course of twenty-four hours, pronounced bulbar hyperemia or redness of the whites of the eyes, swelling of the lids, slight "sunburn" of the face, absence of discharge other than tears, extreme photophobia or sensitiveness to light and a feeling of sand in the eyes. The name "flash" is heavy with the im plication that this eye injury is commonly incurred through an incautious or un guarded exposure of the eyes to the flash of the welder's first brilliant contact spark and thus is an instantaneous affair. This can occur, bet the injured person must be very close to the tre, within a foot or two, and this proves infrequently the case. It is so usual as to be the rule that the pain ful eyes of "arc flash" result from an excessive exposure to the arc over a min imum of several minutes, more com monly several hours of time spread through the working shift. It is a cumula tive injury similar in pathogenesis to that of snow blindness and sunburn, which obviously are quantitatively related to skin pigmentation and length of time spent in the sun's rays. For this reason, it has been accessary, occasionally, to change the lo- OecupaHojtal Disease 129 cation ot work for certain very blond or red haired workers from shops in which they were constantly bombarded by ultra violet mdiatkm from nearby welding op erations. The oxyacetytenc torch does not commonly cause "arc flash." At Oregon Shipbuilding Corporation we saw several hundred cases of true radia The figures represent workmen who filed report* of accident with the State Industrial Accident Commission. In the "no time loss" cases either only part of the day of injury was lost or a claim was filed so that the state, would reimburse the attending ophthalmologist. Any workman losing time other than the day of injury is considered to have suffered a "time loss" tion conjunctivitis during the first ydr, accident Thr.se figure* are, of course, low. most frequently among our new employees. for a large proportion of flash injured During our second year, with a much larg workmen have treated themselves at home er payroll and two to three times as great or have beer, treated in the first aid units a rate of ship production we have seen at the shipyards without time loss,* in relatively little of the arc flash "red eyes" which case no state claim has been filed. At Kaiser Company, Inc-, Portland, cur rently ia the first year of production, with 27,000 employees and a large number of men and women new to the work, history is repeating itself and a far higher per centage of "arc flash" injury is occurring than at Oregon Shipbuilding Corporation. Haay others have not bothered to file a claim for a day ot time loss, so they do not appear in the "arc flash" records. Unfortunately, a number of the eases in this group represent questionable dtag- noses, even though reported to the State Industrial Accident Commission as "arc flash." Until July 1, 1943 there was no Statistics on Arc Flash Eye Injuries occupational disease law in Oregon. "Arc Accurate figures a the inckJence of arc flash eye injury are impossible to secure for various reason*. Purely for the sake of the record, the figures arc included and their heading is self explanatory. They must be taken with certain reservations and are more interesting than conclusive. flash" was accepted by the State Industrial Accident Commission as a compensable "accident." As a result, physicians when in doubt as to the exact diagnosis have not infrequently accepted the workman's theory and have listed a nonspecific con junctivitis-as an (alleged) "arc flash." / 130 32nd National Safely Congress, 1942 FIGURES ON ARC FLASH AND FOREIGN BODY CASKS Oregon Shipbuilding Corporation Period of June, 1941, to Jeiy, 2943 Dale June, 1941 July, 1941 Aug., 1941 Sept, 1941 Oct, 1941 Nov., 1941 Dec., 1941 Jan., 1942 Feb., 3942 Man, 1942 Apr., 1942 May, 1942 June, 1942 July, 1942 Aug-, 1942 Sept, 1942 Oct, 1942 Nov.f 1942 Dec., 1942 Jan., 1943 Feb., 1943 Man, 1943 Apr., 1943 May, 1943 June, 1943 July, 3943 TABLE I lajwy T.t*J A.F. F.B. 4 <7 A.F. 4 F.B. 13 A.F. FJS. 16 rr> A-F. 21 F.B. 25 A.F. 27 F.B. 33 A.F. 30 F.B. 45 A-F. 22 F.B. 25 A.F. 60 F.B. 94 A.F. 31 F.B. 71 A.F. 40 F.B. 79 A.F. 59 F.B. 98 A.F. 53 F.B. 116 A.F. 56 F.B. 101 A.F. 51 F.B. 114 A.F. 54 F.B. 216 A.F. 92 F.B. 417 A-F. 76 F.B. 394 A-F. 57 F.B. 359 A.F. 77 F.B. 309 A.F. 79 F.B. 269 A.F. 76 F-B. 267 A.F. 92 FJ3. 281 A.F. 80 F.B. 277 A-F. 54 F.B. 269 A-F. 68 F.B. 269 A.F. 60 F.B. 348 Noa-Tiroe Time Lou Lots 4 .5 1 12 10 13 7 13 13 17 21 31 6 9 28 49 12 43 20 48 35 53 29 65 26 50 23 76 28 142 55 258 44 245 36 218 45 173 32 134 37 155 43 172 34 185 30 150 34 118 28 186 ? 3 1 6 9 14 12 14 16 9 14 16 16 32 45 19 28 20 31 24 45 24 51 30 SI 28 38 26 74 37 159 32 149 21 141 32 13& 47 13S 39 112 49 109 46 92 - 24 119 34 151 32 162 Daw Lott Aru4(t DW T wm Avtfut Per Ti* ifocttSTy Lou Cue PsyTOll 2 6 16 7 45 18 45 50# 101 23# 42 31 49 91 113# 39 12IJ4 57 158*4 54# 242# 73# 2103 66# 335 73 183 63# 232 56 338 78 428 42 286 111 342 174 1480 118 445 192 256 158 182 51 306 US 520 74 411 1 2 16 1.17 5 128 3J5 361 6.31 2A8 293 1.94 3.06 2.84 2.52 2.05 4.34 2.85 5.11 227 529 3j06 4124 222 6.57 2.61 422 2.44 3.14 131 2.13 2.44 2.87 2 203 3.47 251 3.70 10.97 3.03 3.98 3.92 225 3.43 1518 2.13 2.57 3.38 3.44 2.31 2.54 2,500 5,300 7,100 9,800 12200 14,600 17,100 22.600 27200 30,100 30200 30,000 32,400 34,900 34200 32,900 33,100 33,600 33300 34,800 33,500 33,500 33,200 33,400 34,200 Occupational Disease 131 FIGURES ON ARC FLASH AND FOREIGN BODY CASES Kaiser Company, Inc, Portland Period of Jane, 1942, to July, 1943 June. 1942 Ja!j. 1942 An*. 1942 Sept, 1942 Oct, 1942 Ncrr. 1942 Dec, 1942 Jin., 1943 Feb, 1943 Uar.,1943 Apr., 1943 Hay. 1943 Jooe, 1943 July, 1943 Ifljcrf A.F. F.B. A-F. F.B. A-F. F.B. A.F. F.B. A.F. F.B. A-F. F.B. A-F. F.B. A.F. FJB. A.F. F.B. A.F. F.B. A.F. F.B. A-F. F.B. A.F. F3. TABLE II Total 6 3 4 6 2 8 8 3240 31 23 49 35 62 31 48 35 63 39 52 22 40 34 44 35 69 35 56 Kon-TtM* 4 7 12 1 5 3 16 n 14 8 19 14 31 15 19 IS 2207 31 8 2112 27 18 31 16 27 Tirae Loss 2 1 3 4 1 3 5 18 9 17 15 3210 31 16 2209 36 19 21 14 19 22 17 17 38 19 29 Dtoasyt* 26 6 92 7 19 48 18 36 36 94 54 75 40 97 70 177 64 77 . 33 73 103 50 54 111 42 103 1 0*3Average - Ihyi . AtetMt Per Time Monthly Calf PrytoJJ 23 2 2225 2.33 3.8 2.67 22.12 2.4 3.13 2.57 2.42 2.5 3.34 3.5 4.92 3335 3.19 2.36 3.84 4.68 2.94 3.18 2.92 221 3.55 4,647 3,353 6,757 9,597 ,13,782 16215 16,430 18,711 20,961 17,260 17,452 24,000 25,200 26.500 A Typical Care In order that you may secure a clear understanding of the nature of "arc flash y Injury let roe describe a "typical case. The workman leaves the job in a healthy condition and is entirely unaware that he has received eye injury until he has been at borne for several hours. The day shift man usually wakens at midnight or later With the painful, sandy, swollen eyes described in the definition. One rarely sees the condition develop in the injured per son during the shift in which he has re ceived the ultraviolet `overdose*, although, on occasion, one will see a new workman who received a very heavy irradiation early in the shift and begins to feel pain and develop redness toward the end of the shift This latent period between injury and onset of symptoms is undeviating except in fuse box explosions and the like, a point emphasised in personal communications by Dr. Hedwig S. Kuhn. The strongest con firmatory point that "arc flash" is not due to the single bright flash but rather to an accumulated, excessive exposure is the fact that, almost without exception, the injured workman is caught by surprise in the middle of the night, as aforementioned, having been entirely unaware at the time of injury that he was receiving trauma sufficient to elicit a delayed inflammatory response. It is commonplace foi workmen to enter our "eye treatment" room in the shipyard medical unit seeking treatment for "arc flash." Examination reveals normal eyes. 132 32nd National Safety Congress, 19t3 and further questioning brings out some such story as this: "I have no pain, but I was working near a welder a few minutes ago when he struck an arc. I'm sure I was flashed, so I.want some of that medicine put in my eyes which you use to prevent arc flash trouble.*1 Most of the workmen believe staunchly that we have such a medicine. The misconception has arisen through a lack of understanding of the pathogenesis of radiation conjunctivitis. The workman who thinks be has received a "flash" in jury through exposure to a bright flash, receives treatment of any sort immediately afterward, and develops no symptoms, naturally assumes that this treatment has been prophylactic. In actuality, he has had no injury. This occurs many times daily, and over months of time the shipyard em ployees have come to believe this obvious fallacy. As a result, our records are mis leading and we have for some months attempted to keep a record of alleged arc flash as opposed Co real, clinical flash with red, painful eyes. Confusion From Records The confusion in our records on alleged and real, clinical arc flash has caused much trouble in that any workman who develops eye trouble for any one of a number of reasons tends to put the blame for the pathologic condition on some pre vious alleged are flash, and he will find corroboration in our recorded, inaccurate diagnosis. Close questioning here almost invariably reveals that the workman has reference to some bright flash, sine sub sequent symptoms, experienced days or weeks before. One sees here again the age old practice of seeking an obvious cause for a disease process often far removed from the real cause. sequent exercise of greater caution by those exposed. The relative infrequency of "arc flash" injury to one eye U^emphasized. If a workman with Inadequate protection has held material being welded for several minutes to hours and thereby received heavy radiation to one side of bis face, he will display a unilateral sunburn and "flash" injury of the eye on the exposed side. We observe a hard and fast rule that a workman with one inflamed eye does not have as "arc flash" injury until foreign body injury or other types of con junctivitis have been ruled out by diligent examination. The pathologic changes of "arc flash" conjunctivitis are confined to the super ficial structures of the eye. The slit lamp reveals some superficial epithelial devitali zation and minute edematous blebs on and in the epithelium of the cornea which is quickly repaired within twelve to eighteen hours after onset of symptoms. The cornea, iris and lens absorb the ultraviolet rays aod prevent penetration, thereby pro tecting the deeper structures of the eye. We have found no evidence that this tem porary .injury to the corneal epithelium either permits ready bacterial invasion or contributes to permanent injury of ihe cornea, even - though frequently repeated. To return to the discussion of the typi cal case, wc find 'that "arc flash" con junctivitis is self limited, that the photo phobia and pain last from twelve to eigh teen hours from the time of onset and that some workmen lose no time, while the severely affected person needs miss, at Ihe most, only one shift. Many men will lay off (or several days, but this absentee ism cannot- legitimately be attributed to real flash Injury. The misconception exists that "arc flash" injury is more apt to occur at night. We have not found this to be the case. After dusk' the workman's green tinted protective goggles are put aside because of interference with vision in the semi darkness prevailing under coastal "dimoot" conditions. The probable increased ex posure to "arc" thus engendered is usually minimized because of the increased per ceptibility of the welder's arc with con Apropos of this matter of unduly pro longed time loss for "arc flash," one may note in table 1 the.definite trend toward increase of average days lost from "arc Sash" injury from 1.17 days in March, 1943, a change which can be laid only to errors of diagnosis and wilful absenteeism. On the other hand, in the first year of our operation, when "arc flash" was quite com mon. I found that our men displayed for titude of great degree, remaining on the Occupational Disease 133 job with very painful, red eyes against zuy strongest advice, motivated largely in this obstinacy by the bonanza wages. It has sot been my custom to try to dictate to 1. Protective devices have been em ployed: "ealofcar" type flash goggles with side guards, helmets, welding clothing, screens surrounding the welder at work the workman who presents himself for care of a definite arc flash whether he shall leave the job or remain, unless he chooses to ignore his personal safety. The degree of photophobia (sensitiveness to light) and pain usually has determined his willingness to work or go home. 2. Hazards have been explained through training classes, newspaper articles, labor union news sheet, shipyard magazine, safety pamphlets and the like, and in struction in the methods of protection has been widely disseminated. 3. Ophthalmologists have been brought Treatment to the shipyards to instruct medical per** sonnel in the diagnosis and care of eye in-* Because of tbe fleeting nature of this juries and diseases. They have also injury and its affection of the superficial discussed the* same problems in medical structures, our treatment is directed society meetings. toward symptomatic relief of local pain, The most effective education agent of redness and heat. Iris spasm and photo phobia. The "sandy" pain is of such de gree that general sedation is frequently indicated. Tbe various agents employed arc: all in the abolishment of "arc flash" injury has been a personal experience by the in-* dividual workman with the exquisitely scratchy pain of the full fledged con junctivitis. The repeaters arc few and. they usually have been caught off guard. 1. A darkened zoom or dark glasses. 2. Cold applications to the eyes. 3. A local anesthetic applied to the eyes; as watery solution while on the job and for immediate relief, m ointment base at night .while attempting to sleep. Tbe following are suggested: in water, pontoeame, botyn; in ointment, holocaine, metycarnc, Iratyn. Summary 1. Actinic conjunctivitis, or "arc flash,'* as seen in tbe Oregon Shipbuilding Cor poration and the Kaiser Company, Inc.,. Portland, among 60,000 shipyard workers, exposed at various times to the emana tion* from electric arc welding, is defined a* a conjunctivitis caused by excessive exposure to the welder's electric arc and 4. A vasoconstrieting drag such as characterized by delayed onset, self-limited ephedrice or epinephrine. course of twenty-four hours, pronounced 5. Occasionally, 1 per cent homatropine to relieve iris spasm in severe eases. 6. A lubricant to relieve corneal drying --castor oil or lubricant base anesthetic. 7. Analgesics and sedatives *ia the very severe cases. bulbar hyperemia, swelling Of the lids*, slight "sunburn" of the face, absence of discharge other than tears, extreme photo phobia and a feeling of sand in the eyes. 2- Treatment is given for relief of symptoms through dark glasses, cold ap plications and the use of local anesthetic, It has been recommended that the vasoconstrictiug, mydriatic, lubricating and patient be treated for arc flash by gazing sedative preparations. into an infra-red lamp for one to two minutes. I have been afraid to use this method and see no reason why it should be cither safe or beneficss*. 3. Prophylactic measures are outlined for the patient and his environment which can completely prevent occurrence of theInj cry. Shipyard Program Our shipyard program to control this malady has been ^directed along several main channels: BIBLIOGRAPHY Vrrkoeff. F. H., end Bell. Louis: Tk* Piifcotau cal Effect* of R-adm'um on tbe je, Tr. Ulus. Expire Sec. 16;62S-665, 1921. nod biteunwa da Jsjmtriil Ophtbainjolo*/. Tr. As. AotL Ophtk. t OtoL, Ja.-Feb. 1943. 134 32nd National Safety Congress, 1913 The Measurement and Prevention o Eye By PHILIP DRINKER, *J>. Chief Health Consultant* XT. S, Maritime ComxcMiaan, WaahfW^ 0* C. Professor of Industrial Hygitas* Harvard School of PO& BatU^ BmMhu lfcs**- It has been reported recently1 that some 40% of the calls at shipyard dis pensaries and first aid stations are for eye injuries. In new yards with inex perienced workers about half of these calls arc for *'eye flash." This is an unfortunate misnomer but a term which is free of all ambiguity--the doctor, the patient and everyone else knows precisely what Is meant The burns which can and do occur oc casionally from flashes are the result of a sudden heavy discharge of current thiough a fuse, circuit breaker* or the like--a real flash, with the power almost of an explosiou, vaporizes the copper con ductors in a momentary blaze and those nearby may be severely burned. Standards for protective Glass In* arc welding* nothing comparable occurs. It is well-known that the electric arc, regardless of the electrodes used, is fairly rich in ultraviolet light. The cutting flame of the acetylene torch also gives off ultraviolet Both the electric arc and the gas torch have such high intrinsic brilliancy that they should not be viewed without the aid of proper goggles or of special glass in the welding shield. The specifications for such glass have been developed and approved by the Bureau of Standards and adopted by the_American Standards Association.* We have no criticism of these standards and no fault whatever to find with their use during welding, cutting* burning and even shrink ing. Most workers are cautioned not to look at the welding arcs and no welder would try to weld without hU welding shield. Also he knows he can get a nasty burn, like sunburn* on his arms and neck if they are not covered. But when he flips up his welding shield to change sods* he it very apt to receive the ultraviolet rays from bis neighbor's, arc. If be is near enough and the exposure is long enough, he knows he will he burned, especially m his eyes. But it does wot happen m a "flash*"--t takes a nrryTiriagljr long rime unless he it vithin a few feet of the arc. distance and Exposer* for "Arc Ibdf Injury The question we have been asked re peatedly is: bow near must one he to get an eye burn in a reasonable length of time? It was evident from the medical literature that-no one had ever truckled to deter mine the precise relationship of time and distance which we needed to know m our shipyards. The monograph by Verhoeff and Betf describes in great detail the - effects on the eye of various radiations- Tbcae authors showed that the biologic response varies inversely with the square of the distance from the source of radiation and directly with the time of exposure. They showed further that, within a 24-botxr period, the effects were cumulative; Their experiments were done with a mercury vapor lamp and a magnetite arc. So hr as we know* no one had attempted to define in practical terms the time-distance rela tionship which applies to modem arc welding. Drs. Kinsey and Cogaa* performed with an electric arc welding set i series of experiments4 and determined the combination of distance and time neces sary to produce minimal ocular IcsSogs in rabbits, dogs and men. Measuring' Dosagv By Z*gjkt litter It was found that a simple way of measuring dosage was to measure il lumination at the subject's eye* by means of a light meter such as is commonly used in photography. This meter is in tended to be used with visible light, but it was found by comparing readings with those of an ultraviolet meter that the ratio of ultraviolet to'virible did not vary significantly with changes in electrodes *At the Howe Labontorr of Ophthalaotocr of the Harvard Medical School. Occupational Disease 135 or with changes in opcrating current and voltage. Therefore* if we find that a typical shipyard welding milt will just cause a perceptible eye flash in man* when viewed at seven feet for twenty seconds, we know that at fifty-six feet a comparable ex posure will be (S6-i-7)*x20 seconds or 21,3 minutes. A number of us, without any protection* looked directly at welding arcs for ten minutes at fifty feet without any burn resulting. Obviously we played safe as the dosage we used was less than half that ofthc competed threshold. good that eye flash virtually U non existent among workers who`wear glasses. All shipyard men know that the yards can not he lighted up like factories so that colored goggles may offer an an noying and sometimes serious risk of accident We would welcome a more logical system of issuance of goggles; that is, issue the colored anti-flash goggles only where there is a definite need for them, such as to men constantly exposed to indirect radiations from electric arcs. Most shipyard workers would be ade quately protected by hardened lens safety goggles with side shields. The welding expert will object that what we call dosage can be varied according to the way welding is done and again with the equipment, current, and voltage avail able. This criticism Is just and to take wch variations into account one should But all goggles to be worn near weld ing operations should be equipped with tide guards for protection against foreign bodies. Eye flash from the side is a rare occurence* as is proved by the fact that burns of only one eye are virtually a uacasnrc the intensity of Htaxoinatioa medical curiosity. Theoretically they can earned by the arc at the point where the powftlc eye flash is to be studied. In bright daylight, the light from the sun interferes with such measurements, hut in the holds of ships, in shops, and ait night there is do appreciable interference by extraneous light - Weaken Must Be Properly Protected occur, but practically they are extremely rare. However, welding is apt to cause some sputtering of tiny droplets; to avoid such droplets, goggles with side guards are essential In conclusion, we would like to point out that it was not our intention to investigate the diagnosis or treatment of eye flash. For that we would refer the Ho one can say just how many minutes daily of unprotected exposure to weld ing arcs the average shipyard worker ex periences. Arbitrarily we chose ten min reader to the paper by Dr. Rieke published originally in the Journal-of the American Medical Association and given again be fore the Occupational Disease Session of utes, hut it might be argued that the this congress. figure should be more or less. At fifty feet, the average man will need over twenty minutes exposure to show any real evidence of eye burns, and at one hundred fet he would need eighty min utes, assuming typical shipyard welding arcs. The ultraviolet screening effect of ordinary glass, including that in all types ,, REFERENCE 1. Rieke,_V. .; "Ait PUji" Conjnnetirilu: Actinic Conjunctivitis from Electric Wcldin* Arc, J. A. M. A- 122: 734, JtJy 10. 1943. 2. American Standard Safety Code for (Ac Protection of Heads, Eye*, and Respiratory Or gans. Handbook H-24, 'Kcvetnber |, 193*. 3. Verh&efiE, F. H-. and Bli. Louis: The Pathological Effects of Radiant Energy on the Eye. Proc. Am. Acad. Art* Jt Seiesecs 5l: 630, 191a6. V v - Lotia. of eye glasses and safety goggles, is so Off"the-Job Accidents THURSDAY MORNING SESSION * October 7, 1943 Presiding--Jnlien H. Harvey, Managing Dir., National Conservation Bureau New York - City. Ths National Qtf-tho-Job Saittjf Program CUKTIS BILLINGS, Scooter? Safety Committee, National Safety Council, Oncufo The problem of-tbe~}ob acnAenw presents to American industry can be stated in very few words, fast year occupational accidents. --job accidents---killed 18,500 workers, a wartime toll which has aroused the nation. But in the tame year no fewer than 26,500 workers--exactly the same kind of workers who were killed in the plants---were slain in imct-oottxfAtsonal soddents--off-tbe-job accidents. hi addition off-tbe-job aoddeots perma nently disabled 90,000 workers, temporarily disabled 2,100,000 and resulted in the loss last year of 110,000,000 man-days. the Federation of Women's dobs and others, are conducting effective educational programs which have a direct bearing oc off-thejob safety. Most important of ail, perhaps, is the general work of local safety councils in communities and states. They encourage the police and traffic engineers; they stimu late activities on the port of various civic or ganizations ; they work with the schools, and so forth. But there is another and still more direct approach to the off-the-jcb accident prob lem and one which has been neglected. It is the approach by and through industry. What Program Kmbracs* We are here to discuss the "National Offtbe-Job Safety Program," bat first I must make dear just exactly what that program, is. First, it is not die complete program to prevent home and traffic and other public accidents. The police are active in preventing traffic accidents and, of course, their work cuts down the number of workers who are killed and injured on streets and highways. The same purpose is achieved by the driver testing and licensing programs of state de partments of motor vehicles, and by the excellent work being done in states and cities throughout the country by traffic en gineers and highway deslgners.The schools also are active in preventing accidents and many- of the precepts learned by the students arc carried home and influence the parents. Many large organizations, including the National Congress of Parents and Teachers, Industry's Part It is industry's part in off-the-job satety which is the purpose of this meeting to discuss. Thousands of industrial concerns have done and are doing an excellent job to prevent accidents to their workers while they are at work; hut until this war--until, in fact, a few months ago---most industrial concerns did little or nothing to safeguard their employees while they were away from work. There are perfectly good and sound reasons for this. To say that industry has neglected off-the-job safety Is not necessarily a critic ism of industry. The cost of off-the-job accidents to in dustry is not readily apparent. These acci dents are not compensable as are work accidents. Moreover, industry has felt tittle responsibility for the oS-the-job safety of their employees. That was a problem (or the 137 138 32nd National Safety Congress, 1943 employee himself and for the dty police departments and the other agencies interested in public and home safety. In addition, In dustrial concerns have been reluctant to make too great a show of interest in their employees when they were away from the plant The employees might reseat it. Also, industry lacked the materials and meibods to use in successfully combatting off-the-job accidents. Origin of Program It was the war which changed industry's Ue of Employee PritHartiom .Fsrat, becaove many plants regularly pub lished employee magazines. It jeeroeri to ns reasonable that a method should be found by which the plant could use its plant pciJicatioo to rernrnd its workers of home, traffic and other public accident hazards. Here was something that would certainly take no effort on the part of the company--it would simply provide the editor with material to use. We prepared thirty cartoons an off-tbe-job safety, cacti accompanied by a brief feature article attitude. Absenteeism became a major prob of abput 250 words. On' the basis of die lem and now threatens to become even more number of American war workers reached, pressing. Today indusiy is interested in this has proved to be the most effective keeping everybody on the job--keeping em device develop A by the off-tbe-job safety ployees safe from accidents whenever and committee. More than a thousand plant pub wherever they might occur. lications, many of them with enomtou* cir A year ago, with funds provided by the culations, dow use a cartoon and feature War Production Fund to Conserve Man- article m each issue. power, the National Safety Council began There have been variations in the use to build an off-the-iob accident prevention of this material. Some magazines haTc program for industry. printed several at a time. Some plants, as a For quite obvious reasons the program was natter of fact, have reprinted the cartoons confined to educational efforts, industrial and feature articles in special leaflets for concerns being unable to use the other two distribution to all employees. Several unusual E*s in preventing these accidents. Industry uses have been called to our attention. The can use engineering for plant safety; rules C3ty of GnriwBti, for example, printed can be established and enforced; and employ the cartoons and articles in a pamphlet and ees can be educated. But the industrial con distributed one hundred thousand copies. cern can set-up few rules governing the Although there was no orderly way ava2aconduct of their employees off-tbe-job, and tye to ascertain the ultimate circulatioq of do little to enforce them. The employer the cartoons, it. can be said conservative!/ cannot do anything of an engineering catare that milHops of war workers in America to prevent, let -us say, a man from faHicg have been reached through this one medium down the-broken porch steps of his housc- . on the subject of off-tbe-job safety. Remem Plouts are limited to educational activities ber that until six months ago no such in preventing accidents to personnel away educational material reached workers at all. from work. Leaflets and Posters In building the National Safety Council's off-thc-job safety program, other consid erations presented themselves. Most impor tant was the fact that everybody in war indus tries is working at top speed and any new program to be introduced--even so important Another simple device used by many in dustrial concerns and lor which there are simple and regularly established routines is the distribution of literature directly to em ployees- We produced a scries of six twocolor, profusely illustrated leaflets for this a one as the prevention of absenteeism caused by off-the-job accidents--would partially de feat itself if the time of nor personnel were required for it. We had to devise a program, which would fit into the present safety program of a plant. It had to be purpose. The whole tone of the leaflets tied the war worker up with the war effort and words were sacrificed for pictures. About 2 million and a half oi these leaflets have been yuxcha&ed and distributed by industrial con cerns during the past six months. $t simple. With these facts in mind, we devised least a quarter of a million workers hare re the following program, la mentioning each ceived and presumably read th leaflets. Hem I'll give an indication of the extent Another device was a very obvious one, oi its use during the past six months. that of using special off-the-job safety Off-The-Job Accidents 139 posters.Wost plants have boards for safety posters aV strategic points and an established routine fmr putting up the porters. There was nothiuX new or Startling about offering off-thc-job safety posters, and using them certainly required extra time on the part of nobody in the plant Wc produced a aeries of twelve posters. Since 200,000 of them have been used, it is conservative again to say that millions of employees have seen guarding the men and women as they enter and leave the plant. The committee also prepared a leaflet and a pamphlet for presenting the whole problem of off-thc-job accidents to management. About 40,000 industrial executives bavc re ceived this literature and from the figures that have just been given, it would seem that many if not most of them have read them and have been Influenced by them. these posters. Program Just Began Safety lKsetiogs Understand that the off-tbe-job safety pro Most of the larger plants and many smaller plants throughout the country have safety organizations and conduct safety meetings of one kind or another. It Seemed to us that if an all-out effort was to be made to prevent off-tbe-job accidents, then one or more of these meetings in every plant should be devoted to the subject of nff-tbe-job safety. This was a new subject for the meetings, however, aod we wanted to make it as easy as possible to conduct mtetiigeot and con structive and helpful discussions of the sub ject. Thus, we prepared a little leaflet giving tacts and suggestions for discussion, so that it would be unnecessary for the safety engineer or anybody else to do any research on off-thc-job safety in order to lead such gram of the National Safety Council has just begun. It is an infant It might be said that a quarter of million employees recriri:'" the sets of leaflets represent only a drop in the bucket when one considers a nation engaged in a mechanized war and employing millions of men and women in war industries, it is only a drop in the bucket, bat it is a start. And through other device* such as the cartoons and potters and meetings, many millions more are being influenced. It would be unfair not to point out, aiw>, that National Safety Council has been assist ed in its program by the cooperation of numerous local safety councils which have used the same materials to stimulate activity n this field among tbeir local concerns. a discussion. Now Material* Bring Developed About 10,000 of these leaflets have been distributed and as a result many thousands of meetings have been held devoted to this relatively new subject. Two sound slideBhns were produced and This campaign u continuing. This month we will release to the daily press of the nation a dozen cartoons on the subject, each accompanied by a clever jingle. Entitled "Victory Verses*. They will probably appear about 300 copies of these have beat purchased and are being shown at plant safety meetings from one end of the country to another. One of the films deals with home accidents and die other to traffic accidents. in your local, newspaper. We are soon to announce a new series of a dozen posters which will be part of the regular poster service of the Council. They will be based oa the cartoons and jingles. Since many plants have a traffic safety problem right outside their gates, a was decided to provide them with a special data sheet on safe plant parking and safety at public loading points near the plants. Here again, an unusual show of interest was node oa the part oi industrial concerns to this small segment of the off-tbe-job safety prob lem. More than 6,000 of these data sheets, were purchased or distributed on request. Thus there are about 6,000 industrial con cerns with materia] to assist them in safe- We are now looking into the feasibility of preparing a publication on special off-thejob hazards to women, including the problem a working mother faces in providing for her children while she is at the plant We ire considering a new publication on special whiter off-tbe-job hazards. We expect to produce a publication on vacation hazards before next spring. So the program proceeds. Incidentally, it should certainly be said that on all of 140 32nd National Safety Congress, 1943 the subjects just mentioned, special articles will be prepared for plant publications so that oa each subject we wili reach the employee through at least two media. Significance of Program The off-lbe-job safety program of the National Safety Council is a arar-time pro gram. The changed attitude o Americas in dustry toward off-the job accidents is a war time phenomenon. Industry is interested in off-thc-job accidents because absenteeism is a particularly great problem now and every body wants to produce everything that he can for the war. But the goal of the offthe-job safety committee of the National Safety Council goes beyond wartime. It is to establish off-the-job safety so firmly in the routine of American industry that it will become a permanent part of industry's safety program. There is .just one other thing to add. It bears oa the potential significance of the program. It was tnentiooed earlier that in combatting off-the-job accidents, industry has ooly ooc weapon at its disposal--education. Thoughtful industrial safety nxn will realize that engineering and enforcement are also much needed tools in the week of projecting workers off-the-job. They wffl see that the problem is too great m scope for them to solve alone. Thus, I beliere that the eff-dte-jeh pro gram will result in greater ateett am the part of industrial concerns in oommkj safety efforts. This should result in gnihr support for community safety by industry. Thus, the off-thc-job safety prograw, a wartime effort, may well have profound significance oa the future safety gtcgiaw in die United States. Qff-thd-Iob Accidents and What A State Safety Council Can Do To Heduee Them LEWIS . IbcBBAYNB Executive Vice-President. Ilimdnuflti Safety rvuwya, New Director, National Committoe for the Con--cm lion of Manpower in War TiafnetriKB, Boetnw. Maas. When this -war is finally won, the engi neers, both army and civilian, wilt be able to show that we conld not have fought it without countless blue prints. Not only every campaign planned, bat every ship, plane, gun, and all the countless pieces of equipment required to carry it out, had their origin in a blue print and were sub ject to farther change and adaptation even before each campaign was concluded. We might as well accept this point of view in the problem of inlei rupturn to 'war production caused by injuries to war workers when they arc not on the job. We should examine the types of accidents off-the-job that are now occurring, before we organize our campaign to inform the public how to prevent them. As a total, they are never fully tabulated, since so many occur at home and are treated by the family doctor, but the hospital rec ords will give the general information. We undertook such a study before organ izing one off-the-job accident campaign in Massachusetts. Our largest Boston hospital had treated over 9,000 emergency accident cases in the first right months of this year. Some of them even occurred *on the premises, for accidents among the employees of this very hospital, short-handed because of the war, have become of such frequent occurrence that a set of posters has been produced within the institution for pur poses of safety instruction. In theory, at least, a state campaign is more effective than a local campaign, be cause In all of our large war industries workers travel to and from the job, every day, over distances that vary from the Off-The-fob Accidents 141 trailer camp half a mile away, to a round trip of one hundred miles in extreme cases. The workers who travel by bus are much better protected, however, than those who travel in their own jalopy and step oa the gas when they are within ten mites, either of home or the job destination. is too tong to offer in this address, but I will give it In tabloid form in order to indicate the points covered. The city in question has a population of tlOjQOO. and 90 per cent of its industries arc working oa war contracts. The tabloid report follows: *Tn order to conserve time and add to the importance of the visit, I arranged in In preparation for the Massachusetts advance for several leading ertirens. rep campaign, a member of my staff followed resenting various ctvic interests, to meet some of these cars over a numbered route me at one of the state offices. As this and Interviewed police officials as to traffic conference, the president of the local conditions in each city and town. He safety council, which was very active learned that the speed of these motorized prim* to Pearl Harbor, reported that its workers increased in many cases until it members had been so largely absorbed frequently fait 60 miles an hour, m spite by the Civilian Defense committees that of the feet that 3S miles is the legal ffotit. the activities of the council were impaired, This speed was attained as a claaz m a and that he would revive the organization town that had almost no war industries for any activity the Massachusetts Safety and was within a dhnout area. Naturally, its pedestrian residents were placed in great jeopardy. Following this route in Conned might desire. The officers assigned to public safety instruction in the state and local police reverse, until a large shipyard in a coun try town was reached, our investigator found that it had recorded two dead and 216 injured on the highway in the past six months. This compared with one dead and 104 injured in the corresponding period of the previous year, when the shipyard was in partial operation. This was an Ikcrease of 100 per cent and, it departments reported that they had been diverted to Red Cross instruction, but that a special group bad been trained is borne and farm safety and were now looking for a program, which u was suggested we might provide. The local branch of the Registry of Motor Vehicles reported to our meeting that in its opinion more war workers were being injured off-the-job should be noted, in a state that had re duced fatalities 33 per cent and injuries 44 per cent within the same six months than on. "Of the 42 plants holding major war contracts in this city, 17 are taking part period. in the state-wide Industrial Accident Re This will justify my statement that duction Contest sponsored by the Massa under war conditions the civilian accident chusetts Safety Council. Contacting a hazard is more than local We therefore number of them daring the day, I found selected ten cities far our first efforts in them to be in favor of calling an evening a state-wide campaign in Massachusetts, industrial meeting to discuss the problem with an organized local effort in each, bat of accidents off-the-job and develop a local with the wider background to make it ef program. Other calls during the afternoon fective. So far in this discussion, I have Included the mayor, who gave out a press been speaking in general terms. You are release based on our discussion of the more interested, perhaps, in leam'ng the conservation of manpower for warpower." successive steps by which we developed In addition to the survey report, three the campaign. Three members of the staff, represent ing the industrial, highway safety, and safety ed- .tion divisions, were assigned members of oar staff were given instruc tions concerning the objectives to be attained on their follow-up visits. The local program now began to unfold. A to visit each city every ten days or two weeks, after the executive vice president of the Council had made a preliminary survey and assigned the special work to be done- This survey ix important and usually comprises a 600 word report. That study of 2H5 accident cases, that one of the two hospitals in.the city had treated m the previous five months, disclosed that only 69 of them were for injuries sustained while at work in an industrial plant. There 142 32nd National Safety Congress, 1943 were 163 accidents due to fails, many of them In public places; there were 88 motor vehicle injuries; there -were 75 mishaps in the horse. This provided material for a good press release. No one can accurately estimate the value of illustrated leaflets, any more than he can prove the value of billboard adver tising. Some advertising experts say that it is general background stuff to make Ten days later the industrial evening the sales article or the public campaign meeting was held r?ith 220 people present generally known. It must he followed This had certain unique features which up at once with other methods before a became a standard for other cities. Ad* sale is made or a subscription obtained. mission was free, but by tickets which were sent to manufacturers in advance, with a request to designate from five to ten foremen or supervisors to attend and to report this fact to our Boston head quarters. Two weeks ago, additional publicity got under way for the organization of the sew 20-hour industrial safety training course for foremen, based on the new set of ten sound slide films prepared by the National Safety Council in cooperation It was announced that the speaking at with the V. S. Department of Labor under the meeting would be limited to IS min the War Production Fond. It is worth utes, two film strips on conservation of manpower and war production would be shown, and samples of new printed mate rial would be distributed at the close of the meeting. This material was the set noting that these courses are being pro vided by the Massachusetts Safety Coun cil for all the cities included tn the leaflet distribution. These are in addition to courses being set up within many of the of leaflets just issued by the National large* war plant and army installations. Safety Council, "Part-Time Patriots," "Without Storm Troopers,** and the others with which you aU are doubtless familiar. The Massachusetts Council had purchased 150,000 oi them; and we had been aoncommital when the question was asked as to how we could guarantee a bouse to bouse delivery and as to what it was likely to cost the council for distribution. From a rather wide experience with my federal staff in organising the 96-hoor safety engineering courses, 1 have learned that an organization program that will click tn one city may run at half speed in another. For that reason, any plan -to instruct the civilian to be responsible.for his own safety most be flexible. We must be constantly on. the alert for new Wc had no occasion to worry. The 150,000 copies bad been exhausted on September 2, and we have requests on hand for 56,000 more. Instead of limiting the distribution to the ten cities where we planned the campaign, it had been extended to 17 cities. Wc had used 15,000 other pieces of literature including the excellent booklet, "Prevent Off-thc-Job Accidents," published by the National Conservation Bureau. contacts and fresh Men. For. example, wc employed the com munity and public health nurses for a home inspection n one city where 500 accident cases were being treated each month in the local hospitals. After au thorization bad bees given by the city health department and the nurses -asso ciation, a two-page cznmSar was prepared and given to each one of them, setting forth the types of borne accidents that We had allotted 15,000 of the National were occurring; based oo a hospital study. Safety Council leaflets to the city to which We said to the nurses: "Yon are I have referred, and these were given a in contact with hundreds of homes. Yon house to house drivery by the local are a wdcome and trusted visitor. WBl lighting company with its bills. In a second you check on home conditions that may city wc distributed 20,000 through a similar cause accidents and give instructions?" agency. In a third, we tied in with O. C. D-, through its block leaders, and when they rang 20,4X10 doorbells they passed out our leaflet. In the other cities the dis This use of the nurses worked admirably in two cities bnt was ruled out in the others, in two other communities our staff found the auxiliary police excellently tribution was taken over by local indus trained for civilian defense but restive, tries, as a payroll insert. from inaction. The threatened bombing Off~The-Jeb Accidents 143 of tite Massachusetts coast had not oc The resulting information that we ob curred. We worked out a project by tained contained some surprises. In the which a group of them went on duly poor tenement homes, with their unsightly each night, studying traffic conditions backyards, children had received hand and under the diroont and listing the cars foot injuries from broken glass; now they that were violating regulations. This gave pushed their hand* through glass that ns excellent information and additional replaced wooden, panels in the doors. press releases. But you cannot always Washing machine accidents increased walk into a city, selected at random, and borrow the auxiliary police. greatly in the model borne, chiefly because there had been no such machines in the tenements. Steam pipes in the new home Familiarity with conditions that invite had reduced winter ailments but had in- accidents often results in their avoidance, creasted injuries from burns. though the reverse wul be* true when the personnel on the scene Is changed. I recall a small phuot that received a war What somewhat disturbs me, as I give serious thought to the variation in the contract in a country town. One of my forms of accidents under war conditions, federal Inspectors found It to be in such is the knowledge that to date the selective a disreputable and defective condition as to pot It outside the requirements for safe working condtikras. It had loose boards os the stairways and large holes in the floors. The housekeeping was the worst possible. Yet the 30 employees, who had grown old with the plant, knew where every hazard was and lost time accidents were almost unknown. Bnt when the employment expanded to 85. the accident rate established itself and began to cHmb. The new workers had service has rejected 1/400,000 drafted men as unfit for military service. This Is 28 per cent of the number called to the colors. Where arc they? Presumably at work in onr war industries; perhaps driv ing cars on the highways; certainly at home and on the street. Perhaps the defects that kept them from the armed services are not serious enough to give them a higher accident expectancy at home or at work. Or are they? We have no information upon this Important ques - developed no instinct to step over the tion. boles. Throe years ago 1 undertook to prove, on a research project undertaken by the Massachusetts Safety Council, that many home accidents were due to environment and poor Bring conditions, and if we abolished a slum quarter of a Urge city and substituted model homes, we -would find a safer and happier community. The material was close at hand foe the experi ment. The federal government had pulled down a weather-beaten section of dilapi dated blocks and over-crowded tenements and replaced them with one thousand modern brick apartments. It is proper for you, as inquiring dele gates, to ask me, .before I conclude the discussion of this subject, whether we can yet measure results from the efforts to reduce accidents ofi-the-job. In past years, as manager of a state safety council, 1 have endeavored to appraise the value of some of the campaigns that we have su pervised. In One effort we conducted an intensive week's highway and industrial safety campaign in a city of 110,000. We found that it was definitely effective for 30 days. Within that period, there was an important redaction in accidents of aU types. In the second month the accident curve from this low mark began slowly We gave to these families a question naire in which we asked them what acci dents members of their family had suffered in two years of occupancy in the model homes, and what the record bad been for the previous two years in the old home. There were 857 families who filled out the blanks. The balance were interviewed by a member of our staff, who devoted some weeks to the job. to climb, ontil eventually it reached the average of the months preceding the campaign. At another time, we supervised a mouth's state campaign for the reduction of highway accidents, at the request of the Governor oi Massachusetts. Wc had ample funds. There was a definite reduc tion in accidents. But we were certain. 144 32nd National Safety Congress, 19i3 when wc checked over a longer period, that one month was not enough for a state-wide effort, Two years later, in a three months campaign, also sponsored by the Governor and supplied with state funds, we put over a program that rolled from its momentum for 60 days after the three months had terminated. In the City of Cambridge, however, the first of ten momcipaiities selected at the beginning of the year, we were able to present to the mayor and the police de partment a 900-word report of progress at the end of six months. On the high way, motor vehicle accidents had been reduced from five dead and 661 injured, in The National Safety Council is, there fore, correct in calling: for a two-year conservation of manpower effort. Its con tribution of the 20-hour course, financed as only cue of many stems, and handed over to the U. S. Department of Labor as a new method of instructing industrial the first half of the previous year, to one dead and 409 injured. This vras a larger rate of improvement than in the other cities of comparable size, which had re duced motor vehicle accidents by 30 per cent, while the reduction in Cambridge was 43.8 per cent. foremen by means of illustrated sound In the industrial field, we bad been able slide lectures, cannot be evaluated for to bring 18 important industrial plants, another year. Already, this course is employing 9721 workers, into close rela booked to be given within industry by tion with the council. They were report a score of large plants in New England, ing accidents to us and developing stronger and at least 500 Massachusetts foremen safety programs. In the first quarter of and part-time safety men wiU be instructed the year they reported 95 lost time acci in the evening public classes for smaller dents; is the second quarter this was plants offered by the Massachusetts Safety reduced to 84, though employment had Council increased by 350. Since then the indus It is much too early to measure the onthe-job accident campaign that we began in the first month of this year. In Boston, all this week, we are carrying on a special trial director of our counsel has increased the enrollment of plants reporting since the group for the first half of the year represented Only one third of the indus trial workeas in the city. campaign, sponsored by a committee of twenty-five prominent citizens, headed by the mayor of the dty. This will launch a drive to continue until the end of the year. Our objective in the Massachusetts'cities where we are working is. "to train people for the war effort to take care of them selves-" That might well be our national objective. A Railroad Fights Off-tho-Job Accidents P. F. BUCKLE, Superintendent of Safety, Chicago, Burlington & Quincy JUHroad Co., Chicago, UL Webster's definition of the word acci dent probably is known to all of you, but I shall presume to refresh your mem ory upon it. Accident--a befalling; an event that takes place without one's fore sight or expectation; an undesigned, sud den and unexpected event; chance; con tingency; often, an undesigned and un foreseen occurrence of an afflictive or unfortunate character; casualty; mishap; as to die by accident. Now, if we are to believe literally in Mr. Webster's definition, then accident prevention endeavor Is rather hopeless. For how can we, as humans, successfully cope with an event "that takes place with out one's foresight?" You have seen signs such as these: "Drive accidents from the highway," or "Drive accidents out of this shop." I submit that there are no acci dents on the highway or in the shop -until they are created. Therefore, I suggest that we use the dictionary definition too loosely ' in safety work- How can you ask a man to prevent something he cannot foresee? Let me Off-The-Job Accidents 145 give you a definition for accident, which is not original, that I believe those of us interested in casualty prevention endeavor omic phase of the problem but if the social phase of it Is not outstanding in oar thoughts, then oar cause is hopeless. would do well to keep in mind: "some thing that occurs because a hazard was -Approach To Program allowed to exist" Off the job, the average American be Now, this hazard doesn't necessarily lieves in his inherent right to dispose of mean an unsafe property condition, al his tone a be sees fit, and certainly it is though such conditions do cause per sonal casualties. It can well be an im proper practice, indulged in because of tack of self-discipline or improper training of difficult to successfelly take issue with such thinking. If we believe in such a premise, then wc have to appeal to the better instincts of the worker, if we are the employee upon the part of the man to encourage him to safeguard hi* per agement. son. Off-Tbs-Job Ton Higher than Work Injuries The National Safety Council states that 18,500 workers were lolled in vocational accidents last year and that 26,500 were lolled in off-the-job accidents. On our own railroad, and I am confident it is true on all railroads, more fatalities are occur ring to our employees while off the job than while they are working at their vocations. It is clear then that industry ought to take due cognisance of this prob lem ai)d seek every possible means for its solution. . The safety officers on our railroad, for It was such reasoning that prompted us to adopt the Council's "Off-The-Job Accident" program to our general safety endeavor. Wc purchased and distributed 6000 sets of the six pamphlets and several hundred of the posters. Our program lasted for six weeks and was carried on in our four system shops, and on nine divi sions where the concentration of mcctuncai and stores forces is the heaviest. We are giving serious consideration to the expansion of this program to include all departments and ail division*. This will mean the distribution of some twenty to twenty-five thousand additional sets of the pamphlets and related posters in suitable years, hare preached safety off the job as well as on the job. We have said, "don't leave safety in the shop or caboose; as you leave your tools or work clothes, hot take it with yon, on the highway, in your bome or when you go afield to hunt or fish.** We have welcomed the oppor tunity to talk, to mixed groups of em ployees and members of their families. Upon soch occasions, we stress the need for railroad employees exemplifying safety when driving their cars, to correct hazard ous conditions in their homes and to play quantities. A poster related to the subject matter of a particular pamphlet was pot on the buQetm boards one day, the next day at group meetings the employees were hand ed tile pamphlet to be considered that week. The foreman made a little talk about off-the-job accidents and indicated our interest in the welfare of the em ployee while off the job. as well as while on the job. This was repeated each week while the program was in progress. safely as well as to work safely. It costs money, real money, to train a person for any position; and that money is just as surely lost if a person is dis abled off the job, as if the disability oc curs while the person is working. Per haps w have given too little heed to that Analysis of Basalts Officers and supervisors were requested to analyze, as best they could, the results of this program. Concrete results, how ever, arc most difficult to determine. The supervisors were queried at the out-set as to their belief in the value of soch an We arc interested in the conservation of man-power for the war effort and cer tainly that should be a spur to oar efforts. Of course, we are interested in the econ endeavor. We sect sample kits to each principal superrising officer, at the same time asking them the number of sets of pamphlets and poster* they would require. 146 32nd National Safety Congress, 1943 and to select the posters they wished to use. This, of course, made it their project, and they responded roost enthusiastically.When the material was sent out, another letter was written to all of the supervisors from which I quote, "The success or fail Another master mechanic wrote, "There is no doubt but what the campaign did have some good effect upon the morale of the workers. Safety Is much like any nationally advertised product, the only ure of this endeavor will, as always, de pend upon the interest shown in. it by the local officer* and supervisors.** I now read from some of the letters I received after the campaign was well under way or concluded. way we can keep safety before the men at all tames is through some method of advertising, and various new or unique methods of advertising or getting it be fore the men must he constantly explored. 'The campaign lost closed was another method of advertising safety,** A storekeeper wrote: *rWc made a canvass of our employees, most of them thought the literature was interesting and isitrccthc, and doing good.** The personnel reacted favorably to the program. Therefore, It is believed that it bad a real morale building value, diffi cult to correctly evaluate. Bat any such Another storekeeper said, "Believe wc program, if properly handled, cannot help should have similar campaigns at least bat be of value to employee morale, once or twice a year.** One of otar master mechanics said, "Think this campaign is having a good especially when it is in the interest of the welfare of the employee and members of bis family. effect upon the morale of the workers. We intend, on our railroad. to combat They look forward to the pamphlets as this problem continuously and as aggres they are handed out each week. The sively as oar abilities vnU permit, not pamphlets arc read and discussed. The alone during this war period when almost employees arc asked to take the pam every accident prevention program as phlets home to their families. Think we should have ptber similar campaigns about every three or four mouths. sumes great importance, but in the days to come when peace stall retain. We be lieve tins to be our doty to our employees, to oar country and to society as a 'whole. Package Training for Safety (Early Morning Classes) WEDNESDAY and THURSDAY MORNING SESSIONS October 6 and 7, 1943 Presiding: Ned H. Dearborn, Executive Vice-president. National Safety Council, luc^ Chicago. Out of the experience of the period since Pearl Harbor those in industrial training work have developed a new ap proach to the philosophy and methods of training daring wartimes. These techniques and approaches can be of great aid to the safely man who must provide and administer training pro grams for the development of safe work habits n war plants with their host of new and inexperienced personnel. Dr. HazSehnrst, who has assisted the Office of the Chief of Ordnance an the development of sock a program for arsen als, loading plants and other ordnance establishments, outlined the methods and toots used to tram personnel in hazardous jobs. The methods and materials should provide concrete suggestions and'guidance in developing practical -and direct pack age training procedures in safety for any type of industrial plant Each of the two sessions was a rout in itself, but the two form a unified whole. Dr. Hazlehurat was introduced by Mr. Ned H. Dearborn, Executive Vice-presi dent of the National Safety Council, as follows: A year ago 1 introduced this gentleman to you, and I remember the distinguished record that he has had In his special field. I also know the great popularity that he enjoys here in this Congress. ! do cot believe that 1 need to detail his academic and practical experience over the years. He knows the field of management. He knows the field of personnel relation*. He knows psychology, and we in the Council who have heard him before are always glad to welcome him 1 am sure you are, too. LECTURE NUMBER ONE. Fundamentals ol Teaching BY JOHN H. HAZXEHUHST, PhJO. Safety Training Consultant Safety 3t Security Branch, Office of Chief of Ordnance, Chicago Thank you, Mr. Dearborn. In a very real sense, the things that I want to talk about this year are a follow up on our discussions of last year. Last year, you .will recall, we talked about ways the. saf< ty man could use the Job Instruction Training program oi the Training Within Industry Service of the War Manpower Commission. We dis cussed certain fundamentals of how peo ple learn, and then talked about the use of Job Instruction Training or JIT as it is usually called in safety work. Some of you may remember we tied an under writer's knot, and had a demonstration of the 'Job Instructor Training 4 step method of teaching. I asa sure that in the past,year a great many more of you have 147 148 32nd National Safety Congress, 1943 become familiar with Job Instructor Train- panding personnel in our shops, to de mg, because in the last year Training velop long-term traditional foremen train Within Industry has brought that pro ing procedures. A normal foreman train gram to well over half a mittion foremen ing program that a company would under in war industry. take in peacetime would cover twenty- Now what we want to do today and - two, twenty-six, or perhaps forty weeks. tomorrow is to think about specific and It would cover all of the areas of knowl current safety, training procedures, for yes edge that a foreman might want to have: terday's methods may be a little out of company policies, labor relations, costs, date in the hurly-burly of wartime de pay systems, how to cut down waste, bow velopment. If we will stop for a moment to, handle grievances, bow. to run bis fob to see the shifts in industry's broad train safely. All oi these traditioaal areas of ing problem, we can see the kinds of training that a foreman needs would be shifts that may be with benefit in given in one of these long-term programs. our own field of safety training. Obviously, industry couldn't do that Of course, we started to arm before in its expanding stage. You could not Pearl Harbor, but really H has only been keep one group of foremen together that in the last two years that war industry long. They would be sent from one lias gotten under way with tremendous shift to another. They would be shifted strides here, and in those two years we from one department or one plant to haye transferred about 25,000,000 people another. New workers had to be rapidly from civilian industry to war industry. upgraded. As soon as a man had been These 25,000,000 people bad to be trained in the plant for six months and was, in their new jobs, and thus industry faced therefore, a real oldtimer, you would have a tremendous training program. In meet to move him up and make a foreman out ing that challenge, new operating princi of him sad he would have to come into ples emerged. the training program in the middle. To First of all, with 25,000,000 people com ing into industry, it was impossible for training departments and training men to train those people directly, for there weren't enough skilled trainees available. So, as astral, the fob was delegated to the foreman. By and large in war industry the foreman has been the man whose re sponsibility it was to train oar industrial army in its new duties. overcome these difficulties in conventional training programs, it became the custom to develop a group of little packages, each of which could be put over in a com paratively few boars, and have each pack age cover one specific area of a fore man's needed knowledges or skills. These packages were put up on the shelf so to speak, and a group of foramen could be given the package they needed most. This was done quickly, and then groups could This allowed industry's rather limited be rearranged, and another package given. group of professional trainers in its va Thus, over a period of time, this flexible rious training departments to concentrate approach made it possible to give fore on assisting the foreman to become slrill- men a rounded training without too much fnl and effective in discharging his new ` interference with work schedules. and important training responsibilities. So, actually, it has been a two-step process. The foremen have carried the load of training all of these 25,000,000 new workers; and professional training -people have directed their efforts toward showing the foreman how to do H. During that expansion period, it was important that we put first things first; so Job Instruction Training, as a typical example of package training, swept across the country like wildfire. Its purpose was to teach foremen how to instruct a new in the duties of his job. In other A second development growing out of words, when one of these 25X100,000 new these expansion seeds we spoke of briefly workers came zn to a plant be lad to be a year ago was the emergence of pack taught how to do ~ job that was new to age training as m important teaching him. His effectiveness was dependent took It was impossible, with rapidly ex upon bow well and quickly that foreman package Training Tor Safety 149 more calmly and a little more attentively was able to train him. Job Instruction than management has fisteoed during Training was designed to help the fore these tooling up periods. man meet that hmnrdiatr need. Now I speak broadly when I say that Because 25,000,000 people came flood the^safety man is in a position where he ing into industry in two short years, the can do a lot more inventory-taking and a first concern of management was simply lot more specific thinking about what bo to get badges cm them, get them sagttd to jobs and to make some sort of pro ductive effort. Management was not so much concerned about whether or not can do. He can think a good deal more in terms of going through his plant and getting some of the equipment guarded and changed that tn the past was put off a new man worked safety. First they wanted him to work. There was a lot of deempbatiring of some of the general because of inability to get materials or manpower to do the work. He can begin to get serious about some program for industrial services *bat in peacetimes might hare gained a foothold. I base heard many a safety man in tfaa last year or two cry about the fact that bis work seemed to be shoved off to one tide. That is troe. Management began to forget about safety, just as they forgot about costs in a lot of asses. They were willing to forget costs. They were will ing to forget safety. They were wilting relocating materials and getting away from congestion and bad housekeepings He can think more in terms of selling the engineering department on some changed layouts, and be can think a little more seriously in terms of specific training procedures. That Is what we are con cerned with--thinking in terms of more specific training procedures. How would anyone* and particularly ' to forget efficiency. They were wSXotg to overtook a lot of other things to get 25,000,000 new people on a job and be gin to produce, so that the Army Ord nance or ~tbe Air Corps r the Navy tbe safety man, go about making some kind of determination as to the types of training procedures that he might need? Well, again I recommend to you tho facilities of Training Within Industry be wouldn't be riding them about production. cause of its general availability to organ Therefore, training programs designed to izations all over the country and its very meet those immediate needs were of pus- practical type of approach to training. aooat importance. One of the tittle-known activities and In general, however, war industry is one of the tittle-known package programs now at the end of H* period of rapid that Training Within Industry has de growth. So, while some companies still veloped is known as PDT, and I should have plenty of opportunity to use these tike to bring it to~the attention of safety training toots, nevertheless, the broad men. That is *heir Program Develop training problem is already beginning ment Training. It is not taken out to. to shift. We arc getting away from the industry generally, ft is a program de expansion and tooling up stages over into signed to teach training directors and the operational stages. Management, as we all know perhaps, is beginning to be mom cost conscious than it was a year and a half ago. Management is beginning to give a great deal more consideration others who must develop training pro grams how to go about it and bow to develop specific training programs for plants. Anyone who is interested--and I hope that when we get through yon will to some of its more specific and detailed be interested--can find out about it by needs; so training procedures are begin getting in touch with tbe War Manpower ning to shift over into more specific areas. Commission and asking for their Train The safety man then has an opportunity ing Within Industry service. to take inventory of jasS. where he stands, I attended one of the PDT sessions not uow that some of this hurly-burly is over. long ago in Chicago. We had a training He has a chance to blueprint tome of bis director of one of the big steal companies. needs, to think in tutus of some kind of We had a man from a packing company frv integrated effort He might even be able Minnesota. We had the training director to get management to listen to him a little ISO 32nd National Safety Congress, 1943 of a large Wisconsin utility company. We had the training director of a manufac turer of light metal parts. We had a training director of a large t.bipyard. Those were the people who came into this program, and we spent three days developing a systematic method of explor ing each of their own organizations, to find out what their training needs might be and bow to go about developing a training program to meet those needs. Then we met a week later, and each per son brought in as a project bis own ex ploration to locate a training need and the large company and the small one is that in the large company management talks a lot more about safety than in small companies, but when tt comes to produc ing 1 sometimes feel they are on a par. Managements swear, with their hands on their hearts, that they are safety-minded. But you take in a program that takes fore men off the job lor a little while, or costs money, or might interfere with some plant superintendent's Idea of scheduling or something else of that sort, and yen find that it take a tot of sales effort and heart break, after all his own solution of that problem. We have had some safety men sit in on those programs, safety men who have had to develop training programs, and we have had some crackerjack safety Fortunately a good job in step 1 of PDT, namely spotting specific needs, will help a lot when you get to step 3. The secret here lies in two things: specificity and tangible evidence. training needs uncovered and practical approaches to them brought in. Anyone How do many people go about de who is faced with that problem can get a lot of assistance in taking one of these PDT programs that arc, like all of the others, free of charge. veloping training programs? They sh down -and say, "Well, let me see if I can dream up a training program. Let me see if I can whittle oat something that Like all of the TWI procedures, they have a four-step plan for attacking the problem. The first step is to spot the specific needs. The second step is to develop the program- The third step is to get management's support, and the last step is to lacnch the plan and follow through. wc might use." That is what we do, I think, in a lot of cases. Wc get a bunch, or one case comes up--a fellow gets hart doing some particular thing, and we say, "Well, that is evidence of a need for traintog everybody on that." It isn't evidence of a need for training everybody neces sarily. It might be evidence of a need for training'just that one man or training X think it would be profitable for us the foreman of that ooe department. to spend some time seeing how wc, as If we are going to develop Spend train safety men, might apply these four steps to our training efforts. Today, I'd like to talk about step No. 1 and tomorrow ing programs, we most get down to some thing specific as a need and get specific proof, both for yourself and for manage about step No. 2, particularly id relation to Package Training and the safety field. Ird also like to tell you about a package ment, of that need. I used to do a lot of work training salesmen, and ooe of the first things that you most teach a sales training procedure that has been' de man is the necessity of being specific veloped here an Chicago by the Office of about his product and not simply flashing the Chief of Ordnance in safety, an indus his personality and dishing conversation trial safety training package that may give off the arm. you ideas for use in your own plants. For example, if you are in a restaurant Because I have dealt so much with and the waitress comes op and rays, small companies as consultant, I used to "What do you want for dessert?" you think that it was only in the smaller seldom can tell her unless you have seen organizations that it was difficult to obtain a specific item in the menu. You say to management support on modern proce her, "What have you got?" Dessert is dures such as safety. However, in the too non-specific. It is just a general term, last few years, when I have had a lot and your response it, "I don't know. What of dealings with larger companies, I have have you got?" She says, "Pie, ice cream, decided the only real difference between custard, cake," Now, you begin to get Package Training For Safety 151 somewhere. You say, "Pie? What kind and to get them started off on the right of pie have you got?" You see, the word foot as far as safety is concerned, then pie is still a little non-specific. She says, you can go into management and say. "Apple, strawberry, chocolate, banana" or "This is the specific thing we want. You am I living in the past? Anyway, she have a regular induction program here mentions whatever they have. Then you for bringing people into the plant Safety can begin to see those little wedges and docs not have the part in it that it should you say. "Give me apple." You have have. Wc would like to have a larger part finally gotten down to something specific. in this induction program for new em ployees. Wc think zt ought to take this So it is with the training program. If form. Here is the specific oatline of it, you go into management and say, "We and here are the records to show why need training," management will bey that ides generally speaking, but not in terms we think so." of really doing something about it- Yon This approach has several values. In the have got to get down to a specific train first place, you cannot develop a program ing preccdure. Analyze accident records. that will carry hs arm weight and will That is One good way to spot specific needs. Are yoa having a lot of trucking accidents? Do yoa need specific training pay its way, unless the need does exist. Yon have got to develop this specific need or find It in order to justify h financially in the trucking operations in the plant? If you get down to something that speci to yourself and the organization. Secondly, if you can justify h to yourself, and there fic, then you take an apple pie into man agement and not just dessert. is a real need for it, yon have the ammonxtioa that tt takes in step 3 to sell it Maybe it is a matter of tools, and most of your accidents are happening in those to management. Maybe you have co analyze costs. Per situations where people are dealing with tools. It might be in materials. It might haps, somewhere m your cost account ing you cau Sod some records or some be slips and falls. It might be something evidence of some turning needs from else of that kind that would sodirate a the Safety point of view, or maybe you specific need. Yon can say. "What we need is to train our workmen In tins plant, or ail over our organization, or just h have* found these other needs from an anafy>' of your accident records, but you can get the cost accounting division to this area on these particular procedures. give yon some arguments of the kind that That is what we want to do- How do t management listens to most carefully, on know it? Because I have a lot of evidence. bow ouch some of these things cost Out of all the accidents wc had m the last them. eight months, 35 percent of them were Another good source of specific informa of this particular nature, the majority of tion b opinion of foremen and other them were in just these several depart workers. In every organization there will ments, and there is an tadkatioa of a be some very safety-minded foremen, specific need, not for but foe some of them who are casual about it, and a particular kind of training:" some of them who are not at all safety- Maybe the analysis needs to be made from the point of view of the fcasd of em ployees. Maybe these accidents arc hap mtaded. Yoa can get a lot of tips from the first group as to what they think would be helpful in the way of safety pening largely to worses oapioyto, or training. maybe they are happening just to new You can also get ideas from employees. employees or just to the employees as We had ooe case of a fellow who brought certain kinds of operations- It may be tn a crackerjack safety program. He said Shat you need to develop an iadxfaoa it worked oat very well is his company, system. If an analysis of these iccrads shows 'that what you seed is a good deal sounder induction system, to take care of the people as they first cotoe into your plant and he told ns how they ran onto it. The company bad become interested in morale studies or attitude surveys, and vent a questionnaire to all of the employees asking such questions as, "What do you 152 32nd National Safely Congress, 1943 think of the boss? Do you think your pay check is big enough? Are you treated right? How are working condi tions around here?" maybe you need aa actual training pro gram in teaching people something about housekeeping. A lot of people aren't bad housekeepers just out of pare cussedness. Such studies are designated to find out They are bad housekeepers because they the employee's attitude toward the com do not know some of the real principles pany, toward management and toward of good housekeeping, and training migfei bis job and security and things of that be part of the answer. kind. But something else came out of it, Checks on the job, particularly in the too. They found that there were a number use of safety equipment, are helpful. of employees in two of the departments Certainly, there is too much taken for who, of their own accord, enlarged on ` granted in assaulting that foremen and one part, where they asked, "Do yon operators really know bow to $e safety feel that you were well trained for your equipment, and although the safety man job, or were you just allowed to go oat on it and wander around?'* These em ployees mentioned some needs for a may make occaskmal demonstrations, a check may show the need for some sys tematic training program for that field. particular kind of safety training in the handling of some equipment that the com The Important thing then, the thing that pany had. That attitude questionnaire we want to stress here this aoniag, is was the thing that gave them the tip off. the necessity for dkitioptat something Specific in the way d traimag seeds. In The personnel man who bandied that this-period of daktdoev, of consolidat attitude survey, called in the safety man ing gains and aofidifyiag the mdustrsad and said, "Look what we have found.*' position, the safety man has got to de The safety man followed up and uncov velop his own tittle integrated program. ered a specific training seed that actually He can think now in terms not only of came from the opinions of employees. roosting on a JIT program with fits safety I know of another instance where the work, but of developing tone little spe safety man got on the track of a good training need through the operation of the suggestion system in the plant. They cific training packages or yrocednres that may take care of safety hot spots- If you climb op to a JIT program and do a kept getting suggestions for a safer way to operate a'certain process. Unfortun ately, while the suggestions might have pretty good job there, you wifi cover in a broad way a lot of hazards hi jobs, but just a broad coverage does not giro increased safety, they didn't increase pro duction and they did increase costs. A study of the matter, however, showed the real truth of the matter was that these any selective consideration to hot spots- Now is the time to think in terms of go ing after these problems and beginning to bring about some integrated activity to people hadn't been properly instructed in the training side of safety. Don't just rely the safe use of this complex'apparatus. on bunches. Through this suggestion system and an analysis of those suggestion records, a specific training need in the safety field was uncovered. * Inspection reports, of course, are an Even when you get opinions of Coremen or workers, it Is important that you don't just take that man's word for it, but see if you can trace, it back and find some actual evidences. Say, "Give me other good source of information for un some cases. Yoo say we need training covering specific training needs. You will here. Can you give me cases?" have such reports if your organisation and safety staff is large. If you don't have them, or if you are a kind of a part- time safety man, doubling in brass on two or three other duties around .the plant, your own safety inspection opera tions may give you an indication. If there is consistently bad housekeeping. "Yes, so-and-so had an accident, you remember, last week. We had a fellow Here whom I had to shift to another job because he wouldn't do it this way. I was scared to death be would hurt him self. We had ibis situation. We had that situation.** If he and a few other people can multiply those things for you, then Package Training For Safety 153 you know that is a specific Deed, but If this one fellow has only one case, that isn't enough evidence. You cannot take that Into management and sell it Failure to do this constitutes the greatest weak ness of training men in general, as well as safety people. They fail to develop spe cific needs sod prove them with evidence. That land of hunting toward specific training needs ts of the utmost impor tance, and you cannot do a good job of developing a program until you have it. I have seen a lot of weak training pro grams, not just in the field of safety, but in the field of industrial training at Urge, and they are weak because somebody feels, "We ought to train foremen on the Wagner Act. Gosh, they need some knowledge about that." Well, do you want to make it an approach from a legal point of view? Do yoo want to make it specifically grievance handling? Is H a knowledge of their rights and privileges in dealing with employees under the Wdguer Act? Should it be designed to teach them how to get along with union stewards? Unless that is done, this U what will happen: You will say, "Well, wu ought to teach them something about the Wagner Act** Then you get the fore men together: someone talks to them m general terms about the Wagner Act and covers a few legal points and a lew inci dental cases, and the training iwogram is a bag-punching iMtim It is windy and the people don't get modi out of it Why? Because there was no thinking in specific terms. My greatest quarrel, as a training person, with safety men is that they have primitive notions as to what constitutes training. Now I know this does not apply to everyone here, but too many safely men think that a good training program consists of pep talks or safety meetings. The safety meeting has an important place as a training technique but pep talks in safety meetings are a long way from an integrated training program. Usually, there is a failure to say specifically, "This is what I am trying to accomplish. This is my objective. This is the thing that 1 want to teach these people. How do I know I ought to? Because I have some objective evidence of it." The ability to make that kind of an ap proach to a training problem is the most important single thing that the safety man can get, if he is going to do train ing. Incidentally, it applies just as well to the engineering phases and to the other aspects of safety work, too, doesn't it? We know, for example, that in mak ing inspections if a man doesn't know what his goal is, if it isn't clearly defined, be Isn't going to get anywhere. Step 1: Spot specific needs and get objective evi dence of what they may be- Tomorrow we want to talk about step 2, how to develop this plan, what its con tents should be, and how you do the training. LECTURE NUMBER TWO Package Training for Safety BY JOHN H. HAZLEHURST, PhJ>. Safety Training Consultant, Safety & Saecrity Branch, Office of Chief of Ordnance, Chicago Yesterday, you will recall, we spoke first of all of the changing character of our industrial training needs. We said that during this change-over to war effort it was necessary first to go through a tooting up period and an expansion period, during which management was concerned only with doing first things first, to quote the signs that you saw over many peo ple's desks. Largely, management was interested m getting new employees at work somehow, getting out some kind of production and coming close to sched ules that they had promised to govern ment organizations. Costs were neglected, safety was neglected, relationships among workers and foremen were neglected. Many of the things that constitute part 154 32nd National Safety Congress, 1943 of the maintenance operations of keeping: people working; at ao effective level were neglected. Now that we have begun to. stabilize a little, there is an increasing need for specific programs to meet specific needs. We can begin to tie tip the loose ends. In the training field this was the process followed by Training Within Industry in Its package programs. They first introduced Job Instruction Training, to aid in teaching people how to do their new jobs. Now packages are available to train in such fields as job methods; teaching foremen how to dp some planning about their jobs; Job rela tions; teaching them bow to handle griev ances and how to deal with their em ployees. So the safety man can begin to develop specific training programs to meet actual, practical safety needs in his plant. Yesterday, we spoke abent the four steps that are essential in setting up inch training programs. First of all, you have to identify specific needs. Then you want to develop a plan, get the sup port of management, and finally launch the plan and follow through* Here on the board is a way that you could set up a sheet to cover that material. Say that a person wanted to develop a specific training program. He wonld list at the top .what his training problem was and the specific evidence of the need lor that program. Then down here is the plan for training in outline,- saying what the contents would be, who would do the training, how it would be done, when this training would be done, and where he would undertake it. Then its relation ship to the overall training program. Finally, bis plan for getting manage ment's support and the way he would launch it and follow through. Yesterday, we discussed In some detail this first step of finding evidence of a specific need. We said that there was no use undertaking any kind of a training program unless you knew that there was a need and had specific evidence; but if you > did have that, it would be of assist ance in step 3, selling management. Today we want to discuss primarily this second step of developing a plan. In doing this, we have to ask the questions that arc listed across here. What is the content? Who is going to do this training? How is it going to be done, when and where? Now what is the content? If yon have decided that you have a specific need for some type of training, then what is going to be the content of this program? Well, perhaps you are going to have, first of all, some instruction in safe practices. Second, perhaps, someone is actually going to give instruction in the way to do the jobs. Third, yon may plan to have demonstrations in making out reports. Finally, you might want to have discus sions of typical accident cases. Those four items wonld be listed over here under "content." Then who will do it? One of the safety engineers might handle the first part. He would give this material on safe prac tices. Making out reports might be han dled by someone from 'the personnel department or from the clerical division, or wherever that it being handled. The discussions might be the conference type, led by a trainer. In any event, you would list those who wonld do the training. It might even be necessary to break this one block into several sections and several people might enter into it The training director might coordinate the work for all of these* He would appear in every one of them. The safety director might appear in every one. The plant superintendent might appear on one or two of the parts, but yon would have listed definitely who wonld participate in each of the sections of the histraction that were fisted over under content. Then bdw? Well* maybe one part would be by demonstration and lectures, another part would be conference--another part might be done by sound slide films with discussion, but again specificity. In this way yon begin to make it possible to set up a schedule for yosr sessions. Next you want to determine when it will be done Is this program going to be undertaken after working hours, during working hours, or is it going to be right after lunch, or in the middle of the after noon? Will it be three days a week or Package Training For Safety five days a week? Also, where will it be held? It is also important that it be related to the overall training program of the demonstrations and all of the other gen eral (raining tools.- We want to talk today about just one, for we only have time to cover a little bit of this whole subject. I have tried to outline it in its general company. terms so we can see the total picture, but Any training undertaking should have we will have to limit our discussions to broad objectives, and we want to know specific phases of It. Of all of these where this specific program fits in. For "bows," certainly at the foreman level, example, the organization might decide the mpst common and most useful type that its general training program would of training is conference training. Lec revolve around the traditional approach turer are good, all of these others are to what a foreman needs. We wifi say good, but the most useful training tool at this is the foreman training program and what we have here it one little part of a foreman training program. In our company, for example, we may deride that a foreman has to have two knowl edges, that a, knowledge of hh work and knowledge of Us repoatiMBty, pint three skills: skill in ksdag stall m in structing, and skill fo piemafog. In tins event oar V liafog program is going So revolve arond tearbing time three the foreman level is the conference method. Good foremen have a iot of experience under their belts. Any man wbo bas been in industry for any length of time docs, bat be has never codified it. he bas never ciystsSicd t What a conference training pwetfin dors Is help Ian or ganize has experience and that at the other people in the osnfitrMn.e room. So we tut g lift tfog rgadwrTiu training skills and these two knowledge*. and a spf nific Aamf mi wafmsts paining, We will say we deride to attack tins namely, pwdbagt pvpsm. inane to overall program by teaching the three day's experience bn* shown m tfcac pack skills with the aid of Training Within aged type* mi GMfirwnr >otikat bm industry pr^n, JIT* JMT god JRT. great pngantnffidaa. The only difference We are going to teach the itgonhffitm between a poring* type and irfistry con through Image*, taaftiism aad thugs ference pancadara* is fiat dw Hrirtgi Of that sort. This specific safety training type gsauraljr itiit daaignad to hit program then ihsadf ha dr signe d to teach one tpcrific dng and in gswnrsl practice one of these reap*Mufotitie*. namely. Ins has been found totitlN titou organ responsibility with tigsl to the safety ized and a lac tigkaar than aafitmil of those be wtiinau That is the way conference programs we relate a program ta the overall pic The great wratnssn of conference train ture. Then yon da not kn a bunch ing in the past ban always been that yens of hetpogumw teasamg programs shot decide yoo are going Co knee a confer in here aad there* with n* coordination, ence about mrnnhiag. The foBow wbo is no integration of al gtf the effort. going to be a conference lender thoiks. If you write down ca pager what the relationship is a the ansi trailing pro gram, it forces the aadiaf dmaor, safety man, office manager nr whiner i going to do tnrning. to think m terms of the broad training jrahlrm that he has to face, and to tee what part this specific program plays. That one process wiD help a great deal to crystallize thinking about these trailing procedures to make them hard bitting. Let us dtsmta for a while the whole question of bow framing will be done. There are a lot of traditional methods of teaching--lectures, conferences, slide films. "Well, all I have so do is w> go oat and toss oat g ample of controversial state ments, and let the boys grab tbe ball and roll it aroeed for an boor. Then we will get hack to work." That i$ not good con ference training. Tbe good conference leader bas a well defined program In mind before be goes info the coofortnet He knows wbat things be is going to have tbe discssalon revolve around and the order in which these things will be taken up, and be leads the discussion along predetermined lines. He does not always make sore of the nature of the discussion, of course. He Isn't always certain about 156 32nd National Safety Congress, 1943 some of the specific viewpoints, but be knows what general viewpoints he is goin? to develop, and he has a good, tightlydesigned program. Package Training is this procedure in streamlined form. job, you try out bis performance, and then you follow up. As another example consider how you handle a grievance with an employee. There are four steps. You get the facts. You weigh and decide, you To develop a training package there take action, and yon follow through- That are several steps to be taken. Under each is the formula used in the JR.T package. of these steps, if we want to use JIT In this package that I want to talk about terminology, there are certain key points in safety training this morning, the for to be observed. The first thing, of course, mula revolves around bow to find the in designing any kind of a training pack hazards in jobs. To do this yoa jost look age is to state the specific goal, of the .at five things, five hazard spots. You program. That comes from the needs * check the work ana, the material handled, that you have developed through analysis. the machines, the tools and the clothing. We said last time that you can either That Is aU there is to H, very sample. analyze records, talk with people, do it People are afraid to get down to simple through inspections or some other ap formulas because they know that nothing proach, and thus develop a specific need. realty reduces to a simple formula, and Once yon have found the specific need, the next step in developing the package is to define the objective. For example, the objective might he to teach foremen they fear that some expert will come along and make holes in it and point out the weakneses of the thruy. An expert, if he understands his job, won't. how to spot haaaurds, or how to train We recognize that we are not training workers in safe practices on some parti specialists in a field, but trying to get cular kind of work, or how to make out over the essentials of this problem to aeddent reports, or it might be to teach working people in as simple a way as workers how to handle cranes and hoists possible. &afdy. The next thing is to develop a system of approach. The important thing in getting a pack age training procedure together is to have the thing set up in a formula. Now there are lots of weaknesses in formulas, but in these times the purpose of training proce After you have gotten your system worked out, the next thing is to develop the materials that go with it- Are you going to have this formula reduced to cards that you can give the people? Are you going to have some tittle, simple forms that they can fill out in using this dures is not to turn out a finished product mechanism, like your JIT break-down hut to do the most you can within a given sheets that list steps and key points? Are time. We are up against time. If you you going to have some other type of are going to have a ten-hour' training form that will allow you to get some program, you must design it to give the kind of control in follow up? It hi im most in ten hours. Vou cannot do every thing In ten boors; therefore, the best approach is that of simplification or 1 will even say of over-simplification. portant in setting up any'ltind of package training to get some sort of materials that will reduce to paper the work of those who take tbc training. One of the hard Our key points then, are to keep the problems in any training program is to system simple, to reduce it to a formula follow up and see whether it really has and, of course, to keep it from tangling been carried out, and whether the in with plant policy. Hake the formula fit - struction `has been carried into the job within the framework of company policy outside of tile classroom. whether yon like the policy or not. The best way Is again to have specific, Now what do I mean by reducing it to tangible evidence. If yon get a bunch of formula? Well, as an example we can men together and discuss, for example, use JIT because I presume most of you the problems of cutting down waste, you are familiar with it. In JIT the formula don't know whether, when they get back is the 4 step method of instructing. Yon on the job, they will put into operation prepare the worker, you demonstrate tire the program that yens have talked about Package Training For Safety 157 On the other hand, if they have to fill formula. You have the materials that you out some tittle, simple form, or undertake are going to use. Now you want to pack something that gives concrete evidence age it up, to outline the >*1r>g. to say, "All of what they have done, then you hare right, we are going to have three confer a method of checking op later. ence*. They are going to run two hours Your JIT breakdown sheets are a good example. If a fellow takes his JIT out side Of the instruction room, be has got to break his jobs down, and he breaks them down os this sheet of paper. Those apiece. The first conference will cover this material in the first half hour. This material hx the next half hour. This ma terial in the next ten minutes and in the next fifteen minutes.** sheets of paper are evidence of whether Hake what is called a sessions outline, so or not these people wbo have gotten train that you have a time table on the one hand ing have put the trabring to use out ou ~ and the subject matter to be covered on the job. Wherever poarihlr that kind of the other. This should be outlined m de thing should he developed. Cards, forms, tail. so that any conference leader can sit and other materials ihoold be kept simple, down and see what be Is going to do for and the amount of week to be done, that every tea, fifteen or twenty minutes of the is, clerical work, should be a minimum, two hours that comprise the conference. particularly when you are dealing with He docs not go in having ahead of tuzn plant personnel. two boors. He has ahead of him fifteen One of tbc Hongs that h important in setting up the package is some land of a demonstration of your formula, whatever minutes or ten minutes in which this spe cific phase of the subject Is going to be bandied, and then in the next twenty min utes the next phase. La that way a con it may be. I demw migrated the JIT for ference leader maintains control of the mula last year here by tying an under writer's knot, as you win recall. Anyone who has seen this knows that is the way yon demonstrate the formula of JIT, discussion. Unless be is given a very com plete sessions outline, he Isn't going to have a good package. which is the foczr-**s> plan of preparing The next step is to train the people the worker, demonstrating the job, trying -who are going to handle the conferences. oet the performance and following up. Since this package training has come into In JRT you provide a timber of demon such wide use, the general procedure has strations by grit-- the group actualcases, been to do it through what are commonly situations where foytiaeo fid or did not called institutes. You get people together handle hot problems wel. You show how and drill them on the handling of these the four-step kmah works Job Meth conferences for anywhere from three to ods Training by dnmsnmeatisg bow a job six days, depending upon the type of was simplified, the jab bring that of as package and tbe extent of yotxr program. sembling some pdmm for a radio shield. Host of the time in an institute is taken In the safety training tiurtgf of the Of np In teaching the formula, teaching the fice of the Chef of Orfonsce w* demon mechanics of the demonstrations, and strate the fonuh by hnnrwg hem a fore teaching the philosophy of the thing that man taught a new nm to cany a tote is trying to be put over. Usually, it in boo^ before and afnr learning bow to cludes some instruction on how to be a spot job hazard*. It is important In drvrlnpeng a demon stration to pick rwnTittk, jjraplr, typical job that inquire* few prop* to carry conference leader. Good trainers really cap take up these packages in a very short time, if they have skill and experience in conference leading. around. Furthermore, it nrost be a se&mg Lastly, of course, a package training demonstration, ooe that not only sDna- program should hare some kind of a fol tratet the scheme or the formula but, b low-up. It must be geared into the plant addition, has rale* appeal as far as the organization and operation so that it be observers are concerned. comes part of it. To help keep it alive Then it is necessary, as a fourth step, and working yon should have something to package up the program. Yon have a in the way of refresher programs or ad- 158 32nd National Safely Congress, 1943 dirional collateral material that rounds plant It employs 15,000 or 16,000 people. out the concept of the basic package. We have been in business six or eight Chiefly, a follow-up program will succeed or fail depending upon whether the original program was sold to top man agement and whether the top management months. That i alL AU of our employees are new. Everybody is new. Even man agement is sew. and wc need some train ing. Have you any ideas?" will assume it$ responsibility in following through on training procedures. For ex ample, today the philosophy of Training Within Industry is, "Don't go into a plant and sell a ten-hour package. Go into a plant and sell a total training procedure Those requests began to drift back to the Branch and showed a general need. The Branch keeps careful accident statis tics on all ordnance establishments and ap analysis of those statistics showed cer tain characteristics. I don't know how that includes follow-through. Sell an en many people here visited the Chemical tire training operation to management. Seeturn the day before yesterday and "In the same way, the safety man heard Major Niederatser give information shouldn't simply sell a series of lectures on these statistics of accidents in ord or a few safety meetings or a ten-hour nance establishments, hot it was interest package, but he should sell a continuing ing to notice that, although they might program of training and get management be loading bombs or shells, handling dan to commit itself to that. Then hts follow- gerous explosives and things of that kind, through will be considered part of the the statistics showed the majority of the total plan. He does not have another accidents were industrial accidents. There sales job on his hands later, for he al were few explosions. What was Found ready has the acceptance of management was that people would trip over dunnage on follow np. ont in the yard. They would kfcraia them Now we hare talked in generalities here about bow this might be done. I want to give as an example the package that was developed at the Safety and Security Branch of the Office of Chief of Ordnance. The commanding officer* Colonel Miles, set op that branch a year ago, and it was charged with maintaining safety and se curity in ordnance establishments- That included all government owned and gov ernment operated ordnance establishments selves picking up a boot of TNT or load ing a bomb into a railroad car. They would crush their hands hsodhng boxes of ammunition on a conveyor, or a fellow would step bade and aa train would ran into hint and posh him op against the wall and break kh legs. That was the sort of accidents they were hav ing, purely industrial accidents. Roughly a third of them were doe to slips, strains and falls. and government owned, contractor-oper There we are begfnramg to get specific ated ordnance establishments. Generally evidence of the land of training that that embraces all of our arsenals, our might be needed. Frias that land of depots, our large loading plants, proving analysis of records aad actual discus grounds and other establishments of that sions with safety men hi the plants, the kind. need for a specific type of training pro In discharging its responsibilities, the Branch developed a training program for use in these establishments. What was the evidence of a specific need? Well, the way the thing grew up was that the peo ple from the bntucb performed an inspec tion service. These people, who went out into the plants and made inspections to sec whether safe practice procedures were being observed, frequently had requests from the management of the establish cedure became quite clear. What was it? It was a need for training foremen. Again we recognized that the problem today was not to train the worker directly. He was the fellow who peeded the training, because he was having the accidents* but the safety organizations were not big enough to deal directly with all of these workers. Therefore, the training program had to be directed to the foreman and he had to carry it to the worker. ments for information about training pro The necessity became clear; a program grams. They were told, "Here Is a big for foremen* a program designed to teach Package Training For Safety 159 foremen to spot the hazards on their job* anything of that kind that might provide to pass the information on to tbe wockers Take a look at any stair treads. about these hazards and how to keep them from turning into aojtsiea. That was a specific need. In other words* wc wasted Examine all of those things that arc com monly focmd in a work area that result fa injuries or that provide hazards. to make* in a sense, safety bmeq out of the Under the hazard spot of materials, we ' foremen. &tt4 tbe loud of materials that might Now, having gotten down to lOimthiaf specific, we had to work out a sopkfw* mula for finding haranis. We said. "Wte should be dooe is to fund so--r way of limiting and defining tbe areas in which a person vid look for hazards. Yon vast be or aright present hazards. Typi cal unnflf 1 were: sharp materials, long risto heavy materials, rough mate rials. caustic or add materials, explosive The same tiring was dooe with -- rfwnrr. tools and clothing. to find the hazards an a job. Let's find The hazard spot card could be carried some systematic way of checking mr by a tiura^n in his Vest pocket and pro the job. vided a ready reference or check list in The systematic method kmJtr doodad analyzing a job. on was to check five hazard area# on Ia addition to this hazard spot card, we each job. We looked lor laiwh an dm developed a safety analysis sheet on which work area* in baadfiag the amaak aa a foreman could list the steps of the job, tbe machines. Inifh with Mh aad tbe hazards m each of tbe steps, and the hazards as far as clothing ia c--uatf iastracdoos to be given to the worker Those five spots were dcridrd agon after r iif< 1 **! hazard. These constituted a lot of research aad fSacaaaaeai. tbe --irriib to be used in tbe operation Cot of tbe nnow expesrivweea of the of tbe program. men wbo assisted ws* we synthesised this Ia packaging program, that is, little simple formula: To find the hazards setting it Dp m t clearly defined series is a job. entniMc tbe job. ittp by *rp of conferences, wc followed tbe procedure in five places: tbe work area* the mate of all good packages--the (our steps of rials handled, tbe machines used, the tools good instruction. This means that our ssed, and the clothing worn. When tbe conferences were designed, first, to pre hazards have been found, do one of the pare the foremen and sell' them on the following 3 things about each hazard: necessity of training. Then wt demon remove the hazard, protect the worker strated our format* and showed them how against the hazard or develop a safe prac it worked. Next, we gave them a chance tice to avoid injury from tbe hazard. to try it out and practice using it in the Of course. Jtn> and 1 know that is not 100 per cent. That is not the answer to the whole safety problem, but H as a good, simple little formula and it works. It hits perhaps 90 per cent of tbe cases, and conference room; and. finally, we gave them some follow-up on their broad safety responsibilities. Briefly, the program of conferences, of which there are five of two hours duration each, is as follows: it can be understood and undertaken by Tbe first day* wc talk about safety and foremen. the importance of safety. A demonstra Having our formula, we developed the tion is given of the formula by showing materials for the program next. One of - the way a foreman taught a man to carry them was a hazard spot card. We got a little card about 234 (7 4 inches and listed on it these five hazard spots. Under each a tote box from one place to another, in an ordnance establishment we visited. Then we show how he 'might teach the we listed suggestions to loads of hazards. job, giving full regard to all of the job For example, when checking over the hazards. It is a good little selling demon work area, look at tbe fflsnuoatkm, the stration. They sec the difference in the ventilation* tbe congestion in the aisles, two types of instruction. Then wc explain the housekeeping. Take a look to see what exposed surfaces there may be, where there are boles or excavations or that the second instruction is better, be cause there has been a safety analysis of the job made and a good instructional r 160 32nd National Safety Congress, 1943 method used. That is the content of the Is a lifting hazard, a heavy box, yon can first conference session. not remove that hazard and yon cannot In our second session -are show how to protect the worker against it. What do use our formula and how to check over a you do? You give him a safe method, job from the point of view of the five of lifting. You shdw him how to lift hazard spots. We take the first step of without hurting himself. One of these the Job, examine the work area that is three things can be done with each hazard. involved, and ask, "What kind of work area hazards are there?** Then, through conference, we bring out all of the com mon types of work area hazards. This step of the Job is next checked from the point of view of materials handling, and through the conference method we bring out the types of hazards that can exist in handling materials. The same with tools, machines and clothing. By the time In practice, then, a foreman lists the steps in the job and checks each step against the S hazard' spots, namely, the work area, the materials, the machines, the tools and the clothing, noting any hazard on each step that appears from this analysis. Thus, he locates all the hazards on the job. Next he takes each hazard in turn and asks, "Can I remove this hazard? If noC"can I protect the the second session is over, these men have had a lot of direct discussion about the kind of hazards that can exist on their jobs in those five hazard spots, and they gain a whole new concept of these haz ards. Our next sessions are spent in having these fellows practice applying this for mula to their own jobs. We say, **Take one of your own jobs and check it over. In doing the job you go through certain steps. List those steps. Then take your first step and check over the work area worker against it? If not, what is the safest way to do this without getting hurt?** In this way a systematic habit of making safety analyses of jobs is formed. We wind up the conference by outlin ing in 'onr last session the broader as pects of a foreman's safety responsibilities. He has four major responsibilities, we say. with regard to safety. One is to instruct his people. The second is to foDow op on safety instruction and practices. The third is to see that all safety devices arc kept in proper use. The fast is tb set a good hazards. Then check over your tool haz ards, your materials hazards, and so on in each step of the job.** These fellows safety example to bis people. Through the conference method the men leare how a good foreman discharges properly these then go out and do that on their own four safety responsibilities which are Ins. jobs, and they begin to see the hazards that exist They discover that they have many hazards cm the jobs that they had never recognized heretofore. This has been a very successful training package for safety work, but it isn't the only approach to the problem that cooSd be made. For example, 1 have beea very Then comes the second part of the for mula, which covers what yon do about hazards. We say that if there U a "hazard, ranch interested in seeing the work that has been done by the Corps of Engmcera, in their Southwestern Division. They there are three things yon can do. The have an accident-''eventioo training pro first thing to do is to remove the hazard. gram and they lure packaged it. They If it is some hazard like a piece of mate have a little card, the traditional card of rial in the aisle or a spot of oil. on die package training} and they have an in floor, wipe it up--get yid of it. Remove teresting approach. the hazard. On the other hand, if you caunot remove that hazard, then protect the worker. Give him a pair of goggles, a pair of safety thoes, a leather apron, a respirator or whatever may be needed to protect the worker against the hazard. Their package is designed to tell you what to do if you nut into a safety prob lem. They are working in the field of aecsdcnt-prcventioo, and if they see a prob lem, they want to know what to do about it- All right, what can yon do about it? If you cannot remove it or if you can They say, first of alt, determine the facts, not protect the worker against it, then review the records, inspect the machinery give him a safe practice, to follow. If it and equipment, observe the working meth- Package Training For Safety 161 ods, the practices and housekeeping con dition. Review the rules and see if they are adequate. Talk with the workers. That is the first step. Determine the facta in this accident problcm. Their second step is to weigh and de ride. You fit the facts together. Then you check over the hazard spots, the work area, materials, machines, tools, clothing, hazardous working practices and wrong wondered whether I ought to get some glasses or give up football. I apparently didn't see anything. This fellow was see ing everything. OE course, the truth of the matter was he knew football and I didn't. 1 could sec them pass the ball through the air or kick it or do a few obvious things like that, but I missed the fine points that were obvious to the . trained football expert. attitudes. Then decide on the proper cor Just so a foreman can see something rective action, and think of the effect of on fire, pr something broken or falling this corrective action on the group, on in the air, but he does not notice all of production and on economy. The third thing is to take action. Deride whether you are going to handle it your self, whether yon need help in handling It, or if you most refer it farther np the line. Then yon must watch the timing. Finally you check results. You plan to these other hazards, because he doeso't have enough knowledge about them. If you can make a person observant as far as safety is concerned, you have done a great deaL This procedure of having jobs analyzed from the point of view of these hazard spots has done thaL follow it up. You determine how fre quently yon are going to do it. You make sure that you use the services of the safety department, the inspection committees, visual education coasuttteti etc, and then you watch for changes. What they have done very obviously is That kind of safety training is the sort -that we need now that we are over our tooling-up period. The procedures for setting ft up are as simple as those that we have outlined here. It seems to me that one of the greatest difficulties with safety training or any other kind, has to take the four steps of JJtT and a little been the reluctance of people to roll up bit of this safety training package of the their sleeves and make their own pack Office of Chief of Ordinance and weave ages. They wait for experts like the them together. Fine! That Is the way government** Training Within Industry to go about it- There is no sin in bor Group to develop packages and hand them rowing this stuff and recasting it to snit your own needs, if it is done intelligently, and if it licks the problem you are faring. It does have one very useful result. one which X have begun to think is the most valuable, in view of the difficulty that you always have with follow-up of any of these programs. That is, rt does make the fore man safety conscious. It does get him to be observant about safety. There is no question in the world but that lots of peo ple arc not observant. They work on a job but they don't see any of the hazards on the job. That is due to lack of educa tion rather than laziness as is often sus pected. I spent a very frustrating Saturday afternoon one time at a football game with a football coach- He would sit there beside me and say, "See that end playing a little, bit out of position? They are prob ably going to make a pass over into the flat zone.** When the game was over I to them. This, of course may be due to the fact that we are all under great work pressure these days, and 1 know that many people feel that they havenlt the time that it takes to put such a package together. Such a viewpoint shows a lack of acquaintance with tins type of procedure. Actually package programs can be put together both quickly and easily. It is only neces sary to try it once to discover how true this is. It is in tbe hope that some of you, who are thoughtful and serious about yonr safety training problems, will make this effort that I have spent this time in outlining the method of doing it I know . from experience how aweful package train ing can be, and X know how little difficulty is encountered in developing such a program. If yon who have training problems will tackle them from the point of view 162 32nd National Safety Congress, 1943 of the four steps we discussed yesterday, and will follow the suggestions I have made, using the safety program of the Safety and Security Branch as a working example, I know your efforts will be successful. Furthermore, you will be making con structive and perhaps fax reaching con tributions not only to the immediate prob lem of winning our production war, but to the more enduring goal of providing frer mr tools and richer knowledge for the nse of those who will carry the profession of safety work into the years of peace to come. In dosing let me again thank the Na tional Safety Council for the honor opportunity of appearing on these early morning programs, and to thank you for your interest and attention. Safety Training THURSDAY MORNING SESSION October 7,1943 j A PANEL DISCUSSION Presiding: L. S. Hawiuns, Director, Vocational Training for War Production Workers, U. S- Office of Education, Washington, D. C. CHAIRMAN HAWKINS: 1 am very glad to preside at this meeting because I am here to learn. I would like to know it docs not attempt to control the details of operation, rather dealing with standards of operation. more about what can be done to concen In general, in the vocational field there trate the united efforts of industry and are two rather distinct types of programs vocational schools upon the improvement fostered through appropriations made to of training for safety of persons who at the states by Congress, First, what is tend these vocational schools. known as the regular program, which has You are all well aware of the fact that the Office of Education does not conduct any schools. The Office of Education does not, from its own appropriations, pay for the training of any people. The Office o{ Education does act as a certifying office for appropriations which are made by Coegress to the states. The Office of cannot spend one dollar of the been in operation now for twenty-five or twenty-six years under a basic act known as the Smith-Hughes Act and later sup plemented by the George Dean Act, under which the appropriations made are solely for the purpose of assisting the states and local communities in the pay ment of salaries of teachers and the prep aration of teachers. moocy appropriated by Congress for the Since 1940 there have been three pro ose of the states in the program of voca grams known as the War Production tional education which receive aid from Training programs. One is for training the Federal Government- The Office of for industrial occupations in war indus Education does have a modest sum for tries, concentrated pretty much in the |iy payment of the expenses incidcut to larger communities and of secondary the ay*rt?n*ng of whether or not the rather than college grade. Another is are entitled to receive monies ap the food production program, pretty large propriated by Congress to those states. There is a mistaken idea in the minds ffj fjwwf laymen concerning the relation ship of the Office of Education to these vocational training programs, and those people should understand that there Is a deckled limitation to the extent to which the Office of Education can or should control the details of the operation of bese programs for which Congress ap propriates money to the states. Natural ly centered in rural communities, and known as the Food Production War Training Program. The third one is car ried on through the colleges, offering Short courses in college classes, operated on'a short-term basis specifically for this purpose, in the fields of engineering, chemistry, physics, and personnel man agement. I have asked each member of the panel if hc'Will take about five minutes, to ex ly, the Office of Education, occupying the press himself concerning the general set position it does, has a great deal of in- ting of the question or .the problem which flocncc in setting up desirable standards, is up for discussion. The first member of procedures, and methods of operation, but the panel is Mr. R. P. Blake. Mr* Blake 163 164 32nd National Safety Congress, 1943 represents the United States Department of Labor, the Division of Labor San, dards. He is an author, and l am assured on good authority that hi* latest book <m industrial safety, or at least the part of the book which he wrote, is already con sidered an authority in that field. He IS interested in the program of wax train educational authorities* have not be 'ri against this wfety problem in any ... that has caused them to take the kind of action and the kind of interest that the average large employer takes. They will do it only in so bar as wc bring it to their attention properly. ing which 1 mentioned a moment ago, Put yourself in the place of the bead of namely, the engineering science and man a vocational school. You would think of agement program that is being carried the safety of the children taking the train on by the colleges, and prepared the safety ing, and if you were able to carry it on in material that is in the course, offered in a way in which injuries were infrequent, that program. you would think that was good enough. MR. R. P. BLAKE.- It seems to me that safety training in the vocational schools, the shops and schools where we are teaching otzr young zolks for their vocations, is one of the three or four abso lutely vital problems that we people in the safety game most solve if the national total accidents are gosag to be greatly Se dated. We are going to redact that waste is so far as we are able to get not just the larger employers but all of the employers to understand what accident prevention is, bow accidents occur, how to prevent them, and at die mine time But the average school shop can operate without much chswre of injury to students themselves, or without many injuries to students, under conditions which if taken ova* to the production or commercial shop would prodate a perfectly horrifying stream of injuries. Do ytm see the point? In -other words, the conditions and the practices exemplified in trades in our.school should express the abso lutely best sai'ty performance. That is the only way in -which we are going to lick that end of the problem of general promotion of interest in and knowledge of sound accident prevention. get the same kind of knowledge to the fifty or sixty million American workmen. f quarrel rigorously with the loose term The place to start, or one of the places to start, is certainly io the school system and in the vocational school*. 1 doa't want you to interpret what I say as criti cism. 1 am merely trying to tell you the situation in so far as I have been able to sec it in the schools I have been in. Re 'promoting safety-mixtdednesa.** We are all more or less safety-minded--nobody wants anybody hurt. But there is a great difference between a sympathetic attitude toward safety, a desire to keep people from bring hurt, a willingness to do any thing reasonable to prevent injury, and the actual know-how of doing it. We must member that when you take any young go back to our communities and find ways person into a shop and teach him how to of getting that safety know-how into ac ose a machine or to do any work--an ordinary table saw, a circular saw--he learns the way he is taught. He gets cer tual performance. Safeguarding Is more than just guarding the work In the voca tional training schools. tain habits and carries them through life. If, for instance, yon teach him in a shop CHAIRMAN HAWKINS; In connec where practices do not itpresent good safe tion with what has been said, I should ty performance, he is taught and believes like to point out to you that of some that finch- practices are proper. 12,000 teachers in vocational programs, As Mr. Hawkins explained to you, the United States Office of Education has very limited control, practically none, over that sort of thing. Therefore, safety per formance in the vocational schools of the country has to he a local job. We safety men most go back to our own communi ties and bring that kind of information to the educational authorities, because tire particularly the war production training program, over 6,000 of those teachers were workers ttkts off of the job for which training was to he given and trained ia a short time to teach, if those men were irons shops its which proper safeguards were provided and in which proper safety precautions were observed, then those precautions were observed in tiie classroom in which they taught for the Safety Training 165 most part. On the other hand, if they had not had that training through experi ence. tt was difficult, if not impossible, to get them to habituate themselves to safety precautions in the short teacher training coarse which was given to them.*' Although he is from the Division of Labor Standards of the United States De partment of Labor, our next speaker rep-, resents industry. He started in as a machinist apprentice. Mr, George 5Thompson. MR. GEORGE S. THOMPSON: I have realized for a number of years the very important factor of preliminary in struction before induction to the job. We have been very lax about that. Because we have had such an enormous amount of manpower, there has not been much diffi culty in operating by the trial and exTor method. It is very expensive, but we are still using tint metbcxL We are buying humans from the neck down and endea voring to develop them from the neck up altar we get them. This nation is what it is today largely because of one factor---compulsory edu cation. Bur even with compulsory educa tion we cannot say that we have elim inated illiteracy. This is merely because we haven't reached out far enough--some day we shall. The same is true of safety education. Here is a record of what the Fisher Body Division of the General Motors Cor poration has done with their female em ployees since March 1, 1943. After the employee* are hired they are put in a school for five weeks. For five weeks they are trained along these lines in safe ty: Discussions of safety, the necessity for safety aod the appreciation of the em ployee that the employer does not want his employees injured. The latter is the first and fundamental thought that is pounded into the minds of those em ployees. They teach them the plant rules and regulations under which they are ex pected to operate. Next is the Job training. I wish wc were able to reduce to dollars the amount of energy that is absolutely lost, first be cause of lack of analyzing the job and sec ond, not putting the proper man into it. Industry is going to have to put' down on paper what each job needs. You certainly wouldn't buy a milling machine to do a punch press job, nor would you buy a miffing machine to bore holes in iron, but you go out and get men, push them in and say to the foreman, There they are. Help yourself.'' He says, "Do this, that and the other. Good-bye." He is thinking about production. It seems to me that it is time for the educators to step in here and do something. This is what has-happened in the Fisher Body program. A total of 3,706 women have gone through a five-week training period, and have been -paid for it, before they went out on the job. We have at the present time 415 still in training. The mas boors of training from March, '43 until September 18 total 1,424,995 hours. Itt all this period, there has been only one lost-time accident. A girl tripped over a cord and broke her ankle. The frequency for those one million and a half hours is 36 with a severity of .018. I do think this is a recommendation for training. CHAIRMAN HAWKINS: I am very glad to present at this time Mr. Roy R. Van Dazee, who is the Director of the Allis Vocational School, West Allis, Wis consin. MR. ROY R. VAN DUZEE:` I asked Mr. Hawkins before the meeting how we could separate the instruction that is given ill the regular vocational classes from tbe work that is bring done with war produc tion workers, because one day a student is in school and the next day he is work ing on the production line. My own idea is that we caunot separate these problems, and that it is an important job for us in vocational education to help clear up tbe safety situation. It is appalling to go into some school shops and see the conditions uoder which young people team to work. I was interested in the four questions that were raised in the program, and I thought that it might be a good idea to find out what some of the people with whom I work, both io industry and as a school director, think about some of these topics. I posril the questions to the di rectors, and found that in the case of the first one (Is industry satisfied with, the safety knowledge of the average war worker and vocational school training?j about half of the industrialists with whom 166 32nd National Safety Congress, 1943 X work are not satisfied with the work the job themselves without help. But as that is being- done in the schools in the has becQ explained, the training job starts matter of safety training. I believe that before these people come to the gate for the number was more than one-half, be employment, and X know that much raw cause some of the answers were qualified. be done if management, through its rep Many of them said, "Progress is being resentatives, will work with the schools made. We are satisfied with the progress, in setting up a training program that but wc are not satisfied that we are doing be carried on in the schools, I think we enough, because nobody can be satisfied . ean do a great deal more with the exten as long as there is work to be done." sion of the training of these people after On the matter of checking through our they' have been put on the job. directors--there are. 50 of them in Wis consin--about half of them were satisfied with the cooperation that was given to them by men in industry. I personally feel that where there is not satisfactory cooperation between the school and indus try, it is pretty mneb the responsibility of both of these groups. I do not think we can say that the schools are not willing and able to do their job, and I do not be lieve that we can say that industry isn't interested or isn't competent to solve its problems. In Wisconsin, or at least in West AUis, we have an industrial safety council which has been making considerable progress in working with safety engineers, plant su perintendents, foremen and others who have a safety responsibility. This is not done through gathering these people to gether and having a fine show and a talk, but it is done through an absolutely in structional plan, set up by industry and the schools working with the public agencies, such as the Industrial Commis sion, the Army and the educational insti In answer to the question, <rWhai can tutions at the state capital and locadJy, to industrialists and educators do?" 1 have promote the program. put down three or four things. The first is that X believe that industry should recognize that there is a safety training problem, recognize it seriously enough to do something about it, to put somebody in charge of the safety training job, making him responsible for it and seeing that the job is done. It isn't enough to ran men through an induction process, showing some pictures and telling them by pictorial and lecture methods that you want them to learn to be safe workers. 'Hut isn't enough. X <hnlc everyone to work safely by learning to work correctly, and when he works correctly, usually he works We started three years ago to set up an educational program ua the vocational schools in the state. We knew it was of concern to everybody, and derided to work in four areas: Safety m the hornet safety on the highway, safety at. work, and recreational safety. The industrial safety being the largest part of the safetyat-work program, it as well along the way. We have a general industrial safety pro gram, which has been developed particu larly for a trade extension program in the evening for workers. Wc have under way, and well along, six units which axe to be taught as a pan of various crafts In voca safely. Technics are learned on the job, and habits are learned by doing the job over and over in the correct manner. Maybe I am presumptuous in. raising some of these rather elementary points, but I am going to risk raising them any way. Another thing that might well be done, i believe, is that the industrialists could get a great deal of assistance from the schools if it was gone about in the right tional schools, namely, welding, machine shop, woodwork, printing and foundry practice. Two of them have already been accepted by the state department and are being used at the present time. If time is available later on, I should like to give an example of the very fine cooperation that has been received by our particular school from the industrial firms in our area in the promotion of this eve ning extension work for workers. The way. 1 know that it could be done, bet cause it is being done m several areas in Wisconsin. Sometimes industrialists think plan has been worked out not only by the local people, bnt it has been given tre mendous impetus and assistance by the that they are self-sufficient and can do Wisconsin Industrial Commission, by the Safety Training 167 Wisconsin Highway Safety Division and by other public agencies that are inter ested in safety. We have this policy m representatives of schools what needs to be done in the way of safety instructions. We hope, too, that you of the schools will the Wisconsin Vocational Schools---that tell the representatives of industry how we are a training agency. There are in they can help you. The group in Wis the state other agencies that are interested consin, under the guidance of Mr. Van in promoting safety. The Wisconsin In Duzee, and in three or four other states, dustrial Commission is one. Those people have the right idea--having an advisory know where the needs exist. They know through their records and studies what those needs axe. We are a training agency. It is our job to assist in eliminat ing these accidents and making a better committee in the War Production pro gram as well as the regular vocational training program, a board of directors upon which are represented members of industry and of labor. safety record. So we say to those people, We believe that a large majority of the "We will cooperate with you in this job." teachers of the nation believe that they CHAIRMAN HAWKINS: They say that wbat is everybody's business is no body's business, and I think that perhaps one of the things that the National Safety Council and the Bureau of Labor Stan dards, Department of Labor, have done is to make concrete the realization and awareness of the need for more attention are doing a good job of safety instruction. Wc have been told that safety engineerbelieve differently. Somewhere along the line there is a point of demarcation. We need to know where that point is. We need to know just how far these teachers are going in the way of an adequate safety education program. to safety. The schools are aware and in The term is confusing. Let me illus dustry is aware, but I think it takes some trate it by this typical example that I ran push to utilize this awareness and inter into as I travelled all over the nation. In est. I tbmk that is what the Bureau of variably 1 ask the teachers with whom I Labor Standards and the National Safety am working, "What type of safety educa Council have done in getting some con tion program do you have?" Too fre crete moves toward improvement in in quently this is the answer that 1 get: "I dustry and the schools with regard to have not had an accident in my shop for safety devices on machines and the train- five, ten, fifteen years, that is, an accident gg of workers iu safety habits. It does of any consequence." My answer then is: not do much good to furnish goggles, if "Congratulations, but I should like the the wwaktr docs not wear the goggles. answer to my question." He m more fikdy to wear them if every ; be cmnrui eg> to a grinder he puts on i a matter of habit. My point is this: The absence of an accident may be the chief reason for low ering or decreasing the amount of safety _____r Field Representative *in education that goes on in that shop. Ia 1 Safety for the National Safety the beginning there may be a good in Ce^nrik in the next member of the panel. structional program in safety. The first MR. WAYNE P. HUGHES: In ar- flkis psvg1-*TM! it was our hope that by ptBNf *** representatives of in- 1 id schools, we could clear up : cJoods of misunderstanding __ exist between those two . of course, that can be done fg bm m free and active participa- adrjr that comes up after 1 an iki ilf.Tn We know, as you do, that the key to the . of any shop safety program de- oa the individual teacher. We > io this discussion you of indus try vl tcM us of the Council and the year nQ accidents occur. There arc only so many hours in the school day, and those of you in school work know that the upon that time are increasing constantly. Something has to give way. Now% we had no accidents last year, so we can devote less time to that this year. That goes on until finally the instruction program is down to a minimum, and it will then take an accident to bring this teacher back to earth to review that di minishing amount of education that has been going on. X also run into this: Teachers tell me, after a certain amount of discussion. If 168 32nd National Safety Congress, 1943 you saw some of the industrial shops to which oar people go, the absolute laek of protection and of safety instruction that are going on in those places, then maybe you would be doing your missionary work there." My answer to them in that case is "Yon are not fair to yourself or to your stu dents. Assuming that your people do go into industrial situations where the pro tection and instruction are lower than what you are giving, yon have a greater obligation to those students than you do to the ones who are going into well pro tected industries and into industries with good safety divisions, because the only safety instruction they will get will be that which you give them. It is also unfair to set your standards to the lowest level in industry; rather you should be reaching for the excellent industrial program and trying to daplicate'that picture in your school situation." I believe that the rot of the panel will agree with me that in this program you people oa the floor are the people to ex press your needs, and we of the Cooncil hope that out of this discussion we will get some ideas that will help os suggest to the school people the things that they can be doing better to' prepare their people for industry. CHAIRMAN HAWKINS: I would like to ask Mr. Hughes about the teaching . of safely in a vocational school, whether the emphasis should be placed upon die teaching of safety as a related subject, through a coarse offered that parallels machine shop mathematics or machine shop drawing, or whether it should be a part of the teaching of every job or every use of a machine tool. MU HUGHES: Mr. Hawkins, I am going to open up the answer ti> this ques tion and then turn it over to Mr. Blake to polish it off. I am doing that deliberately because he can do the thing that I want done much better than I can. I picked this up from him in a conversation a while back. 1 think most shop teachers will agree that a course which introduces the safety procedures along with the manipulative skills is the better of the two. That is, in one case you have an active program; in the other case, yon may have a static program. One fits into the work that is being done. I believe that if instruction as a part of the manipulative skill Is all that is going to be done, it is not enough, because we are not dealing, using Mr. Blake's words, with automatons. We are dealing with human beings, asd human beings like to experiment. MR. BLAKE: In the very brief coin* merits I am going to make and In the very brief answer I am going to make, i hope to challenge you people to do a little shooting. My point is simply this: Since Injuries can occur from every type of ac tivity that anybody undertakes, if we arc going to eliminate those injuries, we must take into account safe methods, safe con ditions and safety procedures in absolute ly every type of activity we teach. There fore, coming back to the opostioB of a circular saw, which is as good an example to use as any, you teach the person, first of all, that no operation most ever be done on that saw unless ft is properly safe guarded. You first teach him the safe surroundings, the type of guard, the use of that guard and its function, etc., in re lationship . the particular operation you arc teaching him. Yon teach him to make sure of his footing. You don't want any thing for him to stumble mu You doa't want any slippery floor or anything tike that.* You teach him bow to at the saw, how to rots the wood through, etc. First of all, you teach him the right way. Then you explain to him the hazards and the things that might kiffi if be does the wrong things. You teach him what be should do to prevent kick-hacks, if he is ripping a piece of wood or cross-cutting, because we get lock-backs on cross-cut ting too. You should teach him how to stand, bow-to do eve/thing he can to prevent a luck-back. First you teach Him to do the thing that he should do and then you warn him against doing the thing that he might naturally do unthinkingly.., I very strongly differ with those who would stop at teaching merely the right way. That is the foundation, but that isn't enough. Another thing I want to point out to you folks is thee in the shop schools we have, primarily, to do two things. We have to*get more competence, by that 1 Safety Training 169 mean from the standpoint of safety teacbers, and we have to get safer shops. MR. GAFFNEY (Cnrtis-Wright Avia tion Corporation, Buffalo, N. Y.): *1 should like to ask Mr. Thompson a ques tion concerning the people in Detroit who tpend about five weeks in schools. What proportion of that time do they spend in safety instruction, in a separate course? MR. THOMPSON: They get five hours of safety discussion, in the three major points: Safety discussion, plant rales and regulations, which are an appen dix to the safety, and then the major por tion of their time is the job instruction. ing the hazards 1 would go so far as to say that we won't be satisfied until a thorough knowledge of job analysis is made a fundamental for teaching in voca tional schools--job analysis from the safe ty standpoint, I am .sot thinking about time study work. CHAIRMAN HAWKINS: May 1 suggest that here today we have had an illustration of the kind of tiling that ought to be going on in every state, namely, the setting up of specific standards for school shops. It is not chough to meet the stand ards of industrial shops. Safety devices and standards in school shops should go even beyond the standards for industrial MR. WILLIAMS (A. & M. College, Texas): Mr. Blake suggested a question when be said that we should, have better and safer teachers than we have in the vocational schools and better safeguard ing of equipment. How are we going to shops. So far as the Office of Education is concerned, it is doing and will continue to do everything possible to get state boards to make that a requirement for re ceiving state or federal aid for teachers' salaries. get them? Second, the fundamental principle of vo MR. BLAKE: I hoped for that ques tion. I cannot answer it. 1 can make some suggestions that may be helpful, however, ft seems to me that we safety men must carry the ball on that, and my suggestion is that in each community, the enthusiasts for safety*--full-time safety en gineers or anybody else who has part-time or full-time responsibility for safety--** should get together and devise definite arrangements with the vocational whereby men who know the sub cational instruction is to determine the content of instraction by an analysis of the job for which instruction is to be given. An Analysis of the job includes not only the type of jobs to be done or the operations to be performed, but what should the worker know in mathematics, dra i:.g, science, and also safety precau tions in connection with the performance of that job. It takes time for those things to go through, bat that is a. program which i$ being carried out ject will be available to go through those inspect them and make recom mendations as to what guarding and phy sical should be improved, bringing to the teachers the necessary in formation and helping them along. In some cases, perhaps they should go so far as to do acts*! teaching, attending classes and working closely with the teachers, so that they sot only will build up the safety of the school, but will build up the safety knowledge of the teacher. MR. HUGHES: I should like to ask the gentleman from A. & M. College di rected at his type of institution. I assume that you are preparing some shop teachers in yotur institution. What are yon doing in the way of preparing them for safety instruction when they get out in their teaching positions? MR. WILLIAMS: Safety is a part of the job. Safety Is a part of the teacher's job. Safety should be a part of the school, and if the job is taught right, safety will The more experience I have, the more be in the job when the man goes out to I watch safety work going on, the more I watch the safety performance of leading firms who represent the best safety per formance, 1 realize that it all goes back to each specific job, to what I like to call "job safety analysis," the careful analysis of work on that job, determining safe standards, safe procedures and eliminat perform from the school. I am going to ask this question: What is the mission and purpose of educational institutions except to train people how to five and for living? MR. W. E. OUWEN EEL (Commer cial Solvents Corp^ -Terre Haute, Ind.): 170 32nd National Safety Congress, 1943 This discussion has been confined quite entirely to occupational problems. I have always taken the attitude that a man can tional safety and safety at work. It ts very true that if you get killed going to work, you cannot work; so one of the first not be safe on the job unless he is safe areas that we worked in ia our vocational off the job. In other words, it requires a schools was to have a driver-education safety attitude toward living. I should program adopted. In the Wisconsin like to ask Mr. Van Duzee: Are the schools, it is taught iu connection with schools preparing students for living safe the social studies work. In all the shops ly all the day around? As you realize, my . and laboratories, every place where stu particular object is for industrial pur dents work,*therc is also the specific ju- poses. We have heard a lot about off-thejob accidents lately, which involve acci struction being given with the activity that is being engaged to. The program dents other than occupational, and even also calls for the teaching of courses in as far as-industry is concerned, we know the evening schools on a trade extension that they are more serious to industry basis, which is related instruction for than on-the-job accidents. Are the schools those men who are in industry. teaching accident prevention as a sort of package traioing, or are they teaching it MR. ROTHMAN: By and large, the as a tool for living? Regardless of ms* problem of every vocational school deals tcrial which is given to students, is there with some particular area. You are aim an atmosphere being prepared in school ing at one particular area and, in many life which gives the student that safe atti cases, one particular industry. I think tude toward living} Are the schools in that probably vocation] schools could do specting their plants as industrial inspec a better job by finding oat what the spe tion committees inspect their plants, with cific hazards are. In other words, you bavc the idea n: creating safe conditions and a general course, but the industry that with regard :o the pupils acquiring a safe you are aiming at has specific hazards attitude toward living. that tiie schools do not pay enough atten tion to. MR. VAX DUZEE; In going into the matter of setting standards for Wisconsin vocational schools, we found that some of our teachers did not know that the Wis consin Industrial Commission has codes CHAIRMAN HAWKINS: Your pioposal is that students be given some warn ing about what they are going up against when they get out into industry? and orders which instruct anyone how to guard machines. Many of our teachers, who were supposed to be competent in their particular craft, did sot know of the MR. ROTHMAN: That is right, be cause in the school you have ideal, or at least favorable, conditions, and in indus try you cannot always bavc them. safe practice pamphlets of the National Safety Council. I have a second question I would like to ask. 1 think most men will agree that I think one of the things we should do as school administrators is to buy equip ment subject to the approval of the Indus one of the great problems is the fact that workers will not report minor injuries, and 1 think the gentleman on the right trial Commission or the commission in the state that says whether the machinery is properly guarded. It ought to be here was getting at one of the sore spots when he said that general safety education will help along those lines. bought subject to the electrical code, and it ought to be tested by the state and local authorities before it is used. I have never seen a school board that would not' put in the money required to safeguard equipment properly that is put in the schools. CHAIRMAN HAWKINS: Am I right that you are saying there are some points about safety in industrial plants which could be taught m the schools by requir ing the trainee to report a tumor injury in the school, the same as he would re port it in a plant? With regard to what we are doing in the schools for general safety, I mentioned before that we have four areas of safety: the use of highways, home safety, recrea UR. BLAKE: In the vocational school, or in any school shop, of course, you should teach the safe way and you should warn against certain hazards. Safety Training 171 Among the fundamentals is the impor tance and necessity of getting immediate attention to every minor injury. Through out industry there is a great deal of diffi culty in getting minor injuries reported. 1 find that with the right kind of foremansbip, which is the basis of good safety performance us any industrial operation, that soon ceases to be a problem, but it could be tremendously helped by oar school children learning the importance of taking care of ail minor injuries. CHAIRMAN HAWKINS: I am ask ing Mr. Hughes if he won't take over at this point, because I most nab to keep an appointment for a radio broadcast . .. Mr. Hughes assumed the Chair. CHAIRMAN HUGHES: Wc will continue this discussion to suit your pleas ure, of course. Wc want to answer all the questions you wish to ask. MISS MARY MAY WYMAN (Louis ville Public Schools, Louisville, Ky.): I should like to ask Mr. Hughes to clarify that point about accident reporting. You are not minimizing the importance of con sidering accidents in formulating a pro gram, hut you are warning against selfsatisfaction. Do you think that the teach er should not only consider the accidents that are serious, but should include in his program of study those near accidents and minor accidents? CHAIRMAN HUGHES: By all means, the answer is "yes" of course: Just by the grace of God and a movement that went tins way instead of that way might have resulted in a minor injury, a scratch, in one case, or ia the other, a lost finger, a lost eye or even a fatality. Only tor seriously considering the nsinor injuries along with the major ones do we get any chance to analyze the things that led up to the act which in one case resulted in a minor injury and in the other case in a major injury. I think everybody in the room agrees with Miss Wyman on that point. Michigan has an excellent program, especially in the city of Detroit, and the responsibility for that lies with Gordon Graham, from whom you are going to hear la just a minute. The State of West Virginia, in its war production program has. a state su pervisor of safety, in Portland, Oicgon, they have a supervisor of safety in their war production program with eight assist ants. In Vermont, one of the smallest pro grams in the country, has a state super visor of safety in their war production program. 1 commend those states to the rest of the nation. Now we are to hear from Gordon Gra ham about their program in Detroit. MR. GRAHAM: The thing that 1 was a little bit anxious about when I was listeniae to Miss Wyman's comment was the fact that I think that we are very likely in school shop safety work to think in terms of the accident which occurred in the school shop as the sole index by which we should set up our program of safety education. 1 think we should get on our binoculars, as it were, and look into the industrial picture of the future and see Just what hazards are going to confront this boy or this girl, when he actually gets out into the working situa tion, aod that we should train for tbe avoidance of those hazards rather than conHne oar activity simply to the acci dents which occur in the school shop. 1 think that is a very important point that is very frequently overlooked by many vocational people. There is, of course, a big difference be tween the complexities of activities in in dustry as contrasted with the situation that we hare in the school shop- It is im possible for os in training work to dupli cate the myriad of intricate operations that these people will later be expected to perform out in industry itself. How can we bridge that gap? Of course, we can not do it 100 per cent, but I think that we can make some approach to it, first by discussions within the shop itself as to some of these somewhat more complicated processes that are going to confront these people, so that they will have some idea as to other types of machines that are a little more specialized perhaps, but have in many instances the same general, fundamental characteristics as the ma chines which they may be operating. Sec ond, 1 think that it is advisable, wher ever possible, to arrange for visits by groups of students from our shops to the various industries in the community. So that they have a direct contact with the 172 32nd National Safety'Congress, 1943 sort of thins that they eventually may be doing to earn their living. There seems to be an almost perfect isolationism existing between the educa tional people in the vocational field and the people tn the industrial field. Uujy of our school shop teachers throughout the country have had at one time or an other in their experience some actual in dustrial employment, they know some thing about the industry involved, but in many cases they haven't been inside ibe door of an industry for twenty or thirty years. Processes have changed consid erably tn industry not only in the last twenty years but in the last two years. It is a responsibility on the part of the instructors in vocational education to keep themselves abreast of this constant change in industry and the processes that indus try bas- Secoad, there is an isolation that indus try has maintained from the schools. I do not think there is any deliberateness about this thing at all on the part of either the schools or industry. Industry has felt that the schools were a long way off. They do not mingle in the same circles and cane in contact with each Other. I think there is a responsibility on the part of both industry and the schools to get together. I should film to suggest to the industrial people who arc m this audience that you go baric to your communities and make a direct contact with the superin tendent of schools in your area and sug gest that you would like to make some arrangements for setting up a regular contact with the people in the vocational department. Yon could arrange for a little loachcon at your plant to-which the vocational teachers in your community might be invited, and these teachers could be taken around through the plants so that they could get some idea of the thing I spoke of a minute or two ago with ref erence to students. Similarly, 1 would also like to suggest to the vocational school people here in the audience that they do the same sort of thing- Co back to yoor communities and get in touch with some of the leading industries, talk to their safety engineers, invite them to your school for a visit through your school shops, and at the conclusion of that visit, ask the safety en gineers to say to yon very frankly just what they think, not only of the physical condition of the shops and laboratories that yon have but of the observed safety practices or lack of them as they may have seen than in going through the shop. I hope that In that way it is possible to bridge the gap that seems to exist be tween the educators and the industrial ists. After all, yon who are industrial people are buying, if yon please, the prod uct ot the vocational schools, lx you bay say other product for yoor own personal consumption, you are interested in the Quality of that product, and certainly you should be interested in the quality of the product that comes from the school shops. If the quality of a product that you boy for your personal use is not right, yon protest. Do you protest if the people who come through your employment office and stand ia front of your machines can't, as we say in the vernacular, cat mustard? -I thick that you have a responsibility as industrial people, and you, as school people, also have a responsibility to get in harmony with each other from the stand point of instruction in the field of safety. MR. JAMES A. OD.UM (Huntington Trades School, Huntington, West Va.): As to the gap that Mr. Gordon talked about, how far should the school go in dipping into plant training? Should we wait for industry to ask us dr should we go m and sell ourselves?, MR. THOMPSON: Once before to day I talked to you about a job analysis. It has been xny privilege to have super vision over a lot of people. In one plant I had 3,000 people and we had more square pegs in round holes than you could find anywhere in existence. That - was merely because of the fact that the pro pensities of* the man and the analysis of the man had not been given due con sideration. My contact has been this: Job analysts for what yon want and then human fitting for that job, I have contacted $73 con cerns in the last fifteen months, and only two of those concerns have analyzed their jobs and have a record of them, and only one of them is practicing what they have found through their job analysis. Here Is the result: We have a normal fre quency in Michigan of approximately 30, Safety Training 173 which is way out of line with what it should be, and yet this one concern that has practiced job analysis and has 5,800 people at work io that industry has a fre quency of l!2 with a compensation cost of less than 11 cents. It isn't up to me to say whether we are trying to run in dustry with a left-handed monkey-wrench or not, and it is not up to ns to try to run Industry. Far be it. Mr. Gordon is on the right track. We compliment him in a number of instructor* in plants. They are paid with War Production funds. They are local vocational board employees and go iu on the basis of instructors. They instruct these people on the job. They are not in any sense straw bosses under the foremen or doing anything but teaching these people how to do the job better. We arc putting these people in plants as fast as we can get competent mep to do the job. Detroit for the job that he has done, and we compliment ibe public school system of Detroit for realizing and visualizing this picture. In answering your question, un less yon can fit that man to that job, you are not going anywhere. MR. BLAKE: I think I will make my position w clearer ia thix way. I wasn't thinking about whether the person being trained was physically in the class room or whether he was in the shop. It seems to me the preemployment school There are a lot of men in industry who would be ace high farmers and there are a lot of farmers today who would be.ace high industrial men. The thing is to get them together and to correlate them by using some yardstick of measurement. We have a lot of things that coold he put together. should aim at giv the student the fun damentals, that U, be should be taught the way to operate on the instruction basis whatever machine he is operating. It should be in the safest possible surround ings. He should be taught the importance of good housekeeping, the right use of the right tool, the importance of getting first aid injuries treated--ail the fundamental*. MR. ODUM: I suppose it is the same Then in the plant, whether it is a teacher everywhere. They come and get these from the vocational school who continues boys from school before we are through his instruction or whether he is taken over training them. We have already lost 42 by somebody in the plant, it is solely a per cent this year. We haven't finished matter of convenience. In the instruction with them. There is yoor round peg in period you should set up a system of a square bole. Should we go into your training whereby a student coming into a industry and finish the job or should we school, particularly a young person, ia let you finish it? That is what I want thoroughly grounded in the safe ways of to know. MR. BLAKE: I think the plant should take over the plant training. That is my opinion. 1 would rather ask Mr. Van Decree to answer you. doing the kind of things be expects to da He should be grounded in the funda mentals of safety so far as they seem to apply to him. His aptitude should be measured, so that when he is turned over for employment, his employer has the MR- VAN DUZEE: I think the ques tion that is bothering you is one that all vocational schools must decide. The in- plant training is over the job. There was a time when we had precra- maximum possible knowledge as to what he can do and where he will fie best. Then i he has his jobs properly analyzed, he vriU know exactly where to place him and how to carry ou his instruction. ploymeat people for months, and we could do quite a lot with them. In the last year we have sifted down so that we got them for a week, then we got than for a couple of days and now we don't get them at alL Now the question is, what is the school's , responsibility relative to in-plant training? . We had to decide that question. "Are ve going to run a vestibule school?'* we asked. In our area we have gotten quite I am one of those who believes that by the proper marriage of the job safety anal ysis technic and the use of aptitudes in the training courses, whether it is in the school or in the plant, we are going to make the biggest contribution to safety that has ever been made during the entire period of the organized movement. That is the next big step. Seeing for Safety WEDNESDAY MORNING SESSION October 6,1943 Presiding--A S. Rcgnla, Vice-Prc*-, General Time Instrument Corp^ New York Gty. Maintaining a lighting System io Top Efficiency By A. K. GAKTJENS Engineerleg Department, General Electric Company, Ciwelud Good lighting--both sutural and arti ficial--is rapidly becoming accepted as an essefttial "must" for war industry because when a workman falls, stumbles, or bumps something in the dark or semi-gloom, it is quite obvious that better lighting at the scene of the accident might hare prevented its occurrence. To many, however, a much less apparent but more important correlation is the way in which good or poor lighting, through its influence on the seeing ability of a workman, affects his entire attitude toward his job and par ticularly his prottencss to acodcnts.* A short time ago Alfred U. Cooper in an article "Employee Training"** dis cussed the underlying causes of accidents and gave relative weights. His list is given below. Underlying Cause Weight 1. Negligence ................................... 339 2. Haste .......................................................265 3. Over-confidence ..............................217 4. Lack of knowledge..................214 5. Worry ........................................*..........208 6. Thinking of things foreign to the job................... 192 7. Improper supervision.........................168 8. Physical defects of men.....................160 9. Fear ..........................................................ISO 10. Defective equipment................. 144 11. Lack of cooperation...........................142 12. Wrong mescal attitude toward safety ...................................................140 Hrtiea* Ptiat Efficiency Through Good Liahung'*--u. S. Dept of l**hcr- "Ensployee Trmuun*'' Eo*in*erwg for Safety, February 1SM3. 13. Horseplay .............................................106 14. Misunderstanding of orders............91 15. Disobedience to orders............... 61 16. Lack of emotional control................ 56 17. Poor judgment....*......................... 51 18. Qultfiemdedness ........................................42 19. Lack of interest......................................36 20. Recklessness -.............................. 25 21. Outside interference.............................15 Eyestrain brought about by poor seeing conditions very definitely affects items 1, 2. 4, 6, 7. 8, 9, 10, 11. 12, 14, 16 and 17. Thus, poor seeing conditions may contri bute to approximately 75 per cent* of the causes of accidents which Safety Engi neers normally attribute to lack of proper employee training. Lighting, whether natural or artificial, is only as good as the care, which it is given. Since the greatest thief of light is dirt on reflecting or transmitting surfaces, if the lighting in a plant is to be a definite aid in its safety program, it must be given adequate maintenance. While this is nor mally the responsibility of the plant engi neering department, it has frequently been neglected because the need for it has not been adequately stressed. The maintenance of artificial lighting** in pre-war days .usually was a minor con sideration of the plant electrician. This Was true since most plants operated a single shift and (usually ill-adviscdly) placed their main dependence for seeing, upon natural tight. The artificial lighting was a make-shift which provided standby lighting on dark days, early mornings and 175 176 32nd National Safely Congress, 1943 late evening hours in the -winter time, and for the very occasional intervals of night work;.' There is considerable evidence that this mediocre type of artificial lighting should assume a large share of responsi bility for the poor night-shift programs which characterised many pre-war multi- shift operations. Needless to'say, artificial lighting of this description frequently was neither efficient nor particularly useful, yet the attitude toward lighting of a great many industrial executives is founded on precisely that type of installation. Today, war industry is operating on two or three shift schedules. Is wefl-Ughted plants, artificial lighting is the main re liance for good seeing conditions both day and night For example, the plant engineer of a large blacked-out plant which has been operating for four years under a good artificial lighting installation, has tins to say about his plant"Because employees like working under uniform operating conditions in type of factory, we have probably experienced less difficulty than others la manning oar second and third shifts. Furthermore, <rar production and spoilage do not vary with the shift, which fact more or less proves the theory upon which this plant was planned-** The very dependence upon artificial lighting has increased tremendously the importance of proper maintenance. When one also- considers the much longer hoars of use, lighting mantenaace becomes one of the key procedures in the plant. It is an operation that, depending upon the sice of the plant, may require the part time or fall time effort of a number of men. If proper maintenance is neglected, the effi ciency of transformation of electrical power to light it decreased, due to the ab sorption of light by dirt on reflectors and by lamps which have lasted beyond their most efficient life with a consequent eco nomic waste of power and lamps. Such waste may total several times the rela tively minor cost of a proper maintenance program, and yet may be only a small portion of the indirect loss due to the de creased efficiency of the workmen. *Wihtid avence. *Pnouuril> rrlamfinr sad cleaning of lamps *d reflectors. On the basis of actual surveys. It is esti mated that the average plant can obtain at least one-third more light than it now Is receiving with conventional maintenance methods, without any additional outlay of critical materials or power. Hie cost of a program which will achieve this and will average not more than 10 per cent to 15 per cent of the total annual fighting cost. With the war shortage of critical materials and the definite need for better fighting m mod plants, any program which can achieve these results should be adopted. The principal requirement of a mainte nance program is Ibe manpower necessary to carry it out Unfortunately, manpower is just as critical or perhaps more critical than many of. the materials which are being conserved to the greatest possible extent However, deciding whether a man's time can be justified in cleaning Sighting equipment instead of working at a lathe is not difficult While averages may not fit a particular plant, it was esti mated in one case that one man conld cootiniiotuh re-lamp and clear fluorescent reflectors that provide fight for approxi mately 360 workmen. Thus, if the in creased light which the vtman makes available through his services, increases the personal effectiveness of these 360 men (only 1/360 or (128 per cent), his time has been accounted for. Wherever men have been observed trying to see under some of the poor plant fight ing conditions which exist compared to seeing in a well-kept environment the answer is obvious. For example, in one turret lathe department lighted with tung sten ffiaxnent lamps, the average illanima tion was recently increased from 6 to 1$ footcandles by simply cleaning the reflec tors. The man hours necessary for a main tenance program can certainly be amply justified. Numerous plants have solved the man power shortage problem in lighting main tenance by using women for this work. For the most part their efforts have-been confined to reaching fighting equipment not over 15' above the floor with Udders or similar devices. For greater mounting heights and cranewayv, so far as is known, men are used exclusively. In selecting Seeing For Safety 177 women for this type of work, care must be taken to obtain people with steady nerves and particularly ones who are not subject to vertigo or faintness. In several plants cleaning women have been taken from their normal tasks and set to clean the common 10-22 fool mounting bright installations. All reflectors mounted at this height should be equipped with discon necting reflectors to simplify cleaning at the floor. Cleaning Materials ing lighting equipment with success. How Frequently Should Reflectors Be Cleaned? There are many cleaners and detergents on the market that axe suitable for clean ing lighting equipment. In general, since porcelain-enameled, mirrored glass, and The frequency of cleaning reflectors can prismatic glass reflectors all have glams be determined from as economy study of surfaces, the strength of the cleanser in the various costs involved. If one operates most cases will not affect the surface. For a lighting system there is a basic cost of example, alkaline detergents are frequently lighting which includes the owning cost used. However, care must be taken in (depreciation of original investment), the cleaning aluminum reflectors since an al energy cost, and the lamp cost. This basic cost goes on, although whether one gets much or little light depends upon how rapidly the lighting system becomes duty and how frequently it is Cleaned. The relative cost of providing fight de pends Upon the period between cleanings and the rate of depreciation due to dirt kali will tend to attack the-metaL Neutral detergents are recommended or special wax or wax emulsion cleaners which have been developed specifically for cleaning aluminum. These effectively remove the dirt, and hare the added advantage of leaving a thin film of wax on the surface which helps to retain high reflectivity. collection. When one considers the baric cost of fight, the variable of cleaning cost affects the period between cleanings very little. For example, with 8 per cent per month depreciation due to dirt collection, which seems to be a fairly good average in many industries, the period between cleanings Several companies which manufacture coramerical and industrial cleaners hare field representatives who are wel) ac quainted with the best products for specific cleaning applications. One such repre sentative recently advanced a suggestion for cleaning reflectors (mounted 12 to 15 feet above the floor) by using a high pres sure portable steam uorxle manipulated for maximum economy should be one month with a cleaning cost of 10c However, if the cleaning cost is as much as quadrupled, reflector cleaning should from the floor. It is urged that the plant engineer or lighting engineer interested in maintenance, contact such representatives and ascertain which of these products and till be at intervals of something less than methods will do the best job for the par every two months.* ticular plant conditions being checked. Practical Aspects of QxT***g Lighting Equipment From a practical viewpoint, cleaning fighting equipment is prnnarf)/ the prob lem of getting together the 3 main items--- the cleaning man, the fighting equipment, and the cleaning material It is also neces sary to satisfy three conditions, Le, this meeting must be accomplished safely, conveniently, and economically. In many cases the floor is the best place for clean ing reflectors. This is particularly true for *tidtinf Ifaiatmace in W*r ts&actxy PbttU. K3 PaAlanDte'mc Qcpt, General Electric Co.. It seems probable that if such a group of men became interested in lighting mainte nance problems, a much better job of maintenance might be accomplished. Un fortunately, the lighting industry has little or no direct contact with an installation after its completion. For tins reason, main tenance has seldom been effectively stressed by the fighting man, particularly with rela tion to its importance m providing con tinued seeing satisfaction. Practical Methods of R--chmg Lighting Equipment The following outline has been prepared Man* 194jTP>e& 178 32nd National Safety Congress. 1943' a.s a guide to aid io the selection of suit* able means for maintaining lighting equip ment under various conditions. The equip ments are described in the following para graphs. Type of Lighting Maintenance Equipment end Service to Which Each X* Beit Sifted Typ* of Equipment Unattitty Halkt Up hto 12*- Aba** i2? Catwalk or Truss Mount- X Cranes, where available....-- X Disconnecting hangers-------- X Portable ladders....................-- X Portable maintenance plat- forms ,.:.............................-- XX -- Relamptng bridges................-- -- XX Stepladders ..............................X -- -- -- Straight ladders.......................-- X --- -- Telescoping platforms, elevating towers, etc........-- X X -- Catwalk or Truss Mounting Several recent high-bay Installations have been designed with the lighting equip ment mounted near trusses or specially designed catwalks. The reflector is then pulled in toward the catwalk with a short 'hook and held by a pair of hinged stops located at each end of the reflector. The maintenance man can conveniently dean and relamp the unit with perfect security. It is important that the hanger be designed so that the maintenance man can perform his work comfortably with a mini mum of physical effort in order to work at high efficiency throughout the shift. For example, some such catwalks have been designed with the turned-over reflector at the floor level of the catwalk. This would doubtless result tn excessive fatigue, and increases the possibiGty of dropping clean ing materials or lamps. The kick plate minimizes the possibility of objects being dropped from the catwalk. It is also desirable to plac^the reflectors in their normal operating position so that the edge of the catwalk is above the cutoff of the reflector. Then the catwalk will intercept a minimam amount of light. It is felt that this is an extremely safe and rela tively inexpensive method of mounting the lighting equipment. In some cases the lower chords of the steel trusses are- in such a position that they can be utilized for maintenance in stead of a catwalk. The same procedure is followed, the man merely standing upon the lower member of the trass instead of on a special catwalk. It is necessary, of course, to provide guard rails. If the trass is less than 2 feet wide, it is also suggested that an auxiliary platform tie built .upon it to give the man adequate space in which to do his work, carry lamps and lamp cartons past the truss members, and otherwise get about safely. Cranes have long been utilized for light ing maintenance in high-bay areas. Here again attention should be given in planning the original lighting layout and crane design to permit convenient access to the reflectors. If the crane is designed to pass just under the' lighting equipment, it is desirable to place an auxiliary platform below the maximam deration of the crane so that the units arc approximately 6 feet above the platform. Thus the maintenance workmen can either conveniently clean the reflector or get at the wiring and ballasts if these require attention. If the roof is a considerable distance above the crane, the reflectors should be dropped to a position approximately 6 feet above the crane plat form upon which the man will stand. Disconnecting Bangers Disconnecting bangers offer many ad vantages for safe, economical maintenance of the lighting equipment. With such hangers the lighting equipment can be lowered to the floor level by means of a chain which is' fastened permanently to the reflector. Usually the chain is carried over to some convenient location where it is out of the way until needed. At the time the reflector is lowered the electrical connection Is broken, making the unit absolutely safe to handle daring the clean ing. After It has been cleaned and relamped, it is palled back into place where it automatically locks into position, re establishing the electrical circuit to the lamp. Seeing For Safety 179 i-Mip Changers Lamp changers are simple grips moonted on poles that permit lamps (pri marily filament) to be changed from the floor. Such devices arc particularly useful The use of such platforms, particularly with continous-row fluorescent installa tions, permits a man to reach several fix tures safely without changing the position of tbe platform. where it is necessary to replace a lamp RcUmping Bridges outage immediately and the delay nor mally associated with obtaining a- ladder and cleaning the reflector cannot be tol erated. However, since reflector cleaning is desirable at least as frequently as relamp ing intervals, the lamp changer cannot be depended on for the entire maintenance program. In many plants today cranes are tn operation continuously. In still others there are monorails but no traveling cranes of the usual type which could be employed for reflector maintenance. One company has solved this by the construc tion of relamping bridges. These are light structures that span the craneway or are Portable Ladders Portable ladders are specially mounted ladders attached to truck bodies and used widely in the past for street-lighting main tenance. However, with the advent of large plants with relatively wide aisles, this type of equipment has been adapted to interior lighting maintenance. Trucks (either hand or motor driven) arc designed with a short wheel base and short radius of turning, and it has been found that a man on the ladder can reach all the units mounted on two monorails and towed Into ' position under a row of reflectors. The bridge is left here until the reflectors have all been cleaned and/or relamped, and is then moved to the next position. This leaves the crane free, and, particularly in a craneway where there are two cranes, results in a minimum of interference with the work. This type of equipment also is well suited to group replacement of lamps. Stepladders io the entire lighting installation one way For relatively low mounting heights, or another. One advantage which this stepladders are extensively used because equipment shares with the double-tower of their couvenience and portability. Even movable platform described later ia the here, however, it is possible to adapt article is the ability to reach fixtures special clips, hooks or containers to hold which are located over machinery. In this spare lamps and cleaning rags which will case, the ladder merely swings out over enable the mao to do the entire cleaning the side or the back of the Crack, and per and relampmg job with one trip up the mits the man to get at reflectors directly Udder. Nevertheless, in many instances, above machines. Hooks and damps should plants have installed disconnecting fix be attached to the Udder (see discussion tures, particularly of the filament-lamp of Stepladders) to bold the spare lamps type, which permit the fixture to be easily and cloths that are required. Extremely removed and brought down to the floor high ladders of this type have been boilt where it can be more thoroughly cleaned. which are relatively safe since the main 'When a mao is on a Udder he is primarily tenance man is located on a very secure interested in staying on the ladder rather platform and can, of course, strap himself iban Jo cleaning tbe reflector. Where the to tbe ladder. reflectors arc removable it is suggested -Portable Maintenance Platforms that a spare reflector be cleaned and car ried up the ladder. The dirty reflector is Where there art a great many reflectors replaced by the clean one and then is -- at any given mounting height tip to per brought down to the floor where it is haps 25 feet as a practical limit, portable thoroughly cleaned and used in similar maintenance platforms are widely used. fashion at the next outlet These platforms are equipped with castors 2nd arc sufficiently light that one man can handle the smaller ones without difficulty. A stepladder designed primarily for lighting maintenance has recently been 180 32nd Nationat Safety Congress, 1943 announced. This unit is equipped with containers for tamps, cloths, starters (where used), etc. It can be folded and rolled through the plant on. wheel* which are ap integral part of the device. This is an extremely convenient method of maintaining units of relatively low mount ing heights. decrease in voltage will cause a Id per cent reduction in the light output of the lamps. Mercury and fluorescent tamps lose ap proximately 1 per cent in light output for each 1 per cent decrease In circuit voltage. Thus, efficient operation requires good vol tage regulation. Telescoping Platform, Elevating Tower, Etc. From a safety standpoint, mercury to- - stallations particularly must be protected from momentary voltage outages or even Telescoping platforms, elevating towers and similar types of equipment axe fre quently USed for lighting watn^nnp. These have the advantage of relatively small size, when /the various extensions are nested together, which penult* pas sage through low doorways, facilitates storage, etc. They con he designed to reach nearly any desired height and to dips In the circuit voltage of more than 10 per cent. The latter condition fre quently occurs with many Irregular loads such ms welders on already loaded Hues. If it should occur, the mercury lamp* are likely to go out and sot restart for a period of seven to eight minutes. They da not regain full output for another seven to eight minutes. provide added stability by means of out riggers which are folded into the frame while in transit. However, even though If such conditions are apt to occur, mer cury lamps should be used in combination with 'filament lamps, which will provide telescoping platform* designed for exten light during the period the mercury lamp* sions above 25 feet become relatively are off. bulky and difficult to handle in many fac tory areas; for these and tower mounting* t.vwi|> TfffW-mrWit they can serve admirably. There are two general methods of 0w of Cleaning Tracks replacing lamp* in installation* -- group replacement and individual replacement of In many cases where the entire installa burnouts. The latter method i* recom tion is cleaned at frequent interval*, spe mended where (1) the unit cost of lamp* cially designed cleaning track? ore used. * high, (such os the 3KW Mazda H In one plant a portable posh trade has Mercury lamp), and (2) where there are . beta developed which ha* three compart relatively few lamps in the area lighted. ments: one for the cleaning solution, one Where the lamp cost is low and there are for the rinse wafer, and owe for the dean a large aamber of temps (for cample a rags. Both the rlranjflg aohrtion and rinse 40-wstt Mazda F Fluorescent temp castal- water are Ipcpt hot with munerrion heaters lstion) it will be found that the cost of the connected to convenient outlets at various time to get to an individual burnout is fre locations throughout the area. quently Considerably greater than toe sav It is strongly tsrgod that wherever pos sible the reflectors be clcaned on the floor because a more thorough job can be done, greater safety assured, and there is less possibility of the cleaning solution or rinse water splashing on expensive materials which are being processed. ing that one obtains by permitting sD of toe temps to. run to toe end of fife. Ia each coses toe group rrplscgmrttt method frequently will result ie lower overall maintenanoe costa. Group replacement essentially consists of foregoing toe use of a vu uiu portion (usually not over 20 per cent) of the useful Voltage The circuit voltage must be at, or dose to, design value to obtain an efficient lighting system. Filament lamps are most affected by poor voltage os a 5 per cent power-light tnmsformatic* valne of the temps in order to reduce labor cost*. The saving ia tebor coat in many cases is con siderably greater than the value of the lamp life which is discarded. However, odder today** war conditions, it 2* believed _ Seeing For Safety 181 that the conservation of critical materials requires that each lamp be operated to burnout even though it results in some increase ia overall plant cost and, in gen eral. in a less satisfactory lighting instal lation. Summary Lighting maintenance is an important and integral port of efficient plant opera tion. It ha* aot received the forethought and attention in the past which it should lave for efficient operation of the lighting system. For example, a survey of industry in general indicated on average maiato nance of approximately 66 per cent. How ever, a southern textile plant has reported a maintenance of &8 per cent of the initial value over more *hf a two year period. They are thus obtaining one-third more light for a given investment in lighting equipment, lamp and power costs than the industrial average, for an extremely small investment in maintenance cost. This is a subject in which every safety director is vitally interested because of the direct effect of good lighting upon accident prevention. Ey* Strcdn--The Top Occupational Hazard of Jnduztry FABKR BtRRKN Indamuil Color Coanittnt; New York Abuse of vision is directly associated with fatigue, physical debility, neuras thenia and accidents--and probably with of workmanship and improve morale by cre ating factory environments conducive to the best of human efficiency and welfare. heart disease and cataract. Like any other I have devoted much research to the sub occupational disease It calls for good ject and have checked all available scientific therapeutic measures, chief among which data m an effort to separate pare hokum from is color. I know a man who had a mean case of stomach ulcers, a bad pair of eyes and threats of mtaracL Not to mention a nasty dispoti- reasonable fact. I have done extensive re search oi my own. You will hear of this now a* I tel! you about the man with the stomach ulcers. tioo beside*. And all, so the doctors said, Iu the study of color there are two ap from wcricag at his job m a factory. proaches, one direct and one indirect. The Thk man got over most of his troubles, mriarJing hi* bud disposition. Strangely cam*|f, color played on important rde in In* recovery. first concerns good scientific practice ia es tablishing ideal seeing conditions. This ha* nothing whatsoever to do with art, with appeaxance^esthetica or emotional pleasure. The study calls for straightforward analysis, and Need for latrifigeot Approach the problems arc solved through very direct I hate to write a scare story. However, t fed It is time for some authoritative and inteHsgoxt evidence to be given on this impor tant subject of color ia industry. Kerdier its purpose nor its technique is too wril under, stood. Because color is strongly emotional iu Its appeal, many arc indioed to look open it in a rather occult way and to credit H methods. The second approach u more in tangible and concerns thing* psychological-- toe gratification of human moods and fancies. Yet even here good research may dictate over so-called ^feeling" in die use of color. Sore answers may be found which ore functional, purposeful and are therefore practical before they are artistic. with powers at once abstruse and mysterious. My experience with color covers some fif teen years. I am frank to adoat that I have not been primarily concerned -with safety. My job, however, has always been related to peo ple--bow to speed production, relieve eye strata 2nd fatigue; promote higher standards Canoes of Eye Abuse My man with the stomach ulcer*, the bad eyes and the signs of cataract, had bees a victim of eye abuse. I can idi you what was wrong, for I know the details of his case. In Writing about him, however, Td like to gen- 182 32nd National Safely Congress11943 eralixe on the subject of color and e\ g strain and at the same dma quote a few impressive facts about the medical aspects of color. Here arc the chief causes to be considered in industry: Inadequate or msEfncient light Low visibility due to wrong color con trasts. dare. Distractions caused by excessive bright ness and motion on the boundaries of vision. Severe adaptive changes of the pupil from light to dark. Continual changes in the acconaioodatioo of the eye from near to far. Prolonged convergence of the eyes on near objects or fine details. Lack of convenient and agreeable areas for visual relaxation. Most of these troubles have to do with color and may be corrected by a right appli cation of it. Yet, as I hope to point out, eye strain is far more than a mere annoyance, bother or petty thing. Aside from Its* inter ference with good production and safety. It may have rather tragic consequences. Results of Eye Sprain Mow to review the results, here arc some physical and psychological manifestations. The pups of the human eye shows severe dilation after periods of work. The lids of the eyes blink more rapidly. There may be a collapse of the "visual form fields"-- the outer nerves of the retina growing lets sensitive to brightness and mo tion. Specific fatigue of all muscles controlling the eye. General fatigue and increased -nervous and muscular tension throughout the body. Headache and nausea. Psychological irritability. 1 am convinced that eye strain deserves far more attention than it has received in the past For I doubt if most people in the field of safety properly recognize its dangers* Just as dust, for example, is a hazard leading to chronic catarrh, pleurisy, tuberculosis and what not, eye strain also has its penaooo* effects. In a good many respects it may be classified as an occupational disease. And probably with further advances made in so cial legislation it may some day be accepted as such. In my personal Opinion, good safety prac tice ought to look upon color and light as actual medical and therapeutic aids to the health and xaell being of the individual! For the use of color and light to correct a bad seeing condition is essentially the same m principle as the use of antiseptics in cutting As in order to prevent skin irritation--ami probably far more vital In terms of human welfare. Heart Disease a Possible Consequence M. Ltickiesh in bis "Science of Seeing" writes: "A recent study of occupational mor bidity and mortality by the United States Public Health Service revealed that in one company, with approximately 6,000 workers doing precision assembly of small parts, almost 80 per cent of the mortality cases in five years involved heart trouble. The trend with the rest of the 59,000 Industrial workers whose occupational and illness records were studied was. quite simitar. It is conceivable that the reflex effects of critical seeing and toe prevalence of mortality cases from heart trouble in occupations demanding critical seeing may be related. Certainly heart fail ure Is a common cause of disability and death. Its cause or causes must also be common place. The subnormal conditions under which unnaturally critical and prolonged seeing is performed over the course of years and even lifetimes are worthy of the most serious ex amination, particularly in the light of the present scourge of heart ailments and fail ure." This, of comae, is something to ponder over. While many ra safety work arc deeply solicitous over laborers exposed to organic and inorganic dusts* to treacherous fumes and vapors, and busy in the Invention of ducts and exhaost systems, bow many among them feel equal determination to set up colors, backgrounds and seeing prescriptions to prevent so many ailments, diseases and hazards (with heart disease a likely one among than) in the thousaad-aad'One ap parently harmless occupations where the worker does no more than use his eyes? Seeing For Safety 183 Stomach Ulcere Don't let me forget my man with the stomach ulcers. His trouble was aggravated by a wretched seeing condition which ex posed him to a combination of glare, exces sive cootrast, low visibility and very discour aging environment. What may happen under one of * the most serious, though indirect, causes of accidents. My man with the ulcers and bad eyes needed glasses, more tight and a better seeing environment made possible through a finer use of color and more uniform levels of brightness within bis field of view. these circumstances has been explained by many authorities. Cataract, for example, is attributable to difficult efforts at accommoda tion. In other words, where the eyes are strained to see, a bad train of conditions is set up--**alteration in the secretary port of the ciliary body, defective and deficient se cretion, nutritional troubles and finally cat aract." (Dr. Neville Schuler.) The human eye is a sensitive organ. Where vision is handicapped, any number of reac tions are to be observed: nausea, lowered heart action, nervous and muscular tension and a host of other symptoms to be described in the vernacular as jitters. Where these physiological and emotional disturbances per sist, die whole vascular system of the body As to improvement in his disposition, in a booklet of the U. S. Department of Labor on Occupational Hazards, louts I. Dublin and Robert Vane write, "Eye straio contrib utes to neurasthenia." In case you're not well up on the word, neurasthenia rnay be described as functional nervous weakness, nervous debility, a general let-down or upset in the nervous system of the body- The field of safety has another term for it: occupational neurosis. Here perhaps is where color play* a star role. But before I go too far let me gainsay a few brontidic statement* current among safety men today: "Ninety-eight percent of industrial acci dents arc preventable." may be affected. Ulcer* may grow fertile in "Most accidents are due to carelessness or the stomach. unsafe acta." The advantage of color (plus good tight "The best safety device is a well trained and plus eye glasses where necessary) is that the seeing effort may be effectively cased. The curative technique is not too complicated. For lack of space in this article, let me epitomize the roost important of all principles u> two brief statements. ``General fatigue from any cause, either physical or psychological, predisposes the subject to discomfort under marked bright ness contrasts." (H. L. Logan.) employee.*1' In my opinion, such statements a* these axe rather ambiguous. Carelessness and socalled unsafe acts presuppose a well ordered plant and a staff of employees who will keep alert. Yet, from the standpoint of appear ance, of interest in environment, of a decent place in which to work, what is safety prac tice to expect from, labor under the condi tions found in most plant* today? "Investigations of the most diverse kind show that a human being secs best and visual fatigue is reduced to a minimum when the entire field of view is approximately the yapw luminosity as that to which the fovea (center of the eye) is adapted." (Parry Moon.) New Science to be Learned The came of safety has a oew science to Icam--that of color. Few today recognize its widespread importance, the fact that seeing is ooc of the most vital of all human tasks. Few are aware that imperfect vision promptly wreaks havoc in the body, breeds a long list of human ailments, knocks human efficiency down far below par and is unquestionably Drab Conditions Respoxunbla for Accidents . If slums are responsible for crime, then the drab and ashen surroundings of many plants are responsible for accidents; and no manner of training, discipline or even guarded machinery will effect an ideal safety record until a thorough job of rehabilitation is done. Surely, unsafe acts are not to be discour aged if the worker has no heart for the place in which he is obliged to ram bis bread. Good table manners axe hardly to be ex pected among the starving. To create a bromide of my own, "Ninetyeight per cent of industrial accidents arc a$ natural to men as their moods.*' Guarded 184 32nd National Safety Congress, 1943 machinery, careful instruction and insistent training are necessary and helpful, of coarse. But color, and an encompassing regard for the physical appearance of the plant itself, will do a mighty important job. Above all it will hdp to bolster human moods, to give a man pride, to stimulate a spirit for neat* ness, order and caution. After a&, era jibing seen by the human eye is colored. The bad disposition of my mao--the newastbeoia or occupational neu rosis of any other man--4s largely at the mercy of what he sees within his view. Good plant appearance^ I insist, is basic to safety. It is the thing that makes training easy, that keeps the spirit and the enthusiasm up, that even bolds die guard m place. However, lest das endorsement of hoe lead to extravagant notions, and perhaps to a lib* era! bat tbqagbtleas application'of color, let me speak oat far a pcrposcfol and functional attitude. In color there are many tangible and meas urable facts. Today, however, little of this evidence has beat organised and pot to use. Only a beginning has been made, A lot of research is needed and undoubtedly wifi come as the valnes of color axe better compre hended aad as statistical data is farther as sembled- Became the medical and psychological as pects of color are at broad interest let tne tttmmn'ise a few fadings aad coodnssoos. While tins rasteri<1 has yet to be tharoaghly coordinated, cither for the purposes of in dustrial prodartioa or for safety, I am sore the possibilities w2i be dear enough. 'tjffy>ffg at Color' Light and odor have many drfmt* thoqgh carious effects upon the body--reac tions which are qvtc aside from the emo tional. Listen to what a few srirnZHls and doc tors have to ay. IOwnaaiiao of one eye wifi jncwair the iriaitmU of the other eye. Optic cxciurioc of one eye wxD likewise pro duce a toons cowdttioo (muscular tension) in the corresponding half oi the body. Fert found different mascular action and under the rnffomcg at different hues--high for red and low for green and blue. Dr. Gil bert Brigboase found imgenlar reactions quicker under warm hues than under spoiled cool hues. Ebrenwald demonstrated that when one side of the face and Deck was illnanoatod, there was a muscular reaction toward the stimulus when the light was red, and away from the stimulus when the light was bine. Hoffman found reason to believe that *lrw> has a radiation sense, different hues having moderately different actions. S. V. Kravfcov of Russia, and more re cently Frank'Allen and Mangel Schwartz of the University of Manitoba in Canada, have studied the effect of sound upon tomb. "The cone sensibility to the rays of the green-bfae parts of the spectrum rises under the action of a simoftaneoas sound, whereas the sensi bility to the yellow-orange-red parts of the spectrum decreases.** This means that tin eye sees color differently when the ears are thudded with noise, similar phenomena also taking place what the other senses sacb as tast^ smell and feeling (cutaneous) are ex cited. T. A. Brombach has noted a collapse in the "visual form fields of the eye" following sev eral hoars Of factory work. This may nan as high as 30 percent, the eye growing, tess sensitive on the outer boundaries of the retina- He associates this with accidents, particularly strike-against hazards and fly ing parts, which literally may cot be-seen by the worker due to break-down In tire range of bis vision. In research of a more psychological nature, tests have shown that a person tends to over estimate time under the influence of zed, and to underestimate It with green. Red light will likewise came weights to seem heavier; green light will cause them to tcan lighter. As to emotional reaction, the value of color is all too obvious. Dr. Felix Deutsch, a psy chiatrist, writes: "The influence of mood, psychic disturbance, fear, happiness, sadness, and impressions from the outer world make themselves readily noticeable in both (objec tive and objective changes referable to the vascular system. Change* in poise frequency and rhythm as well as fluctuation in blood pressure are objective expressions of the psychically influencing factors which have taken place " Seeing For Safety 185 Working with polor. Dr. Deutsch has achieved \musual and definitely therapeutic results. "Every action of light has in its in fluence physical as well as psychic compon ents.** The magic of color? A person experi ences "sensations and psychic excitations, which, through the vegetative nervous sys tem, boost ail Hfe functions: increase the appetite, stimulate circulation, etc.** I am stiU thiukiug of the man with the ulcers and the nasty disposition. With more color in industry, wisely used along func tional fines, with research technique* and formulas developed to relieve eye strain, I am cure there will be less ulcers, better cye3, measurably fewer accidents; and cer tainly more compatible and cheerful humans will dwell securely within the walk of in dustry. Visual Efficiency and Accidents HMDWia S. KUHN. MJ>. *f Cina.A* - Hunmcmd, Indian* ?,!( There are two aspects, not one, of "Safety and Eyes.1* Almost universally, mention of the phrase "Safety and Eyes'* calls to mind Safety to Eyes. First of all, one considers the problem of preventing physical injury to the eye itself by the use of protective appliances. Goggles of vary ing types--for fumes, flying particle*, ultra violet rays--ore used. Also, attention is paid to the elimination of the elements of so-called strain. This strain may be caused by poor illmutilation, unnatural work distances, producing breakdown of binocular coordination with pain and headaches, or improper refractive correc tions^ In |"<at'mg, mention may be made of the fact that the word strain covers a multitude of sins. It is a very vague and inadequate term which could well be dropped from our nomenclature and our thinking. Secondly, one studies the various in dividual functions of the eye. These func tions can be thought of as visual skills which are essential tix securing efficient and safe seeing. Without the proper com bination of visual skills os some jobs accidents occur. Such accidents are caused fa eyes. The classic example of such a case is that of the mas with three fingers off. who, due to lack of depth preemption, was unable to judge properly where to put his hand in the operation of a feeding machine. This is an injury caused fa eyes. It is proper to designate the phys ically awkward person as unsafe whether it be clumsiness of hands or feet or pos ture. So too, it is proper to think of the visually awkward person as being an un safe person. The same mistakes which arc made in judgment of movement that may pre cipitate an accident, also may produce spoilage, waste and retard production. Unless one scientifically attempt* to elim inate known sources of visual inefficiency, it usually is a matter or pure luck and the nature of the job, whether such mis take* result in damage to stock, to the almost finished product, to equipment, to a production schedule or the person*. Everybody who has had any degree of experience with industry know* that production control is becoming more and more visual control. Gauges, dials, meters, signals, stop watches, blue prints, specifications, instrument sheets, stock records, sorfkce inspection, graphs, re ports, work orders, cost analyses, color differentiation, crane operations, tractor and trade manipulations--all these basic procedures call for some phase, or phases, of visual function. Through time motion studies we have acquired a nriuute account of what our hands do on many fabricating and as sembling jobs. We have, as yet, no such detailed studio* of what eye* do, although we do have some. Bottle inspection, for instance, holds many similar motions. For instance, following with one's eyes a bottle on a conveyer belt--left to right, up aqd down, often with constant interference from peripheral stimuli, sometimes with 186 32nd National Safety Congress, 1943 glare due to improper (though not neces sarily inadequate) fflaminatioii. Securing the proof whereby the rela tionship between -vision and industrial accidents can be est-'-**!*'*- . has been handicapped by two <-- n the past: 1. Wholly inadequate and inaccurate tests Cor vision in industry. 2. Inadequate and inaccurate recording of facts of yrkVtts ta industry. Both of these faoan mate he property and fully vohatef sal sale nnnwnr before any rehmimMhfa# cm he fiVahtml They form the Ww f my Ur frk. Ke safety juogiom on hr C|pmnI property per can <wncWM iwmlif he act f wnboRt mmn m4 erfu- racocda It iuwnrtnn lUwlwt. p thamfUr understand dne two boric hoars. First wtaa do we mi aider rtrpate and accanut viand scuts for industry? On the basis <4 nioratuios nheaiusif through re search work as well as practical experi- eocc, we can sow say that knowledge of the visual functions is ccsooul: 1. Vended acuity for distance and sear. 2. Working acuity for distance and near. 3. Depth perception. 4. Muscle balance for distance and near. 5. Color appreciation. Given this information for each pay roll employee and for each applicant, we have sufficient data with which to deter mine `'eyes for the job.** Such job classifi cation is of value for production and effi ciency. It is of equal value as far as safety is concerned. Few of us these days would knowingly put a totally inexperi enced man on a crane, or assign him to operating a truck or tractor, unless be had depth preception. Wc know from the experience of aviatkm what inability to judge distance may mean. Few of us would knowingly allow a one eyed man to work on scaffolding, or in mills where on every side, white hot steel was being poured or rolled. None of us would knowingly put control levers, the. guiding of which were dependent on reading intricate dials, in the hands oi an individual with to acuity less than 20/100 in each eye. The second factor--obtaining adequate and accurate data in accident reports lie mainly in the hands of safety directors, insurance companies, and xnanagesnont. Here, in order to eatabffisb proper rela tionship we need to know: L Visual data (as outlined above) of all participants ia any accidents. 2. Ittumsoataou at point of accident by meter reading. 3- Housekeeping conditions. 4. Exact desergitaoa of who, wfaas, bow. and where. 3. Fall informstina as to fBctkaat of safety appliances, belts, guards, -rigaafa. goggle*- 4 Coodrrioc of tbc iBJchiacjjr bdi Was it oiled: was it ia need cm repairing, etc. 7, Time of day, beginning or end of shift. &. Age and other physical factors. 9. Past safety record, equally exact in detail The old phrase of "20/30, 20/2CT. as sum total of eye findings or the stereo typed. "Cut ou thumb of right band/* as the sma total of an accident report is no looger tolerated. CarefaHy planned and laid oat accident reports will include alt mecestmj faformabon. Where a foreman must be careful and complete ta his re port, that every fact trill ta itself send that foreman oat in a search for danger spots. He replaces a broken tight bulb in a dark spot, or he puts In order a pile of mate rial stored in the wrong place. The in sistence on foil and accurate reports also has a nuisance value. If there are fewer accidents, there are fewer reports. While making a visual job analysis where those visual functions needed for a specific job are checked, it also is pos sible to include the checking of types of hazards--fifing particles, radiation, splash, danger where job requires stcreopsis. Thus by tying the safety elements di Seeing For Safety 187 rectly in with the elements of skill, a much more complete concept of exactly what a given job consists is realized. One accident vision study was made in a plant of 3500 employees. In each of the five basic visual elements, a greater percentage of defects was found in the group of men who had had lost time accidents over a year's time than, were present in the plant average. Of special note is the decided increase of defects in working acuity. Another accident vision study, where lie me five basic visual elements were cowed, showed 28% of the employees fifiig to meet the standards in one or OK of the visual tests. If accidents oc curred to workmen in this plant regard- Isrf f their visual skill, we would expect dris rub mmrfiTil group to account for mhf Afar share or 28% of all accidents, fcwpamd. they actually accounted for 35% at aB firm ait i*juries and 39% of all loss mm marie*. Owe axt surely infer, there- Irc, mmitiri vision was a def ame factor fa these accidents. In tihfa fast prior to any visual prognat fig pajfTTin employees showed perrri^yi cooridcrably higher than three years loser, when care In luring had been cxrooed: 1939 1942 Working acuity defects. .33.3% Depth preception--.....22.9% Color ........................................9.2% Muscle Imbalances...........19.2% 21.3% 17.4% 8.3% 16.0% It does not seem out of place to indicate here the special visual problems '''eh occur in higher age levels. These prob lems have necessitated an intensified and more effective rehabilitation program. We find the following: 1. Visual defects in 1940 compared with 1943 indicate a much greater per centage in all the 5 elements of both payroll employees and applicants in 1943 than were present in 1940, 2. The visual defects in people over forty are greater in alt 5 categories than among those under 40. Refractions and corrections for the job bear a very close relationship to top pro duction and to accuracy where vision is Important It mast, by deduction and by fact bear a similar relationship to acci dents where seeing is important. It is "eyes for the job" to produce ma terial and "eyes for the job" to conservt life and limb. War Conservation of Per sonal Protective Equipment WEDNESDAY MORNING SESSION October 6, 1943 Presiding--R- li. Fcrtrcon, Mgr. of Safety, Rejroblic Steel Corp, Cleveland. Salty EqnqNMnt In War Production H. a MBSCH CM**, Safety Equipment Section, War Production Board, Washington, D. C. The industrial safety movement has estab lished itsdf, in this war, as an inseparable part of oar American industrial system. It fas been demonstrated beyond doubt that accident prevention programs not only are ccooonuaal but indispensable in maintaining war production schedules. Moreover, as a corollary to this fact, I believe that Indus trial safety programs are ineffective without safely eqmpotent- The functioo of die. Safety Equipment Sec tion xn the War Production Board h to see that enough safety equipment is produced so that war workers can be provided with die personal protective equipment they need in tbdr occupations. This we must do with the cccmuoptico of a minimum of critical mate rials and to line with tbe over-all war pro duction program. In addition, we must chan nel the distribution of the finished items of safety equipment so that the most urgent needs are satisfied first. It Is my personal hope that enough safety equipment can tie made available, not coif to protect workers engaged in so-called war in dustries, but to protect all -workers everywhere in America. Unfortunately, this hope cannot be realized at present. There is simply not enough industrial safety equipment available. Many Factors limiting Production There axe various and significant factors limiting the production of this vital equip ment. First is lade of manpower, a problem which you have to contend with in your own industries. Second, there is a shortage of such critical materials as copper, aluminum, alloy steel, rubber, plastic, and certain chem icals. Finally, there 2s the limitation im posed by the lack of facilities necessary to increase producttoo, such as machinery and equipment. On the demand side, we see millions of newly trained people who, working under the stress of emergency iu -war industries, cannot get along without safety equipment The influx of women into war industries has necessitated certain changes in design and sizes. Furthermore, our allies in Latin Amer ica and in the far-fiung comers of the earth need safety equipment for the efficient opera tion of their industrial systems. And there is a most important demand source, the military, which is purchasing items of safety equipment in ever increasing quantities for the fighting fronts, a demand which must be met m full and on time. Because supply and demand m a war econ omy are not m balance, it is imperative that effective programs of conservation be promul gated. Everyone interested in safety, the safety of oar country and the immediate problems of industrial accident prevention, is faced with conservation and all that it im plies. RwpooiiMity for Conservation The first responsibility in this matter lies with the government. It must have over-all information as to supply and demand, and it 189 190 32nd National Safety'Congress, 1943 must establish an over-all policy and pro gram. It must devise tools to implement the established policy and program. These tools comprise the priorities system. Various tech niques are employed such as limitation orders, allocation orders, and priority regulation*. In addition, advisory and compulsory means of effecting substitution, simplification and re vision of specifications are planned. The second responsibility in conservation is with producers. The safety equipment in dustry has been very adaptable in this situa tion. Manufacturers, in the main, have been successful in revising designs, sizes and shapes of safety equipment so that less criti cal material is consumed. Today the major problem, from the safety, equipment manu facturer's standpoint, is conservation of man power and machines. The third leg in the conservation iripod is the consumer of safety equipment Y-'-u have a responsibility to take care of your safety equipment, to make it last longer. This yon must not neglect repairs and must observe general rules laid down for care and of the specific product. Danger of Orer-bnyiag Your responsibility in conservation of safety equipment does not end with care and main tenance, however. There is a more subtle obligation that ccasmacrg Of safety <tquipment have. That is not to over-boy. In normal times it would be natural for safety engineers to take pride in the fact that that plants had a well stocked inventory of safety equipment. Today, however, if you bare to your plant safety equipment that is over and above your current needs, you may be de priving some war workers of the protection they need. This admonition is particularly significant because safety equipment Is gen erally purchased as operating supplies and the machinery for purchasing safety equip ment is relatively simple for war plants. There is a tendency, too often, to use your high rating to get as much safety equipment as possible. This tendency must be abated. The means for implementing the required war production programs, and equitable dis tribution of raw materials, finished war goods, and essential civilian goods are em bodied to what wc call the priorities system. "First things first," the slogan of our de fense program in tbc days before Pearl Har bor, is the baric principle of the priorities system. Safety equipment 15 relatively high on the scale of urgency. Substitutions m Equipment Safety equipment has undergone many changes since Pearl Harbor. This fact will become apparent to you as yon visit the various booths in which safety equipment is displayed in this National Safety Congress. Gone are the aluminum helmets and respira tors, the solid rubber headbands in goggles, aluminum in footwear and shin guards. You no longer see on display aluminium salt tablet dispensers and rubber safety mats. Here are some of the substitutions we have made: In Safety Clothing: plastics for synthetic rubber; steel for copper base alloys. In Safety Shoes: tine for copper; re claimed rubber for erode rubber. It). Safety Cans: 5tod for copper base alloys; temeplate for copper base alloys. In Salt Tablet Dispensers: plastics for aluminum; steel for copper base alloys; steel for alummuoB; ceramics for critical^plastics. In Respirators: plastic for aluminum; steel for copper" base ajloys; redaimed am* syn thetic rubber for crude rubber. In &s Masks: teroeplate for tinplate; steel forcopper b&se alloys; plastics for criti cal metals; reclaimed and synthetic rubber for erode rubber. Shifting Condition* The state of cxitkadncss of raw materials changes from time to time as our war econ omy moves forward. Requirements by the armed services for material varies as new designs and types are developed and as mili tary operations shift. Concurrently, improve ments are made in the supply of particular raw materials. With specific reference to safety equipment, we make available certain materials which have become relatively less critical For instance, we have recently amended the Safety Equipment Limitation Order to permit the use of aluminum in certain parts of respirators, as well as in some other items. The reason is twofold: (1) the supply of aluminum has increased relative to military 4,-mnrvi; 2nd, (2) the supply of some types of plastics, formerly used as substitutes for aluminum, are now themselves extremely War Conservation of Personal Protective Equipment 191 critical. As the critical materials shift along .sixty-onc cents in the tanning and leather the scale of scarcity, we make the necessary industry. Here are employment per capita adjustments to allowing their use in the expenditure figures for safety equipment for manufacture of safety equipment each of the following major manufacturing The materials conserved by substitution industries: have helped to buQd more tanks, more ships, more guns, and more planes. Some of the nickel saved in the manufacture of safety goggles has gone into the production of sur gical instruments that are saving the three of our fighting men to field and other hospi tals. America has learned to this war to go without; and to do with leas in many materials and products we believed were ab solutely necessary. In the safety equipment area, despite materials restrictions, we have produced, and are producing, good products in ever-increasing quantities. Chemical ....................................... $.00 Merchant ships..................... 5.75 Aircraft manufacturing.............. 5.22 Iron and steel................................ 5.11 Mining .................... 4.53 Stone, clay and glass.................. 4.40 Petroleum ............... 3.98 Machinery, not transportation.. 3.50 Paper ............... 3.19 Lumber ......................................... 1.93 Rubber ........................................... 1.76 Food .......................-.................. 1-75 Construction ..................................... 97 Production Quota* Textile .................... Public Utilities.......................... .91 .75 When I tell you how much safety equip Tanning and leather.--............ .61 ment is bring produced today, many of you When you compare what each of these in will be amazed. These estimates include only personal protective equipment such as gog gles, respirators, gas masks, safety clothing and safety shoes, and do not include Items cot defined as safety equipment by the War dustries spend for safety equipment with their frequency rates, yon will note the sig nificant fact that a close correlation exists between expenditures and frequency rates. For example, while the chemical industry Production Board, such as dust collector sys tems, first aid Itits, safety ladders, and han dling equipment; dot do they include military safety equipment items. In 1943 the produc tion of safety equipment sold to industry will be aratmd *1QQ,QU0,00(X. It is estimated that to 1943 we will produce approximately 9,000,000 pairs of industrial safety goggles; 4,- spends the most, it enjoys one of the lowest frequency rates of the major industries. On the other band, the lumbering industry spends a relatively low amount for safety equipment and bas the highest frequency cate Problem of Demand 000,000 respirators; 1,750,000 safety hard Enormous as safety equipment require bats; 1,000,000 welding helmets and shield*; ments are for American manufacturing in 6.000. 000 pairs of safety shoes; and over dustries, they do not by any means present 1.000. 000 face shields. the total requirements picture. Industrial fa the spring of this year, the War Produc safety equipment is purchased to considerable tion Board conducted a survey of require quantities by the army, navy. Maritime Com ments for safety equipment In war industries mission and other war agencies. Naturally, and essentia] civilian manufacturing indus I cannot state these mflitxry requirements, tries. I shall disclose here, for the first time but you can readily understand their impact outride of official government war agencies, on the supply of safety equipment. Military some of the results. Kxpesufiture* for Equipment requests often upset normal industry sched ules sad create shortages. This will explain, to part, why sometimes it is extremely diffi We lamed for the first timev a* a resole of this survey, how much money manufac turing industries spend for safety equipment. AH industries surveyed spent on the average of $3LQ per capita employment to 1942. For individual industries the range varies from dollars to the steel industry to cult for you to get even fair delivery on some items. For example, for some months prior to toe invasion of North Africa, the army drained the supply of industrial respirators. Chemical Warfare Service personnel got to touch with all known manufacturers of in- 192 32nd National Safety Congress, 1943 dustrial respirators and placed order* with the highest possible ratings. It was, o( course, necessary and desirable that the army should hare first call on these respirators. Yet, you can readily see that it wax im possible for ua, under die circumstances, to advise you, the consumer of respirators who clamored for delivery, the reason for the temporary shortage. Another example is the shortage of industrial goggles which has been plaguing everyone concerned with in dustrial eye protection. One of the princi pal reasons for this shortage is the fact that the Army and Navy have exerted a heavy de mand on goggle production facilities because of their urgent need for aviation goggles, tank goggles, aid goggles, eye shields and stm glasses. * The safety equipment industry has- kept pace with the industrial safety naovezanzt. Extraordinary attention baa been focused oo the so-called personal factor in accident pre vention programs; nos enough on jflfcij tqmfmcnt. Safety engineers,. supervisors, foremen, management, labor and others con cerned with the industrial safety problem will undoubtedly agree that to the three MEV of safety--Engineering, Education and Enforcement--should be added the aQ-izzv- portant "E," EquifatnU. Rationing of Shoes and Other Safety Equipment By WM. A. MOLSTER Rationing Executive, Office of Price Administration, Wtdaaftoo, D. G, When shoe rationing went into , effect it was considered of utmost importance to properly control and distribute safety shoes to make certain that people who needed them would be able to buy them. It was necessary for us to find some equitable half-way ground between a loose rationing system which would col properly protect the supply of safety shoes and a tight rationing system which would bring about unnecessary inconvenience to the wearers of safety shoes. Cooperation in Setting up System The Army Safety Council, the American Association of Railroads, the National Safety Council, and many others,-including innumerable safety engineers, were called into conference. As a result, we issued the amendment to our order which per mitted workers to get safety shoe stamps without surrendering all the stamps in their family. In other words, we found that the greatest single objection which we could recognize was the one that workers should surrender their family stamps for safety shoes. This action did not end our investigation into the matter, and further inquiry proved to us that a great deal of time could be lost due to the fact that the workers had to go to local boards, on had to arrange for someone else to go to local boards for them. Accordingly, we amended the order to permit the various plants to issue stamps for safety shoes upon proper ap plication by the workers. Responsibility of Safety Moo This action on onr part is very impor tant to safety people; we have given to you a tremendous amount of responsibility. We feel that this responsibility has been delegated under proper and adequate con trols. This responsibility carries with it a challenge to see that the objectives of rationing are accomplished. Every abuse of the privilege will result in the loss of a pair of safety shoes, for the replacement of which materia] and manpower are not available. When this privilege is accepted by plants, an administrative responsibility is accepted to see that neither of two very bad effects results: (1) that workers are not required to*purchasc shoes from any specific source or outlet. (2) that workers will not spend stamps issued for safety shoes for some other type shoes. This is very difficult to control, but, we need every bit of educational work on your part to show workers that the stamps issued must be used by them for safety shoes. War Conservation of Pefsonal Protective Equipment 193 Wccmq's Safety Shoes The next step taken by the rationing authorities was to Include plastic and fibre, toed shoes made for women inborn- defi nition of safety shoes. This step was taken because at that time there were no steel cap shoes available. We could not put ourselves and you in the position of saying to women that they had to have safety shoes in the face of the fact that none were available. The sensible thing for us to do was to make it possible for women to acquire the best shoes available in the most expedient manner possible. A great many complaints were received that workers were getting the idea that because they filled out an application and were issued a pair of safety shoes without ever actually handling the stamp, they thought it was oot necessary to spend a stamp for safety shoes. In other words, the plants made the mistake of not car rying out the full intent of the order, so the workers were under a misapprehension as to the necessity for using a stamp to purchase safety shoes. This brought about the amendment which makes it man datory that safety shoes are not sold by the same person or in the same locality that the stamp is issued. Critical Materials Necevery Safety Shoes require the most critical of shoe making* material. Good quality upper leathers, good quality soling mate rials and critical steel are required. The critical nature of these materials is far more acute today than when rationing was announced. You have probably heard that reclaimed and synthetic rubber for man ufacturing shoe soles has become available to the extent that the supply of this basic material seems adequate. This does not mean,' however, that the supply of rubber soles is adequate. There are important elements of manpower and mold equipment to be resolved before reclaimed and syn thetic rubber can be developed into shoe bottoms. Many industrial plants working OQ war contracts are authorized to issue priorities for safety shoes. These priorities cannot be extended by the shoe manufac turer and do not result in iucreascd pro duction of safety shoes. They merely have a tendency to divert safety shoes being produced to the buyer with the highest priority. During recent months many things have happened to reduce the shoe manufacturers' production of all types of shoes, especially safety shoes. The avail ability of hides has decreased. The need for leathers for purposes other than shoes has increased. The manpower for produc ing shoe materials, as well as for shoe making, is more critical today than at any time since Pearl Harbor. Cooperation Necessary Our interest and yours are the same, we are partners. We call on you for your full cooperation in doing everything in your power to see that the provisions of ration ing are properly applied to the extent that the people who need safety shoes will have them and the people who do not need safety shoes will not be permitted to wear them,- and that the total shoe sup ply will not be reduced through the mis-use of rations issued through your plants. ~ftecor4.S> a.'ftd, jjlu.c.prtvjl's* dm !niic Set \\ 194 32nd National Safety Congress, 1943 How to Conserve Existing Safety Equipment CLINTON W. DREYER Assistant Safety Director, Moor Dry Dock Co., Oakland, California Injury resulting from a lack of use of persona! protective equipment on the part of tbe employee U one of the greatest single problems a safety director has to solve. Our war production program has in creased this problem in two ways--an expansion of industrial personnel and a lack of critical materials on the part of the manufacturers to meet the increased demands. Many of our Industrial per sonnel today are untrained and unfamiliar with the mechanical aids designed to as sist them in their problem of self-preserva tion. The safety director must see that all employees are instructed and supervised on the proper use and wearing of equip ment. He must also help the manufac turer by conserving all equipment pos sible, thus lessening the demands on the source of supply. 5. The training of the supervisor and tbe wearer in proper use and care. Part of Safety Director Among the first steps a safety director should consider are: a. First, determine the amount of per sonal equipment now on hand, if any. b. Second, he should make an occupa tional or job analysis to determine what type of equipment is necessary. In making hi? job analysis, he should consult the records of the company's first aid station or hospital An analysis of these records will indicate the type of in jury occurring, the craft involved, and tbe location or place of occurrence. Contact ing the crafts involved in the field and learning their particular hazards will en able him to know the approved types to purchase. Methods of Conserving Equipment Aa abundance of good material has bees written about the conservation of personal protective equipment and on proper cleaning and .sterilizing methods. A bibliography, prepared for presentation with this paper and available upon request to the library of the National Safety Coun cil lists many of the sources of obtaining this prepared data. It is my chief purpose to describe tbe actual process and mech anics of setting up a conservation pro gram rather than reiterate some of the techniques which have been time-tested, proven, and are in use daily in many industries throughout the nation. * There are many ways of conserving equipment: 1. Proper selection. 2. Centralized control of issuance for occupational use. 3. Adequate maintenance and steriliza tion. 4. Adequate inventory or replacement parts and new supplies systemati cally stored. He should contact the craft super-i or the department bead concerned <explain exactly what he is doing and en list his cooperation. It should be kept in mind to limit the different types of equip ment necessary to do tbe job to as few standard styles as possible. Tbe purchas ing department cause he equaJBy convinced. In ordering equipment, be snre to con form with standards adapted by appro red testing agencies. stdi a* U. S Bwm of Mines, U. S. Bureau tf Standards. Under writer* Laboratories* Xarioail Beard tf Fire Underwriter*, Asaesscaa Association, etc. Type of CmM It would be well, at this point, to 4mcufls the organization of the distribution and maintenance agency as to ceatrafiaed or dCKXfltrafatd orntraL NaaaraSy. be type of contr wS3 depend apem the arc of the organ!*ation. I am yoig to thfair of control in terms of a typical expanded war production plant of several thousand employees, rather than a peace-time plant operating at a norma] capadty- Wot Conservation of Personal Protective Equipment 195 Many concerns issue equipment through the supervision of the warehouse. This is good, because warehouses usually keep excellent inventory records and have standard forms for the issuance of all material. Warehouse control normally, is not planned to include service features such as fitting goggles, respirators, hats, and necessary maintenance and steriliza tion. The maintenance and sterilization is usually farmed out to some other de partment; perhaps the tool room. In other plants, it may be the tool room that issues the personal protective equip ment. This is a typical example of de centralized control. The faults of de-cen tralization include: (a) Need of executive inventory. (b) Lack of a planned issuance proce dure. (c) Lack of standard maintenance pro cedure. dition, the adjustment and alignment of personal prescription glasses, which im proves visual efficiency on the job. This man was selected on the basis of his background, safety engineering, optome try, and optician training qualifying him to effectively repair broken industrial gog gles, hats, respirators, etc. We have been able to salvage better than 90% of all btoken equipment, which means our equipment is available for use; and we can operate on a low inventory with adequate protection. The result has been excellent coordination between the tool room and safety department. Indirect Control by Safety Department I am of the opinion that the safety de partment should exercise indirect control in the following manner: a. Order or approve the pmch&se or ders for all personal protective equip ment. (d) Duplication of sterilization equip ment. The old system of passing out goggles, respirators, hats, etc. over a counter, like any other tool, should be eliminated. Gog gles should be fitted for wearing comfort and sustained use, the same as a pair of shoes. Specially trained personnel is essential in either centralized, or de-centraiized con trol. Tbe conservation of personal pro tective equipment should be through a separate centralized section of tbe tool room, preferably located In that part of tbe plant having tbe highest concentration of personnel. Goggles carts can be used So supplement the fitting and maintenance program throughout the plant, if desirable. From our own experience, we have found qtza&fied personnel in the tool rooms be came they are trained Id the techniques of tbe BEuatecance and repair of equip ment. Tbe program should he supervised by a person responsible only to the bead of tbe tool room. We have, a registered oytowttnit m charge of that phase of our program. He has been able to train specialized personnel in the correct fitting of industrial goggles. This includes, in ad b- Determine (he policy of distribution and issuance on a basis of the in jury experience and job analysis. c. See that management and employees are educated in the proper use of and enforcement of the personal protec tive equipment program. A job analysis should be prepared to outline the duties of the personnel parti cipating in the program of the conserva tion of personal protective equipment. After determining the central location of this division- of the tool room (a suggested name might be safety dispensary), it should contain some of tbe following features: a. Large enough to allow for an effi cient layout to include all necessary operations and inventory of equip ment. b. Should be painted white and have incorporated in it all the features of cleanliness of a hospital. c. The personnel of tbe safety dispen sary should be elotbed in white medi cal smocks. d- The appearance of the personnel should denote cleanliness and per sonal tidiness. 196 32nd National Safety Congress, 1943 Distribution Dotie* The distribution duties of the safety dispensary should be as follows: 1. Includes the administration of rules formulated by management, assisting in operation uf effective tabor rela tions, 2. Includes the careful fitting and ad justment of personal protective equipment to the Individual, instruc tions as to proper care for most effective protection and, io the case of respirators, making the time limit for use thoroughly understood. <3. Includes issuance of new and recon ditioned equipment, the re-issuance, sfter repair, of items broken or in efficient because of wear or damage in normal use in the plant. 4. Includes accurate records of equip ment in use in the plant, adjustment of records for changes of craft and/or occupation. 5. Includes clearance of charges for equipment, acceptance of transfers and changes in classification. 6. Portable distribution for saving of production time on items requiring frequent replacement and re-adjust ment --- respirators, cover lenses, cleansing program. The maintenance program shU consist of the following duties: 1. Reconditioning--that group of opera tions necessary to effectively pre pare protective equipment for dis tribution; ad faclode* cleaning, sterilization, and aligning. 2. Repair---include* such operations as soldering, replacement of broken in tegral parts, rsseval of had*? 'worn parts, etc. 3. Inspection and assembly of essen tial parts, packaging, and hlriwg for distribution. Layout of Piganuty The layout of a safety dispensary shook! incorporate provinoas for its two mam purposes: one is to provide facilities to fit equipment; the other to provide ade quate facilities for the program of main tenance and sterilization in order to obtain a maximum of efficiency and production with a minimum staff. We tried to group our facilities into four distinct areas of operations; they are issuance and records, stock room, recondition and repair, and cleaning and sterilization. In this arrange ment, confusion is eliminated. Every em ployee has his area to work in, requiring specific operation* to be performed that do not duplicate or overlap, rather, every thing .flows in an orderly procedure. ` Optical suppliers or opticians should be consulted for techniques in the use of tools in the mechanics of fitting goggles. The mass fitting of goggles, hats, respiratOTs, etc. can be properly fitted over a counter not more than 40* high or 20" wide. The counter should also provide bios for the systematic storing of goggles and respirators for immediate and con venient issuance. The issuance of equip ment involves curtain records and forms. Before any equipment is issued, the em ployee should have a requisition from his supervisor. Inventory Records Issuance record forms can be designed to incorporate, in a glance, the complete list and history of equipment issued to any one employee. The issuance records should be cross indexed by either the security number, hire number or badge number. The badge number is usually subject to change and, therefore, is leas reliable; however, m many firms it is a key to his craft designation. Tool tag charges for each piece of equipment issued requires accurate filing, which involves additional time and does not give a complete record of the equip ment charged out by any one individual. Unless all tool tag charges are contained m an envelope or on a peg for the indi vidual, they are easily lost or misfiled. In wMlwt, fa a de-eestrafized tool crib fa- there axe delays iu ckaring the tool tag charges through a central record rfrti"^ The record case should be located a dew to the counter as Is practicable, so aS that is necessary is to turn around and refer to the proper record drawer. Records filed aSphakcticJDy on the large 5'x8' cards have been found to con sume a minuumn of time for reference. War Conservation of Personal Protective Equipment 197 Personal protective equipment is for one half gallon hot water heater is able the individual; and the staff is being in to furnish all necessary hot water. structed in the best methods of fitting the items to the indidivuab Such careful fitting definitely assures better care but makes the distinction between the dis pensary and the tool rooms even snore apparent. Items cannot be of universal size or application for the varied occupa tional needs in the building and repair of ships. Many items have flexible or adjust able parts which, with careful fitting, will be acceptable within a given occupation or craft. The first basin contains a warm soap, and water solution for the scrubbing with a stiff hand brush of all equipment made of rubber, rubber composition, metal, plas tic, textile, leather, or fiber. The equip ment is then rinsed fa warm water pro vided in the center basin; after being rinsed, it is placed in a dryer and sterilizer. The dryer is equipped with a blower and heating unit that supplies warm air at a maximum temperature of 90* or less. A germicidal tube provides light ray steril The ability to improvise and make quick repairs is also part of the training of the staff. Loss or damage of such personal items are charged against the person. Our. record forms are planned as ss open contract to buy or pay for any loss or damage on termination. The stock room handles the inventory of all sapp&cs. Inventory records are ization. The dryer has drawers that pull out, permitting ready access. After the equipment is dried and sterilized, that group requiring only cleaning zed steriliz ing Is inspected and packaged, with in structions, in cellophane bags for reissuance; the other group, requiring re conditioning or repair, is taken to the re pair area. kept on a card filing system: A separate card is kept of every item carried fa the safety dispensary, including necessary Maintenance of Safety Hats Hat maintenance to be effective must repair parts. As supplies are needed, be planned in terms of: they are charged off the inventory records and placed fa the supply cabinets near the work benches. In the event a large shipment of supplies comes fa at one time, the excess inventory is stored in 1. Inventory In excess of immediate needs, quantity and sizes. 2. Humber of plant personnel and their stability. the main warehouse until needed. 3. Decals to designate craft and rank. Cleaning 4k Sterilization 4. Cleansing and drying facilities. The next axes we shall examine is where the cleaning and sterilization takes place at the back of the room. Equipment returned by employees is segregated by types and placed fa the cabinets or bins to be sorted later. A table is provided to sort and break down equipment into two groups: 1. Equipment requiring only cleaning and sterilizing, 2. Equipment requiring re-condition or repair. 1 have appended bibliographies and ref erences on obtainable data of sterilization methods. A sink Is located at the far end of the room with long drain boards on each side and three basins, 18* long by 18' wide by 18* deep. The baifafi were made this size to accommodate hats. A two and 5. Re-pafat and re-assembly plan. To clean and sterilize hats, they should be washed in a strong suds solution con taining naphtha having a low concentra tion of alkaline powder. This operation is done fa hot water, using a fiber bristle brush for hat bands and a cloth for the exterior. Craft marking should be soluble in this solution and easily removed. The proper brush will facilitate removing all hair, oil, and dirt. The hat is rinsed thoroughly then air dried in a controlled environment. Should the base paint still be adequate, the ex terior of the crown is given a thin coat of* marine spar varnish before the bat it placed in the dryer. After drying, it u carefully inspected and the band is gives: a treatment of alcohol to remove art) 198 32nd National Safety Congress, 1943 traces of varnish and excess oil that may not have been removed. Should the crown show that most of the base punt is worn off, all the paiot is removed in a strong alkaline solution to very hot water, rinsed, air dried, and given at least two coats of base color and a coat of spar varnish. The lining, which baa previously been re moved, is laundered separately. The cleansing program above is satis factory for leatherette linings; but leather lining's need special treatment with saddle soap. Care must be taken to plan all operations so that the bat will not be in the water for too long a period (not over ten mmates). Drying space should he planned to aBow one and one half cubic feet for each hat. We clean an average of forty hats in a group, renewing solu tions at least twice dosing the operation. All equipment to be repaired is first washed, sterilized, and dried. After It has been repaired, it is taken bade to the sink, re-sterilized, dried, inspected, and pack aged for issuance. The following points most be considered to effect a maintenance program that will conserve equipment and keep stock in ventory to a minimum. It is essential to recognize that certain parts can be ex pected to break during normal usage. A quantity of goggles, hats, and respirators are kept on inventory for replacement purposes while repairs are being made. It is, therefore, important that a propor tionate stock of repair parts and jigs to repair such broken equipment is main tained. It is important, in order to maintain the fit, for goggles to be periodically re-ad justed. This re-adjustment should be at the direction and approval ot the super visor. It will serve to check the individual's attitude toward goggles and his participation in the cleaning of his own goggles. The carelessness of the em ployee in handling Ids goggles will be evident; slag and pits on the inside of the lens indicate either an unsatisfactory tit and/or wearing them under duress. It is unwise to be too frugal with replace ment goggle lens. Pits caused by slag burns, grinding operations, and blows will change the stress pattern and nullify the protection qualities of the lens. An electric soldering machine, using silver solder, is used to solder broken frames and detached pad arms. It is also effective on metal respirator parts. To facilitate the steirLodog and cleaning program, respirators must be in use for only certain periods of rime, governed by the concentration of dangerous agents in the working environment; therefore, there should be a regular replacement and re conditioning schedule. It is the normal policy to issue a face cloth to absorb skin oils which may deteriorate rubber. It is also evidence of cleanliness; and it pro vides for a better seal between the respira tor and face. It is essential to have a special program for air line respiratory equipment; (a) Special re-conditioning program depending on the kind of equip ment. (b) There should be a thorough under standing of the quality of protec tion possible and adequate instruc tion of supervisors and employees as to how to best ose this equip ment to secure the maximum amount of protection. The following is a list of cools necessary to effect proper repair: L Assorted screw drivers of different sizes. 2. A small punch and rivet set. 3. Several pairs of end cutting and side cutting pliers. 4. Snipe nose ptiers. 5. Padded pliers. 6. Sheet metal snips. 7. Goodall electric soldering machine and 18 gauge soldering wire. 8. Harris staking took 9. Two bin vises or tab holders 10. Taps for screws as per manufactur ers specifications. 11. Handy high speed power tool with assorted attachments. 12. Assorted fiat, buff round, and rat tailed files. * 13. Optical hammer and assorted small chisels. 14. Refer to any good Optica! Suppliers Catalogue of tools and equipment. War Conservation of Personal Protective Equipment 199 15. English bristle bone handle brush es for scrubbing. Racks to bold lenses and small com partment boxes to contain screws and other small parts should be provided. Also, a rack for the bolding of tools for quick access for fitting should be pro vided. Work benches properly con structed, with adequate tools and dose proximity of supply cabmets, can allow one person to repair many items of safety equipment per shift. An industrial program must be designed to reach all employees, from top to bot tom. Safety directors recognize the im portance of safety minded supervision in the plant program. Therefore, the edu cational program should be planned to impress all employees, irrespective of rank, of the hazards and safe practices of his job. Educating a new, inexperienced em ployee cannot be accomplished by one in jection in an orientation program; knowl edge must be acquired over a given period of time and checks made, to be sure that the desired safe practice is thoroughly understood. Training should be visual, auditory and illustrated by examples. Rules must be established and agreed up on by craft operation leaders and it is well to remember that example is always better than precept. Educational methods can be accomplished through lectures: by the safety director; by his staff mem bers or others; in the trainee program; in J.I.T.-J.M.T.-J.R.T. classes at the orien tation program; in safety committee meet ings; and at other special events. Some visual methods are: Safety films. Bulletin poster boards Equipment displays. Drop-ball test of lenses, hard hats, and safety shoes. Photometric tests of filter lenses. Instructions issued with safety equip ment. If the safety director will captllize on every opportunity in getting over every possible educational method, he cannot help but pot over his program. Wartime Fire Protection WEDNESDAY MORNING SESSION October 6, 1943 Presiding--James J. Duggan, Dir., Process Dept, Carbide Sc Carbon Chemicals Corp., Sooth Charleston, W. Va. Special War Time Fire Protection Problems K. C. STANGK Port Seoxtity Divisioa, U. S. Coast Qotrd, Wubbftao, D. C. The subject assigned to me is a prob lem ia Itself, a problem of selecting from among the hundreds of possibilities those items which are deserving of special attentention. This paper will, therefore, be confined to tbe waterfront, to ships, and shipping facilities. The material in it is gleaned from actmbci of the Coast Guard in res work of safeguarding ports, water front facilities, and vessels in harbors It is a platitude that all war materials for the global war we are waging must be,directed through oar sea ports. These ports have been labelled the funnels into which the products of our war industries are poured, tbe bottlenecks of our supply Uses, or the approaches to the bridge of ships. Handling of Hazardous Products For peacetime operations, our port facil ities were probably reasonably adequate Ia tone of war, they are being strained to tbe utmost Some additional facilities have been bu9t hot, for the most part, we have had to rely on commercial facilities al ready existing; and the fact is well known that the average pier or wharf leaves much to be' desired in tbe way of resist ance to fire. Not only bare the quantities and values of cargoes handled immeasur ably increased, bat the hazards involved hare likewise increased. Hazardous prod ucts: explosives, enridbring materials, in cendiary compounds, which may have been of only academic interest to fire pro-. Section engineers, now assume very im portant status. The speed with which vessels mast be loaded U also a factor of no small importance. It is necessary to have rules and reg ulations for the safe handling-nod stowage of explosives, ammunition, and other dangerous articles. Such roles have been formulated by experts who have spent years in this work. But the mere exist ence of laws and of rules oi good prac tice is not enough. There is always the temptation to take short cuts with a mistaken motive of saving time; and to indulge in unsafe practices in the belief that the careful handling stipulated by the regulations is oot necessary. In attacking the fire protection prob lem, the Coast Guard endeavors to fortify itself by keeping closely informed on con ditions m the field? aa an army depends on its intelligence and rccocnaisance units. A complete record of all waterfront fires is kept, originating from weekly reports by the captains of the ports. Some of the facts brought out by this record are worth mentioning. Two Common Causes of Waterfront Fires As might he anticipated, the two most common causes of fire on the waterfront are smokers* carelessness and welding or catting operations. Smoking is now pro hibited on piers and wharves, except in specially designated locations and con siderable effort has been made to control this hazard. Surreptitious smoking in 201 202 32nd National Safety Congress, 1943 hazardous occupancies and locations has Welding operations oo a ship under always been difficult to control; but all construction containing a mingnum of agencies concerned with safety of the combustible material are a simple prob waterfront are now cooperating closely lem. At the other end of the scale, is toward that end. Credit for constructive the ship fully loaded, practically ready effort is due local law enforcement au to sail, but with a deck cargo that must thorities, labor organizations, and employ* be fastened in place. The problem of era for their whole-hearted cooperation protecting against fires, due to welding with the military in this respect. of cleats or padeyes to the deck for the With the increased use of gas welding and cutting as a means of fabricating steel products, fires from this source are quite common. Every spark or slug of molten metal is, obviously, a potential source of ignition, a source which cannot be elimi nated without discontinuing this entire process of fabrication. The remedy lies in removing combustible materials from the vicinity, so far as possible, and in pro purpose of lashing down this cargo, is a serious one. There is do one solution td the difficulty, and such steps must be taken as the circumstances require. If space below deck it available for a man to crawl into, tarpaulin or asbestos blank ets are placed above the cargo underneath the spot where the welding U to take place. If this is not possible, cleats may be fastened to the side of the ship. viding nre watches to extinguish such Damaged ships sometimes offer totally incipient fires as still occur. Both these unexpected fire hazards. In ooe case, a methods are used. Clearly, it is impos ship that had run aground on a rocky sible to remove or insulate all combusti bottom was brought into drydock for re ble materials and ignition cannot be en pairs to the hull. Unknown to the repair tirely prevented. A fire watch is, there company, the fuel oil tanks had been fore, stationed in the vicinity of each punctured bat the oil was held in the welding or cutting operation, provided tanks by water pressore from the outside. with a pump can, extinguisher or other The vessel had been shored up in the suitable fire-fighting equipment. So far, drydock and pumping out of the dock bad vc are glad to say the record has been started; as the water level receded, the good and most fires are caught very oil tanks suddenly disgorged their con quickly. tents over the surface of the water. It requires no tasagioation to realize the Welding on Board Ship danger to the repair crew already on The problem assumes its most difficult character on board ship. The steel bulk heads and decks of a vessel readily trans board, surrounded by a flood of oil. Prompt action was necessary; pumping was stopped, all hot work and smoking forbidden and other precautions taken to mit heat of the torch to any materials in eliminate sources of ignition, until the contact with them. With hot work opera spiffed oil coaid be slammed off and the tions going on in one comer of a com partment, It might be necessary to watch seven other compartments. Even with no remaining oil drawn out of the tanka through the regular pumping equipment cargo on board, ship's stores, sheathing, insulation, electrical equipment, oil fuel and the luce provide possibilities for a destructive fire. Thick paint coatings also cannot be ignored. Such a simple product as a kapok life preserver was a contributory cause to one of the heaviest marine losses in history. Incidentally, this same kapok life preserver is not being neglected, but every effort is bring made to develop a treatment that will eliminate its highly flammable character istics. Transportation, of Gasoline sad 02 Normally, large scale transportation of gasoline by water Is accomplished in balk by tankers especially designed and built for the purpose, with all the safeguards that the fire prevention engineer can devise. The needs of troops is outlying hifft and m the field have necessitated a decided change in this method of han dling inflammable liquids. Gasoline roost be furnished in drums or in five gallon ant or even in smaller containers accord- Wartime Fire Protection 203 ing to the demand- of the field units. each mile of closely built waterfront area They are shipped on ordinary cargo ves in ports of vital importance to war ship sels without the compartmentatios, fire ping; which, theoretically, places a fire- extinguishing equipment, explosion proof boat within one half mile of most of these electrical equipment, and other appurte facilities. nances of the regular tankers. To complicate the problem still further,' the drums and cans employed arc usually single trip containers with thin shells, quickly susceptible to corrosion effects and not capable of resisting rough han dling. They cannot be piled or stowed in deep tiers or the containers wilt burst under excessive weight. When this occurs or leakage takes place for any reason, we have gasoline vapors seeping through the hold of the ship, not only while it is being loaded bat; more especially, when it is being unloaded: perhaps under very adverse conditions. This means extreme precaution in ventilation and the elimina tion of sources of flame or spark. The hazard of gasoline in light weight containers is not confined to the ship. We have storages, along the waterfront, of thousands of drums awaiting shipment; there is also a great deal of gasoline cargo handled by barge on our rivers and har bors. This entire subject of safe handling of gasoline and other low flash petroleum products in drums and cans has been given a great deal of study. Storage pat A word about these fireboaU, they are of two general types. One type consists of a steel hull boat, especially built for the purpose, containing four pumping units of five hundred gallons per minute each. The other boats arc of the converted type. As the came implies,' vessels of suit able kinds including tugs, trawlers, fish ing boats, and others that could be adapted to the service, were purchased and rebuilt to the extent necessary. From four to eight five-hundred-gailon standardized gasoline driven pumping units were mounted on the deck, pump discharges manifolded together to supply monitor nozzles, and the boat otherwise outfitted for fire duty. In some parts of the country, the supply of boats suitable for conversion was found to be limited and, on the West Coast, we found it necessary to employ barges to some ex tent. These are of standard design, SO" or 60* long by about 20* beam, powered by two marine tractors and equipped with eight of the five hundred gallon pumping units. terns have been worked out which make possible the rapid detection of leakers, unravelling of piles, and the control of incipient 'fires. Pumping Capacity and Equipment Coast Guard fircboats h-.ve a total pumping capacity of 2,000 to 4,000 gallons per minute each. They carry a suitable Fire Boats Provided One of the major deficiencies in the municipal fire protection of coastal cities has been the lack of fircboats which coutd attack a pier or wharf fire from the water side. Such boats are expensive to build and costly to man and maintain and, as a result, in the early part of 1942 there were not over fifty municipa! fircboats in service throughout the country. The Coast Guard has remedied this deficiency to a laTgc extent. Our present fireboat fleet Includes approximately two hundred and fifty vessels allocated to tbc various ports and on duty day and night, fully manned and well equipped. Distribution has been such that one fireboat has been provided for approximately amount of bosc and a good complement of fire-fighting appliances. Each fircboat and fire barge carries on board foam equip ment of the liquid type, foam producing nozzles and sufficient foam compound to produce about 1,500 cubic feet of foam. Fog nozzles, cellar pipes, distributing nozzles, oxygen breathing apparatus and other necc&sar " ipraent is also furnish ed. For some <*i .he ports which bare large marine terminals, additional equip ment in the form of dry foam powder generators is provided, intended to be used with such supplies of foam powder as are available locally. In addition to its fircboats, the Coast Guard has purchased, and allocated more than two bundled trailer pumpers to cap- 204 32nd National Safety Congress, J94J tain of the port duty. These are twowheeled units of 500 gallons per minute capacity, carrying 500 feet of 2% loch hose and a limited amount of fire-fighting appliances. Tracks or jeeps are made available for towing them and the trucks usually carry extra equipment! In all this work, the Coast Guard con* siders itself an auxiliary force, supple menting the established fire department of the municipality. It is the Captain of the Port's endeavor to operate his equip ment and to dispose his forces in full co operation with the local fire chief, who has the underlying responsibility for ex tinguishment of fires within the city. Impaction of Construction Fire fighting is. however, only one phase of Coast Guard port security activ ity; one that is essential, it is true, but not the endeavor that receives closest at tention. The type of construction and the lack of fire resistant qualities m the aver age pier or dock stiuctwe is well recog nized by afl fire protection authorities. We realize that fires can occur hi some of these nnrocnac concentrations of wood en and buddings which can not be controlled by airy amount of equipment and men. For these reasons, the Coast Guard is mtpbinriag fire prevention to the ut most. In each Captain of the Fort organ ization there are men. trained in tins type of work, yrho make periodic inspec tions of alt waterfront facilities searching for fire hazards, c.bccfiipg the condition of fire cxtiugirisfaiugr app&naccsu and enforc ing sales of good practice m haoffing wadtooriag of cargo. dean ImgnMicy'sa'peauilc good coauot wear apussnnug ennfitiana. Uaaatiafnctcuy eodusas gat Wkmf 9 fWdfrtj by the Cspssia f c^art. YsywuifcM tinna far tila nwontj of vends ia part have bane ban! wad nom have the force of federal law. white a parattri set of reg aintioos, go ii i aiog the nmtiiy and pro tection of piers and wharves, is m the making. In all the ports, there arc bad struc tural conditions which never should have been permitted in the original design and construction. We cannot insist on the re building of piers and wharves; but every opportunity is taken to urge upoa the owners such improvements and modifica tions as they can accomplish. Titsog of Personnel No program of this kind, national or local, can .be successful without a properly train ed personnel. Although the Coast Guard has enrolled in its ranks a great .many men with years of experience in fire fighting, fire prevention, or police work, neverthe less, many of them were specialt&ts in a very narrow field. While making the best use of their past experience and training, it was still found necessary to instruct them in the broader aspects of port se curity work. A training station has been set up at Ft. McHenry, Baltimore, for this pur pose; the instruction staff consisting - of officers who are experts in their particular field. The fall course of training * of the weeks* duration, during which time the trainees arc given instruction ut such subjects as the legal aspects of port se curity work, powers of the Captain of the Por^ fire prevention, fire fighting, antisabotage measures, guarding, vessel se curity, ship construction, making of in vestigations, and friiwBug of explosives. AO methods of tnctrnctiow are used: lec tures, demonstrations, reference material, motion pictures and actual participation so the operations briny taught. Fire fighting training fans assumed a very prominent part hi the instruction program. The station is equipped with a fire-test building, mntitasg tic hold of a ship, in which fires are aad * tiquithffd by the trijncu, wring the equipment with wfakfa they are provided in the field. A lS4oot oH sad: is provided for practice ia i jtliifhi--rst of oa fires; and a small piety for practice in cwobatinas employed itt attacking pier and wharf fires. Emphasis is placed on the ex tinguishment of vessel fire* and the re sults obtained, wadi appfiuwees and methods now used, as dackMfy eoeoor- agfeg. Based on experimentation carried on in the fire-test btrildtag experiments which Wartime Fire Protection 205 are on more 'than a laboratory scale -a fire in the-boiler loom of a vessel is not quite the problem' it-is ordinarily consid ered to be. By introducing fog nozzles into the bunting apace through ventila tors or other deck openings, it is quite possible to cool down the ulterior of the boiler room to the point where fire crews cau safely enter and complete the -ex tinguishment - Not only arc port security men given instruction ?C Ft McHenry but the same fire-fighting training, so far as time permits, is given to the dam age coptrol jrrews of Coast Guard cutters. Organizing and Training the Plant Fir* Protection Crew . RICHARD E. VBBNOR Manager, Fir* Prevention Department, Western Actuarial Bataan, Chicago * Nobody can win a war from a succes sion of smouldering ash heaps. With all that baa been written, said, and done about fire safety, we may as well face the shocking tact that fire losses. have substantially increased in 1943 over 1942, and now constitute a back-lash of over one million dollars a day on our war ef fort. That is the equivalent of bttrmng one ten thousand dollar house every fif teen minutes. While many industries have done a re markable job in protecting themselves against fire, the shameful record of this year indicates the woeful lade of under standing and action necessary to fire prevention and control on the part of many -other*. FusMismamal Prim;ifilas Sometimes I think we unnecessarily complicate oar approach to plant protec tion by starting out wzth all of the detailed ramifications of the problem ia very huge industries. In order to get at the funda mentals nfriftd, Vpposc we first take a look at a very nple problem of fire safety; foe the fundamentals found there wD apply anywhere, Soppksc, for example, thsc I own and op-- sit s small shop awl I have no help. Nobody else has any responsibility. If I expert so fan** a safely operated shop, the first ft qirisiag is an understanding and an ipprailfiMt of the aacwacc of fire and what ] naust do to make reasonably cer tain that my shop can costinae to produce its product. Without that understandtag, the fir* safety of my plant wtB be pretty unpredictable. If I had good sense, I would appreciate the flammability of my building, and its contents, as . well as fire hazards of the place. I would be constantly fire - con scious and would frequently inspect the premises to tee that no unnecessary haz ards existed. I. would be.alert for possible trouble and be prepared to cope with it through proper extinguishing devices, which I would learn how to use effec tively- If I could afford tt, I would pro vide automatic protection. I -would cer tainly know bow to summon what muni cipal or outside aid was available, and. I would make sure that I had more than one means of escape if that became peces- sary. You wtfl oote that I said 1 would do they things, provided that I bad axs aadervtaading and as appreciation of the fire problem aad remained aloof from the attitude that making could happen to my shop. If ray business prospered and I finally hired sodmoqc to help me, I would feel that tbc oufy safe thing for me to do would be to try to create the same understandmg aad preparedness upon the part of my helper, I would be similarly concerned if my plant grew to number hundreds or thousands of employees, none of whom would cherish the Idea of report ing for work aad discovering only a great pfle of uhtt where the plant had been but a few hours before. 1 could scarcely expect these employees of traar to take a really vHxl interest in fire safety owleas 1 gave them the proper leadership; aS of which brings me to the statement that a fool-proof fire safety pro 206 >*Win^ Crmprrrt, 1943 gram tonal *<* -- and, zk> niiticf Vpm fundamental* d fht ] prescribed lor my m t fl 4mm I Variable* j* It would be qm* hapMaflk feoac, W on line the organtraricM and tniai^ proce dure for a plant fire troccaoe craw which would fit aS cue*; aajr aort than a single dose of medSczne covU be prescribed for everything from hoese-maid** knee to the quaking ague. There are too many van* ables- Tbe crew itself w a variable. There may or may not be a special safety de partment. If there is one, the fire do* partment may come under it or h may not. The protection may be organized by divisions of the plant or there may be a fall time plant fire brigade, or both. The inspection work may be the responsibility of watchmen, guards, firemen, safety engi neers, or others. The important thing is that each specific problem be carefully analyzed and then a crew organized and trained to cope with emergencies. This is fully as important in a small plant as in a large one. Many a small plant has been destroyed bamt of * philosophy that what was everybody's business was nobody's busline**. Generally speaking, no industrial works, warehouse, department store, or ofiSce building is too smalt to arrange for a private fire brigade; or, at least, a system whereby a certain select group of em ployee* may be rapidly assembled, at the time of a fire, to carry on fire fighting and rescue operations. Orgtni*ttioa Must Be Wall Trained The plant chief most not only train his brigade to hold a fire oj check anti) die arrival of the public fire department; but he must have an organization so well trained that it will size up, attack, ex tinguish, overhaul the fire and carry out the necessary salvage operations without the necessity of help from outside forces under extreme wartime conditions. Here I would like to inject two very practicable paragraph* from a recent pub lication of the War Department entitled, "Plant Protection for Manufacturers." ~Tb* development of the plant fire gfctjag oegattirarion should start at the Mp of greatest fire hazards, the oper- dappstownts. Every operating det showVI have a fire squad trained r and eactiagmshing fires which witltim its area. Beyond tins, watt plants weed a well organized fire brigade composed of framed men from all departments who are fully famBar with `the plant fire fighting equipment, aad who arc able to assemble quickly to take over from department fire squads any fire which threatens to go beyond their control. The fire brigade wilt not be a success unless recognised by the management as a highly important department. The chief of the fire brigade should report and be responsible to an important executive io the plant organization. He should not be under, the direction of the production superintendent or others to whom produc tion necessities may "suggest short cuts which sacrifice safety. The strength of the fire brigade, the amount of equipment, and the frequency of drills will depend up on the size of the plant and the nature of its hazards. In plants having fire pomps, the plant engineer or his chief assistant should be a member of the fire brigade. An clectriciau familiar with the power circuits should also be a member. It is desirable to include watchmen or maintenance employees cm duty when the plant is not operating. Plants operating more than one shift should have a trained fire brigade for each shift." The detailed organizational structure of a private fire brigade has long since been carefully studied, published, and amended; and is available from The National Board of Fire Underwriters. Its title is, "Sug gestions of The National Board of Fire Underwriters for the Organization/, Drill ing and Equipment of Private Fire Bri gades," as recommended by the National Fire Protection Association. Opportunities For Training No matter what kind of a fire protec tion crew setup you may have, training is essential. Training is frequently available for the mere asking. Most municipal fire departments now are not only capable firr Protscti&it 207 of doing ml W as* mmw * Miit m Use haste tzaamag ed mdwNnuft kqiin trakdng warranar* cm iks h* seamed tluougb nns-- ipMKMS Outset ihouM be node wick yarn* Stun Director of Trade ssf Industrial EAacrtir-- or your State Fkq Marshal for Cnibei aaforumtiom. Inspection of the plant by the officers of the municipal fire department should be invited, in order that they may famil iarize themselves with the general con struction of the buildings as well as oc cupancies, hazards, exits, special protec tive installation*, and the yard arterial system. mm ha* to <k> with the protection crew The simple point that I want to em phasize ts that every plant, today, should go tbe limit to prevent fire; that a plant should be organized, equipped, and trained to cope with fire should it break out; and that I rccssnsaead for your study 3 pub lication* as helpful guides to the active implication of tbe organization. These axe: Private Fire Brigades--NBFU. - Plant Protection for Manufacturers-- War Dept. Industrial Fire Brigades Training Man ual--NFPA. The industrial chief should know the contingency of apparatus which normally responds to first alarms at the plant This information has a very direct .connection with hi* own plan of attack. In fighting a fire, just as in fighting an enemy on the battlefield, the knowledge of reserve pow er I* a definite contributing factor to the plan of battle. Plant Protection Bibliography Passive Protection for Industrial Plants O.C.D. PhaxnpJet 3031. Plant Protection Fact Sheet O.C.D. Pamphlet 5214. (Both of the above may be secured from your State Defense Council). For a comprehensive picture of this training, I refer you to a recent publica tion of the National Fire Protection Asso ciation. It is called. "Industrial Fire Bri gades Training Manual." Other opportunities to learn training methods are presented in various state fire colleges, firemen's short courses, and such gatherings as the Annual Fire De partment Instructor* Conference at Mem phis. A number of plant fire chiefs will always be found at these meetings. Ton win note that some of the thing* I mentioned m my one-room shop prob lem have not been given further treat-* ment in these remarks. I have not dis cussed specific fire hazards or specific pro tection devices. I have not touched on inspection procedures, apparatus or water supplies; neither have I dwelt upon exits, fire drills. alarm systems or education of employee^, all of which and many others are vital parts of a plant protection sys tem. There are already authoritative pub lications or other information available upon aB of these things and there is little object <zz a re-bash of them before this audience. Anyhow the topic assigned to National Fire Protection Association Crosby - Fiske - Forester Handbook of Fire Protection (9th Edition) $4.50. Industrial Fire Brigades--a Trauiinc Manual $1.50. Employee Organization for Fire Safety 25c. National Board of Fire Underwriters (Single copies will be sent on applica tion for same to Mr. George Tatnall, Chief Engineer, Z22 West Adams Street, Chicago, without charge). N.B.F.U. Pamphlet No. 10--Installa tion, maintenance and use of First Aid Fire Appliances. N.B.F.U- Pamphlet No. 11--Foam Ex tinguishing Systems. , N.B.F.U. Pamphlet No. 12--Standards for Carbon Dioxide Fire Extinguishing Systems and Inert Gas. N.B.F.U- Pamphlet No. 13--Standards for Installation of Sprinkler Equipment. N.B.F.U. Pamphlet No. 14--Standpipe and Hose Systems. 208 32nd National Safety Congress, 1943 N.B.F.U. Pamphlet No. IS--Water Spray Nozzles and Bzisuffnlsbrng 5y*tern*. N.B.F.U. PuapUet No. 20--Standards for the Instatiatioxi and Operation of Cen trifugal Fire Pumps. N.B-F.U. Pamphlet No. 23--GssrHy and Pressure Tanks. N.B.F.U. Pamphlet No. 23--Fire De partment Hose Connections for Sprinkler and Standpipe Systems. N.B.F.U. Pamphlet No. 24--Standards for Outside Protection. N.B.F.U. Pamphlet No. 25--Standards for the Construction and Equipment of Hose Houses'for Mill Yards. N.B.F.U. Pamphlet No. 26--Standards for the Supervision and Care of Valve* CoatroUhg Water Supplies. N.B.F.U. Pamphlet No. 27--Private Fire Brigades. War IkputsiMt Pamphlet K& 32-1--Plant Protection for Manufacturers. (Prepared jointly by the Army and the Navy). Tbp Penalty of Nagloct JOHN PLANT Chief Fire Prettsdon Kaginisr, Chicago Fire Dqurtswi^ Chicago. BL When the record of disastrous fires caused the fire, and other faults permitted causing thousands of lives to be lost and the fire to get oat of control. In fact; millions of dollars worth of irreplaceable the record continues, there were so many property to be destroyed is known, one is absurd and ridiculous omissions with ref justified in saying that the problem pre erence to fire that, if the results were not sented by fire has not been solved by so tragic, all the settings for a perfect modern man. Hollywood comedy were present. Oh yea, This is most surprising, when it is real ized that all fires are preventable fires. Not a single fire has ever occurred that could not have* been prevented, or at least controlled, before lives were lost or serious damage resulted. Many times, the only thing necessary to prevent a dis astrous and costly fire is to know how to call the fire department promptly when we can oat-produce soy one of the nations of the world; but don't forget, we can and do destroy by fire more wealth than all the nations of the world combined. Often, all that Is necessary to stop this loss is to exercise common sense. Let me cite one instance of a disastrous fire in an airplane plant in this city. A fir* started on the roof of one of the the fire starts; not to wait 20 to 25 min-, utes until the fire has a good -start and then, m desperation, call the fire depart large buddings. Not one of the many guards at this plant saw the fire. This failure was not their fault. These men ment. .were posted too close to the 50-foot-higb The Congressional investigation of the burning and capsizing of the magnificent ship "Normandie" shows that there was from 15 to 20 minutes delay, between the start of the fire and the calling of the fire department. There were 400 Navy, officers and men on the ship when the fire started. There were 300 Coast Guard officers and men and 3,000 workmen, yet for more than 15 minutes, no one called the fire ' department. The record states brick wall of the building to observe the roof. Guards should have been stationed on the roof. There was aa adequate somber of fire hydrants around the btrildmg but a wire fence, with barbed wire at the top, had been placed around the building and the fire hydrants were outside thB barbed wire fence. This caused a serious delay in getting hose tines into the building and up oa the roof. tint many other glaring and serious Some' eight large fire pumps were <m faults were on the ship. These faults the premises but only one pump was Wartime Fire Protection 209 working. Tbe remaining pumps were not turned on. Very tittle water was avail able to fight the fire. This disastrous fire loss, just tike most fires, resulted from a series of almost chBd-like errors. Another targe airplane engine manu facturing plant in. Chicago suffered a dis astrous fire loss because the size of open ing* and the threads on their water sys tem did not fit tbe 2j4-inch openings on the Chicago fire boee. This concern had been told, verbally and in writing, of this serious defect an tbrir defense against fire, but because of their lack of knowl edge of tbe potential destructiveness of fire, they failed to correct this. A loss of 10 million man-boors and $250,000 was the penalty of neglect, in this instance. One might go on analysing all fires, but the result would be the same. The study would always show the cause of fire was some apparently insignificant factor, which Mold have been corrected with a mmhmxm of expense and effort. So too, the fire could have been discovered while still a small fire; or it could have been controlled before disastrous loss of life or property had occurred, if simple rules had been followed. Did you ever realize that 60 per cent of all fires are caused by accumulations of rubbish? How can all these fires be prevented? By not letting rubbish, papers, rags, old furniture, and Irinrilmg wood accumulate in attics, closets, on stairs, porches, roofs, in basemeats aod in sheds. Remove and dispose of the rubbish and you wiQ eliminate 60 per cent of all fires. Everyone should prepare a plan of bat tle to include the common sense rules for the prevention of fire. Xt should in clude a program to follow in case fire occurs in the borne, store or factory. When the enemy fire strikes, there is not time to plan action then. Fire gives no quarter, permits no delay and takes ad vantage of every bote in your defense. Failore to have a well hud out plan of battle against fire means that you will act just as the men aboard tbe Nor mandie, when she began to burn from an easily preventable fire. Set up your de fenses nowl WEDNESDAY AFTERNOON SESSION October 6, 1943 Presiding--Jcrige Floyd E. Thompson, Chairman, Public Affairs Committee, The Chicago Association of Commerce, Chicago. The War On Firo Loo* A Reported Progress Address by PERCY BUGBEE General Manager, National Fire Protection Association, Boston, Mam. It is an til wind that does not blow some good. For many years that com paratively small band of people devoting time and attention to the reduction of 1ms of life and destruction of property by fire in the United States despaired of any fundamental change in the almost uni versal public indifference. America, per haps because of it* huge resources, has always been careless about conserving its resource*. America has more tele phones and more automobiles per capita than any other nation, hut America also has more accidents and more fires. htimdod Responsibility Not Felt It has sometimes seemed to me that the American public generally maintains a 'let George do it" attitude about fires. The idea seems to be to let the fire de partments and the fire insurance com panies take care of fires and fire losses. 210 32nd National Safety Congress, 1943 Few people seem to realize that fire de partments can not prevent fire losses nearly as effectively as the individual property owner, or that the fire insur ance companies collect the money to pay fire losses from you and me and everyone concerned. A rather strange part of this public psychology towards fire is that many businessmen spend money .and thought on the protection of their place of business against possible fire loss bat neglect even the most elementary precau tions against fire destruction of their own homes. Perhaps our huge total of loss of life and property annually from fire destruction never made a serious dent on public con sciousness because fires are scattered and the average person may encounter a serious fire involving himself, his family or has property only once or twice in a lifetime. Only the great fires such as the Fall River rubber fire in the fall of 1941 and the Normandie and Cocoanut Grove fires in 1942 seem to really reach the public attention. Such fires bring about specific reforms and improvements In the fields in which they occur. I think that the Cocoanut Grove night club fire, hor rible and disastrous as it was, may In the long run serve to bring about a net saving of lives because of the wholesale clean-up of fire hazards in places of public as sembly brought about because of that disaster. Tbe War mm ma Aid All of this brings me back to my open ing remark about the ill wind. The war is changing public psychology towards fire. In the first place, fire has-been a principal weapon of war in this conflict. Widespread use of the Incendiary bomb has given to the American public an ob ject lesson in the destructiveness of fire that Is unsurpassed. Millions of Ameri cans are participating in various civilian defense activities, and the importance of fire prevention and control is well under stood stressed by civilian defense authori ties. The conservation program, while not designed with fire losses In mind, has nevertheless bad a for reaching effect in removing fire hazardous material of every kind from not only our factories, but from the attics, cellars and closets of our homes. Another factor Is the practical one that a building destroyed by fire today cannot be replaced very easily, if at all. This makes people more careful and, in fact, what the underwriters call "moral haz ards" Is practically non-existent today. You have probably heard from the F.B.I. and others that there has been little or no sabotage, as yet, in this war. It is also true that there has been little or no arson in the War period, A most heartening result of this present situation Is the substantial decline in fire losses In dwellings. If we can bold this gain in the post-war era, it will be a last ing accomplishment for the welfare of the country in reduced human tragedy. Broad Public Education fa the tfoat Important Factor Let me emphasize at this point the great value of the education of school children in at least the fundamentals of fire loss, fire prevention and fire protection. As in any other great movement for the pub lic welfare, broad public cducatiou is the most Important factor of alL The great majority of all fires are due to a relatively few, easily understood and elementary causes, such as, accumulation of flammable rubbish, careless smoking, dirty chim neys, poorly protected heating appliances, improperly installed electric wiring, care less handling of gasoline, use of wooden shingle roofs, etc. Knowledge of these things can and should be taught in the schools. I am glad to pay my respects to Chicago in this field, because Chicago has been a leader in fire prevention edu cation among the school* children, thanks to tite progressive work of the Chicago Fire Department and of the Chicago school authorities. There is another important gain In the war against fire destruction; that is in the farm and rural field. We are begin ning to see substantial reductions in form and rural fire losses for the first tune, and great progress is being made in edu cating farmers and in organizing rural areas for fire protection Increase m Industrial home* There is a dark side to our present picture. Since the outbreak of war, there has been a steady and, in fact, alarming Wartime Fire Protection 211 increase in industrial losses, with serious effect upon our whole' war production program. Much vital material has gone up in smoke. Many explanations hare been made as to why this situation exists. Of coarse, in this period there has been a tremefidoas increase m the value of goods produced, production has bees speeded upv natxafaed workers vdboot safety and fire protection knowledge have been rapidly inducted into industry. The urge for speed and production has brought about tbe crtcriop of buddings of huge area and of inferior construction and, in many cases, with bdr of adetjuate fire protection fariBties. I think that most important of any oi these factors, and perhaps the underlying reason for meet of them, fa tbe "Ufa: a chance** philosophy that war seems so engender. I hare heard that theory ex pounded by important people that should know better. Their reasoning seems to be *--"We are in a war; life and money is cheap: we most take a chance." I think you wiU all agree that that is a false philosophy. It is of little avail to spend untold energy and wealth in producing war supplies, if those supplies are de stroyed by fire before they reach our armed .forces. I have predicted before, and will predict again, that we have many situations in lias country where a fire could destroy enough war goods to affect the length of the war. Such a fire or fires can happen. They are overdue. r%f RhimM be Maintained A very healthy development has been tbe great increase la the number of or ganized fire brigades in industrial plants thronghnut tbe country. The developmeat wiS prove of permanent value after tbe war fa over. Measures for fire safety okas m actum, are just as effective and vikrtltilr fat peacetime. Every plant, store, office building, hoptkL theatre and the like should maintain a* organization to protect the property against fixe loss and to prevent panic and loss of life in case of an outbreak of fire. Over a long period of years, the control of fire waste has been brought to an exact science. The National Fire Protection Association, fire underwriters, fire departments and industrial fire pro tection men have developed accurate and inniT triornutiop on almost every con ceivable fire control problem. Ignorance fa mo longer a valid excuse for fire loss. Garelesaoess or indifference to simple measures of fire control bring bitter ex perience. We have at the present time and in the post-war period, a golden opportunity to perform a true public service in saving life and property against one of its great est menaces, fire destruction. Let us take full advantage of that opportunity. What Makes a Safety Man? 'THURSDAY MORNING SESSION October 7, 1943 A Pand Dbcoapon Presiding: C- B. Bovuer, Director of Fcrxcad, Wisconsin Public Service Corporation, Milwaukee, Wisconsin. Wc have a terrific question to answer this morning, "What makes a safety man?" Yon remember when we were children there was a story about what makes a tittle boy--"Rags and tags and old paper bags, that's what little boys are made oLn And little girls were made of "sugar and spice and everything nice, that's what little girls are made out of." Somewhere between that, perhaps we can arrive at what makes a safety man. On my left is C. A* Booghncr, Director of Safety, Gary Sheet & Tin Mills, Car* negie-IUinois Steel Corp** Gary, Indiana. Next to hha is Major Laurence B. Tipton; AXIS, War Safety Training Super visor, XJ. S. Department of Labor, Divi sion of Labor Standards, Washington, D. C. At my right is A. Burton Metxger, Director, Health and Safety, Western Electric Co., Inc, Baltimore, Maryland. Next to Mr. Metzger is another gentle man who has been outstanding in the work of training safety engineers in the past few years, John I. Yellott, Chairman, Safety Training Committee, Illinois Insti tute of Technology, Chicago, Illinois. Over at the other end is David Kaye, Chief Safety Engineer, Kaiser Co, Inc, Richmond, California. My name is Boulet. It is on the pro gram so yon will know how to spell ft. Now I guess wc arc ready to go. The question we arc trying to solve is, again, "What makes a safety engineer?" As one of my pals said in answer to the question of "What makes a safety en gineer?", "A girl in a red dress.** Now, have yon any question on wbat makes a safety engineer? MEMBER: Define a safety engineer. CHAIRMAN BOULET: fn other words what is a safety engineer? De fine wbat is his business. Who will try It? MR. A. BURTON METZGER: I often hear people say that it is necessary to be a graduate engineer in order to rate the title of safety engineer. I don't agree with that in its entirety- I do feci that an engineering background is very, very desirable but I don't feel that it is es sential. I feel that a man should serve a cer tain apprenticeship, if we may call it that, of safety inspector or in safety work before he assumes the responsibility of a safety engineer. We have our war train ing courses offered by the government which are very complete. Those afford an opportunity 'for men to get a very good background in safety engineering and technical knowledge. Wherever ac quired, it will help because the safety en gineer mast bo able to speak the lan guage of the production, planning and other engineers. The definition of an engineer does not necessarily mean a technical, or a highly technical man. Briefly, it is that of a manager. I feel that these fundamentals axe essential to a safety engineer. The safety caginer must first of all be sold oa his own subject. He can't go up and battle bis cause with the management unless he is definitely sincere. I feel that 213 214 32nd National Safety Congress, 1933 a safety engineer should be able to pre sent to manapnmt the cost of accidents, direct and indirect. He should know the statistics. He sbonld know bow they are compiled in order to answer any ques tions that might come from that. Don't say, as I have heard so many people comment when they have heard of a good safety program in an organiza tion. `Thai is all right with you folks for your management is sold." That is your job as a safety engineer to sell your management. Don't blame it on the man agement. Blame it on yourself. There isn't a management in this world that isn't only willing but anxious to increase production, to reduce operating costs, and a successful safety program will definitely do both of those things. If the safety engineer is doing his job he can get across to management the tvorthwhileness, if I may coin a word, of the safety program. MEMBER: I would like to ask some one how they train a safety cngincrc? MR. DAVID KAYE: Safety is no longer a hit or miss proposition. It is highly specialized and a safety inspector must be a trained man. He must be able to conduct a continual educational pro gram among the employees who do not realize that they are more important than their jobs. Our experience in training safety en gineers--I don't like that term "safety engineer,*' I prefer to use the word "safe ty inspector"---has been to take the new man following his employment, and turn him over to a trained safety inspector. The new safety inspector is~ given a pamphlet containing the information that wc wish that man to have; such things as company policy and the responsibility he assumes as a member of the safety de partment. He is given the various forms, the method of completing these forms and the reason for the completion of the forms and why they are completed. He is also given the general safety rule* and the specific safety rules of each craft in the yard and is advised at the end of two weeks that he will be given a short examination. During tbe first three days the-trainee is taken around to the various shops. He is Introduced to supervisors and foremen. He attends safety meetings. He hears the discussions of hazards and the solu tions for these hazards that are presented by the men in those particular crafts. At the end of the second week he is brought into the office and is given a short examination and a conference, find ing oat whether he is beginning to get the picture of the things that he is sup posed to sec out on the job. ' We have m oar department some who arc specialists is their line. For example, we have one man who has spent five years with one of the largest optical com panies and his knowledge of the optical business is being conveyed to the other employees through the weekly staff meet ings. We have three men who formerly were compensation men and know how to investigate an accident and how to pre sent recommendations for the prevention of that type of accident. We have one man who was formerly a stage rigger and he is our authority on staging. We have another ship titter, and 'through this means of developing specialists in certain lines in our department we are gradually learning the accessary things to become good safety inspectors. MR. C. A. BOUGHNER: I don't know who pat that word "engineer" on the back end of this thing "safety." 1 certainly don't believe it belongs there. For many years ! was a labor foreman, then eventually went on up through the line to a safety inspector and now am director of safety. Never yet have I found anyone that qualified entirely for tbe title of safety engineer. In my opinion, one of the first qualifi cations of a good safety engineer is imag ination, because if you can't see and imagine what may happen, yon are not going to be very good as a safety man. One of the second qualification* that is very necessary is diligence. This is one job in which yon have to be diligent. In other words, don't sit back in the chair and say, "We did pretty well yesterday. We won't have to worry today." You will find that every day does bring its problems and, above all, you must be on the job. The thing you may overlook today may be the lost-time accident of this afternoon. What Makes A Safety Manf 215 Tbe third qualification is judgment. It notes of qualifications of safety engineers. is a pretty big word- Judgment is realiy a big word in the safety man's language. He should be able to differentiate be tween a right and a wrong way, for a It is not a bad idea when you get home to check those over in a sort of selfexamination and see how closely you Trratch up to that given by Mr. Boagbnef. good teacher can only teach what be MEMBER: Our friend from tbe knows. Kaiser people told how he got the second I am reminded of the saying about the generation of inspectors. I would like hen: 1 don't know anything about lay to find out how be got that first fellow. ing an egg bot I can tell whether it is We want to find out where we can get rotten or not. The same thing is true of the safety job. You may not know a hundred per cent about the job you see, but still in your judgment you may be some of these fundamentals. I know there is an International Correspondence School coarse but some of us would like to know where to get the beginning. able to find ^a flaw in the way that par MR, DAVID KAYE: This may sound ticular job is done. funny, but the answer to this question is The fourth is sincerity. I think you that tiie man walked Into the office look must be sold on the idea that you have a ing for a jot;. good job to do and you are going to try to do. It right. As you approach the man on the job, you most be sincere. If he feels that you don't feel right about it, you are not going to get very far witij your comment. Be sincere in your com ment Don't treat it lightly. After all, yon have a responsibility for the life and i.'m^ 0f the men that work in your plant Tied in with that, of course, is force fulness. Any safety inspector or director of safety not backed up by such power from management is as useless as last year's income tax. Any management which isn't sufficiently interested in Its plant personnel to back up their safety or ganization a hundred per cent isn't safety minded. You must have that support and you, in turn, have to reflect it. You have to be a proper trouble shooter and yon have to know that management is on your ball team. CHAIRMAN BOULET: I think we need a little better answer, because that is one of those things that just happen once in awhile. I think this gentleman in all seriousness is stumped. He asks where you start. One of these experts has to have the answer to that. Major Tipton, will you try that? MAJOR LAURENCE B. TIPTON: I will ha glad to. Before I begin I would like to state my requirement* for a safety engineer. I think a safety engineer or safety inspector must have six basic quali fications. He most have, first, the cour age of a bolL Second, he must have tbe tenacity of a boll dog. He most next have the determination of a taxi driver in Washington, D. C. He must have the stubbornness of a jackass. He must have the enthusiasm of s high school bep-cat listening to Benny Goodman, and he must have the diplomacy of a wayward hus The sixth, and I think probably the rnvo important one is diplomacy. There are a great many ways to say some of band, plus a TTt*T,rv,tinrl of five years prac tical experience in industry, and a 96-hour ESMWT on fundamentals of industrial the tilings wlucb yon are forced to say. accident prevention. There are a good many ways to do the thing that you are forced to do. There arc. many reads you can travel to ac complish your objective. You have to learn how to travel them right. Anybody take a club, but- that day is over. Yom must now learn how to accomplish the tilings that' seem insurmountable to you sometimes by a diplomatic approach. If you will abide with me I think I can answer a lot of questions that might be sa your minds. In 1939 Congress ap proved an act which set up in the U. S. Office of Education funds for subsidizing in recognized colleges of engineer ing, then known as "The Engineering De fense Training Program." In every year following that Congress has set qp addi CHAIRMAN BOUEET: That was tional funds for the carrying on of that fine. I noticed a lot of fellows making particular type of training through the 216 32nd National Safety Congress, 2943 college* oi rngwciing an tbc caictv na tion, and aay college of engaceriaf can offer ikse oowiao midun the pha( qa a part-time basis, within the plant on full-time taiifc during the mang nr afternoon, or ca the suing aloft. These course* are now ESMWT comaei, sginecriwg Sdean ad Management War Training. This is a very drfinite war activity. There certainly is a shortage i safety engineers. We aO agree on that, and there must he a begianiug of this partim lar work., as you have stated, air, and nay recommendation is tins: that yon more about tins type of training, know of convenient location* to poor prriralar locality, and know whom to contact ia that (nrtkshr locality. Before tins a> sk>n is over, possibly I can pve yon tie names of those people and nee that yon are taken care of m your area. MEMBER; 1 am from Saganaw, Michigan. MAJOR TIPTON: Contact Sir. Mc Carthy. the Safety Director Cor the Father Body Division of General Uotoo, Fisher Body Building. Detroit, Michigan, who is state <-H^n-rajr. of the National Amiwif tee for the Conservation of Manpower is War Industry. He will contact the near est college setup. If >">11 .ad at least fifteen other people `^rly sitaetad would like training at no expense to yon, it can be arranged in that way. CHAIRMAN BOULET; I don't know if we have gotten to the bottom oi this question yet. It seems to me the question still remains of where yon get tilts first man. How do yon -find lam? Who is he? Has someone an answer to that? MR. JOHN I. YELLOTT (Chairman Safety Training Committee, TBmots In* stitute ol Technology, Chicago, UGnois): It has been our experience shat many people have taken the 96-bour course and then have gone back to their companies fired with these various personal charac terization* that have been described, only to find that whOe the management is in terested it U not going to do anything about it. Each of the colleges in which these men have been trained is these part-time cowmen, has the fist of those men who have taken the umw and I would have no bfrtrmn to go ear lists and see if we have a tow acalon* yoong men fift out of com panies where stuff work is not used at tin high rat level and move them to an other war ivtMrjr where they can put that nefli m wore nmetok and prac tical we X think the best thing you can do is to trtiitt she am am m the NCCMPWI and he aesta odkge. I am sure they vwtt tone among their graduates of the to-hear raws* venae nftvidml who wnuM he wdfiag to pea into practice that An i has been defined in a vast of may*. One way that 1 think is tins: An engineer in a scientific, analytitbt lews of wore in the manof meg, machines, material and i toe achievement of some nse- That, as far as 1 know, covers virtually cvcrjhudj who think* he is an engineer. If he i going to became w engineer a man msnt apply toe laws of nature. In owe way, nirfamiy, a safety engineer has to apply toe laws (f hnmaa nature in the high e it possible Agree. Then to order so do effective work an safety be has to hove tone toiricacritkj c4 diligence, hnaganasiosu jodgmeavt, sincerity, forcafalnesa, dpiowscy, ocnrvgr. determination, etc. 1 don't know of way college in toe conwtry or in the world that vosM en deavor to nmrh tome thiogs & the eradens Adnt law them On che otimr hand, imUnstry has thou sands sd people tob those q--hfinriniif gsamag an learn toe real stnfi thchr pirplr bane is them I kd that your nfdir mpMaor caw beat be made by tak ing m wogiarr with these qualifications and give him the scientific training he needs. See that they get some kind of organized training: the 96-hour course, toe continua tion course, if sufficiently schooled to busmens, and m any case, the 20-boor coarse will give than toe fundamental* for real safety engineering. We in toe Engineering College have come to toe conclusion be should be a iVhat Makes A Safety Manf 217 graduate engineer. Perhaps your safety very vague and general meandering* in engineer should get bis hands a little the theories not immediately applicable. dirty, then be sent back to one of the few selected colleges for post graduate work for a year or so. He should learn the management and labor laws. I think we need bonest-to-goodness safety engineers and they can be gotten this way. On toe other band, if that particular subject is followed it should be in the type of work which the gentleman has in mind, it can be extremely useful and an absolutely essential part of the safety en gineers' equipment. However, 1 woaid .MEMBER: Mr. Chairman, I would like to ask toe Major if he feel* that toe 'five years of practical training which he rather take off that title, and in a course such as industrial management, give the essentials of industrial psychology. mentioned, coupled with one or two en gineering degree* would waive the 96bour course? Jn other words, it is absolutely essen tial to know how the other fellows work; how they tick; why they think as they do. MAJOR LAURENCE B. TIPTON: I certainly do not. You can take toe finest graduate engineer ia toe country and, unless be has a bask "knowledge, or toe basic qualification* that I outlined, plus the fundamentals of industrial safety No one wants to get hurt. He gets hurt because be is stupid or does it inadver tently, and unless some of you men can figure out how toe other fellow thinks, you are not going to be effective. Your coarse ia psychology must cover that. engineering, he wifi make a rotten safety But it should not go over into a wide inspector or safety engineer. variety of vaporings- We are just about MEMBER: Excuse me. Major, I didn't say to waive all of those specialized qualifications; I only asked about waiv ing toe 96-boor course. MAJOR TIPTON; I still *ilc the maxt who is a finished mechanical en gineer. without any material in the field of safety engineering wouldn't make one He should have at least a basic under standing of the techniques, so I will still say no. CHAIRMAN BOULET: I would agree with Major Tipton that inside in formation on bow to approach the prob lem* that you arc bound to run into from a personnel standpoint is safety engineer ing is absolutely necessary. to put on our first course of that Mod and have chosen Dr. John H. Hazfehorst, who is conducting the early morning classes at this Congress, to teach. I think he will go down the right line with it- MEMBER: There are two questions I would like to aslc. One is for Mr. Yellott and toe other is for Major Tipton. First, the Major: Does he believe that ninety-six hours are enough, or whether four hundred hours wonld be more ade quate? Second, it doesn't seem u tie in with the government in regard to qualifi cations and background to take ESMWT courses when Mr. Yellott claims they should have at least four years of an en gineering course in a qualified college, MEMBER: One of toe courses that pins another year or two on top of that. has not been mentioned is the ELS.WJI. What are toe qualifications the govern course. It seems to me that would be of value to a safety engineer for one of toe things in that is industrial psychology. ment sets up before you are able to take toe ESMWT course? MAJOR TIPTON: Before I repeat I would like to have Mr. Yellott pre the question, I would like to add xny bit sent hi* ideas oi the value of industrial to the answer Professor Yellott gave on psychology. industrial psychology. MR JOHN 1 YELLOTT: I have stwl clear of til that in the administration of oar war training program xa which I have spent something Like two million dollars of your money in the last year. I have steered clear oi industrial psychology be cause it is too often a cloak for a lot of 1 agree with him one hundred per cent. I would like to state further than in the 96-hour course today eighty per cent is human engineering. Industrial psychol ogy is nothing more than human engi neering. Industrial safety is eighty per cent human and twenty per cent mechan- 218 32nd National Safety Congress, 1943 icsl. I thialc you will agree with me on that. Id answer to the question that was posed to me, I should like to say that be cause of the necessity for speed in trainin? wc cannot gin a four-hundred hour course even though wc might think it effective. In the second piace^ we believe that in ninety-six hours we can only give the fundamentals of industrial safety en gineering. We do not contend nor have wc ever- contended that yon can produce a man well grounded and who knows the complete picture of safety engineering with that amount of training. It merely gives him the background and material with which be can proceed. We are at the present time permitting the colleges to give a continuation coarse. It is the same coarse given in ninety-six hours with an additional ninety-six hoars. This reaches back into the localities where graduates form their own study dabs and are given charts, assignments and other activities so they can carry on their own discussions. However, to give four hundred hours, what men would have the time and what industries could permit them to take four hundred hours? We have to do the best we <?* in the time we have because we are af war. MR. JOHN I. YELUpTT: To reply to this very good question, I have sot ventured to define a safety engineer. I don't think anyone coaid. Yoa mentioned the question of government qualifications in certain fields such as mechanical en gineering, electrical engineering, civil en gineering, etc. There are state licensing bodies *b* prescribe what you have to be in order to qualify for engineering in those particular fields, but 1 don't know of any state which has a specific qualifi cation for the term fsafety engineer.** I took upob this thing as a pyramid, as all industrial structures are. The larg est part of the number of people en gaged in safety inspection work are not In nay opinion full-fledged safety engi neer*. They can, however, be reasonably well trained if they have a high school education or its equivalent and have the qualifications mentioned. This plus the baric knowledge winch we can give him in ninety-six hours enables him to do a very useful job as a safety inspector. If, on the other hand, he has been suffi ciently bitten by the bug and if the com pany has given him sufficient responsi bility, he will then go on his own accord and study. If he is lucky enough to be in & large city he can take a confiscation course and if be is lucky enough to be in Chicago he can take a course in indus trial hygiene, if that * is in line with the type of responsibility he has. However, the 96-hour minxmom is ttp to him. He can go beyond that but he must have that minimum. That is the basic knowledge he most have. The rest is on his own responsibility. I hope in the postwar days will come a realisation of the qualifications for honest-to-goodness safety engineers. I thi^k he should be a fellow with the equivalent of graduate training m engineering, plus specific training in the techniques of safety. MR- A. BURTON METZGER: My good friend, Mr. Booghner, disagrees with me on a safety engineer. I don't mean by any means that every man ti a safety engineer or should be a safety en gineer, but I do mean that there are many competent and able safety engineers in safety work today, doing planning and layout. When you are planting a layout, that is safety engineering. I want to bring out the fact that our safety profession has sot degraded to the point where we don't have any safety en gineers in it. I want to bring that oat because it has always been a very sore spot with me. I don't Eke the title **safe- If you don't give your own Job the prestige ft deserve by its proper title and elevate it to the level where H belong*, bow in the world do you expect your man agement or the rest of the world to do it for you? CHAIRMAN BOULET: This next question Is from a yomig fellow who wrote it out and sent it op here. Here it is: "We are talking about selecting people from oar own plant for doty as a safety inspector. Since these people will be selected one or two at a time, she What Makes A Safety Man? 219 training of these mea will rest largely with the safety engineer in the plant What system is recommended. Will this be `on the plant* training?" REPRESENTATIVE OF OHIO BELL TELEPHONE COMPANY: It has been our policy to direct our efforts to the people 2a the organization, and when the. time comes to select a safety roan, that man is selected on the basis of how well be has reacted to our training processes. Our training processes are based 00 three particular factors. The first ti the incentive." What ti the incen tive to be safe? What it the incentive to be a safety man? The second factor is: What ti the motivating factor be hind this whole thing? The third, of course, ti inspection. Those are the three basic fundamentals which should underlie any safety program. When it comes to selecting safety men. It seems to me that the individual wbo ti thoroughly sold, wbo bas the qoaHfieatioca cmtimed a few minutes ago, ti neces sary, and you cannot develop those things in a week. Over a long period of time' 1 have found the best safety men in any organization. and I have contacts with many outside of my own, are those fel lows who have been motivated by a keen desire to do something about a problem which 1ms emerged today as ooe of the major problems of cmZszatioo. CHAIRMAN BOULET: There ti an frptirt training coarse that folknrs op the 96 hour course. I am going to ask Major Tipton to dticeat this briefly. MAJOR TIPTON: We have a plan tktt is being cvductcd on a Iiatifto-wi4c basis, part of which wc have discussed this morning, but the over-all structure ti not brought together so you get the picture. Before the war got under way, we bad only shoot two thousand men m the entire country experienced enough and capable pnougfi to become instructors in the 96-boor course*. Those two tho--iinif men, for the most part, taught mining techniques and were employe* by the ccfltgc* to teach some fifty ihc--ud key men from industry ia the 96 boor causae. The men wbo fin ished the H how coarse then would go tmk to their ossa phut* and carry on the plant training. In order to provide them with material based upon what they had in the 96-boar course, the National Safe ty Council, in collaboration with the Na tional Committee prepared a ten-slide in struction kxt which ti the 96^-hour course boiled down to twenty boors. This ti for foremen, assistant*, etc. With these axe instructors* manuals with questions and answers oa the slide as to what to do. The men who have had the 96-boor course are going back into their own plants and teaching every foreman, assistant and lead man the twenty-hour course--the fifing* that apply to their particular job. Then the foremen are ex pected eventually to take the J.2.T. pro gram, which Professor HaxeUrorst talked about at the Congress Early Morning Classes and is the job safety training coarse which teaches the foremen how to teach the individual on the job the hazards in that particular operation. That ti your practice: two thousand in structors, fifty-five thousand graduates in the 96-hour course, six hundred and twenty-fire thousand foremen and assist ants, and twelve miilioa, five hundred thousand worker* on the job. CHAIRMAN BOULET: Here is a short one: "Is there a placement bureau for safety engineers?*' Of coarse the answer to -that ti the National Safety Council Personnel Bu reau. To find any available safety en* gxoeera, that ti where to go. Here ti another question: "Why arc the colleges so jealous of their credit coarse* that they distinctly specify all the ESMWT coarse* are non-credit courses? Lot* of men would like the- prestige of hawing earned some college credits." MR- JOHN I. YELLOTT: When the defense training was first started it was definitely specified as on the college level bat in highly restricted and very specialized fields. It was not the intention to try to give the equivalent of a college education. It was rather to fulfill the needs for just such things as we have seen in safety. We have not duplicated in oar war training courses the type of work a man can get if he wants to be on the way to a degree. 220 32nd National Safety Congress, 1943 There are a lot of technical, academic questions, such as the matter of prerequi sites, for example. To remain as an ac credited college, you hare to hare people coming in from accredited high schools before taking physics, calculus, etc. When you think of going back to a factory and applying physics to a test of a two thou sand horse power question, you will not find one out of twenty-fire high school students qualified from the college stand point. However, they are qualified to take and do profit from the ESMWT course. Another aspect is that the col leges do not make any money out of this course and, in fact, are lucky if they break even. There are some courses, specifically, one, in ultra high frequency techniques in the pre-radar course where college credits are given. Many courses are of such col* lege levels, and by taking examinations most colleges will be wilting to give credit for some of their courses. However, by and large, these courses are set up to do one specific job, that is, train a man or woman in the shortest possible time in oae particular technical skill and not to give a general college en gineering education. CHAIRMAN BOULET: I think some of the colleges are living in the past I think we wiU see a change before long, after the war is over. MEMBER: Mr. Chairman, X would like to ask if we haven't left out its im portant qmlifkstMo--personality. CHAIRMAN BOULET: I think is selecting jrour safety man that is one thing yon have to take into consideration. MEMBER: When you want to take a man out of industry in order to make a safety man out of him, the superintendent frequently. says, "1 need him myself. . X have to have this man where he is." You are faced with the problem of get ting men with five years' experience or training, but where are you going to get them? I would tike to sec that question discussed. CHAIRMAN BOULET: When I want a safety man, the president of the company says, "He is yours." But I will turn this question over to the panel, Mr. Boughner, will -you try that? MR. C. A. BOUGHNER: X can only answer it by starting off to say that most rates of pay are much more interesting in the operating divisions than they are in the safety divisions. The reason for that is that most managements have been derelict in their responsibilities to the safety profession. Very frequently it has been .a dumping ground for old em ployees. We made a lot of safety engineers be fore Pearl Harbor, and we didn't have any 96-hour courses or any accredited col lege course to make them. And we made good safety records prior to Pearl Har bor. I have been an instructor in the ESMWT courses, but I hope nobody gets the silly idea that yon can make a safety engineer out of any theoretical book.. Safety is a hard racket and you have to get out in the mill and work at it. It is a'tremendous job today when you consider the over-time rates of pay that are involved as against the straight rate of pay given in the safety divisions. With that in mind you wonder how you could ever interest anyone that might be work ing in the operating division of yonr mill. You are just going to have to get busy and comb yonr material and find someone with enthusiasm. I will admit that training is necessary and desirable, but not every man that takes one of oar Department of Education courses--and I do believe they are weltfounded--is a qualified safety inspector or engineer. Chase hfa out in the mill and give hint the rest of his experience the hard way, and you will give it to him right. He should get the rounded ex perience of (ha whole mill I- believe these courses have some very meritorious ideas, but a great many men have gone into them because they fig ured when they came out of them they were going to be qualified safety inspec tors or safety engineers, and you don't make them that fash They are made with many, many years of training. Unless the safety man becomes imbued with safety consciousness--end that in my opinion Is one of the prime requisites What Makes A Safety Mant 221 that these courses do accomplish--and un trained fifty-five thousand of which eigh less something is done to correct the atti teen thousand have assumed full-time re tude of some of these people, we will not sponsibilities back in their own plants accomplish as much as we would other- for safety. The training is doing the job. 'wise. I think that is their greatest worth, and that has been one of my biggest talk ing point in conducting these courses. MR. C. A. BOUGHNER: I admit there have been fifty-five thousand men who have taken ESMWT. I will not CHAIRMAN BOULET: That was all ftne, Mr. Boughner, but I don't think you hit the question. The question is: "How do we get a man oat of the plant' when the superintendent says that he can't let him go?" MEMBER: In defense of Mr. Bowghoer, I say that he answered the question; it is the rate of pay. That is why you can't bring the man in. admit that any of these men, because they took -that training, are qualified safety men or safety engineers. I do admit that they have bom given a background which basically may help them. I do feel very definitely that some of them have gone on from there, because the percentage of people that have taken these courses who have advanced into safety positions does pot thoroughly indicate to me that that was the fundamental reason for their ad CHAIRMAN BOULET: I don't think he answered the question. The su perintendent won't let him go. The man is willing to do it, but the boss says no. MEMBER: Is the superintendent the boss? What is the matter with the man agement? Have you sold them? CHAIRMAN BOULET: Now we arc gtttmg the answer. I agree with yon a h--ifrsd per cent. The safety man has the job of setting the top management. If vance. We would have to take into con sideration, in my opinion, the fact that industry has very definitely multiplied the number of men employed, and quite na turally the number of safety inspectors has equally Increased. Colleges have been making a definite effort to take part in the war program and are trying ua their way to promote safety education. I think that the great est thing is the fact that the courses have developed a feeling of safety conscious ha amts the mmm, he must sell the top sannngsaMGM that it will be for the best nteresm of the company to transfer him ness and in that way have helped us change the attitude of our men. We both have our lines of attack. Mine is built on f(wj unfuty duranou. on a practical basis and Major Tipton's is MAJOR TIPTON: I would like to tdc thiai Oaring the thirty-two years of the natinnnl witty movement prior to Pearl Harbor. I uodd tike to know how asaaqr nsn have bnea recognised as indus partly built in that way and partly from the training angle. I hope that you, in the consideration and judgment of this program, will look at it from the same two viewpoints. - trial witty engineers? Gan you answer MAJOR TIETON: I did not say that that far aw, air? a 96-hour coarse offered by a college of ^ ME. C. A. BOUGHNER; I don't engineering was tofikkat to make a safe ty engineer. The first remark I made about it was that a man must have six MAJOR LAURENCE B. TIPTON: basic qualifications, which I gave to you, Thins X can see bow yon can say with plus five years of practical experience oo j--iffintinn. frankness and sincerity that the production tine, plus the 96-hour tor yean prior to Pearl Harbor you did all of those things, when there was only a total membership of some twenty-seven hundred and we have trained fifty-five men m the last nineteen months. course. CHAIRMAN BOULET: I think if I asked for a show of bauds on How many needed practical training, I think I would probably get a hundred per cent. I think, I can't compare the two if it takes too, if I asked for a show of hands on thirty years to train ten thousand men how many thought we ought to have the who call tbeznschres safety engineers, 96-hour training, wa would get a. hurt- when m less than two years we have , dred per cent. I think that settles it. 222 32nd National Safety Congress, 1943 UR. .BORHORST: Coming back to changing a man from a pudiclwa man the very first question of the safety en to a safety mas, then he has not prepared gineer, I am inclined to think we have his case effectively enough and ibadi go kicked around the two titles already back and show the general tuperistadft rather profusely--that of inspector and wherein be can benefit ia meaty as well that of safety engineer. I think most aS ^MwtiitariairiMn ia ||^| of our industries have grown to such size that we can bring into practice both clas sifications. MEMBER: What coachmen do you come to about the base pay of a safety engineer? I believe there are many men who have SECOND MEMBER; There is a pa the right consciousness to make a safety per opt of Cleveland or Cmrinsati which inspector, and a safety inspector can be trained rather rapidly, along with our governmental help. In my own organization I have found that quite necessary. I use the two clas sifications. My safety engineers are graduate engineer*. I have an electrical mao, a chemical man and a mechanical man The rest of my organization axe termed safety inspectors- There are prob lems that the safety inspector can't handle because of lack of technical knowledge. That goes to the safety engineer to .an swer. In many of the- small plant branches yon can't have such an elaborate organisation. Your safety. inspector - In those places will have to turn over his problem to someone else m the organiza tion to handle. But m those organiza tions which are large enough, surely the most effective way to hare your safety contains a statement that they axe proparing to set"a haze pay foe safety men. CHAIRMAN BOULET: I don't know that there is any answer. It de pends upon the size of the plant and how much profit the company is malting. THIRD MEMBER: Keeping in mind both the targe and small industries, be cause I think we sometimes Overlook the little fellows, whom should a safety en gineer report to--the personnel 'director, the works engineer, or top management --and equally as important, why? CHAIRMAN BOULET: Rather than give you a chance to answer indtvtdoalfy, I am going to ask for an answer with a show of hands on who thinks you shoold report to. the personnel director, the works manager, or the plant engineer, or top management. program is to have the technical men How many feel that the safety director right in the organization. or safety engineer should report to the CHAIRMAN BOULET: As I under personnel department? stand Mr. Borhorsfs statement, he thinks . . . Five indicated they thought the yon should have a safety engineer with safety director or safety engineer should an engineering background, bat with the report to the personnel department ,, . , safety inspector that is not so necessary. CHAIRMAN BOULET: How many MR. ED. HULSEMAN (Wagner feel be should report, to' the plant en Electric): A gentleman bade over in gineer? that end of the room called the attention of the experts that they bad forgotten oo ' ; . . No one voted for this form of re- point in the attributes of the safety man. There was a point X had to my. mind to. answer the gentleman's question on how to gee the general superintendent to agree to give him a man. ^CHAIRMAN BOULET: How many jhit-itr he should report to top .manage ment? . . . Practically everyone indicated that To me salesmanship m safety is one of the greatest parts. The very fact that a general superintendent is the head man they felt the report.should be made to top management... MEMBER: There is more or less of of his factory makes a prim* facie case that he is good enough to show a profit for his company. If the safety engineer an argument on the merit of a word that has been used th** morning. It is the word "inspector.*' In a production plant, cannot convince the general superinten an inspector Is one usually who either dent that be is going to show a profit on * approves or rejects and as a result the What Makes A Safety Manf 223 workmen begin to connect that word "io-* specter** to ooe who is judging their work. I am wondering if it isn't possible that word "inspector" might not be the wrong one to use in connection with safety. Re member yon are talking about psychol ogy now. Isn't that entering Into the psychology of the safety setup through out the plant? MR. DAVID KAYE: Mr. Chairman, I believe the gentleman, perhaps, has a good point. We do lode around these terms, safety engineer and safety inspec tor, and I believe that if I had my prefer ence of being able to give a title to a man in a safety organization who would not, perhaps, be top man, I would like to have that man called a safety super visor or a safety adviser. MEMBER: This Isn't a question but ft is in reference to scale of pay. I can give you what it is in the department of tile Port of Embarkation in charge of safety. The War Department has not bestowed the tide of safety engineer, al though our plate reads as such. They classify all men according to their qualifications. They start with what they classify as a junior engineer. That depends upon the qualifications compiled by the individual and although the Mfridtsal may be in safety work cr n ksm way attached to the job, be is only a junior engineer with a P-1 grade. He gets $2^00 a year, plus overtime, which makes the pay approxi mately |Z7W wmfljr. The neat step is assistant engineer, and he probably has a tittle mom practical experience, particularly in construction or fire prevention. There most also be some college education in order to acquire the title of asmstakt engineer. That pays $2,600, plus overtime, which is usually a forty-eight hour week. That makes a gross of approximately $3,120 annually. The next step is one in which you qualify to the title of P-3, or associate en gineer. That pays $3,200, plus overtime, which brings it up to about $3,800 a year, or, perhaps $3,900. The next step is where we get into the real engineering status. A man has to be a graduate engineer. He is what they call a P-4 grade and is usually associated with the Division Safety Engineer. Then it goes up to P-5, and P-0, depending upon the accomplishments made by par ticular individuals. These are based on government specifications or require ments, but, as you notice, they don't use the word "safety engineer.'* When they grve you the title it is only the different graded steps. MR. A BURTON METZGER: I want to throw this in the ring if 1 may: I don't believe that as far as a, definite scale of paying a safety engineer is con cerned we could set anything as such. I believe the safety engmer, himself, is go ing to determine how much money he is going to be worth by the manner in which he presents his ability to top man agement. If a man presents to management regu lar, consistent, accurate, onexaggerated reports of the experience of tbe plane as Hr as accidents are concerned and shows to management that safety does pay and the amount of money it docs return in dividends, he will make his own way. Don't exaggerate. Tell the truth. Let your' figures bear investigation. A man who can show figures Eke that is one who is going to show that h~ is worth good money to the company Women in War Industry THURSDAY MORNING SESSION October 7, 1943 A Panel Dfrefrion Prcfidm?--D. A- Moon, Safety Director, Western Electric Co., Inc, Hawthorne Works, Chicago. CHAIRMAN MOORE: Fast of all, I would Sice to iatrodace to you the vari ous members of this panel. Starting at the far end we have Dr. Chirm, Medical Director of the Crane Company. The next gentleman is Erie Gmlbert, the Safe ty Director of the Republic Drill & Tool Co. of Chicago; swart, the lady Is Dorothy Barker, the Assistant Safety Engineer of the Sacramento Air Service Command, Sacnwwnfio, California; next we have Mi-- Purpura, rise Safety Supervisor of Wo--, fl--aa Shipbuilding Corp* Ho--a. Teas; and Mr. Msthewson, who it ant it aac^ k the Asmtant Chief, Sad--F BeansA, Air Servk* Command, -Amy Air Fore--, McCfeSan Field, Cali- The fir-- gone wader coesdentwo: Are sped-- --fi--r --iaag techniques MBS. XAFALDA U- PURPURA: Siwce At --iwip wf s-- 1-^1^ Into kd--ry a-- aAtdkr with problems tsf h--fii wife which they wiU come i. o4 mi to to* extent of terms tom toe btototo i a craft; it tnjaires a Bfcnel tatorito* 'm tetiniii, of women tie-- to-- Rme. W tan ton aw in toe Keht of tfaokf ariitntata,ettoi it i* aecaanr that toe bWtato-- tie on an elementary fcoaia. we tons --it reqxwid for the Haiomcy o( mm --t9xd for the ftnt tone. Tfc ortnnun --t conform to the --e f afcrir limited experiences aei kwewledgc. Oftentimes, for best ffr antes in --I--y, it is advantageous to ap peal -- vnwrV* vanity. DR. CHIVERS: The first question is my mind is wether or not there is a woman problem In industry, and confin ing that question to the problem of safe ty, is that problem any (Efferent than it Is with any other employee? I think that if we consider women as employees we should accept them with some caution, with some uncertainty as to their ability to do the job and their physical ability to carry on without dam age to themselves. When it comes to the question of spe cial safety training techniques, the tech nique of any training that is effective de pends on how well it is accepted, how much of an impression you make on the individual. A matt coming into a job, who is somewhat familiar with the job, doesn't need the training technique. A woman who comes in more or less for eign to the job, foreign to the environ ment, foreign to the methods and restric tions of industrial activity, certainly needs a different technique, a different method $$, approach. Then, again, there is the temperament of the individual. I think we must realize that the temperament of women is differ ent from the temperament of men and the technique of approaching the prob lems of industry as It relates to women has to be patterned- to conform with the variations that you find in women, MISS DOROTHY BARKER: I agree with Mrs. Purpura that women are un familiar with tools and with their termi nology and therefore they must have cer tain extra training in learning the termi nology, becoming familiar with machines 226 32nd National Safety Congress, 1943 and tools. Beyond that point, I feel that fun working with them because I find safety training should not be particularly that they have more sense than men have. specialized for women' over and . above - Yon can tell a woman something abont what men get: safety End she wifi ..listen .to yoh. She Io most of oar classes the men who are is going to lcam and she wants to know coming in are almost as green as women. the program and the`job. Ia handling simple tools idee chisels, ham * I don't believe that there is a particu mers and that sort of thing they are lar problem with women in safety. Yon more familiar, of course, but on the whole have heard it said that all safety is. Is I feel that their training should follow common sense, and X think that if you right along with the men. give a woman a little sympathetic under MR- J. H. MATHEWSON; For a good many years we have had coeduca tional schools in this country, but some people prefer to send their daughters to schools solely for young ladies while others prefer the coeducational schools. Yet the fact still remains that women standing . and explain the job to her, tefi her definitely what yon want her to do, work along with her and help her with her problems, yon will get somewhere with her. For my part, I would much rather work in a woman's plant than in a man's. must work and live with men, and if they DR. CHIVERS: Mr. Guilbert said are going to do the same kind of jobs that safety was largely a matter of the I thing they have to have the same train exercise of common sense. Who is the ing. judge of what is common sense? If they It is quite true that there are certain jobs for which women don't seem to be fitted by tbear physical structure. On the other hand, having women in indus try is not something new. Before the war we had women in many different kinds of jobs, especially such, machines as power presses, and in many places where manual dexterity, quick finger movements and the like were necessary, they excelled men. Hr. Moore comes from a company where they found that to be true. are oof hurt I presume they are operat ing with the exercise of'common sense. If they do get hurt, then they didn't op erate under comrontf sense. It seems to me that a safety program has to set a limit, a pattern, a threshold beyond which it is unsafe for women to do jobs or op erate certain techniques and below which it is perfectly safe. The question is, who shall set that and should the setting of that pattern or of that threshold be dif ferent for women than it is for men? . There is a feeling in some places that women are leas apt to pick up the nomen clature of tools and such things, bat the fact remains today--and I am speaking MR. GUILBERT: I don't profess to have all the answers, of course, but I am a great believer in asking _ women them selves. now solely- from the standpoint of the There are some, things, however, that Army Air Forces--that we are getting ia yon most settle for them. For example, probably as many men, at least in the I don't think you can ask a woman how same ratio or roughly the same ratio, who much she should lift. A lot of them know just as little abont those tools as don't know. You can't expect them to do the women. Many of them never saw know. That u where yoor medical de an industrial plant before. They, are en partment should set the Emit. In our tirely nc"w. They need the same orienta plant we set 35 pounds ms'the maximum tion, the same' introduction to industrial load. activity that the women do. MR. TIMMERMAN (Western Elec 1 am therefore of the opinion that, ex tric Co.): I would like to ask the last cept in rare instances, the women should speaker wbat happens when the weight is be trained with' the men. over 35 pounds. What do you do then? MR. ERIC GUILBERT: Shortly be fore the war began I- went into a plant in .which women employees predominated. There, were 1400 of them. It is a lot of MEL GUILBERT: We get a man to pick up that load and take it back, where it iron. Wc tell the foreman of the department where it originated that we Women in War Industry 227 won't take that load. He has to change it so that it weighs leas than 35 pounds. I am In a little machinery manufactur ing plant. We don't have heavy loads. We feel that it shouldn't be heavy for either a woman or a' man.. If you bare heavy loads for mm. you should have proper lifting faefiitic*. In our particu lar place 35 pounds the limit. We do at some cases go over that, but we wouldn't permit a woman to lift it. CHAIRMAN MOORE: Mr. Matfaewson, would you like to say something on that point? MR- MATHEWSON: I think I un derstand your question very thoroughly. There are many times when there is a load to be lifted that exceeds 25 pounds. In California that happens to be the state law, and wc have found, in many, many instances, that the woman will do just what the man would do in a similar situation. She will go ahead and lift the weight. Wc find it out when a back or other snail develops. Wc try to tank the weights that these women wifi life. We tell them: "if the weight b too heavy, get help." Usually the bdp wc want them to get is to secure some man that is working around the Many times, however, there isn't a man, and in many instances when there is, be isn't able to lift any more than a woman can. The whole thing is this: The women are just as anxious to make a good show ing as the young greenhorn who used to come into the plant and, unless you trained him. properly, anchored him down and dampened bis enthusiasm enough, he would get into trouble- You know that. You have all experienced it. MRS. PURPURA; In my particular industry, which is shipbuilding, our women team up where there is a heavy load to lift, sndh as probably 25 or 30 pounds, and our women are very independent. They do not ask the men. They will call on another woman to help them. MR. C. H. McCALL (Humble Oil Company): I would IScc to know the maximum age limit in some of these war plants where they are hiring these women. CHAIRMAN MOORE: Is there a maximum age limit in your plants? MRS. PURPURA: -Not in mine. MISS BARKER: We set a tentative maximum age limit of 45, but they usual ly go over that, depending on the woman's capabilities, experience and background. If the woman is healthy, in good nerv ous condition, without children to Care for and she is over 45, able to stand on her feet and carry through ao eight hour day, the lute is usually stretched. We have many women working in oar de partments who are 50 and 55 years old that work out satisfactorily. In the ship yards we limited their ages. We tried to keep them down. It is a much more rugged work and touch harder on the women. There are some exceptions to that rule,'bnt our air field work is much lighter. There are many- sitting-down jobs that older women can do very success fully. DOROTHY LUMMER (Texas): We have an age limit of 60. However, we have found that oar older women are our better workers. Our best workers are our older women because they, I think, are really more sincere than a lot of our younger women. We have a good deal of trouble with our younger womeu who think about things other than the job. However, going back to the question of specialized training for women, I have found, at xny particular installation, that I get quicker results by segregating my women. I don't segregate them entirely --just for some training. I have women safety committees because all women are not aggressive. Women have a tendency to think that safety Is a responsibility of the men and something for them to worry about; therefore, when you segre gate them, give them a sense of im portance and show them that it is some thing for them. Get them thinking about it, tallririg about it aud worrying and working in safety. Then bring them back for combined effort with the men. I have found that in my particular installation I get quicker results in both the training and in their activity from this method. In the training, of course, you have the advantage of appealing to a woman's emotion. After all, they are essentially emotional. You can appeal to their pa triotism and, also their vanity. For in stance, if you talk to a woman about 228 32nd National Safety Congress, 1943 the possibility of losing a finger it -works better than such an appeal to a man- MISS MOORE (Department of La bor) : I would like to ask to what extent you think you can solve such problems as that of how much a woman can lift in the original placement and selection of the women? It seems to sse that the problem of placement at the original txnae Of employment is the point at which a good number of questions can be settled, industries. That takes in, of course, the question of pregnancy, the question of the menopause, the question of lifting and certain types of jobs that have a direct bearing on normal physiological activity of the female. CHAIRMAN MOORE: ifafak we can summarize what we have said here by quoting the National Committee for the CbascmtioB of Manpower. TWr statement is: CHAIRMAN MOORE: X am Inclined 'Stripped of sentiment and glamour, to agree with you that the training prob women can and should be protected by ably should begin at the time of applica the same safety education and shop tion, when originally examined at the practices that have been proven essen medical department for placement tial an the case of men they have re DR. CHIVERS: I assumed from the placed." questions that there was some doubt as think the discussion here has brought to the physical ability of a woman to lift out that that is essentially how we agree, certain loads and there were variables with a few modifications. with the women relating to age. Some one mentioned a maximum age of 45. From the medical point of view it oc curred to me, as we all know, that from probably 40 or 41 to 45 and 46 there are definite psychological and neurological The .second point to be considered here at this time is, do we need special safety posters for women? Mr. Mathewson, would you care to lead off on that one? MR. MATHEWSON: X believe we do changes that women have to contend need them--not very many, but a few. with. I think that they present problems I believe they should be limited entirely in many instances that have a bearing on to the matter of dress. the ability of a woman to do a job. We have trouble getting women to put If I were asked to set an age limit on then* hair underneath caps. We have the employment of women, I think I trouble getting them to wear the proper would either set that limit at 40 or pos type of shoes, dresses, etc, and the edu sibly t 55 or 60, because there is no cation of a woman to come into an in doubt that many women, after they have dustrial plant properly dressed for work, cleared through these psychological and , so that she can perform her tasks safely, physiological changes which are peculiar can be promoted through safety posters to their sex, arc more sturdy, more stable designed especially for women. and more settled in their life. I think those are all factors which have a' definite influence in employment and in safety. MISS BARKER: I agree with Mr. Mathewson except on this one thing: I don't see why they should be limited to When at comes to the question of lift dress. Why shouldn't they show a girl ing, there is no doubt but what there are driving a truck loaded with boxes im individual variables and considerations as properly and falling over and off? Why to whether a woman who has borne chil shouldn't it be a woman just as well as a dren can work. Behind the whole qvos- . man shown falling down the stairs, fail lion is the problem of physical injury to ing to use a handrail, failing to use proper the individual. don't think that there is safety equipment? Why shouldn't it be a real answer to the question yet. There a woman? Why shouldn't the woman be are committees of the American Medical represented on this poster just as well as Association and the Gynecological and the man? Obstetrical Association that are making I do feel that particular emphasis very sincere studies of the whole prob- should be made on clothing--hair, jewel lem of women's physiology and physique ry, shoes. Those are oar problems, as as it relates to employment in the heavier Mr. Mathewson baa said, and posters Women in War Industry 229 have a strong eye appeal to women, par ticularly in color. A picture of a safety shoe for a man would have little meaning to a woman who looked at that poster. She would perhaps fail to apply it to her own perioaal problems; whereas a pic ture of a girl's foot with an open-toed and opes-beekd sandal and the safety shoe for women rea% impresses her. She is much more clotbcs-cocsciooj. She is to reading ads a the papers; shop ping news pictares have particular ap peal to bcr. 1 think it would be a very strong form of safety education, a way of appealing to women perhaps more strong ly than to men. MR. MATHEWSON: When I said there should be special safety posters for women and 1 confined it to dress, I meant that those posters would play exclusively to women, 1 was not thinking of limiting general posters solely to men. The Na tion Safety Conxfl Cor years has pro duced posters which tisowed women han dling variooa type* of spapmenf, and that should cootame. There isn't any reason why we should fink R to men in that case. THE CHAIRMAN: Comments from the floor? MAJOR UfUEL (Army Ah' Forces): Of course we should have safety posters for women. When we started our visual education program we went to Sid Hicks, the famous cartoonist, and told him to develop two cartoon comedy characters. 1 hope all of you will some day meet Lobs Drip. She is our glamour girl, and she appears on special cartoon comedy posters with jingles which we are using throughout the Air Service Commands to splendid effect. We j>t those two characters isto a technicolor sound film, and we have foand them extremely ef fective. One thing', however, that I would like to emphasize is that such posters should be soundly based on particular hazards. There should be a very careful study made for this. Of course, we do need to have women wear protective head covering, but your statisticians, who care fully analyze accidents, will find that there are very few cases of bead injuries from entanglement of hair in machinery. Don't get me wrong. We need that sort of protection, but we know, in the Air Service Commands, that our foot in juries, which could be prevented by wear ing satiety shoes, are far in advance of any other special type of injury which we meet. Therefore, we especially stress the hazards of lack of protection for the feet. But women have a right to have them selves represented on safety posters, par ticularly in the case of our industry, where their numbers are speedily approaching 50 per cent of our total employment. MR. MERCURE (General Electric Co.): WhQe we are talking about post ers, I have a very definite opinion, but I would like the opinion of the group here on this: Do they prefer a poster repre senting the horrors of an accident or do they prefer a poster of a humorous vein that will have the person come back and look at that poster the second time lor a second smile? Many think it ought to be a horror story. 1 would just like to have an expression of opinion on this subject of posters. THE CHAIRMAN: You would like a general expression of opinion by the raising of bands as to whether they favor a poster la which horror is depicted or whether you favor one in a more humor ous vein? I guess that is the question. On the first, the negative type, how many favor the horror or the negative type? . . . One hand was raised . . . THE CHAIRMAN: I assume the rest of yon favor the bamorous or the posi tive type. MI5S OLSON (Liberty Mutual): On safety posters, has anyone given any thought to personal bjpeae, dermatitis, etc.? MRS. PURPURA: I believe I men tioned before that special posters were necessary for women in regard to personal hygiene. We have our special posters and, also, posters issued by the National Safety Council. CHAIRMAN, MOORE: The next item is: Must Women be kept away from certain types of machines, such as circu lar saws, plate bending rolls, portable grinders, etc.: 250 32nd National Safety Congress, 1943 MISS BARKER: It tiM been my ex perience that many women are subcon sciously afraid of mschines. Some of these machines, heavy operations, circu lar saws and plate bending machines, are not machines that women should be op erating. I have seen a woman lose four fingers and half' her hand on a plate bending machine. That accident hap pened about ft or 9 months ago but she will probably bear the scar of that thing, psychologically, the rest of her life while a man could possibly get over it and go back to the machine and cany on. I have secs women in our air force, on our field, working on circular saws. I don't approve of it. They are very few in number and are highly skilled and have no fear, but I don't think that is the aver age run of woman. I do feel that there are many operations, especially is wood working, for instance, that should not be used by women. MR. MATHEWSON: In the Air Service Command, which is one branch of the government in which more women, probably, are employed io an industrial capacity than in any other branch, we have many women who handle every type of machine. We have no machines that I know of in our establishments which arc not operated by women in some of our plants. From a utility standpoint, then, woman can do any of these jobs in' so far as aircraft work is concerned. It has, however, been pointed out that psychologically and socially we have to look at these things from another angle, and I think it is up to each Individual in his own plant to decide whether or not the cost if worth the value received. If it is involved in winning the war, I don't think you can pull any punches. MR. GUILBERT; I am in a plant that was designed for women before the war began. Of course, we have grown considerably, like all of you. We have made every definite attempt to modify, adjust and change the machines for Op eration by women, so that they are rimpier and safer. For example, a machine at which a girl stands is being loaded. We ask the girl to stand off while it is loaded or unloaded. We put handles on the machines so that the girls don't have to bend around the machine in order to stop the machine. She simply presses the handle to stop it. Where the girl sits and uses her feet on levers, we ad just the pedals according to the height of the girl. We have found that by msV?rgr these machines simpler for women, that is, de signing them for women as far as wc pos sibly can, we make it safer and we get more production. CHAIRMAN MOORE: There seems to be a slight difference of opinion here. However, all agree that the women should be protected either by not putting them on this sort of job or by redesigning the machines to accommodate the women. MR. H. F. SMITH (Eastman Kodak Co.): I would like to ask the group how far women- have been placed oa fire fight ing work. Are they being trained for fire fighting? MR.. MATHEWSON: On first aid fire fighting, yes. Bat we have not pat women on the larger pieces of equipment as far as I know. CHAIRMAN MOORE; That checks with my company also. Are there any other comments or questions on this sab* ject? If not, we will go to print number four: Is it more difficult to get women to cooperate with safety departments? MR_ MATHEWSON: In general it is easier. UR. GUILBERT: I think it is a simple job for a safety mao to get women to cooperate. If a safety man is handling women in a plant and can't get them to cooperate on the work there is' something the matter with him. MISS BARKER; I know they are very cooperative and safety-minded. They are very'eager to do the job and do it the right way*.' MRS. PURPURA: I find the women most cooperative and willing In every way. They are new in the shipbuilding industry and they are training-minded and open for suggestions at all times. CHAIRMAN MOORE: Well, we covered that one pretty fast. Does any one on the floor have any comments? MEMBER: I want to ask how many people have women on their plant safety committees? Women in War Industry 231 * . . About fifty hands were raised . . . of their job. The thing that we have run CHAIRMAN MOORE: It looks like a majority. Someone else? against is that supervision is not always present at the place and the women pre fer to handle this package independently, SECOND MEMBER: A lot of fore men are afraid of the women that they are supervising and they don't enforce the with just one woman on the package in stead of using the tongs which would split the weight. safety rostractriss- The women show a lot of opposition to the supervision of the foremen, especially m regard to safety caps. They want their gbmoor. It isn't so easy to make the women cooperate, and it isn't so easy to convince them that I would appreciate some remarks on bow to approach that In other words, we have asked their cooperation very definitely and yet we find, in cases, that they still want to handle it independently. they should cooperate. CHAIRMAN MOORE; I think the MR. PECKETT (lumbermen's Mu crux of the question is, how do yon handle tual): Women going into industry are an employe or employees who have been using machines of the hazardous type, told the proper way to do the job and such as punch presses, etc. 1 wonder if ' still persistently fail to do so in the ab they are told of the possibility of losing sence of the supervisor? Would any fingers and other airioas injuries which of you ladies or gentlemen care to. anmay come while working oa these ma `swer that up here? chines? MR. MATHEWSON: I hate to get CHAIRMAN MOORE: Answering for my company, I can say, Tes." I as sume that many more here have these in struction talks either at the time of em ployment or shortly thereafter. I would like to have a raising of bands on that. How many of you have instructioa or in duction talks where such points that this gentleman has raised are Covered? . . . About thirty-five hands were raised ... into the social aspect of this problem be cause that can result in just a wrangle or argument that wouldn't be advisable here. However, when it comes to coopera tion between women working in the same department; where teamwork is nces&ary, the cooperation is frequently poor. Again, the question of ages of women comes into the picture. One of the common com plaints from the older women is the par tiality shown by the supervisor, if he U a man, to the young good-looking one. CHAIRMAN MOORE: I think, sir, They come to us and tell us some of these that answers your question to this extent: things. There isn't a thing we can do They are told the danger of these jobs in about it, because that is a problem we the beginning of (heir work at a good have been living with ever since there many plants. have hem people in this world. MR. BETZEL (Carnegie-Illinois Steel): 1 feel that perhaps our panel was too much one-sided oa this thing. For that reason I would like to suggest a problem that we had in oar plant, and perhaps I can have a suggestion returned as to just the best maimer to approach this particular problem. It goes back to some discussion that went on before but perhaps yon wtU ex cuse it because it does come under co operation. In ibis particular case we have a package that is of pretty fair weight, and we have attempted to split the weight by means of a tong system whereby two women can handle the package. This was given to them very definitely as a part As Hr as getting two women to coop erate in lifting a box or some land of weight, it does reqaire teamwork and one of our biggest problems in industry has been to get teamwork from men. I also bate to inject this next point, but the truth of the matter is that today we have a large number of so-called fore men or supervisors who never would have been supervisors had there not been a war. In getting women to lift, I believe you will get more compliance with safety rules under a woman supervisor than you will under a man supervisor who allows other things to creep into the situation. / 232 32nd National Safety Congress, 1943 CHAIRMAN MOORE: I subscribe to what has been said, and I hope that that answers your question, sir. ment. That is understood. The first time this is ' neglected--OUT. This works. MR. TIMMERMAN: Mr. Guilbcrt has made a charge that I think a lew of us will take Issue with. That was on the complete cooperation--he didn't quite put it that way---of women in the wearing of safety equipment and the fact that any safety man who didn't have that was slightly off the beam. I would like to find out what kind of subtle charm he uses to get the girls to put that front batch of hair, that curl, under a cap. MR. GUILBERT: I know it is a job, and J am not trying to kid you that I have all the answers, because I haven't. I am very fortunate, however. We only have six jobs in which a safety cap is required. We have the girls wearing the caps on the drill presses. We had one minor accident where a small portion of hair was pulled from the head of the girL We took a photograph and put the pic ture up. I got the girls together and told them about it. I asked for the aid of the women's council on each shift. AH the members of tire safety department worked with me, I'talked to the foremen and we have it licked. As I say, though, it is a very small problem with me- X realise that if I was in a plant with a lot of belts, gears, etc-, l would have a Job. 1 don't know what the final answer u, except to keep plug ging away at it. CHAIRMAN MOORE: I think that is a good answer. MR. BROOKS (Kentucky): The cap idea is all right, but not so glamorous. We have a half-cap with a bill on it and a snood. The girls like that because they qtilt can show their tresses. MISS MARY NICEWUNGER (In land Manufacturing Company): We have over 2,500 girls in our factory. Dur ing the hot days--which were extremely hot--we found considerable trouble with the felt, which has a bill and also a snood. We solved that problem by getting in another hat which is neat and the bill is right, and we have no trouble. We give the girls a choice of either hat, and any girl ip the factory^ that wishes to wear a hat, whether around moving machinery or not, may do so. We tell them on induction that it U necessary for them to wear the hat. We tell them that they should be just as proud of that hat as any girl who is a WAVE or a WAC or a SPAR Is proud of hers, and they are very happy with it. In fact, they arc so glad to wear it that they wear it downtown, on the streetcar, and also to the picture show. We give them the hat and dry clean it for them. MISS BARKER: That is a very im portant feature. MISS BARRIER: I was too hasty DR. FARRIS: X would like to raise when t spoke previously of complete co the question as to whether you can do operation- I bad forgotten our main problem of hair covering. We have just as much trouble as most of you, l am sure. How many of you hare hair-cover more in an attempt to glamorise * safe hair-do or safe style of hair. A lot of these girls wear their hair pinned on the back or over their eyes simply because ing problems? ... A majority of hands were raised ... Veronica Lake or somebody else is doing the same thing. It seems to me that, if you want to get the hair fixed where it MISS BARKER: Has anyone found ' would be safe, you could try to have them any means of solving this problem other make a hair-do on top of the head and than uring a police force? cover it with a cap and make it stylish. CHAIRMAN MOORE: The answer It might be a partial solution. to that is pretty important. MISS BARKER: The hat mentioned MR. MERCURE: We have about already, with the bill and the rayon or net 4,000 women replacing men. We talk to snood, is very attractive and we are them about the need for doing the work emphasizing m our field that the smart right. Wearing a cap that completely en thing to do is to wear trim, neat safety closes the hair is a condition of employ clothing, to come to work dressed smart- Women in War Industry 233 1y. It has .style appeal to the girls. We show them in posters and we work with the store people who cooperate very nice ly with os in showing clever attractive advertisements of women dressed in smart war work clothing. It has had a tremendous effect in helping oar prob lem, in getting the women dressed right to begin with. MAJOR IMUEL: I would like to emphasize that if yon will go back to your statistics yon will find an infinitesi mally small number of injuries occurring from lack of head covering. As I sail1 before, certainly we need to get head cov ering, but here are the foot injuries which, in several of our installations, have amounted to almost SO per cent of pur totals in a mouth. The wearing of safety shoes is, I know, certainly as much of a problem as getting the cooperation of the girls iu wearing head-coverings. i just want to take this opportunity to say to all of you that you must have a sound statistical program on which to base your application of safety. I am afraid, from the extent of this discussion on this one small item, that that is not the case with many of us. MR. JOHN GRAHAM: I think we have left out one point, that is, manage ment's obligation. It was brought out that one company furnished a snood and dry-cleaned them. 1 think that when you lake the women into consideration in the adoption of the safety shoes and the adop tion of the hat and make it compulsory, you then have something. MR- EPSTEIN (Western Electric Co.): I wonder how many people in this room have into consideration the guarding of spindles on their drill presses? When an accident happens, usually a head injury, you will End that it is at the spindle point and not at the drill point. I believe that accidents will be avoided by guarding spindles. CHAIRMAN MOORE: I think that is a very important point. MR. CHANEK (Western Electric Co.): On safety shoes, Major Iznmel had something that was really worth while. We at Western Electric issue a letter to the ration board to furnish safe ty shoes for the employees. We find that the latest improvements in women's safety shoes are very good. They axe good-looking and acceptable, and with a little effort on the part of supervisors to put on the pressure, saying, "They will be issued to you through the ration board and you will save yourself a coupon," women will be more interested. CHAIRMAN MOORE: They would use them as auxiliary shoes. They have too few nowadays. MEMBER: The one disadvantage, 1 think; with women's safety shoes is the trouble with the larger women. You will find a lot of the larger women employed in the factories now, and the safety shoes do not give adequate arch support. MISS THEODORE: I have had that same problem come to me in a number of cases and have advised a separate arch support. This has proved more than satisfactory. MR. GIBBS (Pullman-Standard Car Mfg. Co.): We. have had quite a bit of difficulty with women on the wearing of shoes. Our trouble is also with the arch supports. We get them to wear men's safety shoes with the arch support. Over 50 per cent of the women are wearing them in our shops. MRS. PURPURA: I find that the women feel that the mao's type of shoe is too heavy. However, we now have a special heavy boot that they are wearing, a high-tip shoe, but they find that the men's shoes are too heavy for them. MISS BARKER: I don't fed that onr manufacturers have caught up with our needs yet. They offer ns only two styles; the arch support is not sufficient for our heavier women. I feel that we ought to make a pica to them to get out the type of shoe that is good-looking as well as serviceable and which would give ns pro tection. CHAIRMAN MOORE: I hope that all shoe manufacturers here will take note of that. Do any companies keep separate rec ords for men and women, company fre quency, severity and lost time accidents? How many keep such separate records? . . , About 20 hands were raised . . . 234 32nd National Safety Congress, 1943 I think we- ought to get to point num ber 5. That is'- Do women need "elab orate rest rooms and locker rooms to maintain morale? MRS. PURPURA r .1 do not think women need elaborate rest rooms and locker rooms to morale. All I think they would require would be sani tary conveniences and adequate facilities. As you increase your employment of women increase their accommodations. MR. MATHEWSON; I believe the word "elaborate" is a little out of place. They ought to have rest rooms that are clean and ample in sue, light and airy, but men need the same thing, the only difference being that the women's rest rooms ought to be a little mare attractive. MISS BARKER: In the shipyards we had facilities for men only. Women started coming In, and h was pretty rugged and difficult for them. Facilities were provided but they were very much on the minimum scale. This' was an old yard and a new yard combined. In the old yard things were in very bad shape. Morale was low. The women complained incessantly. Absenteeism was an acute problem, and it was partially due, I know, to bad rest room facilities- In the new portion of the yard a rest room was built. It was barren, large, and had a number of day lockers that were adequate. We put a matron in there who took charge and kept the place clean and tidy. Two or three weeks later I went in and found that this girl had added her artistic touch to this place. She had brought little bits of oil cloth, added these strips of oil cloth to the window and made it bright red. She had begged, borrowed or stolen nail kegs that she had painted white herself in her spare time. She put on blue oil cloth strips and dressed, the room up. The girls began to take Interest. They brought plants. They brought a mirror. They brought vases for flowers and kept the vases filled. It was wonderful to go. in there. Those girls never overstayed their ten minute rest period because they enjoyed the room and they-didn't want to have any privileges taken away from them. It did a great deal in maintaining high production and a high morale to that shop. CHAIRMAN MOORE: In the time remaining, I want you to feel free to com ment or aslc questions on any of these five points or other points that yon may have in mind that are not covered by our agenda. MEMBER: Women are not allowed to smoke in our rest rooms, but they are allowed to smoke at the machines, with the resole that we not only have tidy rest rooms and locker rooms, but we also are-saving a great deal of money for the corporation because the girls don't have to take time ont to smoke. If you figure 15 minutes for four times a day it amounts to a lot of money for 200. employees. CHAIRMAN MOORE: How do you find it working out? MEMBER: Fine. MISS JACKSON (Pullman-Standard): I think that would be too distracting to the worker to be smoking at the machine. I think the proper place is in the wash room. MISS MOORE (Department of La bor) ; At the beginning of this meeting the question came up about the fact that women, being new in industry, should have their certain special problems taken Into consideration. In relation to their behavior in rest rooms, running in and ont, etc., I think that is part of the same thing. This is a of properly in ducting women into the responsibilities of the job. It certainly is true that a lot of women have come into the plants with out realizing what their responsibilities in a regularly arranged, systematic job of that sort are. If that can be taught to them it seems to me they will not pre sent any more of a problem in the matter of lounging than the men will. MRS. BOWMAN: We have a plant that is less than a year old and we have stressed accommodations for women. Yet I am wondering if we should start stress ing discipline instead of morale. MR- WURMAN: I think a lot of us are missing a point. I am connected with an organisation whose normal employ ment carries 5,000 women--not war em ployment but peace-time employment. We never have felt that women are a prob lem, I don't think you handle women any differently than you handle men. Women i* War Industry 235 OR. SAPETSON: This has been a most instructive session and I think Mr.' Moore and the panel are to be congratu lated. Believing that you want to have more information on this subject I want to your attention very briefly to a recent study which was just completed by the Industrial Hygiene Foundation of Pittsburgh on women in industry, a plant to plant survey. If took approximately 6 months and covered a considerable num ber of plants in which women were em ployed entirely on war material. A summary of this was given at the an nual foundation meeting, November 11th, at Pittsburgh. Tbe title of the study is "Health Problems of Women in Indus try,** but it contains a great deal more information than the title indicates. The Foundation will publish this very shortly. One of the interesting things we found was a great need for more women safety engineers, more women counselors and more women physicians. Aircraft Manufacturing Section OfBcws 1942-1943 Gmmmt Chi'-- ft. 'B. Cajcho, Consolidated VoJtee Aircraft Corp, San Diego, Calif. FicrOaiivHM m Charge of Program--Wojuast H. Rbopss, Douglas Aircraft Co, Inc, SMtaXdM^Ctfi Secretary mad News Letter Editor--A. A. Hnroux, Eastern Aircraft Div, General Motors Corp, Lndcn, N. J. Membership Committee Chairman--A. D. Cadhdll, Cortiss-Wright Corpu, Colombo*, Ohio. Offices 1943-13441 General Chairman--R. B. CAarxa, Consolidated Volte* Aircraft Corps Saa Diego, Calif. Viee-Chmrmm t* Charge of Program--Woxiaic S. Rhogcs, Doogias Aircraft Co, Inc, Santa Uoda, Calif. Secretary and Newer Letter Editor--A- A- Hsinaxx Eastern Aircraft Dir., General Motors Carp, linden, H- J. Engmtrrmg Committee Chairman--Ratxojcd L. Woods, FIshcr-Memphis Aircraft Dir., General Motor* Corp, Memphis, Tom. Membership Committee Chairman--A. D. Casdeu, Curtiss-Wright Corp, Gdembur, Ohio Pmhiieity Committee Chairman--Jaues A- Picu*, Consolidated Vultce Aircraft Corp, Nash ville Torn. Statistics Committee Chairman--1. Eowasd Makik, Brewster Aeronautical Corp, Long Island City I. N. Y. tA ejected by tW debiatc* ia Coo*tcs aeaitoo 237 238 32nd National Safety Congress, 1943 WEDNESDAY AFTERNOON SESSION October 6, 1943 Presiding; General Chairman, R. B. Outer, Chief Safety Engineer, Cbnsoljdaicd Vuhee Aircraft Corp., San Dkgo, CaSf. Predominant Types and Casses of Lsst-Iim* lajusta in Sss Southern California Aircraft Manufacturing Plants JACK F. HATTON Chief Safety Engineer, Lockheed end Vega Aircraft Corpuseliooe, Burbank, Several months ago, the West Coast Aircraft War Production Council organ ized and set in motion a safety subcom mittee made np of the supervising safety engineers of Consolidated, Douglas, Lodeheed, North American, Northrop, Ryan, Vultee, and Vega. This group meets monthly for the purpose of assisting the war effort through the reduction of octhc-job accidents in the aircraft plants. The council acts as a central clearing house or pool for safety exchanges, ac cumulation of accident statistics, etc. At one of the early meetings of the safety panel, a desire -was expressed by all members for a uniform method of keeping records and compiling lost time accident statistics. Accordingly, a special subcommittee was formed and, after & senes of meetings, they presented an out line for recording and classifying lost time injuries. It was adopted by all member companies and put Into effect prior to January 1. It was farther agreed that the would compile the information and release it to the member companies every three months. The Aircraft War Production Council has released its initial statistical report for the first quarter's injury experience covering the period from January 4, 1943, to April 1, 1943. At present, the council is in the process of accumulating the data on the second quarterly period but at this writing, it has not been released. Predominant Type* of Injuria* I would like to point out to you some of the predominant types and causes of lost time injuries in the aircraft manu. Picturing industry in Southern California, this information being obtained from the counefTi initial report. The data for each lost time industrial injury are recorded 'in each of five broad classifications, namely: 1. Pertinent in formation on the person injured, 2- Tab ulation of the cause of the accident, 3Effect of the injury, 4. Part of the body affected; and 5. Management and worker responsibility. Each broad classification is then broken down into aa many cate gories as is necessary to property classify tbs accident and injury. Under classification 1 oa general "per tinent information on the person injured/* records are bring kept, not only as to name, identification number, department, and date but also on age by ten year groups, hour of Sojary, and sex. Figures accumulated for the combined right member companies show 37 percent of all lost time injuries occur to the age group between 21 and 30 years of age. Next in line, comes the group between 31 and 40 years of age with 26 percent. Those between 41 and SO accounted for 16 percent. Those between $1 and 60 ac counted for 9 percent. Under 20 years of age, 8 percent, and those over 61, only 4 percent. To utilise this information to Its greatest value, we should be in posses sion of the combined percentage by identi cal age groups working in the factories bat so sr we bare been unable to obtam this. Nevertheless, we do know that the age group between 21 and 30 arv the chief producers, as a group, of lost time injuries. Tint of Injury mad Sex of Injured As to hours of injury, the combined totals show first that more people receive Aircraft Manufacturing Section 239 lost time injuries between 3:00 and 4:00 My limited experience with women in P. If, than any other time of the day or the aircraft industry ' has convinced me right. Tins Is the hour of the day shift ear gritting time; and injuries may be daw n aiorts to hurry up and get the job daw* before quitting and to the cle^4 of fatigue manifesting itself in less ^'"lirn between the hand and eye. Tin: west poorest hour oq the day shift is front SMJG to 10:00 A M,, which is ibamt ks the middle of the morning por that, inherently, they are more careful about avoiding injuries than the average man. Most of them are very careful not to nick or scratch their hands, while some men don't particularly care. I find they are less liable to discard a safety device than the average man. They want to work safely, bat the trouble has been they do not know how as well as men. tion of the shift. On the swing shift snore people are seriously injured between 7:00 and 8330 at night, which is also about in the middle of their first 4 hour period. On the graveyard shift more people are involved in serious accidents the first hour of the shift than In any other hour of the shift. We thus see the pattern by shift is not uniform and is somewhat con With continued attention to proper placement coupled with adequate and complete instruction on how to perform their work safely, the frequency rate of injuries to women is improving, and I feel they will equal or better the fre quency rate of male employees in the near future. fusing. There are probably many factors that must be taken into consideration Cause* of Accidents when attempting to explain or justify these predominant bow* of injury. How ever, we do know the hours at which Examining classification 2 on, "Tabula tion of the cause of the accident," which includes some 29 items, the combined most of them occur and can concentrate totals indicate the greatest offender in our safety efforts accordingly. this group is "striking against." This Careful records have been kept on the lost time on-the-job injuries occurring to men and women. Company A, for ex ample, had a working force 35 percent of which were women and they suffered 45 percent of the lost time injuries. Com pany B bad a working force of 46 per cent women who suffered 51 percent of the injuries. There was considerable vari ance in this respect, and a few companies reported women as doing a better safety job than xnen on some shifts. However, the combined.totals show that women in item accounted for 13 percent of all lost time injuries. Next in Une is "falling ob jects" with II percent. Third place goes to "machinery" with 9 percent. The at tack on the "striking against" injuries needs more concentration in the Conn of less baste, less congestion,- improved housekeeping, wider aisles, and planned safety education. It is interesting to note that item as a cause of injuries varied considerably in the different companies and ranged from 0 percent to 22 percent. "Falling object" injuries should and the Southern California airframe plants can be reduced by requiring the use of for the first quarter of this year suffered more safety helmets, especially on the about IS percent more than their pro rata multiple story jigs and while working be share of the injuries. low the high portions of large airplaines. This is not altogether surprising when Expanding the nicty shoe (irogrxia will we stop to consider a good many of these appreciably reduce toe injuries. Improved women had never worked in an industrial plant before. Host of them have been recruited rapidly and in large numbers from homes, stores, and offices with no industrial experience. They were placed on the production lines to replace men and do men's work without extended training periods and a store of industrial layout involving wider, use of tool recep tacles for such band tools as hand drills, backing bars, rivet guns, etc., will do much to eliminate the hazard of these be ing dropped or pushed off, injuring work ers below. More pointed safety education to supervision and workers alike on this experience to draw from. subject is called for. 240 32nd National Safety Congress, 1943 Accident* Involving Hichcwy While machinery occupies third place in the list of accident causes in these plants, I would again like to remind you it is responsible for less than 10 percent of our lost time injuries. For purposes of tabulation we have listed every power-driven machine used in these aircraft plants. Accurate records: are kept on every machine causing an in jury. Only 2 machines out of the entire group are causing any appreciable trouble. They are squeezers and hand drills. To gether these 2 machines are responsible for about 52 percent of all machine acci dents, squeezers having the worst record with 28 percent and hand drills running a close second with 24 percent. The squeezers include both the portable and pedestal varieties. To date the plants have not developed a satisfactory point of operation guard that can be used on all of them. After several serious finger in juries at one compaoy, resulting from in serting T)zuz fasteners in one of these airoperated squeezers, the company develop ed an automatic feed for the machine which not only eliminated the hazard of injury to the operator but substantially in creased production as well. Drawings, photographs, and an explanation of this safety device were prepared and dis tributed through the Aircraft War Pro duction Council to all member companies, most of whom, 2 believe, are adopting It One phase of the trouble has thus been removed. Part of our squeezer trouble, I believe, has been due to the fact that the machine in operation does not look hazardous. Be cause the machines do their work with such apparent ease, the danger is not appreciated by the average individual, al though some of the larger machines ex ert s pressure of over 13,000 pounds. For the present, at least, I believe the the approach to this problem essentially lies in education. No worker should be allowed to operate a squeezer until he has been thoroughly instructed in its use. He should be made aware of the hazards of the machine and the tremendous pres sures involved. This might be followed up by showing the prospective operator just what happens when a piece of soft wood is pinched in the sets. Grinders are third on the list of causes with 6 percent, followed quite closely by circular saws. Machine acci dents varied from as tow as 0 percent, with one company to as high as 1&5 per cent with another. Point of operation injuries accounted for 71 percent of all machine accidents;, drive mechanisms, 21 percent and other moving parts, 8 percent. The combined figures on, 44Effect of injury,** classification 3, reveal that first, strains and sprains are the most trouble some- Next, are bruises, and lacerations are third. Farm of Body Affected In classification 4, "Parts of body af fected." .it was a tittle surprising to learn that isjuries to the trunk were the most common. These have been manifesting themselves, primarily, in the form of sprains and strains. Corrective action in volving more education in the correct method of lifting, furnishing additional help where necessary, and more wide spread use of mechanical moving and lift ing equipment. Next in line were injuries to the fingers and third, injuries to the legs. The airplane tadostry has always been regarded as dflb with pronounced eye hazards. This is an inherent characteristic of the business because of so much drill ing; burring, and small aluminum shav ings floating around. That considerable improvement has taken place in eye in juries, is evidenced by the fact that out of each 100 lost time cases, only 7 of them are eye injuries. This has been accom plished through improving the goggle pro gram; primarily, through individual fitting and expanding prescription goggle activi ties. The combined totals of classification $, "Management and worker responsibility,** show that most of the injuries are at tributable to the inability of the employee reflecting itself In inattention, with over one-fifth of all lost time injuries being cataloged as such under this item. Second are violations of safety practice; a man Aircraft Manufacturing Section 241 agement responsibility manifesting itself in lack of discipline. Third, arc injuries doe to unnecessary haste; again an in ability of the employee. Placing BesponsfbtHty This classification, dealing with man agement and worker responsibility, is probably the most important of them all, because it deals primarily with the haste reasons for the accident and should be followed up, where possible, by determin ing the unsafe personal factor which re sulted in the unsafe act. This, admittedly, is not always easy to do. The sequence of events which ulti mately results in an injury often starts in the mind of the employee. Perhaps be is worried over domestic difficulties or finan cial matters. To determine these things, which are often the fundamental cause of the accident, is sometimes difficult to do and, as practical men, we tnest confine our investigations to tangible facts as we are not equipped to deal with psychological phenomena. Careful and thorough investigation, however, will often bring into focus the basic reasons for these unsafe acts and will do as much. I believe, as anything I know of to get at the core of a lot of oar present difficulties. Our most troublesome accident char acteristics have thus been revealed and we have geared our efforts and arc con centrating our attack on these items. Such information is enabling us to do first things first and mtriligeat and planned positive action along these lines is help ing to reduce needless accidents and in juries. As an industry, wc are not going to be satisfied with anything less than some of the best frequency and severity rates of any industry ha the land. ^ THURSDAY AFTERNOON SESSION October 7, 1943 Presiding: Maj. H. D. FahfiddL O. Safety Branch, Headquarters Air Service Command. Fix* Prevention in th* Aircr*it Industry By E. W. WXLI.IASiS Fire Chief, Douglas Aircraft Cwpmr, lac, Santa Moctica, Calif. There has never been an industry in the history of the United States which ha^ been challenged by its government and people to expand its faculties and personnel more rapidly than have the aircraft TuanH^art|ir"- In accepting this challenge and fulfilling its patriotic duty, the aircraft indutry has, by necessity and production pressure, violated almost all sound fire safety building codes and stand ards. The production methods employed when the industry was new are a sharp contrast to the modern assembly line pro ducing large quantities of planes in fac tories covering millions of square feet .of floor area. Contrary to popular opinion, ships of practically all metal construction do not mean that fire hazards in their manufac ture cease to exist. The same problems confront the Fire Department now as when the industry first began. As the industry expanded, new problems of fire preven tion were not created--the old ones were merely magnified and intensified. If the Industry' bad been permitted to grow at a normal rate, many of the problems which confront the Fire Department would never have arisen. However, since it became necessary to increase its production maoy times, sound fire protection principles which would have been incorporated into the design of buildings have been dras tically curbed. The result is that the Fire Services have bean forced to improvise rules and procedures, just as the experi mental engineers stand by on flight tests of a new model and wonder if the plane 242 32nd National Safety Qongress, 1943 into which they have incorporated radical new ideas will fly; so the Fire Department stands by when innovations of untried procedures in hazardous operations are adopted, wondering if fires or explosions will result because of errors in judgment or unforscen conditions. production vs. Fir* Protection Due to the character of aircraft fabrica tion and assembly, particularly since the start of World War If, demands on the engineers have been so great that produc tion has taken precedence over recognized fire protection principles. Prior to the war, the typical factory buildings of air craft plants on the West Coast were con structed mainly of metal, steel frame and corrugated Iron walls with a two-inch tongue and groove roof. Because of the shortage of critical building materials, manufacturers have been forced to adopt frame construction with large undivided areas. In addition, they have been forced to lease locations in surrounding com munities for storage purposes and subassembly work. These decentralized loca tions served the dual purpose of removing large values of vital materials from the target areas and of giving additional space for the development' of sub-assembly feeder plants. These, outside locations have been an additional responsibility on the Fire Department for they have in creased the amount of substandard con struction to be protected, and many of the communities in which they were lo cated could not meet the demands for fire protection and emergency conditions In a munitions plaot. Management has expressed a desire to use fire protection engineering designs and equipment prescribed by the National Fire Protection Association, Underwriters Lab oratories, Factory Mutuals, and other recognized authorities, but has been 1 andicapped by the shortage of critical ma terials and time. In many instances the building materials, fire cut-offs and fire extinguishing agents specified by design engineers could not be obtained. Many times, Construction Engineers and Plant Fire and Safety Departments have been forced, against their better judgment, to substitute material and equipment of sub standard design to expedite the comple tion of facilities.- You may be under the impression that because of the part airplanes are uting in the War and the'fact that the aircraft industry enjoys a high priority rating, recognized fire, protection standards could be maintained. On the contrary, many re quests have been denied in the fire pro tection field. Recognition should be given the efforts of the Army Air Forces, In ternal Security Section, and the Bureau of Yards and Docks who have been most co operative io reviewing requests of the aircraft companies for fire protection. With the aid of the War Production Board and Bureau of Aeronautics the Industry as a whole has been successful in maintain ing and encoding automatic sprinkler pro tection in the main facilities and additions to the plants, which. In our opinion, is the backbone of the entire industrial fire pro tection program. We believe this protec tion has materially reduced the fire losses in aircraft plants. Problems of Fire Protection Personnel ^ JLet ns review some of the problems con fronting fire protection personnel, begin ning with the receiving and storage of raw materials. Aluminum sheet stock and its alloys, bar and tube node, bolts, rivets, accessories, and miscellaneous small as semblies are received for fabrication and assembly crated and protected by fight wooden boxes and cardboard containers, packed with excelsior and shredded paper. This paciting material must be separated into salvagable scrap and waste, and the latter properly disposed of as the raw stock is being stored and routed. Tbc major problems here are good housekeep ing, adequate supervision, immediate dis posal of waste and the isolation of highly combustible materials. It is not unusual to discover that a com paratively small area of 20,000 to 3QJOQO square feet of floor space will boose value* in the millions of dollars. This high value of vital and strategic material requires, as minimum fire protection, automatic sprin klers with adequate water supplies and pumping facilities. We have not always been successful in securing regular fire Aircraft Manufacturing Section 243 cat-offs, bat in most instances division Mixing equipment and drums of inflam walls or draft curtains have been allowed. mable liquids in use in the paint muting These metal parts must be protected against mechanical injury, corrosion and deterioration, which means that each piece of aluminum sheet and extrusion or mag nesium casting, which form the component parts of an airplane, must be heat treated and dipped or sprayed with a highly vola tile and flammable substance before it is routed to saws, shears, punches or presses and assembly lines. This operation is no small problem as most paint spraying is done by the use of automatic equipment with a conveyor system which in most in stances release flammable and explosive vapors to the atmosphere. area are adequately grounded and bonded against the accumulation of static elec tricity. Deliveries of these materials to paint departments, paint spray booths, doping rooms and .other locations have been limited to quantities which will not exceed the demand for such material on any day. The transportation is by elec trically powered mule or train, the super structure of which j non-ferrous or non sparking material, wliicb is grounded and protected against the excessive accumu lation of static electricity. It is required that all such material be dispensed and transported in Underwriter** labelled con tainers. This particular operation requires Special ventilation and automatic fire constant inspection and .supervision, as extinguishing units are given particular well as the services of a maintenance in consideration and the utmost precautions spector to maintain the containers in a taken sto guard against the hazards, in good state of repair and safe condition. asmuch as this process contributes to the start and rapid spread of fire. Vapors and gases from the heat treat baths used in the process of hardening and plating of sheet stocks, extrusions and castings arc corrosive and, in certain processes, toxic. Therefore, mechanincal ventilation of in dividual tanks of the area involved is necessary from a safety as well as fire protection standpoint. Wherever practical, gas fired appliances, used hi connection with the heat treatment operation, have been equipped with automatic fuel shut The conventional wet sprinkler system or deluge system Is a minimum require ment for storage, mixing and doping rooms. Major doping, either by hand or spray methods, presents a serious fire problem even with proper building con struction and ventilation. All possible pre cautions are enforced, including the limit ing of the quantity of materials on hand, grounding and bonding of tables and racks, and the nse of explosive and vapor proof motors, lights, light fixtures and other electrical or spark producing equipment. off and heat control devices. Periodic Inspections are made by the per Heat treating processes require the sonnel of the plant Fire Department. handling of large quantities of adds, cry stals and other chemiralv These materials arc stored in specially designed fireproof HMing* with special cut-offs and en closures equipped with floor drains, shower baths and individual compartment ventfla- and are handled and dispensed only by experienced personnel who issue the materhd on requisition to designated em Besides the doping and paint spraying operations mentioned, aircraft plants are compelled, by the pressure of mass pro duction and limited space, to conduct some spraying and doping on the final assembly line. .On a minor scale, the same precau tions are taken as mentioned previously. Portable fresh air blowers with flexible tabes are provided, and an attempt is made ployees. to ventilate all compartments of the.ship. Inflammables are received in manufac To safeguard this operation a fire inspec turers' drums, and are stored in steel or tor is stationed on the ship to halt any fire resistive buildings in isolated loca other activity daring the painting and tions. Paint mixing and dispensing opera spraying of the interior of the plane. tions arc usually housed in the same structure as the paint storage, and for that reason, a recognized standard cut-off 1$ 'provided between the two occupancies. fiaaiKn# Wartt^y Another fire prevention and protection problem which demands constant tnspec- 244 32nd National Safety Congress, 1943 tioa is the handling of large quantities of high test gasoline during the testing of fad lines, fading and deluding of planes, pre-fight and flight tests. The inherent hazards involved are increased by the care- ltasaes* and ignorance of employees who persist m treating gasoline as though it were water. In this operation, more than others, the problem of inexperienced per sonnel Is apparent. Many employees com pletely disregard the hazards of gasoline, and seem unaware of the fact that the ship on which they are so carelessly work ing represents an investment of more than a qoarter of a million dollars and thou sands of man boors of labor. Although an experienced fireman is assigned to the area on each shift to enforce such regula tions as disconnecting battery terminals, power driven machinery and equipment, checking for leaky foci lines, valves and fittings, proper electrical connections, vapor proof lamps and power supply sys tems, we have not been entirely success ful in controlling the human element in these flight operations. Further, we are not satisfied with the progress nude in ednearing the personnel. Until such time as experienced employees again perform this operation, we can oedy take the pre cautions of isolating the ship a minimum of SO feet from other aircraft and station ing a fireman who has at his disposal mobile fire suppression equipment and Who is authorised to Stop operations when safety rules are flagrantly violated. Other inherent hazards that prevail are cutting, welding, and wood-working opera tions. A valuable procedure in reducing the number of fires caused from -welding and catting has been the practice of not permitting any welding and cutting until a plant fireman with proper extinguishing agents has been assigned to stand-by and to inspect the location to be sure all com bustible and highly inflammable materials have been removed-or protected against slag*and falling sparks. Management has also issued strict orders that all portable gas cylinders used in welding operations he securely anchored to prevent accidental overturning, thereby controlling both a fire and safety hazards. Proper type blowers and discharge systems are ac corded major wood working machines. An effort is also made to maintain electrical installations in strict conformity with the National Electrical Code and to rework substandard installations as soon as critical materials are available. Particular atten tion is given to the location and main tenance of transformers. Experience has proven that periodic inspections, cleaning, maintenance and the prohibiting of over loading of motors and circuits are the best safeguards against electrical hazards. The problem of proper disposal of oily waste and rags, waste paint and thinner, paint residue and waste gasoline and oil has been controlled successfully by pro viding appropriate containers; insisting that employees use 'them; and checking on the daily removal of the containers from the plant. Contrary to the wide publicity given the risks involved in the grinding and milting of magnesium extrusions and parts, we have experienced comparatively little dif ficulty in this operation. The instructions famished by the magnesium companies regarding safety procedures have been strictly adhered to, and to my knowledge there' have been no major fires in the air craft plants on the West Coast as a result of this work. The Douglas Aircraft Company, Inc., pioneered the idea on the West Coast of permitting two ten miacte rest and smok ing periods on each shift for production employees, with the purpose in mind of giving the employees a few moments of relaxation and of improving managementemployee relation*. Bach department was furnished receptacles for cigarette stubs and matches, and each department super visor was required to see that these con tainers were placed in aisles or convenient locations for employees during this smok- ing and rest period. Smoking is prohibited in certain areas at all times. Many pre dicted that this privilege would be abused by the employee*, that numerous fires would result, and the practice would be discontinued. On the contrary, these smok ing periods bare increased production, re duced the amount of time wasted, and improved employee - management rela tions. Supervisors and their volunteer fire brigade* have kept the situation under Aircraft Manufacturing Section 245 control, and no fires have been reported a* originating from this source. The suc cess of the scheme bas been reflected by its adoption in all other major West Coast aircraft plants. We believe that super vised smoking periods present a lesser hazard than unauthorized smoking by em ployee* who sneak off to remote or re stricted areas. VUuDUcr Tit* Brigades l mentioned the assistance given by the volunteer fire brigades in controlling the smoking period*. Their value can not be estimated. The factories now occupy such ` large areas that it is oot possible for regu lar plant firemen to *>***u a complete surveillance of the entire plant. The indus try realized long ago the need for organiz ing and training volunteer fire brigades to cover the plant oa all three shifts, and has collectively instructed thousands of em ployees in the use of first aid fire extin guishers and equipment and fire prevention pertaining, to good housekeeping methods. The volunteer fire brigades assist Plant Protection in checking unsafe, substandard conditions and operations and reports to the Fire Department. The brigades con tribute'in many way* to the maintenance of closer industrial relations between the employees, the supervisors of departments and the Plant Protection Division. Natu rally, to maintain the high standards of a volunteer fire bridage to cope with the war emergencies and conditions require* regu lar drill* and instructions which are given by a competent fire protection man as signed this duty. We woald like to cite the fire record of one major aircraft plant on the West Coast for the year 1942. There was re ported a total of 78 fires in this plant, of which 72 were extinguished by the volun teer fire brigade without the opening of a sprinkler head. The loss reported to the insurance carriers in material and labor amounted to a total of $1,100, out of an insurance coverage of many millions of dollars. We believe this small loss ratio can be attributed to the alertness and prompt action of the volunteer fire bri gade in using the equipment available to extinguish fires to their early stages. Dur ing the first half of 1943 there has been a decided increase in the number of small fires reported in this particular plant which we believe are due to the increased number of inexperienced employees and mass production demands. An intensive educational program will he necessary if the 1942 record of small fire losses is to be maintained. Personnel Sci-Up Prior to our entry into this wax, little consideration had been given to fire pro tection in the aircraft industry, and the first and greatest problem encountered in the expansion of the fire protection pro gram was securing personnel familiar with industrial hazards. The field of industrial plant protection has always been limited, and the demand for Fire Department per sonnel in all industries, together with losses to the Armed Forces, created a serious shortage of trained men. The ex perience of personnel trained in public fire fighting has proven of little value in industrial inspection and fire prevention. It, therefore, became mandatory for Fire Chief* to select employees from other fields to serve in the plant Fire Depart ment, and to originate a complete training program to teach them the duties of plant firemen. This educational training has proved a satisfactory substitute for per sonnel with prior experience, and has given the Fire Chief an excellent opportunity to educate his men in the basic fundamentals of the highly specialized field of industrial fire prevention and protection. Even though the plant Safety Engineers are not a part of the PUot Protection Division, their suggestions and experience have proven of great value in assisting the Fire Department in general protection matters. By presenting their mutual prob lems to Management, they have been suc cessful in obtaining more prompt actionWhile it-it not expected that the-Safety Engineer should become versed in all fire protection problems nor the Fire Chief in all safety problems; a general knowledge of the specialized field of each is invaluable in understanding the mutual problems of the rented departments. Through cordial relations and friendly contacts with Plant Engineers, many fire 246 32nd National Safety Congress, 1943 and safety problems encountered in pro posed new construction, expansion and rework have been eliminated by incor porating protective features in the pre liminary design. Plant Engineers are often prone to design and construct build ings omitting basic fire and safety features. In such cases, immediate rework becomes necessary which involves the expenditure of additional labor and material. Many times, industries are located in communi ties not protected by strict county or city fire ordinances so that fire protection and prevention must be sold to Management and Employees alike. "We have tried con sistently to sell them on the idea that it is cheaper to fight fires with forethought than with extinguishing agents. Most aviation Plant Protection Di visions are headed by an individual who is a specialist in police and criminal in vestigations. Since he is not fnily informed regarding fire protection problems and procedures, it is incumbent upon him to vest full authority and responsibility for its management in a competent and capa ble fire chief. The burden of responsibility for fire protection placed on the * Fire Chief is lightened when he knows he has the full support and cooperation of his superior in obtaining immediate and favor able action by Management on his recom mendations. delations With Management * At fhl* point at anight be mentioned that all Fire Departments face the same prob lem of having their recommendations over ruled by Management. Z would like to cite a case where 150 bales of sisal were stored against the wall of a warehouse. Tbc Fire Chief during one of his inspections re quested that highly combustible ma terial be removed to a location which would not expose the building should the sisal become ignited, and remained there until his request was carried out. The Plant Manager later ordered the sisal to be returned to that location beside the building. Less than a .week later a fire of undetermined origin occurred in the sisal which resulted in considerable damage to the budding. Another similar instance of the Fire Department's recommendations being dis regarded occurred recently when material and parts were unexated m a fire lane. Protests were made but the operation con tinued until a large quantity of paper, ex celsior and cardboard boxes accumulated against the wall of a manufacturing build ing. A construction employee working on the roof carelessly dropped a lighted match or cigarette into the excelsior which started a flash fire. The prompt action of the plant and public Fire Departments prevented an extremely serious fire which would have destroyed vita] and critical materials. Although I have touched on a few of the more serious problems of fire preven tion and protection, there are many proc esses and operations peculiar to the air craft industry, particularly in projects of an experimental nature, which, are at present restricted information and can not be discussed. In conclusion, however, Z would like to repeat that the automatic sprinkler sys tem remains the backbone of the Industrial fire protection program, and it is impera tive that this protection continue to be accorded the industry. Then, by keeping fire protection on a par with production, maintaining an educational program for employees, insisting on sound engineering designs and good housekeeping practices, together with the services of a well trained, efficient Fire Department personnel and inspection service, the industry may con tinue to operate with its low fire loss ratio, and will produce---without interruption from preventable fires and explosions-- the planes which will hasten the destruc tion of oar enemies. Aircraft Manufacturing Section 247 Safety on Aircraft Assembly lines JL D. CADOELL, Safety Engineer Ctwtlw Wright Corporation, Airplane Division, Columbus, Ohio The tremendous expansion of the aircraft industry has brought many difficult problems to management, industrial relations experts, supervisory and safety staffs. Well in the forefront of these problems we find provisions for the control of plant, machinery, fabri cation and processing to the end that the lives, limbs, health and well being of the employed personnel will not be exposed to undue or unnecessary hazards. That progress has been made in these endeavors may be attested by reference to tbc published records of the U. S. Depart ment of Labor in a press release dated July 18, 1943, which indicates the average frequency of lost time accidents in the air craft industry for the first four months of 1943 is lOtiL This is further borne out of the following recent release of the National Safety Council: "UamdiwAurcrs of military aircraft were especially effective last year .n protecting tbc safety of the workers who built the essential machines that deal death to our enemies. Of 31 war industries studied, die aircraft manufacturing industry was among the top five for 1942 in accident severity and among the top six in accident frequency." In the building of planes, beyond certain departmental activities, we find our job is pretty much one of assembly; that is, we begin the manifold operations of assembling the component parts fabricated in sub-as sembly operations which, when brought to gether In the final processes of the assembly tine, become the completed product. At hi< point. Id us hurdle the problems of sub-assembly and concentrate op the final assembly lines. Hazards Due to Klevatiosu First, let us consider the hazards arising freer} tike various elevations at which the final assembly operations must be performed. Mounted in manuooth jigs or dollies, we bring together the fuselages, cabin assemblies, landirtg gear assemblies, center panels, outer panels, stabilizers, cowl, engines, propellers and so oo, working at elevations ranging from zero to bright* of 10, 12, 14 cr more feet from the floor and presenting hazards involving stands and platforms on various parts of the fixtures. Much can be done to control these hazards if good coordination exists between the safety and planning and designing departments, so that continuous platforms, jigs and fixures have safety features inbuilt--such as standard railings, toe boards, friction treads, all of which enable workers to safely operate at varying elevations without endangering workers below or being exposed to injury from slipping- or falling and without the necessity of employing floor stands or makesshift devices. In the modern plants employing conveyor tines, much can be accomplished in overcom ing or /-liim'iiafing tripping stumbling of workers passing between the dollies by high-lighting die conveyor tine, tracks and electrical boss ducts with alternating bright colored striping. We have also found that outlining the edges of the different elevations of the contiatsoas platforms Is quite helpful in preventing stumbling and falling. Moving Materials Next, I would loach upon the hazards of moving materials onto the assembly tine. Cranes, znooonuls, hoists and varying forms of mechanical lifting and carrying devices are employed- Large-pieces and frequently completed ships must be moved over-bead; therefore, if inherent hazards are to be avoided, coostderatioo must be given to the installatioa and operation of hoisting equip ment--slings, cables, chains, etix,--all of which should be subject to rigid control, constant inspection and maintenance. The operation of hoisting equipment and, partic ularly, traveling^ crane* should be placed in the haurt* of experienced operators only. To penult tncfiacrunmaie operation <of this type of equipment is to invite disaster. Another point in connection with moving of overhead loads, which seems to be el. ^cntary bat tKverthriess should not be over looked, is the question of persons passing, standing or working bdow suspended loads. 248 32nd National Safety Congress, 19f3 With the introduction of nit numbers of workers unfamiliar with hazards of this type, supervisors must be firm in not permitting undue exposure to the dangers of shifting or falling loads. On the final assembly line, as in sub assembly, the industry cmploy* vast numbers of high cycle electric extension tools which often must be placed in tbe hands of work ers of limited mechanical experience. Un less they are carefully instructed and closely supervised, continuous use and sometimes careless handling will make a hazardous instrument out of this type of tool. In addition to close supervision and frequent tool crib servicing, continuous on-the-line inspection by competent elec trical maintenance men offers the best safeguard to this type of hazard. Safety Clothing For Women Then there is the hazard of electric drills in connection with hair covering for women employees. There have been altogether too many instances of severe scalping or partial scalping to women employees because flowing or loose hair has not been completely covered and, either through direct contact or static attraction, the hair has been wound around the smooth shaft of an extension drill. The answer to this hazard is obvious; but some management* have felt that enforcement of competent hair covering cannot be accom plished. Of course, this controversial subject of safety clothing for women has been disturbing to safety men in all industries. However, progress seems to be being made toward uni versal adoption of proven safe apparel. Mak ing safe clothing a condition of employment would practically eliminate this hazard but requires heroic measures to make it effective. We have the ever present problem of eye protection. Wherever operations such as filing, rcamtng, driving, ete, produces fine metallic particles of light weight metals such as magnesium or aluminum, there is need of protection against eye injury. The question of varying elevations tends to in crease this particular hazard, in that the operator working on the lower levels is subjected to fine particles from operations overhead. Many effective devices are avail able and a combination of one or more, best suited to the given job, should be adopted following a survey of each job. The wearing should be strictly enforced. Hydraulic Controls Depending on the type, land and purpose of ships coming off the assembly lines, we find varying mechanical safety problems arising out of hydraulic cootrofs, foIdh% or trailing wing sections, bomb bay doors, spilling of hydro oil and many others too numerous to mention. Specifically, the ade quacy of guarding against unwarranted hazard from these agencies is dependent upon close coordination between ropcrrtsioo, en gineering design and the safety engineers. The hazard to the employees working in the bomb bay area is great. First became die controls are located in tbe cnclqrit. Second, workers in the bomb bay area or workers on the cockpit cannot see or com municate with each other; therefore, positive means of guarding must be set up so that inadvertent operation of controls wiU not subject the employees in tbe bomb bay to terrific hydraulic pressures, with grave or possible fatal results. Means of control of this hazard can usually be found in guards on controls which must be manually removed before the moving parts can be operated, supplemented by visual guards in the bomb bay area itself so that the workers may have the assurance that the protective devices are in operation. Tasting and Adjusting When tbe ship finally roUs off tbe line into pre-flight for adjustments and final inspection, a new set of hazards immediately are presented--the introduction of high octane fuel, tbe whirling propellers, the taxiing of ships--all of which call for alert and forceful supervisory control rather than dependence upon manual or roerhanicai safeguards. After a ship has been on tbe ramp and gassed and there is need of re-work, care must be exercised to see that only air driven tools are used. Electrical motors should be prohibited and the added precaution of adequately grounding the ship against static sparks should be made. When engines are started, a standby man with fire extinguisher is a most item. Other musts are: wheel chocks must be m position when motor tests arc made; ships grounded when fueling; check brakes before Aircraft Manufacturing Section 249 taxiing ship: don't speed while taxiing; never leave switches turned on rn any ship; be sure everyone ts in the dear before starting eugloe; he sure the switch is turned off before turning over the propeller; don't walk under propeller at any time. One of the most timely suggestions to all aircraft workers is: *Do every job as if you were going to fly it yonrsdf." Human Failures Up to this point, we have enumerated largely physical conditions carrying with them hazards which, everything being equal, are subject to ccctroi- It would be easy to continue to enumerate many others similar in character but, tinoq statistics which arc now taking form in tbe industry indicate that human failure is responsible in a larger than average degree, it would seem we should turn our attention in this direction. It has been pointed out many times bow tbe airplane industry expanded from a com paratively few employees to hundreds of thousands, in a brief space of time, and the fact is undeniable that nasty of these men and women axe now gaining tbtix original industrial experience, therefore, there is im posed upon supenritioo the job of instruction and training, ealK^y for tbe utmost patience axad ingenuity in guiding these comparatively untrained hands and rands nt safe and pro ductive channels. Cqmpetmt safety instroctkxi during preemployment training and oo-tbe-2mc training will go a long way towards enlightening new employees in tbe proper use of equip ment and La safe work practices; but tins kind of training should only be looked upon as supplementary to competent supervisory* instruction and supervision. Tbe greatest safety control, either on or off tbe assembly line, in tbe airplane engine or propeller aircraft plant is in the training of tbe workers to recognize the hazards and to work in safety. This is especially true in assimilating the jmnstile workers appearing m industrial plants in increasing numbers. These conditions impose greater responsi bilities upon the foreman, who m tbe final analysis is the person who can logically incorporate safety instruction in teaching the new employee the reqairments of stho job. A great deal depends upon the manner in which the foreman breaks down the job and in his willingness to respond patiently to the questions involving the bow and why. He js In a preferred position to teach the new employee that be too has a responsible, ity -for his own safety. Repetition Naceesary This is not a lesson which can be imparted m one session and be expected to last for ail time but must be repeated time after dax, bearing tn nriod that most worker*, want to do a good job and much depend* upon the confidence they have in their imine^ diatc supervisor. If he is cardcss in his presentation of tbe hazards, the method of procedure, the handling of material and equip ment, you may expect poor safety records* On the opposite tide of the picture, yoq may be assured that in the department where, tbe foreman is enthusiastic and thorough going in his safety instructions and willing to assume the responsibilities which go hand in band with authority you will have {ewe? accidents and corresponding quality $nd quantity production. It seems to me that safety directors or engineers can well afford to concentrate on telling tbe foreman that safety is a part of his job and a job .that must be done. A. job outranking in importance any other cor>^ tidcratiou before him. After all reasonable precautions have been taken, when facilities are constructed with safety factors incorporated, we wifi arrive at tbe same place as any other branch of tftp Aircraft Industry or for that matter any industry; namely, the control of hazard* and tfe promotion of safety and accident prevention will be dependent upon the earnest-* nets, cathtxtiasoi and determination of man* agemoot In support of a sane safety program. Air Transport Section Offlcwt* 1942-1343 General CAo*thuk--Je*omb Lwran, Airlines War Training institute. New York. N. Y. Hems Letter Editor--F. J. Hqyt, American Airlines, Inc, New York, N. Y. Statistics Committee Chairman Jack C Ceram, United Air Lines Transport Corp., Chi cago, hl Engineering Committee Chairman--R. G. Blooms*, Transcontinental A Western Air, Inc, Kansas City, Mo. PVro^gj/nranms ^Committee Chairman--Richard O. Jacobson, Pan American Airways, New York, Officws 1943-1944 * Honorary C^xrmon--Hajok R. W- Schrcome*, Glenview. HI. General Chairman--Jiaoia T.nvan, larrhawnt, N. Y. Vice-Chairman--R. G. Bixamxa, Transoontincntal and Western Airlines, Inc, Kansas City, Mo. Secretary--Jack G Ccnms, United Air Lines Transport Corp.. Chicago ,111. Hems Latter Editor--R. P. Russell, Northwest Airlines, Sl Paul, Mima. Associate Editor--}. H. MstBawsos. U. S. Army Air Forces, Washington, D. C. Engineering Committee--YfAUl* T. JOHNSON (Chairman), American Airlines, Inc, New York, N. Y. G, F. Tna, AtUntic Div., Pan American Airways, New York, N. Y. Health Committee--Lt. Col. R. D. Mudc, 14LD., (Chairman), San Antonio Air Service Command, Kelly Fidd, Texas Hostess McKkioht, M.D., American Airlines, Inc, New York, N. Y. Coi_ A. D. Turn, M.D., United Air Lines, Chicago, HI. Program Committee--R. O. Jacobson (Chairman), Pan American Airways, New York, N. Y. Jdoms I """, Larefemont, N. Y. Statistical Committee--Jack C. Cuams, (Chairman), United Air Lines Transport Co., OAagft HL R. G. Bloomer, Transcontinental and Western Airlines, Inc, Kansas City Mo. PrwCTr Sigmund, U^AAF, Patterson Fidd, Fairfield, Ohio tAs 'deeted fcjr th h Caacrac 251 252 32nd National Safety Congress, 1943 TUESDAY AFTERNOON SESSION October 5, 1943 Presiding: Jerome Lederer, Director, Airlines War Training Institute, New York Cty- Why Top Mcmagwmemt Should Initiate and Support AccfcUwt rroYeniion W. A. PATTERSON, President United Air Tinc% Chfaip A good many of yoa is this aodknct have devoted years to the study of bdvjtml safety in Q its phases. A considerable ttrnober of yoa have contributed specifically to the science of safety in air transportation. AJI of yoa, as evidenced by yonr presence here today* have an absorbing interest in the subject of accident prevention. Certainly, I am not going to attempt to tdl such an audience about the fundamentals of good safety practices. Rather, I am going to review with you some of the things which we have done together, with an emphasis on our experiences in air transportation, in an effort to clarify our aims as they pertain to accident prevention today and as they will influence our actions in this direction tomor row. Improvement in Record No industry ever has achieved a perfect safety record, nor will air transportation. But today we can look back over the record with real gratification. We have, in the period of just two decades, seen scheduled dying trans formed from its crude, rough-and-tumble beginnings to a highlysrientific business. We have seen airline safety readily improve to the point where it compares favorably with that of other forms of transportation. We have, I believe, at last come to the point where we have won general public confidence and ac ceptance as a safe; reliable means of trans portation and communication. One proof of this has been the attitude of leading insurance companies in underwriting air travel insur ance at rates equivalent to those which apply to surface transportation. Analyzing the record, what do we fiod as ywy of the things which node it possible? A prime factor, in my opinion, was the attitude of airline mansgemcat backed by employee loyalty arid enthusiasm. We who bad the responsibility of making air trans portation go, so to sak, knew wdl that safety had to be a main objective. Management's job was that of establishing the goals, then enlisting the whole-hearted support and cooperation of employees. Safety had to be sold to everybody oa the airline system, from the pilot to the merhanir. from the traffic man to the passenger agent. A second factor in malting our record possible certainly was the faith and support of those outside the industry. Many a stock holder and many a customer stood by us at times when their moral and financial assist ance meant a great deal. Here again. 1 think that management's attitude helped. We bad to demonstrate our own belief m what we were doing before we could hope to convince others. A third, highly important factor was the mutual cooperation of all airlines toward the common goal of safety in scheduled flying. Lessons learned by one airline were passed on to others. Experience was interchanged. New developments were made available to the industry generally. The managements of all airlines sensibly worked together. Aircraft, engine, propeller and accessory manufacturers worked with them, too. Change in Approach During the development era, airline safety was conceived as something largely con cerned with Sight operations. The accent was on safety aloft--safety for passengers. Then, gradually, as we grew older and more mature, we began to think of safety on the ground. The influence of ground safety upon flight safety certainly had much to do with our sew attitude bat the thing went deeper than that Air Transport Section 253 There was the recognition of safety for em ployees as one of our social responsibilities. Safety for the individual employee certainly bad a bearing on such other things as his job security and the welfare of himself and his family. It had something to do with employee morale as well as with more efficient airline operations. There were a lot of intangible gains to be had from an intelligent, vigorous safety program--gains which couldn't be counted ou (he cash register but which could add materially to the invisible assets of our organization. Program Developed Employee participation became a keynote of our safety activities post as it had of other company program*. We knew that employees could not just be told; they bad to be given an opportunity to help. The whole program was placed under the direction of our vice president in charge of operations. We then named an executive safety committee to act as hiy advisory board. This consisted of various department beads and the safety director. Management Ifmat Take the Lead Speaking for my own company, I can say that United Air Lines already had made some progress in the matter of managementemployee relations. We recognized that, as in ail other management-employee matters, it was up to top management to take the lead if our safety program was to be success ful. We had to sell our chief executives on its advantages if we hoped to have them, in turn, sell their supervisors and if those supervisors were to sell the employees. In other words, management had to provide the incentive and follow through with its whole hearted sup port, moral and financial. I ara- pleased to report that we achieved results. We already had a fertile field in which to work, for, as I have shown, we had been malting safety one of oar chief objectives for many years. Our lop executives already were sold to the Hit oa die importance of safe operations. It remained for us to show them what could be accomplished by safety on the ground, both from the standpoint of still further improved operating efficiency and employee welfare. We launched our intensified rafety pro gram in the fall of 1941 with the appoint ment of Mr. Jack Curtis as our safety direc tor. He proceeded to plan the campaign and to get together an organization which could carry it out We told Mr. Curtis that we would give him all necessary financial support to do the job and that we would back him to (he limit in making the program dick. At onr general headquarters m Chicago, we proceeded to enlist the assistance and cooperation of every department head. They curried the message to their supervisors and it was handed on tty them to the employees. Next came the appointment of accident prevention committees at our key stations, consisting of representatives erf all the vari ous departments at those stations. Employe participation was introduced through the appointment by supervisors of one or more employees as safety patrolmen. It was specified that these patrolmen would serve for two months, then be replaced by others so as to rotate the -work among as many employees as possible. Within the last two years, we have built up our safety organization to include the safety director and three other foil-time safety men, twelve part-time safety men and 25 safety patrolmen. In addition, all station managers and supervisors are safety leaders. Aided by the National Safety Council, oar safety department has cooductsd extensive employee education work with such tools as sound slide films, safety instruction cards, safe practice pamphlets, data sheets, posters, safety rule books, a foremen training series and material oa safety in the home. A systematic method of investigating and reporting accidents of every nature has been established. Such reports aid materially in Studies to deteradoe what might be done to prevent a rtcunaxc of soda acekksos. Work of Committees and Directors . Our executive safety committee m Chicago must meet pcrkxficalSy to'review reports and act upon die fwonaimihtioia of accident prevention cornuatrees ax stations along die system. It most consider targe expenditures for accident peevearioa. mast approrc any major changes in oar mfety organization and activities and smet kacp abreast of new legal developments cooccrmng safety. 254 32nd National Safety Congress, 194$ Our accident prevention committees at the various stations discuss major accident-produring conditions and circumstances; recom mend corrective action, review the reports of safety men; review and act upon suggestions for the improvement of unsafe conditions; study and act upon accident investigation re ports submitted by supervisors; investigate all serious accidents and recommend cor rective steps; approve or reject any new con struction, equipment installations or change in procedure from the standpoint of safety; and recommend methods of assuring safe conduct on the part of all employees. Our safety men and safety patrolmen TMatr periodic inspections of company prem ises and report any irregularities; conduct educational meetings of employees; handle poster and other safety material; solicit safety ideas and, generally, work as the final link between top management and the em ployee on the job--a link which not otdy en ables nanagement to talk to the employee but which also permits rite employee to give his safety ideas and recommendations to top Ptlnting for Safety Just recently, wc adopted the new three dimensional system of painting for machines in our maintenance shops and hangers. Wc found that, by using various colors of paint aa various parts of machines, we could pro duce the best tight reflection qualities to em phasise safeguards and to spotlight points of operation- It was a pleasant surprise to sec what dif ference the use of this system made in just one of our shops--the machine shop at out central base at Cheyenne. What bad been rather a drab and dreary place was completely transformed by the intelligent o*e of paint. Horizon gray, intenatiooal orange and white paint bad been employed, to real advantage in dressing op the maefaiaw. A non-skid paint had been applied to the Hoot. Everywhere, tight colors bad replaced dark ones to give tire shop an entirely new, airy appearance. We complimented the shop fore man bat bow (b light baff paint oe the was going to be kept dean. `There** a psychological reaction there," he told us. "Machinists are mighty proud of these new point, job* and, actually, our machines are much cleaner than ever be fore." The effectiveness of our safety program is evidenced by the fact that, daring the last six months of 1942, there was a decrease of 18 per cent in the average frequency rate although the number of company personnel Increased 35 per cent in that same period. Suggestion System A major aid in the conduct of our pro gram has been the operation of our sugges tion system. Approximately twenty per cent of all suggestions which come into our Chicago headquarters--and some 500 are received each month--have to do with safety. To encourage suggestions of this, sort, we have an annual safety award u addition to the War Savings Stamps and Bonds which we regularly give to employees for worth while ideas throngbout die year. Some exceedingly valuable safety sug gestions have come from tins source. They have ranged from such simple things as fcfcas for placing "in" and "out" sign* on office doors to elaborate plans for improving flight operations. I long have counted the suggestion system as one of the mast important features of our management-employee partnership program. Here, in tying in with safety, it again has demonstrated its extreme usefulness. RcapontfMKtfaa of Management I have contended, in many another talk, that business too frequently has failed So recognize its social rcsponubtlities and that it must accept these as part of- the cost of operation if private enterprise is to eadsre. It seems to me that management must ac cept safety as one of these responsibilities-- and without regard to die dollar valoe of returns. Certainly we have a responsibility in providing the proper for oar employees--proper lighting, proper ventila tion, ^ajoitation, the right kind of equipment and so ocl Just as certainly, we are derelict in the administration of our rciponiihflitkv if -fiflffr r^i> ftetn to he justified on a dofbr and cent* bass. We have a responsibility, first, in seeing that we place employees riwn. they oa best develop themselves. There is, perhaps, nothing Air Transport Section 255 more potentially dangerous than the right man in the wrong job. Let's try not to nabt mechanics out of accountant* or vice versa. Let us so conduct oar pre-employment "screening" and so watch the performance of our empoyees on the job so that we keep the round pegs in the round holes, Let us provide proper medical attention for our employee* so that ill health, mental or physical, will not reflect upon, the efficiency and safety of their work. A sick mechanic can be more of a hazard than a sick pilot, and a stenographer who is HI can cause trouble all along the tine. Let os think in terms of tile employee's welfare at. home as well as at work. Worry can be one of the greatest causes of accident. Left be certain our employees aren't worry ing; about die security of their job* and of their future. Let us help to assure that security, to all reasonable limits, at the same time assisting oar employees to grow with us so that they can take part in the lug air transportation developments which He ahead. Let us, at all tunes, be aware that air transportation is more titan just a plane in the sky--that there are 54 of our people on tile ground for every plane aloft and that the welfare of those people can have everything to do with the safety, efficiency and depend ability of the service which we furnish the public. Ifrot Continue Efforts We have come far in air transportation in a relatively short time. We have learned a great many of oar lessons the hard way--by trial and error, by experimentation and fail ure. We have steadily gained ground in win ning public acceptance. We also have made considerable progress in the field of man agement-employee relations. Air transportation has a long way yet to go. We in the business know that the Age of Flight is just around the comer; that our greatest opportunities lie ahead. We know that the airplane has only begun to make it self felt as an instrument for social and economic advancement. Let us resolve that we will lose none of the ground which wc bare so hardly won. Let us cherish those precious intangible assets which bdp to make any hastacs* great. By to doing, we can assure ooradves that oar in dustry will operate safely and efficiently, to the fullest extent of its usefulloess, in our great and busy tomorrow. Safety Education in the Army Air Force* COL 3* XL ttASRtS Army Air Force*, Winston Sain, N. C. Last Jane at Randall Island, New York, yoor president. Colonel John Stflwell, pre sented the Distinguished Service to Safety Award to the Army Air Forces. In acknowledging the award. General Arnold said, in part: Tn the midst of our sadden and vast ex pansion, aircraft accidents presented us with a grave problem, hi attacking that problem, we resorted to methods of the National Safety Council itself, flooding our airfields with posters pnd educational literature. We used every possible **, every known expedient, to the possibilities of mishaps, to preclude the hazards and dangers resulting from hrman errors. . .** Cornerstone of Program As always, the General knew what he was talking about. Safety cdacaticn is one of the cornerstones of oar entire safety program-- a program which, as of today, has produced an accident rate nearly 30 per cent below our prediction for this same date. In other sections of his speech, the General sketched the importance of prevention and investigation, flight control and other com ponents of the Office of Flying Safely--all of them essential weapons in our offensive against aircraft accidents. Each of these phases of oar work, by the way, is a subject in itself. You people who are familiar with the "three E*s" of safety will be Interested in knowing that accident prevention ta the Air Forces follows that familiar pattern. Our regional safety officers operate in modi the same manner as do the safety en- lioc^d- c, Cfrtyi?.X. T&Jt. hetz/c-j /f'Y3 256 32nd National Safety Congress, 1913 gineers of the great insurance companies, the safety directors of our great cities, or the safety managers of our large industrial plants. In its broadest sense, flight control and re lated units of the organization faaction as the second B--enforcement In its present phase this unit lays down no laws sad iaMcts no penalties; however, it is the traffic cop on dk* comer who says, "O.lC, go ahead," or, "letter turn around and go back; Brother, there** trouble ahead." But I hare been asked specifically today to expand the General's references to that third E--education. 80 Far Cast of Prrrtodoo Pat to Bdnratioo la coy opinion, education in its broadest sense is responsible for 80 per cent <A the saving n line and equipment that wc in the Office of Flying Safety have been able to make. 1 am speaking now, of course, of the reduction ra the accident rate under what we expected it would be. Men f say education in its broadest sense, I mean not only the posters, booklets, movies and other materials produced by our safety education division; I mean, too, the sugges tions and advice our regional safety officers give to mechanics, pilots, operations officers and ail the others with whom they come in contact. Education is defined as "the systematic training of the intellectual faculties." To die layman, that sounds simple enough. In a country where the value of education has been recognized and appreciated from the first days of its history, the systematic training of the intellectual faculties of intelligent, receptive young cadets along the lines of flying safety would appear to be a matter of routine. You gentlemen who know the psychology of safety education in other fields and who also know the thought processes, the tempta tions and the temperament of a twenty-yearold American boy, will realize that safety education io the Army Air Forces is about as far from routine as Hitler is from victory. Average Cadet . The boy is the starting point of the AAF program of safety education. Just what is be like? Well, he is a smarter-than-average 18 to 20 year-old American boy with an A-l biU of health. He is like many of our young auto mobile drivers--just about that age, too. He has supreme self-confidence, a amount of natural ability, an almost total lack of fear. By comparison with a settled 4fl-yar-old pilot, he is almost rockless. But by comparison with other young men of his age, be is serious about his job and anxious to do H well. Oh yes, there are exceptions. There .are those among these lads who arc irresponsible, devil-may-care in tbeir attitudes toward everything. These few are conspicu ous and are the cause of more than their share o accidents. In short, the avenge cadet is an above-theaverage young American, the finest and keen est type of lad in the world. Tins is the ma terial we most work on. We dare not scare him (even if we could) because conservative flying will not do the fob at hand. Accent on Aggrenrioa In the cadet training of today, the accent a* oo aggression. It is vastly more so today titan it was a year ago, or even six months ago, because reports from bottle areas in dicated its necessity. This does not mean that pilots are educated tn the technique of foolhardiness and suicide flying. It does mean that safety education, however insistent, how ever effective; must be subtle. It means that pilots must graduate with the realitatiota that the end product of their skill is the destruction of enemy men and material, not safety in theater of operations flights. It is as valid in the air as- on the ground that the best defense is a good offense. The burden on safety education is made heavier by the fact that training- for this war must be done at a tremendously accelerated pace. Cadets are on the Jump from morning until night They have a thousand and one things to learn and there is a terrific oompetition for tbar attention. So far 7 have given you a brief description of some of tile considerations that enter into the shaping of oar safety education program ; some of the factors that make it unique and perhaps a bit difficult at times. With this background we can take a look at accident statistics to find out where safety education fits along with the other E's of. safety. These statistics concern aircraft accident causes. Through the media of fiction and Air Transport Section - 257 widely circulated scare stories, some of them Axis-inspired, no doubt, the reading public too often assigns the more dramatic causes to these accidents: sabotage, structural failure and even bureaucratic meddling. The indis putable fact is that almost four out of every five Army aircraft accidents in training in the United States are caused by personnel errors: error of technique, error of judg ment or error of carelessness. These errors cannot be corrected by closer inspection of manufacture or assembly. They cannot be corrected by doubling the guard at plants and airfields. They can be connected by edocatioa- Two Point Program There may be those who fed that education as applied to safety is a separate tittle pack age from which an item or two may be se lected from time Co time and tossed ax the face of those to be educated. We don't feel that way about it. We believe that flying safety oq two things: knowledge of flying in all its phase* and use of that knowledge in every detail of the job of flying. On tins basts, we believe the best kind of safety education is to instill in cadets a desire for knowledge and then help them get it. For example, without any athpnpt to teach in strument flying, we can and do produce movies which will show in dramatic fashion the importance of learning thoroughly and well aU there is to know about flying on in struments. We can dramatize io booklets or posters the importance of knowing about and using oxygen equipment. Every cadet has the chance to learn all he needs to know. Part of it is pretty dull by comparison with acrobatics. It is our Job to cultivate a desire for oli the information and not just those parts which naturally appeal to red-blooded young Americans. After we have cultivated a desire for knowl edge we help young pilots get it. lira longskilled m the writing and illustrating business reduce technical information of the expat* to easy, simple terms. Right now. a group of safety education writes and flfcmratut* are preparing 8 new flying training twimalv nt cooperation with the Tniotaf Command. All pilots know that airplanes will not ruu without gasoline; yet pilots will take off too frequently without checking gasoline supply. So, once we have taught the young pilot, we must constantly remind him to practice what he knows. Posters, short pamphlets and camp paper cartoons are some of the ways we go about doing that job. Possession and use of sound flying knowl edge are fundamental to flying safety. Con versely, lack of knowledge leads to all kinds of trouble. Rumors about airplanes or Other equipment are deadly. They destroy confidence; lower morale and frequently pro duce a ripe case of the jitter*. Almost al ways such rumors are based on downright awsiafbrnatttioQ or what is worse, half-truths. How many accidents are thus caused I do not know, but wc take it as ooe of our re sponsibilities to quash them by obtaining and spreading the true facts about American equipment, training and tactics. A motion picture for which we are re sponsible, "How To Fly the P-38," does more to build up confidence in this airplane than it can possibly do to actually teach the tech nique of flying one. One of the first projects executed by the division was a brochure called "Lessons that Live." Working on the tested formula that experience is the best teacher, pilots in the Army Air Forces were asked to submit an informal narrative of their most narrow es capes. Front the mountain of material pro duced by the request, our men selected anec dotes to illustrate the fundamental principles of flying safety. These were edited, illustrated and assembled along with a message from General Arnold to make up a pamphlet with a real punch. Every cadet receives ooe at flic proper period in his training. Wc have exploited the power of posters from the outset. A study convinced to that these intelligent, somewhat cocky youngsters oould be reached with pointed huasoc; so we produced several series of twkfl posters which assail cadets from wafls os their opera tions offices awd orderly nwi awd kid them into rivfiring Aar brakes md adhering to the traffic patten. Other niwy rafcri follow Constant PnniarW Kmrin--rrjr How, it is ooe thing to fcaoer bow to do a job correctly bat auortwr to do it that way. Scats Vwflpgda Owed It may sueprise iiwm * yaw War* that we have ooe rwpruysd the wart fcrwaia. ea- 258 32nd National Safety Congress, 1943 LaOing the circulatioa o{ picture' posters o piles of wreckage and other gruesome illus trations- I know that tins method has pro duced favorable results in other fidds, but I am likewise convinced that is would be unwise to try to frighten a young roan into flying with safety. Our cadets don't need grim reminders that dying military aircraft is a dangerous business. The Training Com mand gives them lesson after lesson which emphasizes the importance of regarding oar fighters and bombers as precision xnstmmeats that demand constant, undivided at tention. To insert these morbid pictures would offend some of them and insult others. By planting fear in their minds, we would be running the risk of damaging the mag nificent daring that is spelling victory in aerial crenb?t over the Jap aad the German. Safety education in the Army Air Forces would be sadly remiss If ft didn't take ad vantage of one of the most effective training: methods yet devised--the motion picture. We arc particularly proud of a movie we pro duced in conjunction with the Army Air Forces First Motion Picture Unit called "Learn and Live." The picture is nearly an hour long, so I can't show it for you here. If there were time, you may be sure I would let it speak for me. Method of Presentation Most of the action takes place in *Pilots' Heaves,** an ethereal sort of place; roosting on a cloud, guarded, of course, by St Peter in the person of Guy Kibbcc. HU bailiwick is populated by pilots shuffling through an eter nity of innocuous recreation--ping-pong, tar get practice with B-B gum and pool with 15 eight-balls. The plot thickens when St- Peter summons Joe Instructor, a handsroc com posite of Air Forces trzimsg personnel, and complains to Joe that he must relieve the housing shortage in "Pilots* Heaven." Joe explains that bis instruction isn't to blame, that these boys are up there because of a boner here, a careless act there. In the next frames, which constitute the balk of the movie, Joe narrates their mistakes while the screen depicts them. The film is a perfect example of one of our fundamental guides, safety education most be garnished. Looking at the problem realistical ly, we know we cannot expect a young Ameri can learning how to pursue the highly roman tic occupation of combat dying to be en thusiastic about a subject as relatively dull as safety. We have learned, however, that our commodity, can be sold if it is presented at tractively. By this expedient; we who have knocked around hangars for many years can advise young cadets without having them think we belong m museums and history books. . Rewrite Technical Data An 'outstanding coacributioa which safety education has made to training in the Army Air Forces is this 240-page, kxwc-Jcaf book: the "Pilots' Information File.** It take* its name from a massive compilation of technical data bound in a score of thick benders, which used to be required reading for every plot m training. Since regulations required that every pilot be familiar with the contents of the drab; bulky file, the boys made a coosoerttiotts effort to read them. It was like trying to digest the contents of mn unabridged diction ary. Realizing that too many vital facts were being left to chanre or the super-in genuity of a flyer, the safety education divis ion buckled down to the task of coodcnsmg, rewriting and illustrating the file so that these all-important facts would be inescapable. This strearolin^ "Pilots' Information File** will not teach anybody how to fly, nor will t replace the `Transition Flying Index." Tech nical orders in minute detail are 5*w essential as reference to specific pieces of equipment. However, this book guarantees that every pilot in training will have simple access to such important infonualioa as flight instru ments, taxiing spins and stalls, iring. para chute#, night vision and first aid in flight. We have a few recurring publication*. One is "Accident Facts" yes, we even borrowed a National Safety Council tide; It it car statistical biblc. pornting to sore spots need ing quick; corrective action. We have oar monthly publication "Accident Experience" aimed at supervisory forces. Gentlemen, we are reasonably proud of what we have done and year Distiagubbed Safety Award has given us a mighty insperatiou to do * even better. We are picieug accidents in training; and, by doing, we are speeding the day of victory. Safety edu cation, Ln a very positive way, i* actually de livering aircraft and, more important, air men to the front, fully equipped for battle. Air Transport Section Th* Safety Program oi Air Service Command By MAJOR HARRY D. IMMKL, A.C. Chief, Safety Branch, Air Service Conuiamd. Army Air Force. 259 Among the uasaug heroes of the first World War are those men and women who patriotically faced the industrial hazards of that day m order that our aroini forces might receive the materials needed to bring n% victory. How many were injured or killed, or sacrificed health, in the workshops of America ia 1917 and 1918 we can never loaow. There were no nation wide industrial accident statistics that long ago. Workmen's Compensation Insurance was an inadequate thing in the few state# in which it existed at all. Looking back, we realize* bow much more efficiently war production could have been attained twenty-five years ago had factory conditions taken more into account the health and safety of workers. That we would largely have been spared an aftermath of physically handicapped work ers to add to the vexing problem of post war social readjustment, u of only slightly less importance. How different is the picture today. The very fact that I am here addressing you is evidence of that Yon know how well industry generally, your airline# specifi cally, are safeguarding their workers in war period I am here to tell yon a tittle something of how a great branch of our War Department, operating mainly with chilao employees, regards and is applying safety in its operations. Air Service Command of the Army Air Force# is the service agency which main tains aud supplies our aircraft. Its depots, sub-depots and other mataRations are scattered all over America. Cmfians, sev eral hundred thousands of them, operate our shops and warehouses and perform oar clerical tasks. They htt a gnat variety of fray-srd*- Is Air Service Command we have a' safety ergatroratioa which un dertakes to protect oar workers from need less exposure to hum. The ordinary problems of setting op and administering as industrial safety pro gram are greatly magnified when applied to an establishment so far-flung as ears. Wc followed the obvious method of estab lishing a central administration at our headquarters at Patterson Field, with units of organization in each installation. We allow fall scope for application of initia tive, bat we maintain a careful over-all direction and coordination. Our safety procedure is of a pattern with which yon all are familiar. It is that adopted by most private industries- We have safety directors in all of our units, with safety committee#, and an educational and enforcement program. The actual di rection of safety is generally left to a civilraa safety engineer, supported by a commissioned safety officer. Let roe em phasize, however, that in every installation the safety organization acts only as an ad visory or consulting agency. Responsibility for actual application of safety remains, as it should, with management and super vision. We operate from Headquarters under a directive establishing our safety function, through a commissioned safety adminis trator, a commissioned assistant; a WAC officer assistant for minors and physically handicapped and an assistant for women. Nearly fifty percent of our civilian em ployees are women. Seasonally, we em ploy many minors, both male and female. Three safety experts on our Headquarters staff are stationed at strategic locations in the field. As a part of our Headquarters organiza tion we employ a statistical unit which undertakes standard cause coding of all of our accidents, and makes a variety oi analyses which gain importance as our volume of data increases. Two reports are required of each unit. One b an individual lost-time accident report oo a card*adaptable to key sorting. The other is a monthly report of totals of injuries, both tem porary and permanent, and of man-hour# of employment. From this Utter report wc obtain and record our frequency and sever ity rates. In establishing our safety organization 260 32nd National Safely Congress, 1943 in Air Service Command we accepted an offer from the National Safety Council to assist us. I wish to acknowledge publicly the invaluable aid received from that source. Each of our units has been provided with the basic industrial service of th? council. Each furnished with a bound and indexed volume of the Council's "Safe Practice Pamphlets" to amplify our own manuals. We, of course, pay for all this1 bur, in addition, the council loaned us Mi. Joseph C. Stennctt of its Engineering Staff as a consultant, arranged to have the War Production Fund to Conserve1 Manpower share the expense of producing a new type of sound 6Ur. strip, and put us in the way of obtaining a coast-to-coast radio broadcast of oar safety program. Mr. Stennett, at Council expense, has accompanied me all over the country* assisting in special studies of our accident problems and participating in safety con ferences of commissioned and civilian per sonnel. Our civilian personnel comes to us main ly through on and off reservation training schools. We greet our new workers with safety from the time they enter oar schools. They come into our shops and warehouses prepared to wear protective clothing because they have been required to wear it in the school shops. They come prepared to employ mechanical safeguards because the school machinery is so guarded. They apply safe practices be cause they have been so trained. We are, rapidly as possible, making safety engineers of our foremen and su pervisors. Only they can effectively apply a safety program. We use ail of the various educational devices, safety meetings, contests, display boards, posters, etc. We have some fea tures all our own. I already have men tioned aur sound film strip. This will be shown at the conclusion of my talk. We have had a famous cartoonist draw posters of two cartoon comedy characters. Hank Fizzle and Loiu Dripp; they are becoming well known to all Air Service Command employees who follow their misadventures much as comic strip fans do their news paper favorites. Air Service Command comprises a num ber of large depots, controlling widely scattered sub-installations. The first re sponse to our accident attack came from the large depots. This was to be expected. It is always harder to apply safety .to smaller units of industry. But we are showing satisfaetc _ progress. In .making your appraisal of our fre quency and severity rates we ask that you keep in mind that our program began only last January. Prior to that time a few of our installations had more or less active safety organizations, but only a few. We had to start almost from scratch with a great army of workers to whom safety meant little or nothing; with commissioned and civilian administrators who were so frantically busy that they bad no time to consider any new activities not force fully sold to them as factors in obtaining higher output- We now are doing that selling sad here is the result. Since January our large control depots have shown a healthy redaction in accident frequency from 16.13 to 10JZ7. Our sabdepots and miscellaneous mstattatioas, on the other hand, continued a slight rise which we finally checked In Juoc. Our over-all frequency held practically a straight tine through the"earlier months of the year but began to dip when our drive on sub-installations took hold. It was 14.23 in September. The program produced a decrease of 36 per cent in lost time ac cidents for control depots through Sep tember. In that period, for ail of Air Serv ice Command, there was an estimated sav ing of 283,520 man-days through safety. This is the appropriate place to say that 1 consider our statistical set-up to be the very keystone of our safety program. In anticipation of its importance we consulted the leading industrial injury statistical agencies of the country in Hs preparation, the Bureau of Statistics of the U. S. De partment of Labor and the National Safety Council. I don't think that there is a better industrial injury statistical unit any where. We consult our figures and out goes a call to concentrate on sub-installations be cause, with 40 percent of our employees, they are experiencing 56 percent of our injuries. Air Transport Section 261 We note that our Supply Departments employ 30 percent of our personnel and contribute 40 percent of our accidents. That calls for special attention to supply. There is no guess work about rt. We know what we are doing. Why do we stress tbe Importance of a campaign to promote wearing of safety shoes? Simply because 14 percent of our recent lost-time injuries in our Mainte nance Departments, and 20 percent in Supply, have been foot accxkats. One aspect of otzr safety program in Atr Service Command, which 1 tike to con sider. is its possible benefit to otzr national economy after tbe war. Our installations employ many thousands of women. Pri vate war industry employs many thou sands more. The scientific statistics we arc accumulating m Air Service Com mand will permit us accurately to deter mine the extent of women's accident proneness in industry. Tins win be an important coutideratim of private indus trial employers when they are raped upon, as they certainly will be, after the war to face squarely the problem of K> wku ex tent they will be warraaacd in umtnmsf cmplojmrat of wotneo ta the many new jobs which they are doing under stress of* the emergency. Air Service Command is employing thousands of physically handicapped men and women. We sure making a study of their accident proneaess. Inevitably, from overseas, after tbe war, vriQ corns many of our nation's heroes who have sustained permanently disabling injuries fighting hr their country. We dare not cmttafha their wholesale relegation to inHilstbrn or to lives of enforced inaction, as ao often was the fate of those who tifaraid thus from the first World War. We aaat plan for their rehab&stataosi and non to useful occupations. Oar studies hs Ak Service Command oi the tccMut pawns ness of our physically kundkapped work ers should, along with rvanoanfcir rcrinian of Wori-cicu'i CMpcwadni lams, en courage private industry to welcome these unfortunates. Ia concluding this description of the safety program of Air Service Command, I feel that I can do no better than quote the words of Major General W- H. Frank, ouc Commanding General, on the occasion of a recent coast-to-coast broadcast drama tizing our program. He said: "Air Service Command, which services, repairs and rebuilds our army airships and keeps our Air Forces supplied and equipped at home and abroad, is literally tbe agency which `Keep* 'em Flying.* So closely is our function geared to action on the fighting fronts that any failure of ours may well mean tbe prolonging of the war, with consequent needless sacrifice of lives and property. "In tins aspect, our thoroughly practical program of accident control in this vast service organization of the Army Air Forces reaches the highest humanitarian conception of the great national' safety zaortsKSt which is being conducted by the National Safety ConncO at the request of Pruihnt Roosevelt. MAir Soviet b realistic about safety. We mast take measures to keep av&a employees fron getting hurt be cause we desperately need tbeir maximum services. Every available man and woman must be utilized to tbe utmost in our pro duction drive. Our oother* are not ex pendable. "Even above and beyood this, we know that wuifc industrial operation is inifir w ! operation. Wckaov that orderli ness and right method of procedure which pendnee safety, produce also the best and ant week- We dare aim at nothing less. **TW liihnari, of the National Safety Cornual ut our program of accident control ha* beea invaluable- Our many thousands f otihn vorfcbs are becoming more and mere *acty conscious. Accident preven tion is our watchword and will remain so uadi Viraory * finally wool* 262 32nd National Safety Congress, 1943 First Aid and tha Visiting Nun* By HODGES ICcKNIQHT, MJ3. Medical Director, Axuticatt Afrlm--> lac, New Todc City The present war has forced industry to approach, as nearly ns possible; the con ception of "All-out Effort." Unfortunately, we cannot claim that the coal has been achieved. However, the war is not yet over and improvements are still in order. Ifany factors have bad adverse influence in the attainment of a hundred per cent effectiveness in converting ns, as a people, from peacetime accomplishment to a sus tained wartime effort under pressure of war survival. At this tone only one problem is at tempted and that problem has arisen from the shortage of manpower. It is well rec ognized that with the shortage of work ers a further cut in effectiveness has grown out of increased absenteeism. Four Main. Causes of Absenteeism The cut in production due to absentee ism adds up to a significant figure. It has been estimated conservatively that up wards of four hundred million man-days were lost last year from reported sick ness alone, and from all causes at least eight hundred million naan-days were lost. Dividing the causes of absenteeism into four main groups we have: 1. Reported illness. 2 Reported non-industrial injury. 3. Industrial injury. 4. Other causes. We suspected that the first group might be a very important one and perhaps it could, to a targe extent, be decreased. Too many times it has been noted.that following pay-day men and women were absent who were needed to get important work done. Time of Return to Work Also it was noted, in industry as a whole and even in school children, that people returning to work following re ported illness usually did not return near the week-end, especially on Friday and Saturday. Instead, Monday or the first of the week saw the greatest number com ing back to work rather than later in the week. The tentative conclusion was that even though the employee might be physically able to return to his job on Friday noon or Saturday morning appar ently he thought that the effort was not worthwhile. One unnecessary day lost by fifty unllk>n employees means fifty millkra anadays lost to the war effort and is nnnaoessary waste. This great loss adds up to an important figure, yet to the indxvhUal it is safe to assume that practically all are patriotic and to them an extra day lost seems, at times, insignificant. The same might be said of the attitude of the family doctor whose peacetime feehng of solicitude for the comfort and wcll-briag of bis patient makes him forget some times that any unnecessary time lost is of tremendous importance in the over-all picture. Sick Ism Another factor that is involved in this group of people reporting sick by message sent to their department beads is the pol icy of our company to allow twelve days a year tick leave with pay, in addittos to vacations. We found that there was a tendency with some indrvidaals to look upon sick leave as something similar to a vacation, and in the majority of cases no real thought of dishonesty was in volved and no conception of the grave loss In total man-days lost occurred to him, because be did not picture that there might be fifty million people just tike him, patriotic citizens, who might decide to take just one day off unnecessarily by report ing illness. The illness might be fancied or possibly preventable. We recognize that a large number of our emplosces are new to the company and strangers in the community and fre quently have not received prompt sod adequate attention. Doctors are getting scarce, and also a stranger hesitates to call In a doctor he does not personally know. Air Transport Section 263 Program Instituted In order to get accurate information on the type* of sickness oor people were baring and In order to facilitate them in securing medical or hospital attention, the idea of a full time visiting nurse was thought to be worth at least a trial. We believed that our employees were above the average and as a group were depend able; loyal, and patriotic, although some might be thoughtless at times in appre ciating how important each individual is and how badly each one is needed to'be on the job. Therefore, in April of 1943 a registered nurse was assigned to the duties of visiting nurse in the New York area. She was selected on the basis that: 1. She should be acquainted with the streets and able to use a car proficiently and find addresses without unnecessary loss of time. 2. She should have a wide acquaintance of doctors available in the vicinity of homes and should know a good deal about the professional background of general practitioners and specialist*. 3. She should be tactful and should be primarily concerned with being helpful so as to render a real service to sick em ployees. It was recognized that very little if any bedside sorting could be done in in dividual cases. However, a small first aid krt was provided. Also, the visiting nurse carries a supply of C-2 Compensation forms and application bbulrs for insur ance benefits. Duties of Vtsmng Nome adequately covered by medical or hospi tal attention. In the absence of urgent need for the visit, the reported sick calls are tabulated by the Medical Department from the telephone calls from all other departments over the entire twenty-four hour period including Sunday. Each morning the visit ing nurse groups the calls according to localities and those with the greatest num ber are given priority. The work covers: 1. Immediate follow-up of all emergency hospital cases with reports to: (a) Medical Department. (b) Personnel Department, for the pur pose of notifying nearest relatives in cases of severe injury or illness. Also, when employees are found whose finan cial status does not permit proper medi cal attention, the information is given. 2. Calls are made on all reported sick absentees as soon as possible. Where ill ness is found advice is given to call a doc tor except in obviously minor illnesses. .However, care is taken-to get a history, record of symptoms and temperature be fore the nurse feels free to suggest home remedies. In any doubtful case the serv ices of a doctor are advised. When neces sary^ physicians are contacted, hospital arrangements made and insurance benefit routine is started. 3. Physicians in charge of hospital cases are contacted for diagnosis, prognosis and length of disability. 4. Upon request, a Ust of physicians and dentists is made accessible to the em ployees. Her professional duties are limited to first aid, and when a doctor is needed to aid in securing one. All departments were requested to notifj ihe Medical Depart ment promptly when, an employee was. reported absent because of sickness and to give the necessary information as to correct name, address, telephone number if any, nature of symptoms, and the name of the doctor if one has been called. When urgent symptom* axe reported the visit takes priority, and tekpbooe con tact ts established at once, if possible, and a visit made unless the case u already 5- Friendly, or "hello,** calls are made in appropriate cases in hospital* or homes. 6. Absenteeism is curtailed by urging prompt medical attention when needed; cooperation in the control of minor ill nesses; and the proper handling of con tagious diseases so as to prevent an em ployee from returning to work while stiU a 'hazard to other*. Doorcase Shown After reviewing figures covering the first twelve months in which we had a visiting nurse we found a gratifying dc- 264 32nd National Safety Congress, 1943 crease >n absenteeism from sickness. We found the lost man-days decreased from 5.4 before the visiting nurse was em ployed to 4.1 in the comparable months. Beginning April ), 1942, thru March, 1943, -was the first year the visiting nurse func tioned. The percentage of decrease is twenty-five per cent. The annual reduc tion of lost man-days, based on 3,250 average employees as of March, 1943, is 4,225. These figures- are given in table form. This improvement was sufficient to make the departments most vitally con cerned, especially General Maintenance, very enthusiastic about the service. Incidentally? as a by-product of the original objective, which was primarily to help relieve the manpower shortage, we found that the money saved by the com pany was sufficient to pay for all of the expenses of the visiting nurse, including the use of the automobile. This improvement is even more signifi cant if we take into consideration the fact that before the institution of the visiting nurse our absenteeism rate from reported sickness was not excessive as compared with concurrent figures available apply ing to the nation at large. Also, new employees were being added rapidly, and they included a large per centage of idexperienced people new to the company, some rejected by the armed forces, and also an increasing number of women who had never worked in the shops before. The general experience has been that women in the shops lose more time than men. The visiting nurse service, in our ex perience and as outlined, has been very much worthwhile. AMERICAN AIRLINES, INC. Man-diy* due to Illness of Employees In New York, N. Y. April 1941--March 1943 . Year Praotdin* ltttittion of Visiting Nupm Scrrica April-June 1941........................... July-Scptembcr 1941 ................ October-December 1941........... January-March 1942 ................ Number Employees Lost Man-days Illness 2,870 2,047 2.671 3,977 Lost Man-days per Man .46 42 .41 -59 Monthly Average ....... Annua! Average (12x.45) 25,538 11,565 let Yme After Instituting Visiting Nora# Service April-june 1942................ July-September 1942 ... October-December 1942 January-March 1943 ... Number Employees 6.969 7JS7 9,184 9.152 Lost Man-days Illness 1.945 2.092 3,064 4,114 Lost Maw-da per Mas 48 -48 A3 .45 32,662 11,215 4 Annua) /-eduction of lost man-days, based on 3,250 average employees as of March 1943............................................................................422S 5.4 x 3,250=17,550 4.1 x 3*250=13,32$ 4,225 Sum of the cumber of employees in each month. American Society of Safety Engineers-- Engineering Section Officers 1942-1943 Gtneral Chairman--Wills Macsacalak, Hydro-Electric Power Commission, Toronto, OflL, Canada. Vice-Chmnmen--H. R_ Btxixa, Mutual Life Insurance Co. of N. Y-, New York, N. Y. W. R. Surra, Public Service Electric & Gas Co., Newark, N. J. . Secretary--J. C. SiWfJfirr, National Safety Corneal, Inc, Chicago, 2iL Chapter Representatives-- E. W. Bullau, E. D. Bullard Co., San Francisco, Calif. (San Francisco Chapter). FtAjtr G. Cosgrove, Employers Reinsurance Corp., Kaassa City, Mo. (Kansas City Chapter). E. W. Ekcgkok, Bethlehem Steel Co., Pittsburgh, Pa. (Western Pennsylvania Chapter). Rov M. Goownt, Philadelphia Electric Co, Philadelphia, Pa- (Philadelphia Chapter), fc. R. Gxxkmiss, Office of Provost Marshal General, War DepL, Washington, D. C (Metropolitan Chapter). Wauek A. Hisscb, J. B. Beaird Corp., Shreveport, La. (Artc-La-Tex Chapter). E. F. King, Lever Brothers Ccu, Cambridge Mass. (Boston Chapter). A. A. Hurnux, Eastern Aircrslt Dir., General Motors Coqx, linden, f, J. (New Jersey Chapter). S. R. Bumank, The Atlantic Refining Co, Dallas, Texas. (Southwest Chapter). E. JL McQtossnt, State of Alabama, Birmingham, Ala. (Alabama Chapter). B. J. Piatt, Colonial Radio Gbcp^ Buffalo, N. Y. (Niagara Frontier Chapter). Hauvzy B. Wniuus, Pan American Refining Corp* Texas City, Texas. (Gull Coast Chapter). Members & Large-- Guanos J. Aiaxs, International Paper Co., Glens Falls, N. Y. Civil Aeksycktb, American Standards Assiu, New York, N. Y. 8. H. Fiatnwe, Sndbiie Steel Cor?., Cleveland, Ohio. Rov M. Gqwwdc, Pblhddphtt Electnc Co., Philadelphia, Fa. M-Ajoa E. R_ Gmunttss, Office of Provost Marshal General, War Dept, Washington, D. C W. Deajt Ksott, Lumbermens Mutual Casualty Co^ Chicago, BL J. E. Luxe, The Delaware & Hudson Railroad Corp., Albany, N. Y. ). S. Skaw, Herodes Powder Cd, Wflmingtoo. DeL W. P. Yaw, Mine Safety Appliances Co* Pittsburgh, pa. Past General CAasrmew-- J. L BaKAsB, Consulting Eng-, Chicago, IB. E. W. Bra, U. S. Robber <5^ NcwYork, N. Y. C. B. Boour, Wisconsin Public Service Cbro., Milwaukee, Wis. F.' w, BsAtJK^-Hmployers Mutuals, Wausau, Wii. PL B. Doxovah, Standard Oil Co. of Calif., Sau Francisco, Calif. H. J. Gagfirg, Jones & Laughlin Steel Corp^, Pittsburgh, Pa. R. McA. Kzowtf, Wisconsin Industrial Commission, Madison, Wis. W, S. Paixb, Aetna. Casualty A Surety Co., Hanford, coon. A- S. RnctrtA, General Time Instrument Corp., New York, N. Y; D. L Rovkk, Ocean Accident & Guarantee Corp., New York, N. Y. G. E Saxvoko, General Electric Co., Schenectady, N. Y. C. W. SkitH, Standard OU Ga (Ind), Chicago, Hi . H. S. Smith. Union Carbide St Carbon Coni, New York, N. Y. R. F, Thalme*, Brnck Motor Co., Flint, Mich. S. E. Wamxc, Liberty Mutual Insurance Co., Boston, Mass. 26S 266 32nd National Safety Congress, 1943 Officers 1343~1944t General Chairman -H. R_ Bma, Mutual life Insurance Co. at N. Y., New York, N. Y. Vice-Chairmen W. R- Sam-a, Public Service Electric ft Gm Co, Newark, N. J. W. Diax Knna, Lumbermans Uobal Cirenlty Co, Omsmga, HL Secretary--}. C. Stshkc, National Safety GaetcS, lae, Qwagg, SL Chapter Representation* HitUAH Bon, Lumbermans Mntnal Casualty Col, Boston. {Boston Chapter). E W. Bullaitd, E. D. Bullard Co, Sara Fnaosoo, Caff. (Sea Francisco Chapter). Fuawx: G. Goscaovx, Employer* Rerastmmce Corp, Kanos City, Mo. (K. C Chapter). Gaoraac F. DzPaw, Crucible Steel Co, Syracuse, N. Y. (General N. Y. Chapter). Bratrox A. Fkxkch, Marsh ft McTman, Inc, Minneapolis, Minn. (Northwest Chapter). T. A. Gavzh, Shell 03 Gaia, Houston, Tear. (Golf Coast Chapter). Nor M. Godwin, Philadelphia Electric Go, PUtsddplih, Pa. (Ptsis. Chapter). W. G. Hill, Balcdite Carp-Bound Brook, N. J. (N. J. Chapter). WAttoor A. Hnscff, J. B. Beaird Co, Shreveport. La. (Ark-La-Ter Chapter). P. C Kauttman,Jones ft Lsughlm Steel Cbrpw, Pittsburgh, Pa. (Western Pa. Chptr). E. C. McFadoot, Texas Eimkonoy Insurance Assn, Dallas, Texas. (Southwest Chptr). Awwn S. Penis, Pratt ft Lerchwottii Gx, Inc, .Buffalo, N. Y. (Niagara Frontier GzantmO. H. P. Wall, American Optical Co, New.York, N. Y. (Metropolitan Chapter). kO. Sran, Alabama Power Co, Binulugbaqi. Ala. (Ala. Chapter). A. Sxaxtow, U S. Army Engineers, Portland, Ore. (Porttnd Chapter). Members at Large-- Gamer J. Aiuma, Tttfrraatwoal Paper Cou Glees FsBl N. Y. Cywl Ajwswusxh, American Standards Asm., New York, N. Y. R. H. Fxacosow, Republic Steel Cota, Cleveland, Ohio. Rot M. Godwin, FnuadeSpbSa Ekctnc Co,, Philadelphia. Major E. K. Gkunoss, Office at Prorost Marshal General, War Dept, Washington, J. E. Long, The Ddmie ft Hudson SaBnoad Corp^ Albany, N. Y. B. F. MeDomta, B. F. McDonald Co_ Lo* Aa|ekt, Giff J- S. Shaw, Heresies Powder Gx, wUmiartoa, DeL W. P. Yant, Mine Safety Appliances Co, PSttsborgjb, Pa. For# General Chairmen-- T. I. Bawash, Consulting Eng. Chicago. I1L B. W. Baca, 17. S. Robber Cb,, NewYoric; N. Y. G B. Bouisr, Wisconsin Public Service Corp.. Milwaukee, Wis. F. W. Bmdk, Etnploycra Mutuals, Wausau, Wisconsin. R. E. Dowovah, Standard Oil Co. of California, San Francisco, Calif. H. J. GainrrrH, Jones & Laughliu Sled Corp., Pittsburgh, Pa. R. McA. Kjeown, Wisconsin Industrial Commission, Madison, Wise. Wills Macuoeux, Hydro-Electric Power Ghmoisiiofi, Toronto, Ontario, W. S. Paixx, Aetna. Casualty & Surety Cd, Hartford, Cora.' S. D. Rjccuia, General Time Insttumeots Corp. New York, N. Y. . D. L Bona, Ocean Accident ft Guarantee Corp. New York, N. Y. Gs. E. Ssmmmb, Genera) Electric Col, Schenectady, N. Y. C W. Shot, Standard Oil Cou (led.) Chicago, HL H. S. Siraa, Uoloa GuMde ft Carton Com. New York, N. Y. R. F. Thaln**, Brack Motor Dir., General Motors Carp* Flint, Midi. S- E. Whrxvc, Liberty Mutual Insurance Cd, Bottoc, Mass. tAa elected by delegates ia Ceegrtat Se**Sca American Society of Safety Engineers--Engineering Section 267 TUESDAY AFTERNOON SESSION October 5,1943 Frififttf; General Airman Wills Maclachlan, Department Head, Hydro-Electric JVwf Gobmidco, Toronto, Out, Gan. Annual Report of Gonwrcd Chcrirmcm WILLS MACLACHLAN Over thirty years ago some engineers io- mmed ! the prevention of aCitidents or- ysfiwd toe ASJSE and about the amc time aaotber grows ot engineers in the Na tional Safely Ownd. organized the Eogi- oacviag of the CovadL As tfaae wt or at was grate apparent feat these two bodies bad much m common and axual- as carried ooL Since that time strength has been given to the work at toe cng--f la the ycitatioo of accidents. Or bdnif of (fee Section and officer*, I wiab to rt-tf to the officer* and staff of the JTilli--) Safety Co--ell amoere thanks for the fai rn iigcrslinn that has been afforded to the *iniap daring the past year; without this help raanefe that has been accomplished coM no* teve bran done. Dosing the year reg^paandoa of the stiff of the Council the doties MK.L Forney sad he tuipal as Secretary of the AS.&E The A aasriraioa OSO --ft to this aNe exsca- lh^ aal I our sincere thanks. We (wl that it has been possible to obtain tfe services of Joe Steanett as Sec- resety. Mr. is no stranger to the AASJEL, and we fed sure that the office of secretary is in capable hands. The formal annual report was presented to the Committee, of the Section and adopted. Any member wishing a copy wiB receive one on applying to the Secretary. wish, however, to make a few 'genral commons. Souse few years ago the Section appointed a trader Professor G W- Broess at to investigate the poiwtwiily of more ^drir**** training in the prevention of a/rwiitt^y for es^neers in the colleges. About a year ago Professor Brcese presented his report which was adopted. It was quite ap parent that die most effective way to put this into action would be by obtaram* the cb-operatioo of the Society for the Promo tion of Engineering Education. At the meet; ing of the &P.E.E. last June; toe recommenof this Section ware thoroughly dis cussed and tentatively appremred. The Society appointed a committee to work with toe committee of this Section in the developing of this most important work. The U. S. Department of Labor has also become very nnkfa interested in this sub ject, due awg other things to their 96 hour courses under the ES.M.W.T. Safety Training Courses. Arrangements are being made whereby a committee faall be set op representing not only govcrnuxuUl bodies but also organisations like our own and toe STEF- to thoroughly review the whole in an endeavor to make sure that the young engineer appreciates that toe ef ficient design of machine, plant or system presupposes a design safe to cnmufaflure, install, operate and unaintaiu. During the year there has been a very considerable increase in too membership. The membership at the present time stands at approximately 3,300, an increase of over 30 per cent during the year. We are very happy to welcome into toe membership a rrrwnK-T- of frf oficcr( q the armed forces. These men have done much to carry for ward the pcevtantioo of accidents on major coastractioo projects zn unmhiou plants, army and navy camps and air fields, and it is hoped that they not only will gain from the Section, but also will be able to coo- tribute materially to the work of toe Sec tion. i Projects in research .have been developed. Literature such as safe practice pamphlets data sheets, cards, etci, have been developed Work 1ms been done go codes, and coopera tion has extended where effective to various governmental bodies. A new development in the Council activi ties has been instituted during toe year, ftad 263 32nd National Safety Congress, 1943 this Section has been most hippy to a>operate with the other Sections in Section conferences. Much good will come from these conferences, where it is possible for the various general chairmen to get to know each other and know the problems that are facing the various Sections and extend mu tual help. From the start one of the main strengths of the Engineering Section, almost the back bone of the Section, has been the chapters. I am glad to be able to report that the chapters hare been extended from twelve to fifteen daring the year, the new chapter* being: Portland Chapter, Portland, Oregon Central New York Chapter, Syracuse, N. Y. North West Chapter, St. Paul# Minn A number of other chapters are in the process of being organised. Croups of engi neers interested in the prevention of acci dents in various communities, with advantage to themselves and to the community, should investigate the requirements for forming a chapter. These requirements are not com plicated, The chapters can be of great as sistance to the community councils in pre senting the engineering viewpoint in die solution of problems. They can also be of great assistance to the Community and assist in the developing of local engineers to be more proficient in preventing accidents. Some chapters have held Joint meetings with other engineering organizations. This is particu larly desirable with local sections or ********* of the founder engineering societies. The engineer in his trahainK, whoher taken in college or in industry, bu wuiwl tfie mental discipline afforded by the jftady of mathematics and that of the yngwtfa of matter and the taws governing the wins reaction* of natural phenomena. The preyetties of mattrr and tire laws of mime axe based on truth developed from facts The engineer, if be is to direct men, roust know the ractkns of men under varying ooodttkns. Hence, this traioscg has not barn limited to physical mattrr bed also has ex tended in recent years to those subjects re lating to: "Why we briove like tinman beings." He has also leaned methods of doing dungs and of solving pcnWnrn The Sight Honorable Winston Church ill in a recent address said: "The price of greatness is responsibility." If the engi neer is prepared to accept the responsibil ity for which he has been trained and pre pared, then the engineer** place in the world of the future is in Ids own making --not only as a technician, but also as a clear thinker, basing his premise* on facts and accepting only truth as his guide. The A-S.S.E. Engineering Sectioa has proved that it has a place to fill in the Council and in the engineering fraternity. A good groundwork has been laid bat this is only a start. Engineer* are eminently equipped to do the job. Go forward then, awarning that responsibility for which your training as professional men fits you. Luminescent Materials--Aids to Tomorrow's Safety SABm S. KEBBSH Director of Applied Lghtisg, Wcsts&ghouae Lamp Division Since the beginning of man's existence be has Jived under the flluminatioo provided by light sources which, like the soa and stars, were uncontrollable and lay outside of the regions of the earth. During at least the eons when living and seeing organisms have inhabited this earth, nature has also pro vided earthly Aluminants--of var ieties of them, m fact--which are almost entirely different from the lamps that bang in the sky- Those remote sources are "hot body" lamps radiating a profligate mixture of beat and tight of all colors, whereas Mother Earth's lamps are economically con fined to the emission of odd light, to largely the ooc central color of the spectrum roost fitted for exciting the retinal nerves to vision (having neither heat nor ultraviolet), and roost generally concentrated into spots of low brightness bat where even a slight glow would be effective. The synthetic produc tion or duplication of nature** glow-lamps American Society of Safety Engineers--Engineering Section 269 and uses of such luminescent materials to promote safety are our concern in planning for tomorrow. Nnr Importance of these JUmronairta These latter tiluminarns--the fireflies, glowworms, micro-organisms on decayed vegetable or animal matter, luminous marine arinals, glowing mineral ores, etc^ have sud denly become consequential to man's safety. Although vre can produce artiEcial illumina tion from maniatore suns imprisoned an glass bottles and through the medium of conven other but are nevertheless sufficiently differ ent for each to have Its own peculiar field of application. The use* we are mostly con cerned about depend upon making objects visible when ordinary lighting does not exist We should know just how these storage batteries of light or transformers of radia tion can become important adjunct* to normal artificial lighting in the process of providing signals, markers, warnings and all manner of legible devices that particularly enhance the safety of individual*. ing heat into luminous radiation, yet we Ffaoreaccnca are intently studying the fluorescence and phosphorescence of nature's lamps and are thereby developing luminescent materials which promise to be valuable adjuncts to electric lamps, especially in the promotion of night-time safety. In connection with fluorescence, we can generally say that the color of the emitted light is likely lo be different from the im pinging light and that, depending upon the 'materials, the responses may extend over the visible spectrum and far out into the Usually the oold lights of nature depend ultraviolet. One of the important applica upon slow oxidation of antral secretions, tions. of short wave ultraviolet in fluorescence whereas the Issnoescent material* now bring is the disclosure and analysis of mineral ores manufactured depend upon the absorption of or, in line with safety, the analysis of cer outside energy--usually ltunxnoas and near- tain drugs or of adulterations and contamina ultraviolet radiation from cither daylight or tions m many food* and medicines. However, artificial kotarces. Then follows the retention practically all of the safety applications- o! of a part of that energy and its more or fluorescence are built around the responses less slow emission at a loafer wave length. of fluorescent organic dye* to the so-called Thus the materials we are now discussing black light or the invisible ultraviolet lying have been tensed "storage batteries of light." very dose to the short-wave end of the visi Two Type* ble spectrum. Parts Qf the electron arrangement in the outermost orbit* of the tBmii of which these material* are composed, may be warped or dislocated by the iropiogmg "shot*" of light or by the photons of tflucamtioQ falling on the luminescent material. Returning to the normal arrangement, these atoms emit light. If the disarranged atoofic particles or charges qukldy return to normalcy after the excita An interesting example of this is the greatly increased daytime brightness of fluo rescent dyed fabrics that hare developed aider the incentive of war. These include signal flags with utmost daytime visibility and range; fluorescent chrome yellow mark ers usable against the background of green foliage in jangle* or on land; the neon-red fluorescent fabric* that aid in locating life tion or bombardment, Le, if this secondary rafts or any objects at sea and all such emission of light occurs only during imda- applications where fluorescence occurring in tioa or excitation, then we call the result fluorescence. Locg ago, tins phenomenon was discovered in the mineral fluorspar, hence the name. If, however, the return to normalcy is slow, and extends usually over Several hours; then the phenomenon is full daylight measurably enhances the nor mal reflections of the visible light. The most brilliant of-these organic dyes arc not fast, so when not in use should be shielded from strong light. They are successfully water proofed and non-toxic. phosphorescence^ This has nothing to do with the dement phosphorus, rather taking Effect* in Water its xzame from the Greek appdatioa of the An important safety use of cue of the rooming star. fluorescent dyes, sodiam fluorescein, is to These two kind* of luminescence are facilitate rescues at sea through the develop brothers and may often grade into one an ment of a highly visible spot upon the 270 32nd National Safety Congress, 1943 water. A few grain* of dry powder sprinkled on. the water quickly dissolves and spreads to a circle with radius of a dozen feet or more. In calm weather this persists several hours with a bright yellow-green fluorescence which in daytime can usually be seen 8 or 10 miles from an altitude of 10,000 feet. We rvawiaher laughing- at the fisherman who put a chalk mark oa the side of a boot to locate a position oa the lake I Today we employ oos of the luminescent materials to mark die spot directly ou die water itidf- Becaase of its ummati brilliancy tins dye is also employed to locate leaks in a water system or to trace seepage through sods, etc. Even though extremely diluted it wiQ fluoresce quite visibly, especially if the ob server uses a small portable projector lamp emitting blade light (chiefly hi the wave length region of 2800 to 3200 A}. Used Cor Identification Another application allied with safety is the impregnation of dear sheet plastic with a normally invisible fluorescent dye, the* marking* or special designs being dis tinctly visible under black tight but totally invisible at other times. Ttia provides a means of detecting counterfeits or Illegal devices somewhat tike the sxUc thread iu paper increases die difficulty of producing counterfeit paper money. The tasuaesccat amtings oa clear plastics, aside fnpa a aaufwrtgrer*! trade-mark, can also serve for extra idratifiratioo when laamatwd be tween two layers of safety gUis as in a vefasdc window, or h the plastic corns of MtlllififiUlOB badges and property markers. An interesting sidelight of the same.nature is the use of an invisible fluorescent ink which U stamped directly on the body, usu ally the back of the hand, sa order to tem porarily marie an individual. Is one usage tins takes die place of the pass-out- check. To be identified, the subject merely places his band beneath the beam of a small black tight lamp when re-entering. This material is pot Irjfulfill to the dtin amd is quite perartrat but can be washed away by thorough qn|)h?ffg- Tnffic Signs In sume foreign cities as an adjunct to blackouts, flnoreseest signs were used oa winch the letters would be comparatively bright depending upon die amount of black tight projected oa them. Thus, the excit ing source could be filtered tight from small mercury tamps or from tungsten fila ment lamps burned over-voltage, or snore conveniently from the recently developed commercial fluorescent *hriTar lamps with the special phosphors known as the Mazda 360 BL type. These lamps comprise the most practical means of developing blade tight, since the 360 BL. lamps are inter changeable with standard lighting fluores cent lamps. Since the black tight or the invisible radiation alone is needed, the unwarned visible blue light nay be screened out by glaring the reflector trough with a strip of ordinary pot-blue glass, or else wrapping the lamp trie itself with one or more layers of purple gelatin or colored cellophane. Such sources, themselves nearly invisible, have been suspended over a street inter section and the traffic officer standing be neath would wear gloves or other ports of his uniform treated for fluorescence, these being distinctly visible when be stood within the black light beam but becoming hmstbfa. when he merely stepped aside. Of late, more interest has developed m connection with phosphorescent "***-1* because these do not depend upon any Qpwsual or special exciting radaiioss. Th^ can be "pumped up" repeatedly by onfirsij daylight or by any quality of interior ih--rmatiop, although in the latter case the fefi excitation or chuzxg will be oocb more rapid tf the impinging light is rich is short wave radiations. Two minates or less is sufficient time for full charging. The commercial materials or rfgiamts arc usually the sulphides of zinc or cadmium, and of strontium or calcium, or mixtures thereof. The first group, designated as the Class A pigments, is characterized by bring comparatively bright initially bat losing their brightness with a slightly more rapid rate of decay so that after three or four hoars they may be nearly invisible. The gbospborescac color is usually tight yellow green. The Chu B materials usually have a tight lavaxSer tint; maybe slightly less brilliant when fully excited bet romesring a dawex 271 decoy rate wad riaUt even after a full night to have no influence trpon the brightness, time hi datum. The limit of usefulness, i.e., when properly protected the phosphores or the pomt uhac recharging is needed. Is cent pigment does not wear out nor bum when ib* brigfiams has fallen to about 0.1 out. Obvious uses would be the bandies of tascrotemberc. opal TIHI"g*Jr to white paint la good jxajrfighc. electric switches or wall switch plates, in strument panels,^control knobs, handles of tools used outdoors at night, door knobs, Many Ilona of ttrif T nmfrnne Materials stair risers and rails, button* of uniforms It Tiitifl be mgomibde to fist all of the ittes of these kH l--winM material*. Among them, however, are the following' or special insignia, first aid cabinets and fire extinguisher parts, and innumerable portions of structural materials. 1. Impregnated fabric tope with an ad hesive barking for quick!y marking tempor ary objects outdoors st night, rods as paths or danger points, etc. Z Cbotizq? on the rmidrs of transparent 7. Where some device such as a marker button is to be used continuously in a dark place or where tittle if any daylight or outside illumination can be called upon to charge it, such as within a submarine, then the phosphorescent sulphides are mixed, with flexible tubing t* as mode from synthetic xtsau atyf which, scaled away from moisture, tj+rrwn+ useful to be tied or stretched like rope between posts, to quickly band danger ous objects, to mark such places as the edge of a dock or to rope off the open shafts in buikfings. 3. Safety signs of all types for dose view ing in complete darkness. Among these are stendlled and printed Jobs ou water proofed fiber board % kttsug in hardened fiber; silk screen printing on fabric; and temporary spray or brush applications on about tbe sane types of backgrounds as would ordinary i--*--* However, in this coanectioo it should be noted that filliug of the surface enhance* tbe brightness and im pregnation or hqpcnaf to exclude mois ture will prolong tbe life of the lammesceat material. 4. Pfrpqpigments may be baked into cavdi or on which opens a vast safety field iu comection with struc tural posts of automobiles, street surface markers, bases of curb poles and lighting fixture reflectors. a small percentage of radium salts so that they are continuously excited and remain luminous indefinitely. Coated flexible tubing, marker buttons, coated tapes, etc, of such mixtures are commercially practical. 8. In crime detection an invisible lumines cent powder may be dusted on any objects likely to be touched with the fingers and of which the culprit may be totally unaware. However when inspected under black light tbe tell-tale stains appear on the skin or the garments, and thus any contacts can be traced quickly. This some powder dusted over the face of a printed map and viewed under black light will develop a brightness sufficient for legibility bat not bright enougfr to disclose anything to the observer distant say 100 yards or more. 9. In the case of aircraft pilots, locomo tive engineers, bus drivers, bridge officers, etc, there is a large clement of safety in keeping the driver or the pilot dark adapted, hence the tue of both phosphores cent and fluorescent printing on instru ment dials, bomb-sights, chart*, etc. 5. Phosphorescent coatings directly applied to electric bmp bulbs moke it possible to secure on extra glow from the bulb In the event o power failure. Suds lamps would obviously be useful at exits or to indicate a safety route, etc. 10. The transnussioex of secret messages is quite commonplace, using devices that mark invisibly on ordinary paper. Tbe messages may be easily read wbcu these are exposed to a peculiar type of black light. The invisible laundry mark U another example of the same application. & Phosphorescent pigments may be hot f% plastics which arc fairly per manent and winch retain their brightness capacity for many month*, if not years. The number of eyries of charjje and decsy >oi 11. Fluorescent threads woven into rope or textiles provide easy means of identifi cation, and fluorescent wool comprising pat ters* of carpets make these softly visible in 272 32nd National Safety Congress, 1943 darkness, hence their use in the aisles of motion picture theaters, etc. Thus, in the safety plans for tomorrow we need both suds and fircfUcs--regular hot body Aluminants for the work-seeing jobs but also the supplemental giowzor low-bright ness sources emitting cold light that guide us toward a needed object or warn us away from the danger point. Thus the dangers that lurk in the dark can be driven further backEspecially through phosphorescence or the self-contained property of storing and emit ting light, the otherwise invisible object can be made to say, "Here t am." Automotive and Machine Shop Section Officers 1942-1943 General Chairman--G. E. Woouetc*, Buick Motor Div, General Motors Corp, Melrose Park, HL Vice-Chairman--H. B. Dtnrrcs, Westingbousc Electric & Manufacturing Co, East Pitts burgh, P*. O. F. Lthmak, Jefferson Plant, Chrysler Corp, Detroit, Mkh. , Secretary--R. E. FaewdUCK, International Business Machines Carp.. North Endicott, N. Y. Netar Letter Committee--*J. E. Mooes {Chairman), Corporate Service, Inc, Detroit, Mich. G*=a W. SrAKiKc Harrison Radiator Div, General Motors Corp, Lockport, N. Y. Engineering Committee--J. C. McDonald (Chairman), Fisher Body Pontiac Div, General Motors Corp, Pontiac, Mich. W. M. Nelsok, General Electric Co, Schenectady, N. Y. J. A. Yooitc, General Electric Co, Schenectady, N. Y. Health CcmwarUe--ly*. A- L- Baooars (Chairman), Fisher Body Detroit Div, General Motors Gorp, Detroit, Mich. D*. S. F. Ueo, Chrysler Corp, Detroit, Mkh. D*. Pi wiigr, Michigan Mutual Liability Co, Detroit, Mich. Membership Committee--P. W. Howakd (Chairman), Nash-Kdriwator Corp, Grand Rapids, L. B. Looens, Terratcdt Mfg. Dtv, General Motor? Corp, Detroit, Mich. C. M. MstncrTA, G. M- Forge Plant No. 1, General Motors Corp, Lansing, Mich. Pragmas Committee--W. J. Barclay (Chairman), Dcuoit; Mich. C. B. Comma, Chrysler Corp, Detroit, Midi. A. A. Hmaicxs, Eastern Atrcraft Dir, General Motors Corp, Linden, N. J. Publicity Committee--Aanxtr* Deavth (Chairman), DeSoto-Warrea Plant, Chrysler Corp, Detroit, Mkh. R. P. Hatcs, United Shoe Machinery Corp, Beverly, Mass. Statistics Committee--C. A. OeMonck (Chairman), Kdtqr-Hayes Whed Co., Detroit, Mich. Geokge H. Becheu, DcSoto Dir, Chrysler Corp, Detroit, Mkh. Edwaid Manwy, Republic Steel Corp. Cleveland, Ohio. Members at Largs-- *L. E. Avtanx, Chicago Eye Shield Co, Detroit, Mich. *W. A. Bichiix. Dodge Chicago Plant, Chrysler Corp, Chicago, 11L M. A. ^ U. S. Rubber Co, Detroit Mfcfr. *Horr L Fvachek, Detroit Steel Products Co, Detroit, Mich. *G. A. KoccBKKiEi$nK, Dominion Forge & Stamping Co, Walkerville, Ont, Canada. *21. J. McCarthy, Fisher Body Detroit Div, General Motors Corp, Detroit, Mich. - *Haxky L Saw, Industrial Commission of Ohio, Columbus, Ohio. R. A Shaw, Detroit Diesel Engine Div, General Motors Corp, Detroit, Mich. Paul S. Stkeckoc, Nash-Kelvinator Corp, New Orleans, La. R. F. Tbauosr, Buick Motor Div, General Motors Corpi, Flint, Mich. V. L Taorrsa, Plymouth Div, General Motors Corp, Detroit, Mkh. C. T. WtwtxiA*, Chrysler Corp, Detroit, Mich. Put Goenl 273 274 32nd National Safety Congress, 1943 Oificera 1943*19441 General Chairman--H. B. Domjs, Wcstingboasc Electric ft Manufacturing Cot, Emit Pitts burgh, PlL VUe-Ckatmteu--O. F. luuLur, Chrysler Corp-, Detroit, Mich. J. W. Yocnrc, latomrioaal Harvester Co, Chicago, 11L Secretory--J. E. Moon, Corporate Service, Detroit; Mich. News Letter Committee--Paul. J. Black (Chairman), Westinghouse Electric ft Mfg. Co, Lima, Ohio Jajsxs J. 1-awi.bi. Sj^nna Electric Prodnets, Inc, Emporium, Pa. F- H. HcKwarrs. American Or and Foundry Co, New York, N. Y. Engineering Committee--G. W. Kkwnejy (Chairman), Bulck Motor Dir, General Motors Corp- Mdroee Park; HI P. V. Baxltt, Remington Rand, Inc, Buffalo, N, Y. F. R. Draaior, The Bollard Co, Bridgeport, Coon. Health Committee--Dt. A. I_ Bkooct (Chairman), Fisher Body Detroit Dir, General Motors Corp, Detroit, Mich. Dx. S. F. Mnr, Chrysler Corp, Detroit, Mich. D*. R. L. Nichols, Amertocp Corp, Forest Park; HI. Membership Committee--L_ B. Looms (Chairman), Ternstedt Mfg. Dir, General Motors Corp, Detroit; Ukb. C. M. MLajuezta, General Motors Co/p, ranging; Mich. D. L. McCuii-t, Wesringhousc Air Brake Co, Wilmcrding, Pa. Program Committee--F. H. Il.i ic (Chairman), Aluminum Co. of America, New Kensing ton, Pa. IL D. Hasvet, The Murraj- Corp- of America; Detroit, Midi. N- S. UuLtt, Stewart-Warner Corp, Chicago, HI. F. W. Fisks, The Brewcr-Txtcbener Corp, Cortland, N. Y. Publicity Comsn&tte*--C. A. DkMoncs (Chairman), KeUey-Hayes Wheel Co, Detroit, Mich. Gcotcx T. Rossnu, The Baldwin Locomotive Works, Philadelphia, Pa. K- E. CaoTTY, Carrier Corp, Syracuse, N. Y. Statistics Committee--Gcowr H. Becbiii. (Chairman), DcSoto Djt, Chrysler Corporation, Detroit, Mich. Ca*I- Haavaa^'AC Spark Plan Div, General Motors Corp., Flint, Mich. B. C. Lucas, York Safe and Lock Qx, York; Pa. Memberj-at-Lorge-- L. E. AykbJtt., Chicago Eye Shield Co, Detroit, Midi. W. A. Bbchiul, Dodge Chicago Plant, Chrysler Coip, Chicago, IU. J. C. Bowes, Westinghousc Electric ft Mfg. Ox. East Pittsburgh, Pa. M. A- Cuu; State Director of War Manpower, Detroit, Mich. Hoyt L Fuchei, Detroit Steel Products Co, Detroit, Mich. *G- A. Kuecbensceistex, Docnmkm Forge & Stamping Co, WaJkerville, Oat, Canada *M. J. McCarthy, Fisher Body Detroit DiY, General Motors Gnp, Detroit, Mich. Haaey L- Sain, Industrial Conanrissioo of Ohio* Columbus, Ohio Ronarr A. Shaw, Detroit Diesel Engine Dir, General Motors Corp, Detroit, Mich. *Lt. Com. Paul S- Snecm, USNR, Boston Navy Yard, Boston, Mass. R. F. Tgoi.ina, Boick Motor Dir, General Motors Corp, Flint, Mich. V. L Tbotteb, Kcnaoie Plant No. I, Curtiw-Wright Corp, Buffalo, N. Y. C. T. WorsoAX, Chrysler Corp, Ddnx; Mich. *C. E. WootxrvEB, Buck Motor D<v, General Motors Corp, Melrose Park, HI. *Fut doKni Qwuim t Ai dct*d by ite ddegam in Cmgms ksm*. Automotive and Machine Shop Section TUESDAY AFTERNOON SESSION October 5,1943 . 275 Presiding: General Chairman, C. E. Wooliever, Personnel Manager, Buick Motor Division, General Motors'Corp, Melrose Park, HL Safety in tho Armed Forces MAJOR RALPH W. APPLEGATE Industrial Safety Branch, 6th Service Command, War Dept, Chicago This discussion, logically, dirides itself centers located throughout the United into two principal components: combat States. safety, namely, protective equipment, training: and tactical procedures, and the Training The Individual many devices employed to guard our com Since todzy nearly all of the trainees are bat troops, and the army safety program former civilians who have led a more or as it applies to production. less sheltered life, the course must start Personal Safety of Fighting Men slowly. Needless to say. particular em phasis is placed on sanitation and health It is, of coarse, evident that the primary function hs combat safety is to acquaint our troops with - the handling of guns, planes, tanks, and other equipment in or der that they may insure their own safety conditions. Safety is stressed at all rimes, especially in the handling of machinery, firearms, explosives and other hazardous equipment or material. As the course progresses, the tempo increases. from attack and from accidents. Safety in the construction of these weapons is also vital. In order best to bring these factors to your attention, t shall turn to the combat soldier himself and cover his personal safety, including the training, the supplies, the weapons and the protective devices designed specifically for him. Let us look at some of the safety measures which are taken during this thirteen-week course. The men are prop erly outfitted: extreme care fa taken to . see that shoes fit properly, thus minimiz ing blisters; shirts and pants are designed so that they do not bind or look sloppy, yet give the soldiers the freedom of action The Army first requires the prospective soldier to undergo a complete physical examination to determine whether or not he is qualified to withstand the rigors and hardships of modern warfare. He is then sent to an induction station, where mental and aptitude tuts scientifically determine the branch of service for which he fa best suited. The illiterate and those haring questionable physical or mental traits are required: raincoats to keep them dry and field jackets and winter coats to keep them Warm are provided; and properly balanced meals are well cooked and served in gen erous quantities. Their health is COO' staotly checked by the Medical Corps. They are taught to detect poisonous and other war gases and the correct use of rite gas mask, gas shelter and other pro tective equipment to combat these gases. carefully screened oat and detailed to spe cial training camps where they are farther analyzed to determine whether or not they are qualified at all for the Service. One of the largest jobs during the training period fa to condition the soldier mentally for bis own safety during com bat. In other words,, the trainee must be The next procedure is to harden these men physically, train them in the methods of warfare and condition them mentally so that they may use, during actual com bat, the safety they have been taught. This fa accomplished by a thirteen-week baric training course given at different training acclimated to actual battle conditions so that he will act safely and not become confused by rifle shots, explosions and other battle sounds. To do this, a num ber of battle conditions are simulated. For example, sound producing equipment fa used that will give the same sounds the 276 32nd National Safety Congress, 1943 soldier may experience in j^h?I combat. He is aught to hear hie commander** voice and whistle in spite of all other (US' turbing influences and to act accordingly. He is taught the sotted of approaching bombs or shells and how to take coyer for his own safety. He is taught to dig fox holes properly for b protection against tanks.and shells. Mock village battles with live ammunition arc staged in order to teach the soldier to take such villages building by building, using all pos sible natural protection. Extreme safety measures are taken at the infiltration courses, where trainees must traverse open terrain under machine gun fire. The machine guns are locked in place by steel guards so that they cast* not overfire, underfire, or shoot outside the impacted area. T. N. T. blocks axe placed inside log barricades winch are so designed that the explosion is confined within the barricade and the force of the explosion directed skyward as much as possible. Ourc is exercised so that the T. N. X. blocks will be properly detonated in order that the men traversing the course will not be injured by the explosion. Trained officers are stationed in the con trol towers at afi times to see that all prescribed safety measores and precau tions are followed. For their safety, men must he taught to keep their bodies as close to the earth as possible when they are trader fire. Handling Weapons Every soldier is taught that the only way to use the rifle or machine gun which he is issued is the safe way, and safety is the order of the day on the rifle or ma chine gnu range. He is instructed never to point a weapon, regardless of whether it is loaded or unloaded, at any one unless he intends to shoot that person. He hi tarnght bow to set the safety lock and bow h operates, as well as how io inspect the ride and how to remove Jammed ammuni tion. During dry practice, safety Is con stantly stressed: bolts open, gun properly pointed down the range, protection of bar rel from dart, snow an dotber foreign ma terial axe only a few of the safety mea sures. The range itself consists of a large, restricted area with guards posted at ail times to see that no one is allowed to enter. Guards are also posted in fire towers to ascertain that everything is safe on the firing line and at the pits before the command "Commence firing** is given. Every man oo the firing line is supervised by a coach to sec that he carries out all safety regulations. The pits themselves are huge, concrete barricades with extend ing concrete butts and soft earth back ground to protect the scorers and markers. Every safety regulation and precaution is carried out to the limit. Another important safety training coarse is conducted to acquaint the soldier with all types of booby traps and This training is invaluable in the detection and destruction of these hazard#. His train ing also includes such. courses as traffic safety, air raid tactics and precautions, fire drills and first rid. Upon completion of the basic course, the soldier is either sent to a tactical unit or to* specialized school for training in other tines. Regardless o where he is sent, safety is the fundamental component of all training activities. You will be interested, I am sure, to know something of the safety equipment and devices used by our fighting men. Our soldiers are supplied with such pro tective equipment as helmets, gas masks, sand goggles, son glasses, snow glasses, respirator#, leggings and first rid kits. In addition to these items, the soldier is given asbestos gloves to protect bis bands when handling hot shells or other hot objects. Engineers stationed on construction work are supplied with hard-toed hoots. One- piece fatigue suits, designed for safety around movirfg machinery, are supplied to all mechanics. Camouflage clothing, designed for jungle, desert and Arctic use, is supplied to all combat troops in those areas for persona! safety. Yes, even the soldier's personal wearing apparel is designed with safety in mind, namely, handkerchief, underwear, etc^ are made of olive drab material to minimize the pos sibility of deteetkm on clotheslines or else where by enemy reconnaissance flyers. Axasmritiaa and Safety The number of safety devices employed by our Army runs into millions. For the sake of brevity, let us look at a few of these Items now employed in actual com bat. Ordinarily, when one speaks of shells. Automotive and Machine Shop Section 277 projectiles and other forms of ammuni ing primer, otherwise the delayed firing tion, one thinks primarily of destruction would cause the projectile to shatter the and unsafe conditions. The number of ' propeller or miss the intended target. All safety factors, however, that are incor ammunition and guns used by our Army porated into the construction of such am are fired under extreme cold and hot con munition is amazing. Every lot of ammu ditions to determine the effect of all tem nition has a ballistic sample taken to peratures on their operation. determine that the correct Velocity re quirements are present. The shell must Tanks not fail short of its intended target, thus All of you remember or have seen pic inflicting casualties on our own troops, tures of the cumbersome tanks used by and its velocity must be such as not to combat force# in the first World War. To overshoot its target. Ammunition is tested compare our present-day tank with that of to determine the amount of pressure ex World War 1 would be analogous to erted in the barrel or breech of the fire comparing our present streamlined auto weapon. Here again, this pressure must mobile with one of the vintage of 1917. not exceed a given value or it is apt to As in all other Army equipment, safety rupture the breech or barrel, or both, thus begins on tanks with the material inspec presenting a distinct hazard to the soldier tion. All armour plate used in the con firing the weapon. struction of tanks is proof fired to deter Fuses of large shells axe equipped with mine the strength of the particular lot. special safety devices so that the fuse will In World War I, the tasks were con not be energized while the projectile is structed with a small slit through which still in the barrel. To accomplish this the driver could glance at the rising and safety objective, the fuse is usually de falling terrain. A well aimed shot or flyiug signed with a centrifugal force arming fragment could, and often did, render the device. The projectile must reach a ro driver a casualty. Present-day tanks are tational velocity of a certain minimum equipped with a 180-degree revolving number of revolutions per second before periscope, which gives the drivers a com this device is thrown to the outside surface plete view of the surrounding landscape, of the fuse by centrifugal force and locked thu# protecting them and at the same time in place. As a general rule, the projectile allowing full vision. The old-fashioned is quite some distance from the gan before football helmet worn by the crew has been this action occurs. replaced by a steel helmet with rubber Aerial bombs are provided both with an protective lining. The driver is provided arming wire and an arming vane. The With an adjustable seat and an automatic bomb must drop from the rack before the transmission to minimize physical fatigue. arming wire is disengaged and it must The modern tank is equipped with an in qlso fall through free space for a given side exhaust fan, to eliminate carbon mon distance in order that the arming vane will oxide, obnoxious aldehydes and other ex make the prescribed revolutions before the haust fumes; It U also equipped with an bomb can b detonated. Utmost cleanli interior ventilating fan to minimize heat ness is exercised in filltug the bombs with exhaustion. Sharp corners and other amatol or other explosives so that the ' hazardous spots within the tank are pro explosive does not cover the fuse threads. This safety measure is carried out in order tected with crash padding. Cannons with in the tank are equipped with recoil guards that, on removal of the plug on the field which prevent the injury of the crew by and insertion of the fuse, the pressure exerted by the contact of the male and recoil actios. Interphone and intertask communication systems assure communi female threads will not detonate any ex plosive that might be between them. cations, either inter or intra tank, at all times, thus providing the greatest degree of safety while in actual combat. All small arm ammunition used on air planes is tested for "bang fire." In other It is interesting to note that the M^icaJ words, the propelling charge must be detonated within a give/t period of time after the firing pin has struck the initiat Corps is conducting extensive fatigue tests On tank crews. Particular attention is being given to their diet habits and tho 278 32nd National Safety Congress, 1913 amount of physical punishment they can be expected to endore. As a result of these tests, new equipment is being de signed daily to increase the safety of tank personnel. Plane Construction and Pilot Training **Coming in on a Wing and a Prayer" is a song made famous by the fact that today our combat planes are designed with more safety features than those of any other places in the world. AH of you have seen pictures or have read about oar famous Flying Fortresses that have flown back' to their home base with one or more of their engines knocked out and the fuselage, wings and rudders shot full of boles. In our airplane construction, safety is stressed, even over combat. Everything possible is dooe to protect the pilot and the crew in order that they may complete the combat mission and return safely. Complete, thorough and regular physical examinations are constantly given. Pre scribed amounts of exercise must be taken to keep such men physically fit. Courses of instruction are conducted to acquaint flyers with all physical flying disorders The "Pilots' Information File" is pub lished monthly and acquaints pilots with up-to-date safety information and new methods of achieving operational effi ciency. This publication comes complete with numerous fllcstretions and it is a "must" for each pilot. So far as aircraft construction and safety devices are con cerned, parachutes, automatic self-inflat ing rafts, signal flares, devices for con verting sea water into drinking water, and protective armor are but a few. Fire ex tinguishing systems are built in the planes themselves and are semi - automatic in operation. Other safety features include the auto matic pilot, inter - plane communication, plane - to - crew communication, de - ujng equipment, self-sealing gas tanks, oxygen breathing apparatus, special landing flaps to permit slow landings in restricted areas, feathering devices which permit pilots to eliminate engine vibration which might rip the engine from the plane, iden tification lights, exterior heating systems to bring the motors to flying temperature, minimizing the possibility of engine fail ure, and interior beating systems to pro tect the crews. ladoHdal Accident Control The U. S. Army recognises the tremendous effect of industrial accidents upon our avail able source of production manpower and, consequently, upon production itself, and has activated a safety program to apply to man ufacturing plants which are considered vital to the war effort. Control of accident prevention work was placed fa the Office of The Provost Mar shal General by die War Department, largely because that office had bees charged with the Internal Security Program in which several hundred inspector* were already visiting war production plants. To make full use of that inspection force, which is operated by the nine Service Commands, schools were established for preliminary training in industrial safety to permit of recognition by this inspectorate of unsafe conditions. Safety engineers and officers were added to the staffs of the nine Serv ice Commands--men who have been rr endted from private industry and from in surance companies and who are experts m this field. As a pattern, the Army has. developed what is known as a "Minimum Safety Pro gram.** However, where necessary, this minimum program is expanded or modi fied to meet the requirements of the In dividual plants. The Army is concerned with such items as safety organizations, safety direction, safety inspection, preemployment safety training, proper selec tion and placement of employees, adequate shop supervision, physical safeguarding, the provision; use, and maintenance of protective equipment, employee wonc prac^ces, provision for prompt and effi cient handling of first-aid and medical cases, and proper maintenance of accident records to permit adequate analysis and prevention of recurrence. A statistical system has been established which will measure accident prevention progress in the country's prime war plants from month to month. War Department, Ad jutant General's Office, Form No. 502, is a simple but practical report which i* completed monthly and returned to the Service Commands by the individual plants. The information contained thdea is carefully screened and analyzed and the efforts of such plants along safety tines Automotive and Machine Shop Section 279 is directed, where necessary, toward im provement in their safety programs. Other Problems Requiring Cooperation While this program of the War Depart ment is far reaching in its attempts to increase production through the elimina tion of unnecessary and wasteful accidents, it cannot cover the entire accident pre vention field. There are a great many manufacturing plants with which we have no contact--plants which are important to the war effort. There axe other fields concerned with industrial accident preven tion and with the maintenance of contin uous production in which we in the Army can assume no responsibility, for example, traffic control, which affects industrial workers, boosing for workers, off-thejob safety and health, nutrition, increased employment of women and minors, re habilitation of injured workers and other affiliated interests of the Army safety program. There are hundreds of thousands of American homes in which is needed a consciousness of this ail-iznportant prob lem and of the part each individual must play in effecting its solntibn. Activities in these fields, however, must be a mat ter of cooperation with outside agencies, such as the National Safety Council, local councils, the different governmental and state agencies, health departments, police and traffic departments and others already recognized as providing leadership in in dustrial accident prevention and health. We, in the Army, recognize that only b; forking closely with those already e tablished in industrial accident preventxoi work can we obtain the maximum effi ciency and best results in our Army pro gram. With this policy in mind, the Army requests the active assistance of you who are here today in the development of its industrial safety program and offers in mm to give you the fullest cooperation in every way possible in your efforts. Safety on the Home Front M. A. CLARK District Director, War Manpower Coorniierion, Detroit; Mich. In ray position as State Director of War Manpower for Michigan, I know that in our sate, and in roost industrial states oi the Union, we have about reached the end of the manpower pool. We are scratching the bottom of the barrel of actual human beings who can nl their place in the industrial held. And yet, there is a call for more and more production because of the needs on the fighting front, and mare and more re placements of those men who have to be withdrawn from their dally labors to serve in the armed forces. This means therefore, that we will have to secure more production from those already in productive fields and to induct into industry thousands of people who op to this time have not, for various reasons found it necessary to take their places in industrial operations. Deplorable but Understandable Oar records of accidents in industry so far rhj; year are deplorable, but nevertheless understandable- It is my opinion that a large volume of these accidents occur among those who have never previously been 'engaged in the industrial field, including men who have been in other types of occupations, women, and possibly some minors. The tremendous expansion and conversion of our industries and the creation and de velopment of new industrial enterprises tiave brought into the tabor force masses of peo ple who. in the past, have had no sense of safety protection for themselves or others because the necessity had never presented itself. Therefore, I believe it is highly prob able that we have either failed adequately to train them w safe practices as well as we have trained them in their occupational work, or that we may have used the wrong technique in soch training. I have no doubt that the safety engineers are just as busy and even busier than they ever have been, and that they have tried, and probably successfully in many instanner, to operate safety programs, including the 280 32nd National Safety Congress, 1933 usual coomittces, posters, etc. Bat I am also rare that the manber of trained safety directors has not increased in die same pro* portico as has the number of workers and, therefore, there most tare been soma cat* ting o corners and speeding op of progra-- to cover this eacteashrs expansion of labor forces. No one can be blamed for this--It is inevitable with the tremeodou* sarge in ac tivity. Yet, with all the desire and energy on die part of the safety directors, it is a physical arid a mental TmpoatthffHy, with the shortage of trained manpower in die safety fidd, to have done completely thb most desired type of job. Naod lor Indoctrination of New Worker* It behooves os to take inventory of the present situation sod see what can be done from here on oat. The new entrants into industry wiQ be undoubtedly from the thou sands of women in our population who in the past have been housewives, engaged in com mercial work; etc, and it cannot he expected that they wiQ have any concept of safety hi industry. They are coming into our tndoa* tries filled with patriotism, but patriotism and a desire to make a coetributioa to our war effort is, of itself, not sufficient. They can be qakidy discouraged. They ean be came guise hysterical over the poasihiUtfes of hazards in a job where none anhauly exist. I do not believe that a safety supervisor can handle these caaes personally; it is a physical impossibility. I am equally sure that the training and the adjustment of sodb people cannot be auxompHthcrf by safety committees alooc. We are left with two major forces to as sist in the induction of this type of personnel; namely, the supervisory force aod the work ing force. The foreman, tbe supervisor, is the key man to all activities in *17 factory. He & responsible for production output, for maintenance^ for management-labor relations and, of coarse, for the safety of his own peo ple in his own department. In the past; w* believed we had given him some tools with which to work; but I fear at the present time, with die rapid prccootuxts of men who have not previously borne such responsibilities, we may have failed sufficiently to inculcate ado this new leadership group all the im portant values and tcrinwpics of a safety program dealing in particular with the new type of personnel. Should BnHst Old Employe* Foremen no lodger have three or four as sistants--they Just aren't in existence. ConaeqouiUjr, therefore, the present supervisory fore* has even leas opportunity than they have had is the past In do ranch pfa*Ag or ghre much deep analytical thought to tbe problem which confronts us in safety today. If that is trwe, then another agency must help them do the work. That agency must be the regular employees who have hern on the job for a number of years. I am tndined to believe that much of our safety education can be coadactcd by aod through this nucleus of otd-timers. I think that the existing committees or supervisory force, under the gakfamee of a safety en gineer, con inspire this group of cmpiujites to so acceptance of the responsibility fer directing tbe efforts of the new force in their safety performance. If our promt stabilized nadeas of the working forces can be inspired to the extent that they are willing to teach and guide the safety toovemeot, I believe we wiQ have made a magnificent stride in oar safety effort and m the preserva tion of human life and lamb. This is not too much to expect. Employees have banded together to form tatious. Em ployee* ca masse have subscribed to bonds, stock purchases, pensson foods; some of those tilings which reflect a definite and tangibly gain to tbe szdwcriber. Therefor*. I fed that they also wtQ sohacrihe to as activity widen will result ks a permanent and definite gam to the whole war effort and to tbe preae/ration of oar perianal ex istence. So we will go buck to the old chan nel, of giving the supervisor the tools to do the job: the tools of ooasattta, tbe tools of statistics, the knowledge of unwwinar losses, posters and pobticatioo^ the tools of guidance and instruction by safety directors; and we must secure for them that last tool, the active participation and cooperation of every in dividual within bis organisation in doing the job with hie. SbuaQ plmts There is, however, another which needs a different type of approach. I am thinking of that great rniswher of smaller Automotive tmd Machine Shop Section 281 war plants; businesses that never existed be fore; most of them qttite small and yet in them we are sufferlug serious human losses through accident la every state there Is a devoted to labor and its ktar- ests, that is in a position to farrist upon proper standards of conditions under winch Hsanan are expected to work- Swy- one int*y>v*H in the safety movement sfacsdd see such departments are notified of coodhiona which at* in industries. I am dr that such governmental departments wiQ be wflfiug and aznaoos to offer their as sistance, technical knowledge and skill to the employer to see that his activity is properly controlled for tbs safe operation of his em ployees. The people who baQd and operate these plants-wish to do the right and many, probably most, do so. Yet, further away iron the city, or ia some tide street, where there has been a conversion from a large garage to a Utri* machine shop. I know these are thousands of places where hixuao facings are exposed to unnecessary industrial ter* ante. These industrial hazards are not nec essarily failure to meet mechanical safe guarding standards, but rather tbe hazard that comes from lack of knowledge of die necessity for all-out safety practice and safety thinking. Safety on tbe home front has exactly tbe same values as safety oa the fighting front No one knows and probably no one will be able to figure out; except by purely theoreti cal statistics, the losses on tbs fighting freest caused by losses in prodaction through ac cidents on the home from. But the associa tion is there l Zb foT brief talk I have not attempted to show tbe tremendous loss of life aod pro ductive ability on tbe streets, in the borne, or in any other walk of life than that of indus try. The sum total is appalling l Tbe life of the nation depends upon tbe full utiliza tion of every being within our bor ders at his maximum Ume, at his highest sod at bis utmost productivity. We cannot secure tins productivity so long as tbe toll taken of oar industrial workers through accidents cootinoes. Th* Staff Trp* of Safety Organization By DAVID T. MOULD Psciociaci Staff, General Motor* Corporation Dutzuft, IQch. It is not necessary for me. to tell yon that the war production program has brought on a tremendous safety problem. I feel that your experience, no matter what faosmes yoa were engaged in daring peace time, has paralleled that of the auto mobile swfestry, sa this regard. We, m tbe automobile industry, have had a background of many years in im proving safety conditions in the auto mobile plants- It is true that each year there were-changes in tbe cars, bat there were no revolutionary changes m produc tion methods; to that the new safety prob lems each year were overcome without too wremh difficulty, and over the years safety was brought to a relatively high degree of perfection. Then, we changed over to war produc tion. Wc began to make products which were entirely strange to us. We had to adopt new methods and processes. We had to retrain a large portion of our older employes, to operate new equip ment. We bad to hire many new em ployes, both men and women, for the new operations on war production. Of course, one of the biggest jobs was training the new people who in many cases had never before seen the inside of a manu facturing plant. We could no longer as sume that tbe new employe had some gen eral knowledge about the job. On the contrary, we had to assume that be or she knew absolutely nothing about the haz ards of a plant job and the safety precau tions which are necessary. All these conditions made it necessary 282 32nd National Safety Congress, 1943 to start the safety program all over again. This problem was recognized by the top executives of our company. For many years our safety program was based on five principles of safe plant opera tion, which were developed by Mr. C. E. WQson who is now President of General Motors. When the change over to war production came along, Mr. Wilson ter vised the five points somewhat and added a point The new six point program was then cwflrd minimum standards for a safety program. Here are the six points: 1. Interest m safety on the part of top management 2. A definitely established safety organ isation through the supervisory organisa tion to each individual employe. 3. Adequate and capable full-time safety personnel. 4. Written safety procedure and in structions for each occupation. 5. Thorough safety instruction of new employes. 6. Stimulation of interest ia safety on the part of every employe. Each of the 105 plants in General Motors has its own particular safety prolems, and the management of each plant is free to work out the details of a safety program to fit the needs of the particular organization using the six points as basic principles. For our purpose here today l am going to take a typical plant and outline just how this program works. Top Management and Safety Point number one is interest in safety oa the part of top management. This Is in terpreted to mean that the General Man ager is to meet at least once a month with the top supervisory staff of the* plant to review the safety situation. This group is called the master safety committee. In cluded on the committee are: General Manager, Factory Manager, Su perintendents, Plant Engineer, Personnel Director, Plant Physician, Safety Director. The functions of this committee are: JL Review the safety performance of the plant. 2. Discuss major safety problems and make decisions for correction*. 3. Fonmlate safety policies for guarding equipment, education, etc. Point number two is a definitely estab lished safety organization through the supervisory organization to cad IndividMil employe. This means that each superisteadent win hold a meeting once a mouth srith his foremen and review with them the safety' policies established by the top management committee, such as: (a) To explain the general safety poli cies of the division as approved by top management (b) To discuss the application of these policies to specific cases. (c) To discuss any safety matters de sired by the foremen for their particular departments. Safety Duties of WXwmnm (a) Understand fully the general safety policies of the division. (b) Be responsible for safety guards and safety devices in their departments. To write out all orders for safety guards or appliance*; to follow up and see that the guards arc installed; to consider that the supervision of safety in their own depart ments is one of their major responsibilities. (c) Talk to at least two of his employes every working day oo the subject of safety. The time spent with each employe should not be less ti}*n five minutes. Therefore, every foreman will spend at least ten minutes every working day in giving safety instructions to individual operator*. A record of these individual talks shall be kept in the department on forms provided by the safety director. The most important part of tiie entire safety program so for as the foremen are c- -sensed is the regu lar day-to-day discussion of safety with individual employes. (d) Promote safety by attention to safety posters, special safety movies, etc, as opportunity affords. It is not intended that the safety program shall center parcularly around safety posters, safety movies, etc. These are only incidental-- it being understood that the most effective Automotive and Machine Shop Section 283 means of promoting safety is by consulta tion with individual operators. (e) Instruct new operators on safety. This is in addition to the instruction to . new operators by the safety director, prior to reporting to the department for work. In particular, to instruct all new employes as to the proper operation of the equip ment on his job. (f) Instruct all old operators that have been transferred to the department In the proper operation of equipment on his job. (g) Recognize that safety is as much a routine part of the job as production, schedules, labor relations, etc. A good foreman will work daily oa safety prob lems the same as on production^ prob lems. Safety Personnel Point number three is to have adequate and capable fail-time safety personnel. This particular plant has 8,000 hourly rated employes. The safety department consists of: 1. Safety Director. 2. Seven safety inspectors. (Approxi mately 1 inspector to 1.200 employes.) 3. Two clerical assistants. The general duties of the safety director are: (a) Promote safety by repeated contacts with the foremen and stimulate interest in safety education, safeguarding against ac cidents, and promotion of good house keeping. (b) Maintain contact with plant physi cian so that the danger spots in the plant may be studied and intelligent efforts made toward accident prevention and control of occupational diseases. (c) Investigate all lost time and near lost time accidents.. Make reports cover ing the essential features of these acci dents to supervision and top management. (d) Supervise a safety educational pro gram for all new employes. (e) Supervise the general safety educa tional program --- particularly bulletin beards, posters and motion pictures. (D Attend safety meetings and help formulate and explain safety policies. (g) Make daily plant safety inspections. (h) See that written safety procedures and instructions are provided for each occupation. (0 Provide a follow-up card to make sure that new employes are reccmsg safety instructions. 0) Suggest changes on procedures of process if hazards are involved. (k) Furnish current subjects for fore men to discuss in their daily five minute safety talks with employes--such as horse play, running to clock card, housekeeping, etc. (l) Suggest types of safety equipment necessary for the job. (m) Have a safety inspector attend the superintendents monthly safety meeting. He can assist in establishing the safety procedure for the particular type of proc essing. Duties of Safety Inspectors The safety inspectors report to the safety director. They spend approximately 90 per cent of their time in the area to which they are assigned inspecting the departments in detail for potential safety hazards. Any safety guards, or unsafe practices revealed are* reported to the de partment foreman. It is the foreman's responsibility to issue orders for their correction. For the safety program to be a success it is necessary to have written instructions for every occupation in the plant In a large plant with diversified manufactur ing, it is a tremendous task to compile the safety instructions for every occupa tion. However, the foreman in each de partment should write the safety rules for all the occupations tinder his super vision. The safety director can assist him to make sure the rules are complete in every respect. When the rules are approved for the particular operations, they can then be used in the induction of new employes and also by the foreman in his daily five minute safety talks with employes until be is satisfied that the employe is thor oughly familiar with the safety roles for his particular job. 284 32nd National Safety Congress, 1943 Instractjoo of Nw Kmploy Point number five is tfaoronsh safety instructioa of new employe*. In the present emergency many employee are now enter ing nttuaiictorinf plants who hare never before hid any factory experience. This his created a tremendous safety problem to have the employes properly instructed on safety methods in a very short period of time. The top management of the plant recog nized that it was necessary to establish a safety induction program to instruct the new employes in the fundamental prin ciples of working safely. After the new employes have completed their physical examination and have been given a pot-on slip, they are taken into a conference room in groups of 20 to 25 and told something about the company and the war prodacts bexag manufactured- Some of the pertinent company policies are ex plained and additional written information is given the employe to read in bis spare time. The induction meeting is conducted for 3 to 4 hours, and about one half of this time ts spent on safety instructions. The safety director explain* the banc safety rules of the plant and gives each employe a copy of the written safety instructions for the particular job to which the em ploye has been assigned. In the conference room there is exhibited protective safety equipment which is explained to the em ployes. When the employes have completed the safety induction meeting they axe assigned to & job in the manufacturing area under the supervision of a job setter or foreman. The foreman explains the pro cedure for the operation on which the employe it going to work and again re views the safety rules before the employes are permitted to start working. A daily follow-up Is made with the employe to make sure that they are following the established procedure. When the foreman or job setter is satisfied that the employe is fcuiflfav with all the safety rules the new man is then contacted the same as the balance of the employes is the regular five minute safety talks. Employe Intor-- Point 6 is stimulation of interest in safety on the part of every employe. In the foreman** daily-contact with the em ployes on safety promotion they are en couraged to submit safety suggestions for improvement of potential safety hazards on their particular operations. The em ployes are also encouraged to keep their work placer in an orderly, manner to get a good housekeeping rating. Safety posters on current subjects create interest among the employes. Safety mov ing pictures are sometimes shown during the lunch period. Plant publications may he used to im part safety mformation to the employes. Also, safety pamphlets regarding highway and off the job accidents are distributed to employes periodically. This type of safety program is now in effect in about fifty-five General Motors plant*. It Is necessary, however, to work the details out to fit the particular plant according to the type of product manufac tured and the layout of the plant. In spite of |he change-over to the manu facture of war products and the tremen dous increase in the number of new em ployes hired, we have been able to estab lish an accident frequency rate of .43 for the first seven months of this year- Zn the same period of time, the severity rate is J47 which is the lowest severity in the history of General Motors Corporation. Automotive and Machine Shop Section 285 The Committee Type o! Safety Organization B/W.a BILL Safety Sopernaor, Balollt* Corporation, Hirer Bend, Bound Brook, N. J. Industrial establishments too small Co employ * fall time Safety Technician often employ tbe Safety Committee Organiza tion to handle their problems. Adnatuw and Disadvantage* There are advantage* and disadvantages in a set-up of this nature. The most se rious objection is the weakness of any organization governed by a committee instead of by so executive. Tbe execution of such a body is frequently without badcbouc. To off-set these failings U has tbe benefit of bringing together the viewpoint* of the group and joint judgment is normally better than that of an individual. While the consensus of the group I* -valuable, in the final analysis the value is only digested when prompt, effective, and orderly execu tion is carried out and followed up. Or derly execution depends upon the placing of responsibility in tbe hands of one per son; and with responsibility ft naturally follows that this person must have the necessary authority. In the small plant it would follow that the chief executive would be the person best qualified to crept ami carty-out the Chairmanship duties of the Safety Committee. The great benefit to be derived from having top management m the driver's seat of Safety is obvious to everyone. (>) It arm as a direct warning to all departments and personnel that the chief executive h behind the Safety movement. (b) la time, the executive is educated ra Safety--which eventually means that he becomes not only Safety conscious but ratify efficiency minded--for we rtoogpsxe that Safety and efficiency are synony mous. (c) He 2s the authority beat able to have the recommendations of tbe Com mittee carried out promptly. tit rise of tbs conuwftfca is governed generally by the shte of the establishment and the number of departments in tbe organization doing work of a basically different nature. Duties bf tbs CmiiuiStl&e The committee is generally responsible for planning the plant Safety program to be followed. This often includes: (a) Purchase of equipment and tools that are safely designed and adequately guarded. (a-1) The engineer who specifies the type of equipment and tool, must be aware of the need for adequate guarding and safe design. Therefore, when he places his order with the purchasing agent or depart ment his specifications should be complete to cover all safe design, and be should emphasize to the purchasing authority the necessity of demanding from tbe vendor that tbe Safety specifications be adhered to in every detail (b) Standards to be followed in the design of machinery guards, safe engineer ing design and equipment lay out, process, etc. (b-1) Tbe American Standards Associ ation, Tbe U. S. Bureau of Mines and the National Safety Council, etc., publish ex cellent standard* and specifications. (c) Planning and promoting safe oper ating practices and procedures. (oi) The Safe Practices Pamphlets of the National Safety Council can be heartily recommended for this purpose. (d) Advising departmental roirifftim cs safety and housekeeping inspections. (d-2) Safe Practices Pamphlets, Hein richs, and Blake of U. S. Department of Labor are well qualified authorities to fol low. (e) Making available pertinent facta developed by some individual or depart ment so that all may benefit. (e-1) This can be of definite value as is often happens that someone discovers a safety Tnnk" or idea of great merit, these should be brought to light so that 286 32nd National Safety Congress, 2943 credit can be given, and even more im portant--to that others may avail them selves of the application, (0 Planning and Supervising programs to: (f~l) Arouse and maintain worker and supervisor interest m Safety. a. Contests, holletxa boards, ctc^ are all mediums by which interest can be main tained. Contests to stimulate interest and arouse competition, either departmental, inter-plant, state, or national should be organized and supervised by this commit tee. (f-2) Safety training--specifically twen ty or twenty-four hour classes made up of 10 to 12 two boor sessions. b. The Engineering Science and Man agement War Training Courses sponsored by the U- S. Office of Edocadon and given under the direction of many of our leading colleges have had an enthusiastic reception by industry and the war services, and their contribution to the war effort is immeasur able. (g) Decision as to-the disposal of spe cific problems. (h) Investigation of accidents. (h-1) Accident investigation carried out along the lines suggested by the National Safety Council Safe Practices Pamphlets, "Blakes" Industrial Safety Subjects or Heinrichs Industrial Accident Prevention will be found to be basically sound and productive of causes. (i) Compiling and maintaining fre quency and seventy records. (i-1) Frequency and Severity rates are so well known that hardly any comment is necessary except to say that they should be based on standard procedure. When that is done the records then provide a yard stick whereby comparisons can be made. The committee should accept the re sponsibility of analysing the accident records so that hazardous departments can be aided by the committee to help elimi nate the causes of a high frequency rate. must be taffy the Mam Committee to sponsor the three "E*s" of Safety, Education Engineering Enforcement ^ Committees Often, in addition to the main com mittees. is is beneficial to have depart mental Safety Committees who only handle the problems of their department. The. Departmental Safety Committee is made up of workmen headed by a Chair man capable of directing the meetings. The functions of the Departmental com mittees are: (a) Report hazardous mechanical contions (b) Report poor housekeeping (c) To bring into the Safety program the view point and practical knowledge of the workman (d) Stimulate worker interest in Safety (e) Investigate accidents (f) To foster a cooperative spirit be tween employees and Management. The inspections that they make and the discussions that they have as a group are definitely ot educational value, and un questionably promote Safety roindedoe**. If the members of the Committee serve for a period and are rotated with other departmental employees--eventually most employees will have served, and the results of this on the Safety Committee are invariably gratifying. Basic to the effective functioning of a workman's Safety Committee is the sin cere desire by the Management to enlist the help of the workers and obtain their cooperation. Therefore workers commit tees are not advisable unless Management is prepared to accept their work as im portant, and give their recommendations and suggestions sympathetic and prompt consideration. An effective method of introducing the new employee to the safety organization is by way of the departmental Safety Committee. After the new employee has been received by the foreman, and the departmental practices and policies ex plained to him; the foreman generally Automotive and Machine Shop Section 287 takes the new employee around the shop and introduces him to his fellow workers. After the preliminary training and expla nation of the new man's duties, he is put in the care of a member of the Safety Com mittee familiar with the job. This com mittee member instructs the new man on the Safety rules and practices fa booklet that the employee can take home and read is desirable.) The proper type of clothing for the job should be pointed out to the new man and the use of the protective devices thoroughly explained. In particular, the man should be fitted for the type of gog gles that the job required. The use of gloves, respirators, masks, helmets, and other devices that the job demands must be explained in detail, and the difference of use between a respirator, a gas mask and a fresh air supply or oxygen mask should not be neglected. Intelligent management will encourage the departmental Safety Committees from time to time by recognizing the valuable work done by them. This can be accom plished by sending a letter of appreciation. Such a letter, if posted in the Depart mental Bulletin Board, almost certainly maintains interest and enthusiasm. When a member has completed his or her length of service the gift of a certifi cate or permanent membership card is invariably regarded with pride. Along this line it has been found profitable to ad monish the retiring members by telling them that even though they are no longer active members of the committee they are, by right of having served, ex-officio mem bers, and, as such, will always be respon sible for safety and safe practices at their work. The rejection of a recommendation should be accompanied by a tactful and clear explanation of the refusal to adopt the suggestion. The chairman of the De partmental Committee must never be su perior in attitude, but should function as a chairman of a committee of equals. The Chairman of the Departmental Committee is usually a member of the plant com mittee. beaded by the executive, and, in fact, many main committees are made up entirely of Chairman of Departmental Committees--the exception, of course, being the Chairman of the main committee. The Committee Type of Safety Oxgamzatioa has proven by many years of splen did results what it can accomplish, and for the small plant I know of no better method of achieving an improved accident record. However, its usefulness is not confined to only the small plant. Many large companies employing full time Safety Engineers use the departmental and plant Safety Committee* as tools to get results. Any organization, in my opinion, that neglects the opportunity offered by Safety Committee work to eliminate acci dents arc Tnteeijgr g. good bet. Let me, therefore, urge that those who have so far not tried the Safety Committee type of organization, do so at once; and 1 promise that the effort expended will be amply repaid by fine results. 288 32nd National Safety Congress, 1943 WEDNESDAY AFTERNOON SESSION October 6, 1943 A Symposium Presiding: J. . Moortv Safely Supervisor, Cwiillar Motor Car Divinoo, General Motors Corp., Detroit. Safety Tools 1943 Models Records Tell A Story Presented by GKORGE F- NOKRNBKRGEK, Saperivaar, Hosbb and Safety Division, Tndgatrial Kdatiotn D^putmaot, AIHt-ChaVnetv Ha--fcy Company, Mdwaak**, Wk Yes, records teQ the story--BUT--if the story told by the icoonfa is not brought Co a logical ooodnunn. the time spent dcvrlopiag the stay -will be caoflddj wasted. Records require a great deal of tfoxgbt an developing them: TVo qnrifinrn most be answered m the affirmative before time is spent devdopmg statistical tnfoneatioo. 1. Is tbe information vital to am acodest prevention program? 2. W31 the records indicate corrective ac tion dearly to justify the amount of t is* swtt t tpt-f|yt Jn coanpdav them? An affirmative answer to dame mwtinm la a green liffat to proceed ia the ilicvdopmmt of the records. Injmy Qmt One of die 1943 model safety tools we km used and which has been aaosthcfpfiti in oar work is en injury chart (StUe A) Tins draws a general layout d. In the lower light band cogger of (Up dwt you wiD --rice tbe by to the sac to a mate worker. Tbe main body of the dag, being yellow, doaotca an eye injury. The band at tbe rigbt of the flag, faiig red, denotes second shift. Tbe blade spot la the dag means that it is a lost time njtsy. If there were two blade spot* in this Sag, it would be a case which bas been off week 4 or more days. To farther clarify tbe system, wc will take dw Sag shown in JD Dqttrtracot Its tri angular shape signifies that ft is a woman employe. Tbe body of tbe flag, being rod. denotes a foot injury. The band at tbe right, being yellow, mean* tbe Mary occurred obi tbe fast alafL In addition, information is posted daily en the data dztcdj above tbe key. Here we tabohfe tbe dodos'* earn* tost time ease* ----------------------- --------- ------ * ~ * - r- i_ juries, fiogix injuries aad Ute the CBjuries that bare Wc tabuan the the igti band eohuen, aad those that have (scarred from tbe first of this aaooffr to data in die left bend cofame. TUs chart is about 6 fee* by J tom in --e and is ported in tbe ffirision afiot The safety Wbear tf**arpftm*aJ litoin catering the Heath --d Sifcty Dmda office can ufl In a gfame w--k is ot> Fur mi--It. dtoffig to VP n^artwnt In adffiri-- to fie mjury Ant we mot aim km seen uwthod of ffim ilug at a *dUf in sfuy. At tide awfigffe "Aoeifm Facts Sea--m,*' I won fimgb ear Automotive and Machine Shop Section 289 analysis -procedure step by step. With this analysis procedure, wc use the following chart. (Slid* B) On this form the inspector tabulate* daily tbe unsafe practices which resulted in injury, on various days of the month, in the shop where the accident oc curred. Mere we find a machinery accident noted by Roman numeral JLf. The tetter "A* denotes the type of machine, in this case lathe. By the Dumber 3, we note the specific unsafe practice, "lifting and gripping-improperly,"' and by tbe Dumber 9, tbe unsafe practice, "failure to wear safety shoes.** By combining the injury chart and tbe analysis chart of unsafe practices, every one in the division can tell at a glance the in juries and tbe causes of the accidents that are occurring. Additional Information Records can also tell additional revealing and useful stories. (SHd* C) Here we have a graph showing the distribution of injury statistics per shift for the first six months of 1943 for oar company. The columns rising from tbe abmtv? give various information. Tbe first cnlwffff of the first group of four, showing information about tbe first shift, gives tbe [vfffnagg of doctor's cases. Tbe second column shows the percentage of lost time cases; the third column, tbe percentage of days lost due to accidents, and tbe fourth cqltMrm, the percentage of employment- T.tkrwise. the columns appear in tbe same order for information on tbe second and third shift. A line graph relating each of these columns to tbe percentage of employment gives a visual picture as to what has occurred. Tbe dark line now pointed out is tbe base line where tbe percent of cases is equal to the percent of employment. For tbe first shift, tbe percentage of doc tor's cases and percentage of days lost is Mm tbe base line. It rapidly rises for tbe sauaafl shift and the third shift a stSl grwtrr What does this indicate? It iodi~nTT --ora concentrated safety work is aaU on second and third shifts to level fi-- peaks. pg--Aetiin According to Length of Employment ($hk >) Tbas graph shows a distribu te-- f --j --y statistics per length of em ployment. Again we find the four columns rising from the abscissa covering the same information. The continuous lioe graph* arc developed in the same manner as tbe line graph* oc the previous slide. The base line shows the percent cases equal to the percent employees. We find tbe group of employees here less than ooc-half year slightly above the base line. There is a rapid rise in tbe percentage of accidents to those whose length of service is 1 year. After tbe employees have been here l to 2 years, it rapidly falls bdow the base line and continue* to decrease, until the employee has been here 4 years. The group that has been here 4 to 8 years again rises rapidly, reaching a peak in the group with il length of employment from 8 to 12 years, then tapers off, again falling bdow tbe base line. What does such information mean? The group that has been in the employ of the company from ooe-haJf to 1 year should re ceive additional safety instruction at tbe end of one-half year, to level off this peak. Gen eral safety instructions should again be given after the employe has been with the com pany 4 years, to counteract tbe rising trend. Breakdown by Sex and Age (67id- E) Here wc have some statistical information desirable to indicate the rela tionship between the percentage of accidents to men, women and rmoors. The abscissa is the months of the year and tbe ordinate is percent. The group of three corves at the top of the slide arc those for men: the heavy tine, the percent of employment; the dotted line, the percent of doctor** cases; and tbe dull and dot tine, percent of lost time cases. No tice that in the month of July the percent of lost times cases is falling below that of the percent of employment. In tbe next group of 3 curves, those de veloped on the statistical data on women, we ax, increasing percent of women and a similar increase in percent of doctor's, as writ as lost time, eases. Notice that in the month of July there is a greater percentage of lost time cases among women than the percentage of doctor's cases. The 3 curves at the bottom of tbe slide are on minors. During the month of July, wc had a rapid influx of minors. The per- 290 32nd National Safety Congress, 1943 centage of minors of our total cxuploymcut did not increase as rapidly as tbc percentage of doctor's and lost time cases. Also, note that there is a greater percentage of lost time cases for minors than the percentage of doctor's cases. During the month, of August, this rise continued; however, for the month of September, wt have bees able to bring these rises aider control and report a much better experience. These arc just a few of the stories that indicate corrective action that records can teti. If records are developed dearly and 00 a reliable basis, they indicate the need for corrective action. With complete records, the corrective actios needed is also indicated. Supaniaom Must Enow By J. W. TOOHO Supervisor of Safety, Intermsticswl TTai nater Company, Chicago, CPU Industrial supervisors can well be termed "pioneers" to accident prevention just-aa those who patiently ushered in the institutions of higher learning prihr to the era of the technocrat We must view the beginning of both as having the same pat tern. The secondary and the elementary schools, and the kindergartens arrived on the scene in that order. And so it is with the Safety movement of today; industry is now in the "college" or "university" stage of development in so far as accident pre vention is concerned. The hope is entertained that there will follow a transition from this present stage to the "kindergarten" stage in which the training will reverse itself, and those hav ing in mind industrial pursuits will come to industry better prepared with the necessary fundamentals of health and selfpreservation. By this I mean, future train ing in preventing injuries must start out side' industry--in our schools where it rightly belongs. In evidence of bow in adequate our present scheme of teaching accident prevention really is, a thoughtful observer and educator has wisely stated; "The kindergarten ennobles toil.. It teaches the youth to work with his hands but to control his work with his head. Let this purpose and spirit pervade in dustrial education until the youth reaches manhood's estate and his labor wxQ be full, not only of manly quality, but of moral quality as well. The coordination of the work-shop and the school-house would be the emancipation of labor from many of the unnecessary injuries industry today suffers." Support for a transition of the sort ad vocated here is given by another neutral observer, who states, "Four years of study without labor, wholly removed from sym pathy with the laboring world during the period of life when tastes and habits are rapidly formed, will almost Inevitably pro duce disinclination, if not inability, to per form work and duties of the shop, the farm, or the mine." If we are to progress as technocrats, then certainly wc cannot separate the two--the bauds and the bead. Certainly we can teach our youngsters --oar future industrialists--how to protect their God-given bodies from injury and what to contribute to society in the way of the worth-while things in hie. Industrial super _>ors must know that the success of such a transition depends wholly upon them. The methods and tech niques of today will be the foundation of this anticipated phase of scientific service for those with industrial pursuits in mind. They must also feel that they are the true pioneers in such a movement. Now then, what .must supervisors-know and do until these anticipations become realized? Each and every supervisor knows that bis contribution toward bringing about the downfall of Hitler's teachings has been dependent upon the blue-print--the plan given before production was started- Supervisors must know that Safety re quires a blue-print, a tangible plan. Previously, mention was made of the "technocrat," the one dealing with ma chines. Supervisors of production, depend- Automotive and Machine Shop Section 291 mg upon the machine, must know that a machine is compared to ao antagonist who is always ready to take advantage of a mistake, yet always plays fair. Professor A. A. Michelson, who devoted many years of his life to the perfection of a machine for producing accurate optical gratings, said this: "One comes to regard the ma chine as having a personality (I almost said a feminine personality) requiring humoring, coaxing, cajoling, even threaten ing! But finally one realises that the per sonality is that of an alert and skillfid player in an intricate but fascinating game who will take immediate advantage of the mistakes of his opponent, who `springs' the most disconcerting surprises, who never leaves any result to chance, but who nevertheless plays fair, in strict accordance with the rules of the game. These rules he knows, and makes no allowance if you do not. When you learn them, and play accordingly, the game progresses as it should." The streamlined machine of today pro tects the operators from pinch points, from gears, pulleys, belts, etc., aad adds considerably to the housekeeping of a factory- However, greater danger lies ahead for all if the streamlined enclosure is not lifted frequently, the parts checked, the cables and chains replaced, and the gears disposed of if worn. Thus, supervisors must know their streamlined machine tools; they must play according to the designer's rules. Like wise, they must relay to the designer that which they find creating hazards so that the next blue-print carries with * it a remedy. Hidden hazards are as bad as hidden costs. Both, however, can be erased if organized common sense is em ployed. What must supervisors know to emerge victorious over all models of machine tools? The answer is quite clear; it is do more than "getting" and "giving" under*laud ing to the respective operators. Too many of us take too much for granted and pay too little attention to the other fellow's viewpoint- Our verbal communications with others are generally the same; we do not weigh the individual differences enough to ascertain whether or not we are being understood when we give out vari ous assignments. We must first get un derstanding--know what is desired--be fore we can give understanding. For ex ample, wc are accustomed to various phases or expressions, and we think other people arc accustomed to the same. We take this for granted- To illustrate: let us recall the cool morning when little Mary was walking 00 the cold kitchen floor. Realizing that she might catch "cold," you told her, "Mary, put 00 your shoes and stockings!" Have you ever tried that-- putting on your shoes and stockings? You really meant "stockings and shoes," didn't you? And so it is with our conversation generally. We must speak the language of each individual; we must give understand ing: The late Will Rogers had the true sl&ut on this particular condition. His popularity was based on people understanding him. Some newspaper men ridiculed him for "butchering" the American language, and his reply was: "You know some people that ain't saying `ain't,* ain't eatin'." You will agree that anyone will get the desired response if she or he gives understanding. What must supervisors know to bring about this understanding? They must know their men, and this can come about only by contact, A few years back we heard many pro verbs, ^elf-made of course, pertaining to Confucius. (I wonder whether we really are acquainted with the true expressions uttered by this wise Chinese philosopher.) The one I have in mind bears out another requisite of a supervisor, that is, the su pervisor desired by industry. Concerns said. "Not whai I am, but what I would be, comforts me," Life without a purpose is similar to production without safety. Both will fail. Thus, supervisors must know their objec tives; they should not be content with what they are but with what they might become. It has been stated that a famous football coach, upon viewing his squad during the first week of practice one fall, saw the possibilities of success for his team in one man. He walked over to him, placed his hand on the player's shoulder. 292 32nd National Safety Congress, 1943 and said, "Son, you're going to make a great coach out of mel** Sure enough, this happened.' Supervisor* must know their men and carry the same philosophy as this coach. They must feel and think "Drill press operator, you're going to make a great supervisor out of mel" instead of "Drul press operator, I'st going to make a great drQl press operator out of youl" Successful supervisors come about only if the men employed under them produce, whether it be on the production front or on the Safety front. Even if the machine operator, or the sweeper, eventually take* the place of the supervisor, tt will be only because that same supervisor is now busily engaged trailing and training others to become supervisors. In other word*, there will always be room for that type of man in our industry. This should be made known to him. All in all, I re-state: Supervisors should know that if we are to put Safety train ing m its proper place--in the school bouse --their past and present contributions will be the foundation of the entire movement toward better accident* prevention. They should know that a Safety "blue-print" is necessary to guide them to where they are going and that rule books only show where they have been. They must have knowledge of understanding--getting it and giving it. They must re-examine the significance of personal contact and irtilire it day in and day out. They most know their objective in life as well as that of the men working for them. Modicol Becords Hip OSCAR F. LEHMAN, Awfct.rt IHracter f Pmoonal, Kaatm Aircraft DhMga, Ouml Motocs Coif. IJwlm, N. J. One of the first lessons to be leaned by those responsible for the administration of safety problems m any organisation U not to limit the safety activities to his own endeavours. The entire plant mm% be organ ized along lines that wfil bring every work man. into contact with obvious concerted efforts for accident prevention. Activities The scope of activities in a wefl dcvcfcipod industrial safety and health departiocutwiO cover such items as follows. These are 12 in cumber; and may I call yoor attention to the hems as being suggestive rather than rigid implications. 1. The treatment and rocotdrog of indus trial injuries. 2. The diagnosis and treatment of minor cnadical conditions. 3. The physical exanfinatioa of workers and applicants for work. i The examination of workers resuming employment after sickness or injury, and those leaving employment because oi sickness or injury. 5. The investigation ai all potential safety and boltb hazards throughout the plant. 6. The general maitrfensace of satisfactory sustatioo and hygiene standards through out 7. The supervision of health education, indudtng accident prevention, mates other-wise covered. a Cooperation with fatally physician carlug &r side cwyloyn. 9. Cooperation with ronrial benefit ssaowhere inch exist, and particu larly with physicians anlsriig strricci to aswwstfca iaaabera 10. Fartitipatioo in the adjtsficatian of all compensation problems, especially oootiwpi]n< 11. Maintenance of adequate records for the protection of the interests o the employ er and employee; sad to todscat* the tread and volume of medical and safety department activities. 12. The rehabilitation of employees who bare bees injured, either through acddeot or occupational gtswaa. Automotive and Machine Shop Section 293 Mr. Lehman: Yes, indeed, it should be Siooe Item 11 sii easts the maintenance of adequate records, this might lead to some important questions directly related to the formnlation of such records and, whore ad equate forms may be secured already printed, to avoid the necessity of drawing them up. Chahmas Metre; One of the most fre quent qq--tioert asked of safety engineers and medical departments by different ladnstries, n rlrinc mformstion for the inaugu ration of a. safety and medial policy or kept in mind that the arrangement of ques tions should be in soch a rna^m^r- that one question will lead to the next. Systematic arrangement of the different subjects will enable the doctor, after he has become ac quainted with the form, to cover his examin ation m a shorter time aad with less coo- xorioa to the patient himself. Chairman Moore: One often bears the com plaint that forms are too long, because of many unnecessary question*. asuaoas to improve the routines already Mr, Lehman: It is wise never to incor established, is regarding the kinds of forms porate in a form questions and routines that that are required in a safety and medical you do expect your doctor to fill fax This department to cover the different phases of a mistake is very often made m drawing up particular industry. new forms, simply for the impression it may Mr. Lehman: First of aO, in the selection of forms to fit the problem* of your own indusUy, tt is very necessary to set down die most important information that will be required, then add ooly those details make. Your doctors do not answer half the questions listed, and your failure to criticise them for not filling out the form completely will encourage them to slight other orders and instructions. that are indispensable to make this infor Qaimaa Moore: We frequently hear ,the mation complete. Do not make the form too statement that there are too many forms used. lengthy, as the average person is faint-hearted when it comes to answering too many ques tions. On the ether haadL do not make the form too sbor^ as many times in the attempt at briefness important items are omitted. A ?rrrrfif beween two cxtmucs is usu ally the right size. Mr. Lehman: To this statement let me offer the fellowing advice: Do not hesitate to have a sufficient somber of forms to cover the various work m your department, as it is far better to have too many than not enough, and yon will have a written record of tboae things which are usually Moore: What are some of the forgotten if yon have to resort to memory items in such a form? alone. AS the different forms used by ywr Mr. Lehman: First, the type should be department, taken together, should give yon large and the questions worded dearly, so a visual record of each phase of yoor safety that the desired information will be obtained. aad health policy. A* an additional sug Chairman Moore: Mr. Tchirmn, doseiy. wfaad to this first question is the one as to where forms can be securedalready printed to avoid the necessity of drawing them op. Mr. Lehman: I am certain that forms used gestion, it is a good plan to have yoor forma gwmeograpbed cntil yea deckle oa those that meet your Mlifrtoa. In thk wr yea will avoid the waste and r spyiuc of changing forms that are already printed. by the -various firms fit the automotive in Chairman Moore: Of what importance are dustry, utilities corporations, trans first-aid record cards or slips? portation systems, insurance companies, and Mr. Lehman: AU cases receiving first-aid inany others, if obtained, could well be the batis of formulating forms adaptable to yoor own particular industry. I am sure that these forma can be made to fit any industry and that, with necessary alterations, they can be mode to cover problems of safety and treatment should be recorded on some type of convenient dip or form. .As it is imperative that such cases report for sobsequent treatment to a doctor or the medical department, by checking up the tame* on the form H can he ascertained whether or health in tuny industry. not they have complied with the instructions Chairman Moore: Is the arrangement of given. Alsow the cost of each treatment can questions on these forms of any particular be determined by the amount of materials significance? used. No ttatlter how trivial a wound may 294 32nd National Safety Congress, 1943 appear, it nnut receive first-aid attention and the injured person must be sent to the proper medical authority for observation and sub sequent treatment if necessary. By this1 me thod infections can be eliminated, with their resulting loss of time from work and de formities. Chairman Moore: Since we have been dis cussing records and form* and have barely scratched the surface as to their mimhrr and variety, there still remains the all important question. What are the values of these medical records of employees? Mr. Lehman: I can best answer this by describing the routine of a person coming under the observation of the medical depart ment, either for employment, or otherwise. First, let us consider the wntir of em ployment. When the prospective employee if sent to the department, u-c eaa ascertain H he was ever formerly zn employee; and though be may say no we, nevertheless, look into the records and see if his name appears there. It is not uncommon to find a foil record of such a man's previous medical history. We then use that information to determine if he is to be approved mcdkalfy for employment. Second, There is the periodical medical survey. It has been the policy of many firms to make a regular annual medical survey of aii employees. In the course of these re-examinations, physical defects that are brought to light are recorded. They then have a con tinuous medical history of the employee from year to year. Each year these re-examination1 record cards are taken from the active files and compared with the previous medical history. Chairman Moore: How about records in relation to sick and health benefit insurance? Mr. Lehman: Medical records of employ ees over a long number of years can be the basis on which one is able to put into con sideration the employees sick and health ben efits. In the matter of filing claims for sick ness, these previous medical records afford the mraiK of determining if the condition for which the claim is made existed prior to the claim Chairman Moore: How about personal injury to employees? Mr. Lehman: Again, the multiplicity of forms is a factor in determining the medical conditioa of each employee, as regards the filing for compensation for alleged injury sustained in the course of doty. These medi cal records make it possible to verify the employee's claim, or to ascertain if Use alleged injury existed prior thereto. Chairman Moore: Mr. Lehman, since time does not permit us to go into every of die various phases and ramifications as to the value and hdp which can be secured from medical records, have you formed any conclusions m year own mind? Mr. Lehman: Yes. Mr. Moore, It is, no doubt, needless to say that where there is available a medical record of employees over the period of their length o employment, those responsible for these records have a wealth of material and data on Kmv1 from which to write upon or to talk about the ultimate results obtained from a therapeutic standpoint, or to ascertain the true value of such measures as periodical medical exam inations and the' benefits that accrue from them, and the best methods of treatment for injuries that are prooe to occur in the daily operation of industry. The sun and substance of adequate medical forms for record is to transcribe everything about a person that vriU need to be available in the future for the true detemumtiou as to the authenticity of claims arising, regard less of what nature. The form record may not have much value today, but cue can never tell when aoc will sorely need evidence with which to combat charges that may be humiliating, if not disastrous, to She one is charge of a large industrial estabtiahmcc*. Do not be afraid to pot the trash in miring and with a thoroughness that will not be disputed, if an occasion arises that necessi tates proof of your efficiency and integrity to administer the valuable wnrioe of conser vation of employees safety and health in industry. Automotive and Machine Shop Section 295 Uamg Plant Protection By . T. ADAMS Assistant Director of Personnel, Buum Aircraft Dxvtricn, General Motors Corporation, I.tndsn, N. J, Why should we a&e plant protection in the plant safety program? Are not the full time efforts of safety directors and inspector*, foremen and other supervisors sufficient? Plant protection departments constitute a set of tools which, In many plants, have not been redesigned, sharpened and applied to the fullest possible extent to the further ance of plant safety. The ultimate relationship of plant pro tection departments to plant safety de partments and their activities is one that is frequently little known, understood or utilized. Foremen and safety inspectors usually comprise the activating * forces behind the plant safety programs. In fact, it is not infrequent that exhaustive efforts are spent on foremen in the hope that they may carry the brant of the plant safety campaign. The reasoning back of such effort is sound and seed not be de fended, but bearing down on foremen or any other limited group of employees to the partial exclusion of the full use of any other group loses part of the value of those unemphasized groups. We should use all groups to the limit of their ca pacity. In aircraft malting the finished product is, if improperly made, the worst hazard of all and has the most far-reaching conse quences. Its defects may affect the life of that ship's pilot, his crew, the other ships and crews In his Eight, and, in fact, the whole course of the action in which he is engaged. The loss of that defective plane may cause more casualties in our ground troops or battleship personnel. So safety hazard detection takes on an ampli fied significance h airplane plants. Try as we may, we can obtain only a rmtt portion of a foreman's time for ondistracted and undivided application to safety. The pressure of wartime produc tion with its monumental problems of un familiar products, unskilled employes, uacured supervisory help, shortages of parts and materials, attendance at training ses sions and other meetings and the many other duties and worries, combine to make safety--even to the most conscientious of foremen--just another phase of foremanship and drastically reduce the emphasis each one can give to it. Safety is a matter for everyone's active interest and effort. It is not a matter, as It may be too often considered, of my in terest in my safety and your interest in your*. I must be interested In your con tinuing work uninjured, and you must have the same broad interest. Only by malting a person sf' '* 'nscioas for otherm is his contribution to & plant safety program of more than negligible value. We appoint safety directors, safety inspectors, safety committees; we make safety inspections, safety devices and afety rules . . . what for? For our own benefit? Of coarse not, except ss incidental to the main purpose. All the effort is spent to eliminate injury to others. Even if we were to succeed in malting every employe so safety-minded that he painstakingly guarded himself from injury or the liability of injury, the job would be only a fraction done. He, each individual, could so easily, jeopardize the safety of others while being serenely safe himself that "self-safety'* obviously is totally in adequate. We need to have every employe imbued with the idea of self-safety, but we also need the services of all personuel we can recruit whose safety interest is broader and possibly more abstract or im personal. Plant protection is such a group. Plant Protection. Personnel Id what ways are plant protection per sonnel especially fitted to render major assistance in the safety program? Plant protection departments have the desired wide outlook and impersonal ap proach. Their normal interest Is of an extremely broad nature, and tbexr train ing exceptionally fits them for alertness 296 32nd National Safety Congress, 2943 to conditions of actual or potential hazard teria probable. Sharp metal protruding to others. Their main job 2s the detection of irregular conditions in the plant. These irregular conditions -may relate to fire pre into mam or side aisles; shop trucks, dei fies, pilod materials, power or Hght exten sion cords and asksw left a aisles at the vention* to role variations, to saaitatiou, waste, labor trouble or other matters. Their training and the exercise of it makes time of Hght faUai spiion; abrupt changes in floor levels; hangiag cables, heaters, troOcys, airtibes, ttglehw or beams them extrovert* to a marked degree, and which present no hazard s& fight are as meh they are aim to general plant linking menaces is the dark or semi-dark. conditions; to coodittoas that would in And all hazards which exist in fight have fluence others than tbtmsahcs their potency multiplied several times to In other words, they are eminently the blinded employes of a Widrost fitted to assist hi the broader phases of Another reason that patrolmen detect plant safety. Their training ivcrcasc* hazard* not reported by foremen or their their imaginative powers, without which regular safety inspectors 2s the wcU-knowu many an obvious hazard remains undis and recognized truism that it t* possible covered and uncorrected. It permits them to be **too close to the woods to see the to visualize a situation from existing con trees.** Foremen and inspectors accept as ditions and, if such a hypothetical situa normal and unchangeable certain hazards tion ss hazardous, to have steps taken so which an outsider, whose interest is not that either that particular sittxatioa does primarily production, may fanmediately de not recur, if it is to occur, H is rendered tect. harmless. Recently, in a power failure and result As these men patrol the plant they are ant blackout, an employe was reluming constantly alert to the recognition of such from the plant cafeteria, as the light* were situation* pertaining to fire prevention and cot He had nearly reached his place of the application of plant rales. To increase work, an area which be probably knew as their scope of interest by the addition of well as any person. On a p2Qar adjacent safety Is natural. Where H has been done, to Us bench there was a small bench the results have been of decided value, and grinder winch stuck out into the aisle a it has brought repot t* and correction of few inches. This employe rammed *** hazards which were obtainable from no ^ the grinder tabic with such force as to other source. cause a rupture. The moral: dear tie Hazards Detected aisles and marie their margins. Such happenings are sot uncommon. A You may ask why the regular inspectors and supervisors have not discovered and reported the items of hazard found by patrolmen. One answer is that a great man recently walked off the edge of a roof of a camouflaged plant hi a practice black* out with serious results. Rad exposed roof edges on patrol routes. number of conditions are made hazardous Injuries to patrolmen usually occur at by the loss of normal plant fighting condi night Seeking a steam or other leak, with tions,. men on patrol at night with the flashlight aimed away from Ids intended plant "down*' find many dangerous con- path, serious metal cots in limbs, iuplores, dhions that are perfectly safe and con stumbling injuries, head injuries, ato, have stitute so danger in daylight or in a repeatedly occurred. lighted plant. Of course, that type of accident cause is not all that they reveal, bat these hazards incident to darkness are of extraordinary current interest. Host plant patrol organizations cat* tomaxSy report accident hazards incident to their Job, such as unsafe Udders and stairs, boles m floors, slippery roofs or . The necessity for blacking out our walks and the Like. They also report ma plants, the possibility of loss of lights by chines left running; leaks; doors, windows bombing, by sabotage or by lightning, and fights that are out of order. A fittie flood or other causes is with us. New. additional training and they oo as mfly employees and saboteurs make hys detect and report guards off machines, Automotive and Machine Shop Section 297 control buttons tied down, bigb heels, loose clothing, lack of eye or lung protec tive devices and many more of the hun dreds of unsafe practices and conditions crating in every plant. Changes Nsccauury What changes are required to assure obtaining the best results from plant pro tection efforts to safety? To gain the utmost service and value from place protection personnel oa plant safety programs as oo fire prevention and Irregular condition detection, it is neces sary that all of them patrol in all areas of the plant at all hours of the day and night. This assures getting the observations of the alert as well as the phlegmatic, the young as well as the oM, and supplies a cross section ol diversified special inter ests which have proven to be highly advantageous Such deportment-wide expression is gassed by having all, or nearly ail, men rotate on posts, patrols and working shifts., That is: A regular rotation of time spent on each of the three shifts, a regular rota tion of days off and a frequent change of posts and patrols during each shift. This arrangement of schedules operates to pat each patrobnaa on patrols of plant areas under all the various conditions of produc tion and non-predtaction; of daylight and darkness; of week-ends; of ram; excessive heat or cold; m fact, under every condition affecting the safety of employes and the security of the plant. A plant which bad just installed snch a rotation system immediately had iocb as increase in patrolmen's observations of irregular conditions, including safety haz ards, that it was necessary to revise and simplify the method ol reporting them to the interested plant supervision for cor rection. And it was not a flash in the pan but continued over a long period. Hen who had been on nights came up with many daytime hazards not recognizable to the habitual day worker, and of course, the opposite was true to even a greater extent. Value of Program Plant protection can make a definite contribution to the safety program of any plant if they are used where their time and training is available and if their special duties and training are augmented and directed to amplify their regularly estab lished functions. Briefly, their aid is of exceptional value doe to the facta that; 1. There are several or many of them in every plant. 2. They most walk through every part of the plant property each hour of the nighty and each - boor when the plant is down, whether day or night. 3. Their regular traintag tends to make them alert, observant and imaginative. 4. Their interest is broad, impersonal and unselfish. Best results are accomplished by: 1. Rotation of men oa posts, patrols and working shifts. 2. Extra training directed so as to be correlated to their regularly established duties and functions. What, if any, advantages accrue to plant protection by such a program of safety activity? There ia a corollary to plant protection's activity in the plant safety program that developed as a pleasant and valuable sur prise. A reciprocal advantage rebounds to the plant protection from the close collab oration mad cooperative relationship be tween them and the members of the safety department. Such relationship gives the safety men an insight Into the purpose and function of plant protection, and many are the reports - received from them of inci dents and instances not of a safety nature bnt of distinct plant security nature. Conversations disclosing possible sub versive thinking on the part of an em ploye, flagrant rule violations, potential disruption ol management-employe rcla-" tious. racial feelings, suggestions for better employe and vehicular movement, parking lot changes and many other matters have been brought to the attention of plant protection by safety inspectors with result ant improvement m plant operation and conditions. This phase of the activity should not be overlooked as it is of much greater significance than generally real ized. 298 32nd National Safety Congress, 1943 BooiiiMrimgr Ml^ Pucbanif By B. D. BAKVBY Director of Safety and Education^ The Murray Corporation of America Detroit, Midi. Since the inception of the safety move duction and other problems that make ment in the nineteenth ceatory there your solution unfeasible. been a gradually increasing recognition of The better approach is thl* one:-- the part played by faulty engineering in accidents.^ "Let's change this drawing to com ply with the ASA Code. Under the Conclusions based on accident investiga code there are three or fear ways to tion has resulted in recognition of the fact do it, and I would recommend this that only about 15 per cent of all accident one. Of course, if one of the others do not involve a corrcctible mechanical looks better to you I will approve it-** feature. As more trained men attack the If you use this proper, ethical approach problem even this low figure U questioned, you will soon find yourself on a more and will probably continue to drop. informal ground where you will be called I do not wish to imply here that we do not believe in safety education and train ing. Our several training programs, rang ing from apprentice's to foremen's classes, and including three-week courses for pro upon early in the design of new equip ment, and your engineering staff will know your requirements; know +K*-TM not as personal eccentricities, but as sound engi neering practice that is a part of their job. duction employes, arc basic in our safety The number two "don't" applies to the policy and have proved their value in 1 purchasing authority. Don't approach him lowering accident severity. like this:--- Most accidents have a mechanical and a personal cause, the elimination of cither of which would prevent the accident. Hence * balanced safety program involves *T want you to buy Dotksc't soap for the plant because the boys seem . to like it." In the first place, you are g over both, one of which--the mechanical--we arc going to discuss sow. The relationship of the safety man to the engineering and purchasing activities of his corporation must be direct, definite and emphatic. Such a relationship is vital to a successful safety program. It can be a cordial, efficient relationship if the safety man offers intelligent, sound cooperation, or it can break down entirely if be fails to do so. --. There are two basic approaches com mon to safety men which I want to warn emphatically against. Number one goes something like this;-- his job--that of purchasing the best ma terial available with a - view to cost, de livery and effectiveness. In the second place, you are limiting bin to a single source of supply which not only hampers him, but also raises the ugly snspickn of collusion between yourself and some sales man. In contrast, the correct approach Is more like this;-- "The following list of cleansers are approved by the Safety Department for use in our wash rooms. They are listed according to our preference based on trials made in various de partments. Trials made were on soaps "Build it this way because ray ex listed by Dr. Louis Swartz, head of perience shows this way to be the the Federal Health Bureau, in a recent best.** bureau publication. Analyses were also In the first place, the engineer ap proached feels that his own experience is made by our own laboratories and they concur in these specifications." better than yours, and secondly, your arbi- Tins type of specification is what a pur - trary ruling may very well overlook pro chasing agent wants, assures you of less Automotive amf Machine Shop Section 299 soap complaints, eliminates dermatitis from that source and lets you use the tame spent listening to soap salesmen to better advantage. We have discussed actual contact with yOuT engineering and purchasing divisions. Now comes the question ms to when the safety man should be consulted and what plant facilities and purchases should re quire his approval. Your guide to this phase of the problem rests primarily on the source material which wc will cover a little later. If there is an ASA code for ladders (incidentally there is) which covets requirements for the roaoufactaic of them, then by all meats yoo should approve the purchase of ladders and inspect them or see that they arc inspected in compliance with this code. In some of the more progressive states, this ladder code and others have been written Into the state law, and surely it is the safety man's job to see that his company complies with factory laws whether they be State, Municipal or Fed eral. Certainly- then, ladders shonld be pur chased, inspected and maintained under the cioae superrisiou of the safety man. If you, as safety men, will provide your selves with the codes, specifications and Wgal requirements, this question of what you should approve wiQ be largely an- lausi There will be other cases based on your own accident experience, prob lems peculiar to your own plant and pro duction methods which may make it wcaiiarj to go beyond this broad cate gory, but they are very few- usually unim portant and dangerous to your program. I wish I could tell you that it is never necessary for a safety man to issue his own specifications for the purchase and design of equipment, but I cannot, A coangeauB and progressive safety pro gram will involve, now and then, the issuance of such requirements. They should he issued only after thorough con sideration of the problem and a search of all available authoritative data to see that do standard such as yon propose has been agreed upon before. Talk over your need for such a standard with everyone in volved--get all the advice, objections and data you can; then, If yon arc sure yon are right, go ahead. As I go into this next and last phase of this problem I want yon to understand that I am making no attempt whatever to cover these sources of information in order of their importance. Each code, law and specification speaks for itself, backed by the authority of its sponsoring or legisla tive backer*. We have laws, regulations and ordi nances which should be broken down into two classes--those issued by governmental agencies having jurisdiction over your plant facilities, and those not having such jurisdiction. Your municipal government wiU prob ably pass little legislation relative to ma chine operations, and win satisfy Itself with a boilding code, together with the adoption (usually uxtfiBdal) of an elevator code. Occasionally a city also has an electrical code. A traffic law is always among the city ordinances. Your county government may concern itself with hygiene to some extent, but these governments seldom issue stringent factory regulations. Your state may have anything or noth ing in its laws relative to your operations. Careful study of state laws is necessary to be sure you have them all. Ills not enough to obtain the usual synopsis issued by the state labor board or its equivalent. Other laws may overlap into factory operation, and some court derisions under the com mon law may apply to your.plant- These state laws are generally the most difficult to obtain in their entirety. Federal laws and regulations, together with directives, decisions and exceptions, form another complete list. When yon are dealing with these laws bear in mind always that your function is that of a safety engineer and not an at torney. If a legal opinion is indicated, get it through your plant attorneys, your com pensation department or year insurance company. Laws of other states and cities having no jurisdiction over you arc interesting from two viewpoints. First, your corpora tion may move or expand Into other juris dictions, and secondly, some state regula- 298 32ud National Safety Congress, 1943 Engineering and Pinchufmg Br Jt D. HAKVKY Director of Safety and Education, The Homy Corporation of America Detroit, Mkb. Since the inception of the safety move- meat in the nineteenth century there has been a gradually increasing recognition of duction and other problems that make your solution unfeasible. The better approach is this owe:-- the part played by fealty engineering in iccidents. "Let's change this drawing to com ply with the ASA Code. Under the Conclusions based on accident investiga tion has resulted in recognition of the feet that only .about 15 per cent of all accident io not involve a corrcctsblc mechanical code there are three or four ways to do it, and l would recommend this one. Of course, if one of the others looks better to you I will approve it." feature. As more trained men attack the problem even this low figure is questioned, tnd will probably continue to drop. If yon use this proper, ethical approach you wilt soon find yourself on a more informal ground where you will be called I do not wish to imply here that we do not believe in safety education and train- tig. Our several training programs, rang ing from apprentice's to foremen's classes, tnd including three-week courses for pro- iuctkM employes, are basic in our safety policy and have proved their value in lowering accident severity. upon early in the design of new equip ment, and your engineering staff will know your requirements; know them not as personal eccentricities, but as sound engi neering practice that is a part of their job. The number two "don't" applies to the 1 purchasing authority. Don't approach htm tike this:-- Vest accidents have a mechanical and i personal cause, the elimination of either of which would prevent the accident Hence a balanced safety program involves both, one of which--the mechanical--we ire going to discuss mow. The relationship of the safety man to the engineering and parebating activities of his corporation most be direct, definite and emphatic. Such a relationship is vital to a successful safety program. It can be S cordial, efficient relationship if the safety man offers intelligent, sound cooperation, or it can break down entirely If he fails to do so. _ There are two bade approaches com mon to safety men which I want to warn emphatically against. Number one goes something Idee this:-- "Build it this way because my ex Ml want you to buy Dooktc's soap for the plant because the boys seem . to like it" In the first place, you are taking over his job--that of purchasing the best ma terial available with a view to cost, de livery end effectiveness* In the second place, you are limiting him to a single source of supply which not only hampers him, but also raises the ugly suspicion of collusion between yourself and some sales man. ' In contrast, the correct approach is more like this:-- "The following list of cleansers are approved by the Safety Department for use in our wash rooms. They are listed according to oar preference based on trials made in various de partments. Trials made were on soaps listed by Dr. Lotus Swartz, head of perience shows this way to be the best." the Federal Health Boreas, m a recent bureau publication. Analyses were also In the first place, the engineer ap proached fceU that bis own experience is made by our own laboratories and they concur in these specifications." better than yours, and secondly, your arbi This type of specification is what a pur trary ruling may very well overlook pro chasing agent wants, assures you 'of less Automotive and Machine Shop Section 299 soap complaints, eliminates dermatitis from that source and lets you use the . time spent listening to soap salesmen to better advantage. We have discussed actual contact with your engineering and purchasing divisions. Now comes the question as to when the safety man should be consulted and what plant facilities and purchases should re quire bis approval. Your grids to this phase of the problem rests primarily on the source material . which we win cover a little later. If there is aa ASA code for ladders (incidentally there at) which covets requirements for the manofactuff* of them, then by all means you shnoM approve the purchase of ladders and aspect them or see that they are inspected fa compliance with this code. In some of tbe more progressive states, this ladder code and others have been written into tbe state law, and snrely it is the safety nan's job to see that his company complies with factory laws ""whether they be State, Municipal or Fed eral Certainly then, ladders should be pur chased, inspected and maintained under the dose supervision of the safety man. If you, as safety men, will provide your selves with the codes, specifications and legal requirements, this question of what yon should approve wiU be largely an swered. There will be other cases based on yoor own accident experience, prob lems peculiar to your own plant and pro duction methods which may make it necessary to go beyond this broad cate gory, but they are very few--usually unim portant and dangerous to your program. I wish 2 could tell you that it is never necessary for a safety man to Issue his own specifications for the purchase and design of equipment, but I cannot. A courageous and progressive safety pro gram will involve, now and then, the issuance Of such requirements. They should be issued only after thorough con sideration of the problem and a search of ali available authoritative data to sec that no standard each as you propose has been agreed upon before- Talk over your need for such a standard with everyone in volved--get all the advice, objections and data you can; then, if you are sure you arc right, go ahead. As I go into this next and last phase of this problem I want you to understand that I am making no attempt whatever to cover these sources of information in order of their importance. Each code, law and specification speaks for itself, backed by the authority of its sponsoring Or legisla tive backers. We have laws, regulations and ordi nances which should be broken down into two classes--those issued by governmental agencies having jurisdiction over your plant facilities, and those not having such jurisdiction. Your municipal government will prob ably pass little legislation relative to ma chine operations, and will satisfy Itself with a buildrug code, together with the adoption (nstally unofficial) of an elevator code. Occasionally a city also has an electrical code. A traffic law is always among the city ordinances. Your county government may concern itself with hygiene to some extent, but these governments seldom issue stringent factory regulations. Your state may have anything or noth ing in its laws relative to yoor operations. Careful study of state laws is necessary to be sure you have them 4Q. It is not enough to obtain the nsiml synopsis issued by the state labor board or its equivalent Other laws may overlap into factory operation, and some court decisions under the com mon law may apply to yoor planL These state laws are generally the mod difficult to obtain in their entirety. Federal laws and regulations, together with directives, detirioos and exceptions, form another complete list. When you are dealing with these laws bear in mind always that your function is that of a safety engineer and nor an at torney. If a legal opinion is indicated, get it through your plant attorneys, your com pensation department or your insurance company. Laws of other states and cities having no jurisdiction over you arc interesting from two viewpoints. First, your corpora tion may move or expand into other juris dictions, and secondly, some state regula- 300 32nd National Softly. Congress, 1943 toons are sound from a safety and engi neering standpoint and their voluntary adoption is good safety engineering prac tice. Closcty allied to these legal require ments arc the American Standards Association Safety Codes. Many states have written these codes almost entirety into their laws, and the preamble to each code recommend* H to governing bodies. Trying to direct a safety program with out the ASA codes which apply to your plant is an inefficient, bungling procedure and often a ludicrous one to the trained engineers and technicians with whom you work. These ASA codes represent the com bined knowledge of the best safety engi neers and other technicians in the field today. The impressive list of sponsors on the' first pages of these codes represents leaders in the field entered--practical, ex perienced men together with professional men and experts m mil allied fields. The code that follows is. their consensus after months of study. There are other vital sources of infor mation. The United States Bureau of Hines approves gas masks, respirators and other protective equipment and instruments. This equipment, when approved, is stamped "permissible" for the 'purpose mentioned. To use a respirator for lead dost which is not stamped permissible for lead dust Is to court disaster. The Bureau will supply yon with lists of approvals granted and their tasting method* on re quest. In addition to this testing, the Bureau issues publications concerning^ex plosive ifTM*--, flash points, dnt explosions and skilled subjects. Its recommendation* can be followed with complete confidence. The National Fire Protective Asaocbthm issue* standards oa many subjects and keeps them up-to-date. If you have a competent fire marshal with a sat of these on hi* desk, along with a few other codes and handbook* pertaining to fire prevention and fire fighting, you can offer up a little prayer of thanksgiving and depend extensively on him to cosTcct fire hazards. If you have no fire marshal, or a retired city fireman with years of expe rience, and a blissful ignorance of such things as flash points and explosive limit*; then it is up to you to consider fire haz ards a* safety hazards--which of course they are--and take over the task of elimi nating or controlling them. The Federal Stock Catalog gives many specifications well applied to safety and kept rigidly up to date. The Federal Printing Office issues a monthly list of its publications, and you should be on the mailing list. Recommendation* from the Federal labor Office are numerous and, for the most part, sotutd. They should be studied carefully before adoption, however, as many of them concern safety along with other factors, the line of demarcation is sometimes vague. Haierial. from the National Safety Council should be kept aad considered. Other material consists of books, arti cles, pamphlets and specifications from" dozens of sources. Large corporations are usually willing to give yon copies of their safety specification* and rules, aH of which can be used is compiling your own. A good Hechankal Engineering handbook and one on Chemical Engineering are ex cellent, as is a handbook on the ASA Electrical Code now os the market Don't get tire Idea that these codes will take up too much of your time--they will save your time. They are based on plant inspection, and go band m hand with- the truism that when a Safety Director cease* to the a Safety Inspector bis usefnfne** i* about ended. For the consideration of City Safety Councils I recommend, along these lines, the formation of a technical committee such as now functions m the Detroit Safety Council. This committee does not set itself up as a group of experts, but does eiaiTw to be able to get the answers to members* questions. Incidentally, such questions are presented at regular meet ings and are answered a month later so that sound engineering opinions are.given, eliminating the quiz program features of the regular panel discussion, and its often wrong curbstone opinion*. Automotive and Machine Shop Section 301 THURSDAY AFTERNOON SESSION October 7,1943 Presiding: General Chairman, C E. Wooliever, Personnel Mnaager, Buck Motor Division, General Motors Coty, Melrose Park, 11L At the Thursday Afternoon Session o she Automotive and Machine Shop Sectieu, Mr. WtHiazn G. Powers, Pcxsonal Rcpretentative of K. E. Holler, General Saks Maoagcr, Chevrolet Motor Car Dms&o, General Motors Corps, was the only speaker, Mr. Power* presented an inspirational talk entitled "Step Out and Sell Safety." He spoke without not** and no record is avallable coveting hi* remarks. Cement and Quarry Section Officers 1942-1943 General Chairman--W. M. Powaix, Medusa Portland Ccroexn C., Cleveland, Ohio. Vice-Chairman--H. F. Ycmat, The General Crushed Slone Co., Easton, Pa. Vice-Chairman--Davi ApAm, Lawrence Portland Cement Co-, Northampton, Pa. Secretary--J. R. Boro, Natknal Crushed Stone Assn., Inc, Washington, D. G- Nexss Letter Editor--Jack Doowttkr, Canada Cement Co., LfcL, Montreal, P. Q-, Canada. Engineering Committee Chairman--Johan Nowic, Pcnnsylvama-Dude Cement Corp^ Naza reth, Pa- Membership Committee Chairman--F. L. Maus, Alpha Portlanl Cement Co., Easton, Pa. Program Committee Acting Chairman--F. L. Maus, Alpha Portland Cement Co, Easton, Pa. Publicity Committee Chairman--*P. N. Bosbxell, Universal Atlas Cement Co., New York, N. Y- Statistics Committee Chairman--'W. W. Adams, U. S. Bureau of Mines, Washington, D. C. Membership at Large-- V. P. Ahkaim, National Sand & Gravel Assn, Washington, D. C, E. D. Universal Atlas Cement Co, New York, N. Y. H. M. Beatty, Kelley inland l ime & Transportation Co., Cleveland, Ohio. F. J. Buffington, New York Trap Hock Corp., New York, N. Y. A. J. R. Cturns, Portland Cement Assxl, Chicago, fit R. A. Dittjca*, Universal Adas Cement Co., Hudson, N. Y. O. VL Gxates. The General Crushed Stone Co., Easton, Pa. Col. H. A. RntiHaa, Lehigh Portland Cement Co. S. W. Staotteh, National Lime Asm., Washington, D. C. A. J. WwtBM, The New Haven Trap Rock Co-, New Haven, Coon. _ Pm Gewnl Ctifrann 303 304 ` 32nd National Safety Congress, 1943 Officers 1943-13441 General Chairman---David Adam, Lawrence Portland Cement Ox, Northampton, Pa. yice^hc*rme--'EL F. Yam*, The General Crushed Stooe C, Easton, Pa. F. L. Maos, Alpha Portland Cement Gx, Easton, Pa. , Secretory--J. S. Bovs, National Crushed Stace Assn., Xoc-, Washington, D. C. News Letter Editor--Jack Dempster, Canada Cement Co, Ltd, Montreal, P. Q, Canada. Engineering Committee Chairman -Jowak Noevjg, Pom-Dnoc Omrm Coxp, Nazareth, Pa, Membership Committee Chairmem--1^. R. Rxcs, Nazareth Cement Co, Nazareth, Pa. Program Committee Chairman--S. L GmorawALT, North American Cement Corn New York, N. Y. Publicity Committee Chairman--P. N. Bushitcju, Universal Atlas Cement Co, New Yotk; N. Y. Statistics Committee Chairman--^W. W. Adams, U. S. Bureau of Minn, Washington, D. C. Members at Large-- V. P. Ahuik, National Sand & Gravel Asm, Wuhiiitw, D. C. H. M. Beatty, The* Kelley Island lime & Transportation Go, QcreUad. Ohio. F. J. BomxoxoN, New York Trap Rode Corp, New York; N. Y. A. J. R. Cuans, Portland Cement Assn, Chicago* IU. R. A. Dittma*. Uomnal Atlas Cement Co, Hudsoo, N. Y. O. jUL Graves, The General Crashed Stooe Co, Fasten, Pa. M. C. M. PouAia, National Gyprum Co, Buffalo; N. Y. *W. M. PcwXLi-, Medusa Poctlaal Caoe4 Co, derdand, Ohio. Col, Hetucy A. Rmrurasa, A.U.S, Third (Man Defense Rcpoc, Baltimore, Mi S. W. STAunsa, National Lime Assn, Washington, D. C. A. J. Wotrant, The New Haven Trap Rode Co, New Haven, Coon. *Fwt CoktiI Clutria tA* ilirtii hr tht klmtM cs CamxeM swMim Cement and Quarry Section 305 WEDNESDAY AFTERNOON SESSION October 6,1943 Presiding: General Chairman, W. M. Pbwdl, Safety Director, Medusa Portland Cement Co, Cleveland. Esc*sttCsmf oad Quarry Accident Experience W. W. ADAMS Supervising Statistician, Bongo of Mines, U. S. Department of the Interior, Washington, D. C. The subject assigned is intended, I be lieve, to cover accidents in those branches of the quarrying nod allied industries that include the production o{ cement; limestone, marble, granite, traprock, sandstone, and slate. It therefore embraces not only work performed inside the quarries but also such outside work as rockdressing and the manu facture of cement or fine. The recent accident experience of die in dustry as thus defined is comparatively good --roads better than when the records were bad dropped to 41.0. In 1936 it bad fallen to 39-5 but it rose to 40.1 in 1941. The esti mated rate for 1942 shows another drop, this time to 37.6. Only in two other year* has the rate been so low, in 1939 and 1940. When we compare the rate for 1916 with that of cither of the most recent two years, 1942 or 1941, we find that the quarrying industry has reduced its accident rate by 35 or 40 per cent. There is a sound basis, there fore; for the statement that the recent acci dent experience of tlx; indusry has been good. started in 1911; better than it was in, say, 1925 or 1930. Moreover, the past five years (1938-42) present a more pleasing picture than that furnished by the five years 1931-35. Rates Vary in Different Branches The generally favorable record of the in dustry as a whole has not been shared equally Annual rates have floctnated, bat the trend by all kinds of quarries. Also, the char has been favorable, showing progress in the prevention of acridexits. Statistical tables accompanying this paper have been prepared from reports supplied by operating companies to the Federal Bu reau of Mine*. Only the principal facts re vealed by these tables will be mentioned. acteristic accident rates of some branches of the industry may be higher or lower than for other branches. To consider each branch of tike industry separately, it is necessary to select a period of time ending with 1941, as some companies have not yet reported for 1942. During die 11 year* 1931 to 1941, the cement industry Favorable Record for Industry led all other groups engaged in quarrying Operating companies began to furnish ac cident reports to the Bureau of Mine* in 19U, thirty-two years ago. For several years aiter the work was begun, the reports from many companies gave incomplete coverage of acrideotg. This fact became apparent when the accident rates for the industry were computed and were obviously too low. By 1916 the reports of injuries bad improved, so that cocnpiUtioBs based upon them produced accident rates that appeared to be trust worthy and reasonably complete. In that year, 1916; the acritfeat-frcqtxiicy rate was 63.4. Five years later it was 623 and ten years later, 58.0. By 1931 the rate and related work by maintaining the best safety record, meaning thereby that the ac cident rates in that industry were lower than for other branches of the quarrying and allied industries during each of the 11 years. Moreover, the rates for the cement industry cootinoe to improve. Although the rate for 1941 was higher than that in the 3 years im mediately preceding, the average for the most recent 5 year* was better than the average for the first 5 years. This favorable record covers the entire cement industry, including work inside the quarries and that performed, at the cement mills. The comparison continues favorable 306 32nd National Safety Congress, 1943 for cement when the quarry work and mill quarries comprise the largest class of build- work are considered separately and com ing-stooe quarries and have the most- em pared with quarry work 2nd outside work ployees. Marble, slate, limestone, and sand at other classes of quarries where the stone stone quarries are the other groups. is crushed after quarrying. Hie granite group of dimension-stone quar Cement Holdi Lead First position in safety was maintained hr the quarries of cement companies during 9 or the II years under review, while the cement nulls bdd first position during 8 of the 11 years and second position during tike remaining 3 rears. If we wish to left 100 per cent rcprtecot a perfact score mi unbroken leadership darng 11 < and 11 m0 yean tint ig 22 j covering quarries aa4 oAta, Aft that the proper os*e lor Aft MM try, winch held s lend 2? ftd Aft 4 22 years, wn* 77 per OMt Vt1 matt we odd onA lor tite 2 ries might be rated 4$ per cent for having either the lowest or second-lowest accident rate in SO out of a posable 22 times for it* quarries and nock-dressing plants during the 12 years 1931 to 1941. This is com parable with 91 per cent for cement opera tion* ia the ernsbed-stooe group. Calculated In the oar mamcr, the rating of marble 1 and plants among building-stone op59 per cent, meaning that t apentioaj have the lowest or aecaodwrititte rate among bvnbfing-sinae k 11 waft of a possible Z2 t`i un t mi sbttr quarries and plants 1 only 14 per cent relative cement walls score would he 1 This fine 1 plants i the large nwher ( 1 employs. When 0 1m redone* its acodsnt a of seti large. With Ac 1 tbt mAp bar limcvttmc also was ontj *A aAaaa She sandstone group, with the mAm mAt of employees, had a relative t ad S per cent. Two of these five groups--granite and iiaae' accident rates during tit* m* fi JMT* titan during the first 5 years dA tb-ysar period. The other three groups -^aaititi Ac, and tiaproefc--bad increased the lowest urcil-- classes of gnuijng mmm tennty fi T*i--rr of Qestin thf Bntttt of Him Ac j the hg*w>o those revealed lor panio 1 rock. The report* frw tins dan* of pw- ries show the tirghiw ooriAiM attt io | of the 11 yean. Irwring 1 year when the highest rate was lor nofiteowe, and 2 year* when the highrsf rate was lor slate. The relatively high rates reporwd by traprock qtames as a das* Acid not fee permitted to obscae the fact that favorable rates are achieved by many individual companies with in the class. T* aaannK: A line-up of Ac seven danse* of quarries, based on their records during tiw meat neat 5 year* for which figure* are available, shows the relative sxaudiag 10 be in this order: (1) Cement. (2) giSuite. (3) marble, (4) Inncstooe. (5) date. (6) sandstone, and (7) traprock. Each of these groups, with one excep tion, shows a favorable record when the most recent 5 years is compared with the first 5 year*. The largest improvement was made by granite companies, whose accident rate was reduced about 17 per cent. A 15-per Quarries Producing DioeatioD Stone cent reduction writs reported for cement. Traprock (parries, whose prevailing rates Among quarries that produce dimmtiop have been higher than for other groups, stone for monument* or building*, there i* no nevertheless lowered their rate 9 per cent tingle class or group that stands Oct procai- The redaction for sandstone quarries was 6 ncntlj and consistently over the yean for per ant A 2-per cent redaction was re its low accident-frequency rates as does ported in the rate for limestone and a 1-per the cement industry among quarries produc cent reduction for slate. Only one class of ing crushed or ooodimention rock. Granite quarries--marble quarries--reported a higher Cement and Quarry Section 307 rate, and in this instance the increase was 18 per cent. All groups combined reported a rate reduction of 7 per cent. With the foregoing review of the industry from a national point of view, only a brief statement of the position of some of the leading state* will be made: Experience m V*rioam Ststss About half of all of the employees in the quxvrymg industry of the United Sum are distributed among seven states. The hading state is Pennsylvania, m which abut ooesixth of all quart? worker* are UDpkyol The six other states are Ohm. Missouri. Mew York, California. Indsaaa. and Biaii The latest five years hr which figure* are avigahh. whew rnMfturnd with tiw earlier 5 year*. ItiWS, daw a 7-p*r oat reduction in ari'Amn pw atiin i*a hours ia the United Sate aft a AA fwte^ vania'* raar ban dadbted 4 far cm. The rate for the second largest state, Ohio, and that for California both declined 28 per cent. A 19-per cent reduction was revealed tor New York and a I3-per cent reduction for Illinois. Records for Missouri, the third largest state, showed an increase of 19 per cent, while a 5-per cent increase was shown in the rate for Indiana. These percentages of change reflect a com parison between representative rates for Ac two 5-year periods, 1931-35 and 1937-41, by which is nra"* the midpoint rate when the rates for each 5-year period were arrayed according to we These reductions in some of Ac largest qoarrynac states and all but 00c of the seven differed classes of quarries, plus re- m die rates for many individual companies ia all states and in all groups, to form a favorable arvd pleasing pictarr mi the recent accident experience of ywi ijvq and its associated activities. XSS VOt THK QUARRYING t THK UHTTKD STATES Tw SM. " rm mz 1993 mi m* 1937 1938 1939 1940 1941 *4 OJM tu 12* 9LS3 M. 1207 9.96 902 9JI 1U5 AM SS39 7 7199 5457 5223 S4JH 4239 4298 4524 49SS Year Snte State 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 49.53 4298 6863 64JM 6589 48.19 7531 58.15 65.31 5182 uo 59.02 513)9 6283 58.12 5489 53.17 5633 57.W 7038 71.03 5789 1 Indudes limestone used ia the manufacture of lime. T--.-- 55.05 5267 6US3 57-27 S3.90 5489 54J9 5530 4982 51113 58.49 Tfvpcock 72.14 70-00 73.11 81.10 53.60. 6033 75.76 6285 65-95 6344 69.07 Mart** 30.43 4527 3333 4332 44.07 3780 5052 5839 6Q.92 4082 4633 AQ bwf 41.04 38.48 4205 4182 38.19 39.49 4089 38-19 3631 35J2 40.11 - 308 32n4 National Safety Congress, 1943 Table 2---ACCIDKNT-FREQUKNCY RATES POK QUARRIES PRODUCING BUILDING OS DIMENSION STONE AND THOSE PRODUCING CRUSHED OR NONDDCENSION STONE, 1931 TO 1941 Year 1931 1932 1933 1934 1935 1936 1937 1938 1935 1940 1941 Crssiic At mtfaidt Quarry wmfca 72.13 5&99 5170 58.18 5230 5238 5266 57.14 4&S4 5599 GUO 54.13 3464 4082 6308 5388 462$ 5037 33.44 3670 2936 BaUdfai* or Dxntnaioa Stone At oataLle Quny works 3939 5406 3654 5002 5804 5232 5861 8140 9655 5967 5820 25.46 42311 31.74 36.19 8150 4950 4&17 4120 3054 3651 State At At wide Qtmrrr wtib 77.47 6257 7091 7180 9029 7878 7602 5933 9495 76.11 6409 3764 3458 5&03 4806 2863 3634 4508 4802 5957 6555 58.04 UtoesscMtt Sandwwre At raAtsttfe Qwy works At At 4Sik Qaerry work* OUfi 10537 9821 5851 9089 6733 9432 8L56 6457 6531 6830 3848 45.42 5833 4194 49S6 8738 8233 11026 6756 6L55 5095 37.43 3683 10767 33JS7 ' 4681 3932 6625 6765 8249 7485 7155 ggqft 1691 3374 1L22 19J8 2060 7670 24j62 3014 4089 3535 Ctmbad or NonaEmeaeioa Stone Year C--mi At wry At *wh lesKsiiimcs* At flwnr At wwfca 1931 1932 1933 1994 1935 1936 1937 1938 1939 1940 1941 3430 22.42 1886 25JB 27-53 3177 2010 2178 2L68 1493 1633 &23 886 1037 1049 XT* 1155 955 &19 7.14 096 1037 63.40 57219 7054 7229 6480 6JLQ1 64.8? 6826 6436 62-80 6986 4185 3974 4660 3158 36S> 4008 3982 4021 3081 3169 42S2 * Indadea lsnatone ntcd in the manufacture of lime. Ttrfcodt At At Wrila wry wwl 79M 6937 7155 8072 6017 6191 9206 7iS 8538 7693 7833 5963 5025 6075 5364 4386 5250 4042 4237 2847 4770 5498 Gnaha At At eWaU* any --fa 97.2ft 6481 10659 144.42 12373 91196 7880 5161 6100 7011 6856 9980 6117 2461 4L10 37.93 2095 27411 2376 3549 3L30 3866 Cement and Quarry Section 309 Practical Application of Quarry Safety Standards to Quarry Operations By WML L. ROSCOE GomoI MSI Voctmis, Nonh Aaariam Cement Corp- CtakiD N- Y. I do not know to what extent 70a gen tlemen will agree with what I have to say tins afternoon bat there is one point on which I am certain we all are in accord; that U, the committee that worked oat the tentative standards which we are to review have done a splendid job. They hare made their contribution to the cause. The next contribution should be forthcoming from top management; and, it seems, if they do their part as well we will hare gotten off to a fine start. Their major role in this is to sell their supervisors on the idea to win their co operation. These standards are so prac tical, simple, and thorough that then* ap plication is merely a matter of routine* but management must convince its supervisors of this fact; otherwise; they may look upon it as a tremendous task which will surely pave the way for numerous alibis and half-truths. They must be sold on the idea that production and safety are so closely,tied m and that me is so dependent on the other that it's practically impossible to do a good job of one without doing a good job of the other. X.mdsnlifp Heeded If management will demand facts from Ha supervisory staff and absolutely refuse to accept or tolerate half-truths, they will have taken an all important step. "Why so important?* yon nugbt ask. Simply bo cause half-truths can be distorted or modi fied to make them appear to be facta. SttO, they arc not facts but they can be very convznong. In fact, they can be so cocTvmcxag at tames that an accident may be accepted as jest one of those things and do measures be taken to prevent a repetition, merely because a half-truth has led us to believe alt was done that could have been done to prevent h. For instance, suppose a supervisor gives emphatic instructions to a mas to use a life line at all times when doing a certain job and then fails to follow up to see that it's done; then, when an accident occurs, through neglect to use a Ufe Hue, he in sists be has been applying the rule. We most, of course, accept this as a halftruth. I am store you will all agree that the one coatroQmg factor which will deter mine largely the extent of the benefits to be derived through the application of these standards is leadership. The next step for management is to impress on the minds of its supervisors the fact that the penalty of leadership is continued effort; and that the accomplish ments of tomorrow can best be cuvisioned in the record, of the achievements of yes terday and today. The responsibility, of coarse, rests on the operating staff to make the achieve ments of today a worthy goal for tomor row; and this, most certainly, coaid be accomplished by each and every operator immediately adopting the particular stan dards applicable to his quarry operations and then applying them diligently every day, on every job, without let up, until it ha* become a habit. Then and not until then, will we all profit from the splendid efforts of the standards committee. On the other hand, if supervisors con tinue to think that any job Is so simple or that certain jobs have been done $0 fre quently that supervision is unnecessary, the efforts of the committee will have been wasted. I am otfc you will all agree that this is a common fault. Safety Instruction a Part of Job Iustraction Before getting flown to the business of reviewing the standards, I would like to make this prediction: You will find that whatever degree of success you attain in improving your safety record through the application of 310 32nd National Safety Congress, 1943 these standards will be in exact proportion to your success in getting your* super visor* to intcr-ruioglc safety instructions with job instructions. In section one, nnder "Physics! condi tions," we find some very sound and prac tical rules or standard practices, which am applicable to practically alt quarries. It has, however, been my experience that any set-up for a standard practice must be so planned that a minimum amount of work is involved to assure its successful appli cation. Take, for instance, rule two which says, '`After overburden has been stripped back a specified distance, rt should be sloped to its angle of repose and precautions taken to prevent wash and slides from Jailing into the quarry." There is no. doubt that the erection of baffle boards, screens, or cribbing, as suggested in rule three, would be an effective means of protection against this hazard. But let us look at it from another angle. Suppose at the time the job of stripping is com pleted, the supervisor has some very press ing operating problems confronting him and he is hard pressed for time and help. Doesn't it seem that the amount of work involved m this method may have a ten dency to start him thinking sp excuses for not coreplying with the rule? This is not because of any unwillingness on his part to co-operate but rather because we did * not give enough consideration to the mat ter of ' simplifying the application to a point that there would be no occasion for excuses. A method found to be entirely satisfac tory for local conditions, simple-in its ap plication, and very effective in its purpose is to strip back the specified distance, leave the face nearly vertical, then haul screen ings and dump over the edge, forming a windrow at the base its entire length. The only labor needed in this method of pre- caution is a truck driver and one man to level off to fill in the intervening space* between the loads. You will find it surprising how effec tively a small windrow of-screenings will check wash and slides of overburden, and, of course, larger ones in proportion. Whether or not this method would, be as satisfactory in its broader scope as for local conditions, can be determined only by each operator trying it out nnder his own operating conditions. The suggestion is made with the idea in mind of simpli fying the method of precaution thus giving more assurance of it* application. Inapsctioa and Scaling of Quarry Flew If wc will look back and our past accident experience in connection with the so-called scaled quarry faces, wc should arrive at but one coacfcsioci}~-uad that is, the record stands as an wrrfiltiiit monument to oar failure to recognise the fact that there is no such thing ns a tjsmj face made safe. Therefore, any attempt to scale the face with the idea in mind of wotking snen under that face ts exactly the same as par tially guarding a piece of machinery, which, from a safety standpoint, is worse than no guard at atL As an illustration: Here we have a piece of machinery with gears, pbtious, puBrys aod belts all exposed with so guards what ever. Naturally a man working around this piece of machinery will recognize the hazards through the law .of self-preserva tion and govern himself acordingly. He will he watchful and on the alert, and if he is injured you can he assured it was caused by a slip or a fall and not from any failure on his part to recognize the danger ous condition. Now let us partly guard this machine, or, say we put a flimsy board around these gears. What happens? We have doubled the chances of an accident occurring, by dulling the keen edge of the self-preserva tion instinct inherent in all men. The board docs not in any way make the man careless; it is just a natural func tion of human behavior to feel more secure when something is placed between him and the danger point even though it Is nothing more than a flimsy board. The same holds true in scaling a quarry face. The knowledge that the face has been scaled will gfre men a feeling of se curity and, naturally, they will be less on the alert than if they knew bo scaling had been done. Cement and Quarry Section 311 The big difference, however, between guarding machinery and scaling qcarry faces is; machinery can be guarded to a point where it is practically foolproof. A quarry face, regardless of how frequently it is sealed. can never be made any safer than the machine with the flimsy board guard. The principal reason for this is; we have the effects of the elements to combat. Now the question is, "What can be done about it?" In the first place, let ns consider quarries where three yard shovels or larger are used. If we rid the face of all projecting large rocks and any over hanging ledges, we can forget about scal ing to knock down the smaller loose stooes. I-ct it be known that no actual scaling has been done. Then, when the driBers drill the large rocks on lop of the rock pile, set a deadline at twenty-five feet from the face--no drilling to be done beyond this point. When the shovel takes the last cut pcv the face, it can dig from under the re maining large rocks and let them slide down the hank and away from the face, where they can be drilled in safety. Some may argue the point that if a rock is let down in this way, too large foe the shovel to cast out of the way, it would hamper production. But this can be avoided by having the shovel dig first mm the bank at a point where the large rocks are located leaving the better part of the bank as a rescue to move the shovel to, m ease this rnaditmu arises, arfcSe the necessary driSaag aad Masting of the rock is being dose. Next, let as conridrr quarries with smaller sbmh The smaller shovels have the advantage of siotabffity; aod an oc casional roch. mo large to handle, aud too close to the face to drill* could be dag around and left faying until the next shot has been made Then, when this shoe is cleaned up to the poht where the rode or rocks were left, they ril be the width of tijr fast time farther away firm the new Uce, wbfch shoeId be a th ditimw* for drilling. However, it win be found accessary to drill some rocks oo top of the rock ptk near the face which cannot be let down by digging from under without endanger ing the shovel and the operator. When faced with this condition, there is one ef fective precaution which may be taken; that is, by the use of a tarpaulin---the length to be determined by the height of the quarry face. As a simple illustration, let us say that the height of the face is fifty feet. After firing a primary shot, say the rock pile next to the face is twenty-five feet high, this leaves a distance of twenty-five feet from the top of the rock pile to the brink of the face. Now suppose you had a tar paulin ten feet wide by thirty-five feet long. You merely fay this roll of tar paulin down tea feet back from the brink of the face, tie fast or fay flat stones on the one end, then roll it over the rim di rectly in line with the rock to be drilled. The other end would reach to the rock pile protecting the driller from falling rock. Any small stone which may work oat of the quarry face would merely slide down behind the tarpaulin, being kept close to the wall, where it would land harmlessly. Ot rare occasions, where small shovels are used, rocks too large to handle may be so auaeimu on the quarry floor that production any be seriously hampered salat drilling is done near the face. In lids case, the same method of precaution could be used by having a tarpaulin long to reach from ten feet back from the brisk of the face to the quarry floor. The rule for scaling quarry faces must, of Bflarn, be maintained However, we mast sot kue sight of the fact that the process of seafisg doe* not eliminate the hazard. Therefore, any additional precau tion sock as the use of a tarpaulin would be added insurance against accidents. la the creat any of you are wondering aboot the cost involved of this method of yraqucwa. a fine grade of tarpaulin can he parchased for seven cents per square fiMt Hating Ba^ouribtlity Kuie thirty-one in section three under "Koflhf Stock" reads, "No person with out proper authority should be permitted or affowed to ride on a locomotive or 312 32nd National Safety Congress, 1943 train." It is of the utmost importance tltat not load stone .in a truck until the driver this rule is strictly enforced. is out of the cab and in the dear/' We mast, however, remember one thing; that is, any rule not enforced is a far greater detriment to the cause than no rote at all. So the question is, "WflJ this rule, as it stands, mean mach? With this rule in effect, the driver will be safe at all times; and if any supervisor permits the practice of swinging the dipper over a cab, he will only endanger the equipment, and eventually his job. It seems rather doubtful for the simple reason that no definite responsibility Is placed for its application or enforcement other than the constant surveillance of the supervisor. Suppose we change this rale to read this way: "The locomotive engineer shall not move a locomotive or train while any per* son without proper authority is aboard.** This would place the responsibility, which, in tarn, would make the rale effective even in the event of the supervisor's absence. Rule sixty-three in section four Is an* other example in which failure to place responsibility on some individual would undoubtedly reader the rule useless. Let us examine ibis rule in its two parts carefully. (a) "The truck driver shall not remain in the cab while the truck is being loaded with a power-shovel unless the truck cab has been specifically designed for powershovel loading.'* I would not go so far as to say that it is impossible to design and buQd a cab sturdy enough 'to withstand the blows1!1 which are possible from a four or five yard shovel, but do feel safe in saying that its ever being done is extremely gnprobable. (b) "The truck driver shall not remain in the cab while the truck is being loaded if the dipper is swinging over the cab.** Can anyone here give any plausible reason for swinging the dipper of a shovel over the cab? Can you mention any op erating condition which would necessitate this practice? An affirmative answer to these questions is rather doubtful. Doesn't it seems then that this rule fails to place responsibility for its application? ft may even suggest dangerous practices. Now, let us rewrite the rule in a way that one man is held responsible for its application. "The shovel operator shall ExplonvM Let us pass along to the section deal ing with explosives and examine rule six, part (a), which reads: "New explosives should be placed in the tear of the maga zine and the older explosives moved for ward. The older explosives should be used first to prevent deterioration from age." The reason given for using older dyna mite first is to prevent deterioration. Doesn't it seem reasonable to believe that this may be a little misleading? That U, without an explanation as to just what happens to old dynamite, isn't there a pos sibility that it may be looked upon as just an operating rule with no safety factor involved? The object in using the older dynamite first, from a safety viewpoint, is to prevent a kaky condition developing. When dynamite leaks the nitro-glycexin settled to the bottom of the cartridge, soaks the wrapper, seeps through the contamer and eventually will soak through to the floor of the magazine. In condition, dynamite is very sensi tive, unstable and absolutely unsafe to use. In the event dynamite is found to be in this condition, it should be condemned and destroyed by a qualified person. X might add, there are none so well quali fied as those scut out by the manufac turer. You <an rest assured these men did not get their job through any putt but as a result of tong, hard experience and thorough training. Another reason for suggesting this ex planation is tins: Men will invariably do a much better job and do it more willingly, when they know exactly why they are doing tt. fn tins same section vre find roles de signed for safe methods of thawing hoses dynamite. Inasmuch as all commercial ex plosives are manufactured on a low freest- Cement and Quarry Section 313 ing formula and will not freeze in any temperatures encountered in the United States, it sems that, if this practice of thawing prevails, there is a possibility that hardened dynamite found in freezing weather Is being considered as frozen. This mistake can easily be made. There is, however, ooe positive method of de termining the difference; that is, by the use of a pin or the point of a pen knife blade. In frozen dynamite the pin Of the knife point w31 not penetrate at all; but either will penetrate hardened dynamite easily. Tasting Masting Circuits Fart (c) of rule fifty-four says, "All blasting circuits should be tested with a galvanometer before attempting to fire shot.** This would be a very important rale if it weren't for the fact that some quarries, when booking op a shot, use a parallel hook-up in preference to hooking np in scries. The abject In testing a shot with a gal vanometer' is, of coarse, to determine whether or not there are any breaks in the- wires which would cause misfires. So, let us consider a shot hooked up in parallel. We might load and hook-up a hundred block holes and have a break in ninetynine of them but the one good one re maining intact would, when tested with a galvanometer, sbow the entire shot to be all clear. Now, when a shot is booked up in scries, regardless of the number of holes loaded, it trill not sbow dear it there is a single break in any of the wires. So, you can see that unless another rule is written or incorporated m this ruht for bidding the practice of hooking shots up in parallel, the rule is useless because it stipulates all circuits; and testing a parallel hook-op with a galvanometer would not tell us anything at alL In fact, there is no positive method of testing a parallel hook up that will detect a break or a abort cir cuit. Therefore, the rule in its present form becomes a detriment to the cause. Toe Hols Drilling In the section dealing with toe hols drilling, the fact is mentioned that this work is of an unusually hazardous nature, which is very true. The committee has very ably given us j*bout all the rales which can be applied tu this work. There is, however, one thing we can do; that is, reduce toe drilling to a n.inimum. There arc three major causes which make toe drilling necesary. First: Failure to clean all burden away from the face before making a primary shot. This is particularly true for the corners. Second: Trying to shoot too mneb bur den; that is, by drilling well-drili holes too far back from the face. 'Third: Failure to drill deep enough be low the quarry floor to lift a strata of rock which runs diagonally across the face and dips down below the floor. Inasmuch as this work is hazardous under the best conditions possible, it seems the most logical procedure is to eliminate the necessity. There is no doubt but what, with a little experimenting, the necessity can be substantially reduced in all quarries and, in a great many cases, entirely eliminated. For instance, suppose some toe is found at the quarry face. Instead of drilling it and exposing men to the risk involved, an extra well-drill bole could be drilled in liae with the toe and ahead of the regu lar line of holes near the face. When the primary shot Is loaded, only toad the bot tom of this hole. This will, at least, break up the toe so that the shovel coaid dig it out when the shot is cleaned up; but in case some of it could cot be dug out, it could be drilled in safety, as it wonld be away from the nevr face a safe distance for drilling. Each operator must more or less work out his own method for eliminating toe drilling, as operating conditions vary widely in the various quarries. There is, however, one fact we muse admit; that is. whenever we ran into a toe condition there is a definite reason for it. This, like all operating problems, if given a little careful study, is not so difficult but what some means of prevention can and will be found. It will, of course, require some effort on. 314 32nd National Safety Congress, 1943 the part of the operating staffs to suc cessfully cope with these conditions. Action Needed Now We are deeply indebted to this com mittee for having done a splendid /ob of planning methods of precaution which tend to safer quarry operations in general. We all know the form of payment which would be the most gratifying to the com mittee--a substantial reduction in acci dents. There can be but one interpretation of the standards as written, that is, they are entirely satisfactory and applicable to all quarry practices In general The adoption and diligent application of these rules wiU undoubtedly produce results beyond our expectations. We might say we are playing checkers with time. The committee has made the first, move; the next more is ours. Move with quick decision and time will favor us. Make no decisions and time will sweep us oS the board. THURSDAY AFTERNOON SESSION October 7, 1943 Presiding: General Chairman Elect, David Adam, Lawrence Portland Cement Co.. Northampton, Pa. High Labor Turnover and Safety By N. M. DeBRUTN Superintendent, Lon* Star Cement Corporation. New Orirarrt. La. It seems no longer fashionable to label destructive forces as "Columns" but I'm sure that if we could have foreseen the ill effects that high labor turnover has had on our safety work, it would have been ranked equally with the 5th Column. Off hand you may think this an exaggeration, hut I believe that if you will examine carefully the underlying cause of your accident?, it will be found that excessive turnover has played a big part. In the case of our plant. 66 per cent of the acci dents can be traced to it. My experience has been that the most serious aspect of turnover is not the "green man." but rather it is the effect of hasty upgrading of relatively .new em ployees to fill the place of quits. On this premise, let us first name the causes of the present high turnover. There are only two that we now face which we have not always had. I refer to "Higher Wages in War Industries" and "Induction of Em ployees into Military Service." These are formidable forces and since we cannot remove them, it behooves us to examine their effects with the hope of finding some remedy. What are the effects of high turnover? Here is a list of four which I think have the greatest bearing on safety: 1. Inadequate training of rcpUccuu. 5 2. Excessive working hours 3. Relaxation of Physical Requirements 4. Bad Morale. Let's talk about these. Most of us were caught, when war was declared, without a concise training program. With the scarcity of labor that prevails, about the only feasible plan is to set up some means of training t|*c employees you now have. You may say. "We have always done that." But have you? Hasn't it been a case of self training where you only pro vided the facilities? Xovr we most provide for a definite period of training under supervision. It is expensive under prevail ing regulations but what cure to a bad malady isn't? Most of ur have experienced the neces sity of work-ng a man twelve and even sixteen hours because his relief man failed to show up. Unexplained absence has, and Cement and Quarry Section is, being practiced where tbe employer will not give a release. Men will deliber ately seek discharge so they can be free to take employment elsewhere. The only cure for this is a libera! policy in giving releases whereby employees know that they can terminate service after working out a decent amount of notice. We have all had to lower the standard of physical requirements. The question is how far we can relax the requirements. A good plant physician can be of inestimable help on this score. A lot of us have learned that a physical defect does not disqualify a man freon rendering good service on cer tain jobs. The trick is to place the man where the handicap will least affect his work- If there is a question of the man's adaptability, it is a pretty good plan to consult the company physician. To weigh tbe hazards of the job against the man's particular handicap u a good thumb rule. Morale is a word that is kicked around no eod. The saying goes that if you have it, you don't talk about it. The point is. how can the morale of your men be good when a neighboring industry is paying higher wages? The problem of morale is probably the toughest we have to deal with, yet no plant can have a good safety record without good morale. I don't presume to know the whole answer, but 1 believe you will agree that harmonious relations between management and the operating force comes first- Next, your foremen should be awake to their respon sibility in keeping down grievances. A Safety Director can build enthusiasm but SO can a live Safety Committee. These are but a few of the vestments of morale. You can go farther and provide outside interests for men--such as ath letics, picnics and other forms of enter tainment but the problem still isn't licked if there is a considerable difference be tween your wages and those of the plant next door. If the difference can't be ad justed, you still may be overlooking a bet if you fail to remind your employees of the hidden benefits they enjoy. Do they realize the temporary nature of a boom time job? Does that other job offer group insurance, retirement benefits, hospitalization or some other form of security that you have provided? Many will change their minds about quitliog if they can be made to see that they will be better off in tbe long run by sticking with you. The minute an em ployee makes the decision not to quit, his morale improves. One more point. Most of us have had men quit to go to a boom plant job; then, after a time, come back and ask for their old job. Make sure that word of this gets around. The example of the "Prodigal" has a sobering effect. If you publish a plant paper, make it a point to welcome him back into the fold. Selling Safety to the New Man ' By EARL G. GLESSNER Medusa Portland Cement Company, York, Pa. The views I intend to give you are those of the men in the mill, the men who make the products for the Companies you repre sent. I feel that industry as a whole has failed to sell the new man on safety. Many times a new man has been hired and cold to report to his foreman who has been in the milt for years and thinks everyone else is accustomed to the heavy machinery and noises cf the mill. The foreman tells him what his duties are and says, "You'll catch on to It in a few days." He doesn't stop to consider that this new man might have come from an industry where they had no machinery, and he can't realize the change this new man is making. A new job, altogether different surroundings, and a group of strange men who he be lieves are watching every move he makes. Can you remember your first trip to a mill when it was in production? I can well remember mine. I came from a furni ture factory where I was working in the finishing department -where the only ma chinery we had was a few light fans to 316 32nd National Safety Congress, 1943 draw out the fumes of the spray booth. I tell you I was very much surprised* and somewhat frightened, to see those huge hot kilns turning oat their clinkers and to hear the mills grind those clinkers. I took things pretty slowly those first few weeks. While the machinery was very well guarded. I could see it was no place for day-dreaming. Of course, we have lots of manufactur ing plants which are contributing members to safety organizations, but that is as far as they go. The literature and safety posters which they receive seldom get any farther than the superintendent's office, and eventually the waste basket. And may I say here that t have yet to see my first safety poster that failed to offer a safety lesson in itself, whether it was issued by a safety organization or an insurance com pany. and I believe those posters should be displayed at various places throngboot the plant so that every man in every de partment has a chance to see and study them. I believe tabor as a -whole feels the same about accidents and will cooperate with any safety campaign if given the proper leadership. We all-know that, not many years ago, if a man had dared to ask for first aid for a manor scratch or cut, instead of first aid he received a good bawling out and was considered a softy. I worked for one concern which bad one of the most modern first aid stations in the county, but I am sorry to say it was for show purposes only. Each employee had his own bottle of iodnt which was considered a utre-aO for everything. WMe 1 knew that the acs at the tojTdid not want these cfAfifeatf to grist. 1 believe they were at fault because they failed to hare any sort of a safety program. That lost time accidents and hospital cases were very frequent. When 'Scllmg Safety o the New lt*a~ who should be the salesman? The first nun who interviews that new maa should also be one of the spark pfaags of the safety organization of that pwtindir plant. We all know that first haprasioao are lasting impressions. He can do smack in steering the new raw cm the r%he coarse. If goggles and safety shoes are required, let him make that known at that interview, and it will be much easier than than to tell that man six months later that he is expected to wear safety shoes and goggles. Take the new man to the fore man of the department where be is ex pected to work and introduce him. Have the foreman take him through the depart ment and make him acquainted with the rueq whom he will be expected to work Wfth. Also, explain the machinery and point out the guards and why they are there. Impress upon him the importance of reporting minor cats, scratches and bruises and having them attended to im mediately. Take him to the first aid sta tion, and make him acquainted with the men in charge there so that when he does have a minor accident be will not try to hide it for a period of days until infection sets in. When be reports to work put him on with a man who thoroughly under stands die job and let him break turn in oa that job. You might say that as an extra expense. It is, but U also makes an efficient and capable employee. If the bob is broken ia properly on the job. there will be no occasion later for the foreman to point out little Jobs that the new naan baa failed to do. If at all possible, and the man is on shift work, I would wggtd that the man be given a day with a day 'man and report the next day with the agbt mao. Of course, that would mean two days of framing at the expense of the Company, bat I bcht that at would be cheaper to have an fiusl employer than to be twvlriugi in a new wan every few days. The Cospasjr doesn't want a high labor fmsoeer and neither do the men on the fUh, i scant wee they axe acquainted they snore or less work as a unit. Today, with the scarcity of manpower and auackascry it is equally important that the nrsr asm thurawgMy understands the machinery so thus no harm can come to the SMKhpnery or ham. At the first oppor tunity. whoa the plane safety committee manta, yon should invite him to attend the meeting so that he can see just what goes on as those sseetmgs. MS the pAmes which yaw geotlccaca rep Cement and Quarry Section 317 resent do not have safety meetings, it's high time that you start. I'd like to tell you a little of our safety program at York, Fa. In 1936 a group of employees got together and decided to hold oar own safety meeting once a month. Every employee, from the laborer in the yard to the superintendent of the plant, was invited to attend on his own time. At these meetings we try to provide eatertazmneat and discuss accident pre vention. We not only deal with accidents in the mill, bat also with accidents 'in the home and on the highway. The men are free to discuss their problems, and their safety recommendations are referred to the plant inspection committee which gives a report at the following monthly meeting. Generally the report reads: "Recommendation investigated and sug gestion carried out." Our superintendent attends those meetings, not in bis capacity as superintendent, bat as an employee. At the present time, the different de partments sponsor and have charge of the meetings- This creates a certain amount of rivalry among the departments, each department trying to put on a little better meeting. Oft times the older men in the plant would rather not take part, and the new man should be contacted and given every opportunity to take part in the meeting. To date, we have enjoyed a very favorable safety record, and the credit doesn't go alone to our safety director, who happens to be yonr chairman. 'While he has provided the leadership uo neces sary, he has received the cooperation of the men from the superintendent on down to the laborer in the yard, and the reason he received that cooperation, I believe, is because when be makes his trips to the various mills he still finds time to go through the mi11 and extend a glad hand to the men who help to keep the zeros on the accident score boardL We all know that industry is on a lull speed schedule, and if we want to enjoy the peace and security we always knew, we must still do better, and above all, keep pace with oar safety work. The job is big, bat let's prove we are equal to it. You furnish the leadership, and I'm sure you'll find the men in the mill are behind you. First Low of Natan By PAUL C. VAN ZANDT Connoting Bnginnr, Unhrerwl Atlu Content Compony, Chicago We have had at this session the experi ence and advice of men trained in making our quarries safe. .There are men who are equally expert in accident prevention for all of the various occupations in which we engage who can help keep us oat of trouble ia each of the many confusing de tails we have to face. The expertness of each one of these men in his own field added to all the others makes a sum total of efficiency ia safety work of great value, of which we all should take full advantage. If wc can cause men working in quar ries and factories to be happy and men tally alert, if we can train them to be skiUful in every way in their work and paint oat the sources of danger to their happiness or physical wail being, we will have gone a long way toward making ottr industry safe. Disregard for Nature's Law We all know that the first law of Na ture is self-preservation. Those who have been successful in obeying the law are alive. All those who have disobeyed the law are dead. So we have a very clearcut distinction between law keepers and law breakers. Here I believe I can give a warning that under great pressure or improper mental attitude this ail-important law is recklessly disregarded or is deliberately disobeyed. Have we in our safety program any need to recognize that fact? Definitely 2 believe we seed to recognize the effect of discouragement and nnhappinets as well as indifference and inattention or fear, worry, and incompetence as causes of ac cidents. This covers so broad a field 318 32nd National Safety Congress, 1943 that important phases of the accident pre vention program may be neglected with out realization. Incompetence How about incompetence and the in competent? I am not referring to lack of education or knowledge or training, but to inherent ineptness, "butterfingers," a brain function or pattern of action that is inadequate to safety and cannot he greatly improved. Too many people act first and thick afterwards. 1 am not re ferring entirely to that trouble, but chiefly to the physical and mental inability to act safely. This incompetence is prevalent in these days of man-shortage because we are try ing to squeeze men into jobs they are definitely unable to fill properly. What cau we do about it? We can help a lot by endeavoring to simplify the job as far as possible or di viding it further and placing workmen where they fit best. The man slow in his responses may swing a sledge or operate * drill, and the quick response man may drive a truck safely. I am sure many within my audience are already handling welt the problem of incompetence. Worry Worry has been covered as an accident hazard so thoroughly in the past that I shall not dwell on it except to point oat that we can go further afield for our wor ries today, so this important cause of ac cidents is even greater than in store nor mal times. Pear and worry go hand in hand. Worry causes mental preoccupation and prevents the alertness so necessary if men are to work safely. Inattention Inattention can result from many causes and is a fatal fault if we are to obey Na ture's first law. The inattention I have in mind results from day dreaming and men tal laziness, both bad accident producers. I also suggest that a study of mental slug gishness should accompany the analysis of every accident. Some jobs, because of their monotony, contribute to the day dreamer's mental inattention. If every job could have some periodica] break in its monotony, calling for an effort requiring mental attention frequently enough, the day dreams would be broken into and dissipated at least part of the time. I know several such schemes is successful use. Sleeping on the job is a. fatal fault. How many of you have driven through a stop light because you were .mentally preoccupied, not because you didn't look? Indifference in one's job is a characterdestroying fault that causes a very large number of entirely inexcusable accidents. I refer to the "I don't care"' or "it's nothing of my concern" attitude. It comes in when loyalty goes out, and can most easily be overcome by winning the employee and inspiring him to tbe belief his work is important and is appreciated by his company and bis fellow workers. It takes effort on the part of the em ployer or his representatives to inspire his workmen, but h pays big dividends frotn th rcaoldog loyalty and happiness of the workmen. Today, plant management has to meet competition for tbe workman*# loyally as never before, but it can and should be won and held. The employer and em ployee can and should be friends with mutual respect, each gaining from the other's loyalty. Indifference is classified by the Nation al Safety Council under "improper atti tude" together with disobeying instruc tions, haste, inattention, distraction and ^recklessness. According to the statistics gathered by the National Safety Council in analyzing the personal cause of acci dents, improper attitude is* the cause of 50 per cent. Unfortunately, improper attitude is all too frequently caused by factors outside the employer's and sometimes the em ployee's control. Whether we like it or not, this is the situation we have to face today and may have to face .for some in definite period in the future. It is a chal lenge to the safety man to develop the workman's loyalty in addition to his in terest in safety per sc. Cement and Quarry Section 319 Discouragement and Unhappiness Finally, I come to discouragement and unhappiness as important potential causes of accident. The distress and unhappiness brought about by a great war such as this one can be of devastating effect. We have felt its effect# only slightly, but even so, we must constantly bt on the alert to keep alive tbe will to live and act safely when it seems as though the whole effort of the entire world were to make safety im possible. Sven though we have been spared on our house front, the let down in mental attitude toward safety is a serious and discouraging factor. Let me review tbe industry with which I am familiar. Decrease la Accidents Whatever the cause, the records of the Portland Cement Association show a wonderful decrease in number of acci dents from over 3,000 in 1924 to 142 is 1932. This rose to 315 'in 1936, which I believe was caused in part at least by the depression with its discouragement and unhappiness.* It dropped to 180 in 1938, caused partly I believe by the improve ment in economic conditions, and reached 444 in 1942, unquestionably from causes due to the war. The war effort and its many compli cated problems needs our safety effort as never before. We lose almost as many men by accident as by the casualties of war. We cannot afford this loss. The message I am trying to bring you is that all the hazards of accident are not physical. The worst of them are mental and the worst of all can come from worry, improper attitude, discour agement and unhappiness. If we arc to avoid these hazards and make our country a safer and happier place to live In, we must be far more alert than in the past. We must make a greater attempt intelligently to under stand the constantly changing hazards to oor well being, and we must look closely to our borne front so that we do pot lose any of the worthwhile tilings we arc fighting a war to preserve. Chemical Section Officers 1342-1943 Gmtrai Citmt mm Majim JL C. Stratton, CWS Office of the Gnef of Ordnance. Safet> & Security Branch, Oocaio, I1L Vic<-Ckmnmi s Charge of Program--James J. Duggan, Carbide a Carbon Chemicals Corp* Sooth Onrbrtini, W. Va. Secretory--H. F. Guwr, American Cyananrid Co., New York, N. Y- Nerns Letter Committee--Anew L. Co (Chairman), Eastman Kodak Co., Rochester, N. Y. E. F. KlXC, Lever Bros. Co., Cambridge, Mass. W. C Shaw, Procter ft Gamble Dcfe* %e Carp., Wolf Creek Ordnance Plant, Milan, Tam. Engineering Committee--D. O. Mason (Chairman), General Chemical Co., New York. N. Y. Dt . G. Umn, Employers Mutuals, Milwaukee, Wis. E. J. Satt, Industries UA, Montreal, Que^ Canada. Data and Instruction Card Committee--R. 5. Maocze (Chairman), General Electric Co., Clndaai Ohix R. C. Hamilton, The Solvay Process Co., Syracuse, N. Y. Joarr W. Savyq, Procter ft Gamble Defense Corp., Gulf Ordnance Plant, Aberdeen, Miss. Health Committee--S. W. Guknev (Chairman), Liberty Mutual Insurance Co., Boston, MiW_ D*l Laosaid Gxxkkvuso, N. Y. Stale Department of Labor, New York, N. Y. S. M* MacOncanoN, The Dow Chemical Gx, Midland, Mich. D*. H. H. Schuhst, U. S. Bureau of Mines, Pittsburgh, Pa. Membership Committee--C E. Smut! (Chairman), Monsanto Chemical Gx, Boston, Mass. W. L HAj**ttsucY, Electric Storage Battery Gx, Pttiladdpbia, Pa. J. H. HayXS, National Fireworks, Ittc, West Hanover, Mass. Poster Committee--M. R. Bun (Chairman), Hercules Powdtir Co., Wilmington, Del. p- C. Laxi, Lever Brothers Co., Cambridge, Mass. Statistics and Contest Committee--M. A. SlTOx, (Chairman), Hartford Accident ft Indem nity Go, Hartford, Conn. E. J. Atlas Powder Co., wUmtngton, DeL Advisory Committee-- *F. W,, Dennis. Hooker Electrochemical Co., Niagara Falls, N. Y. R. O. Kttm, Aluminum Co. of America, Pittsburgh, Pa. R. L Rflcm, Ja, Tennessee Kastman Corps Kingsport, Tenn. H. JL Mom, E. L du Pont de Nemours & Gx, kc, Wilmington, Del. John BnAgff, Deputy Courausskmer of Labor, Newark, N. J. Jobcu S. Shaw; Hercules Powder Co., I<x, Wilmington, Del. A. L Watson, Koppen United Co., Pittsburgh, Pa. S. E. Whtohc Liberty Mutual Insurance Co* Boston, Mass. 321 322 32nd National Safety Congress, 1943 . Officers 1943-lSMf General Chairman--Lx. Coe.. XL C. Stratton', Office of the Chief of Ordnance, Safety and Security Branch, Chicago, 111. Vice Chairman in Charge of Program--Jauts J. Dogoan, (Carbide and Carbon Chemicals Carp., South Charleston, W. V*. Secretary--H. F. Gfiarar, American Cyanamid Co., New York, N. Y. News Letter Committee---Azxaxv I* Goa* (Chairman), Eastman Kodak Co., Rochester, N. Y. E. F. King, Lever Brothers Co., Cambridge, Mass. Engineering Committee--D. O. Mason (Chairman), General Chemical Co., New York, N. Y. Da. E. G. Monx, Industrial Hygiene Laboratory, Employers Mutuals, Milwaukee, Wis. E. J. Sait, Canadian Industries, Ltd, Montreal, P. Canada. Data Sheet and Instruction Card Committee--R. S. MaCKH (Chairman), General Electric Co., Cleveland. Ohio. Health Committee--S. W. Gurnev (Chairman), Liberty Mutual Insurance Co, Boston, Mass. Dr. Leonard Greenburg, Div. of Industrial Hygiene, New York State Dept, of Labor. New York. N. Y. S. M. MacCutchbok, The Dow Chemical Co., Midland, Midi. Dr. H. H. Schrenk, Health Div., U. S. Bureau of Mines, Pittsburgh, Pa. Membership Committee--C. E. Sevrens (Chairman), Monsanto Chemical Co, Boston, Mass. W. L. HA.iiMEiai.mr, Electric Storage Battery Gx, Philadelphia, Pa. James H. Haves, National Fireworks, Inc, West Hanover, Mass. Poster Committee--M* XL Born? (Chairman), Hercules Powder Co^ WQxuangtoo. DeL P. C Lamb, Lever Brothers Co., Cambridge, Mass. Statistics and Contest Committee--M. A. Skell. (Chairman), Hartford Accident and indemnity Cb., Hartford; Conn. , . J. Rjjppgaucfc, Atlas Powder- Co., Wilmington, DeL Advisory Committee-- *F. W. Dennis, Hooker Electrochemical Co., Niagara Falls, N. Y. *R. O. Keefes, Aluminum Co. of America, Pittsburgh, Pa. *H. L. Miner, E. L du Pont dc Nemours & Go, Iix^, Wfkxungtoa, DeL John Roach, Deputy Commissioner of Labor, Newark, N. J. R. L. Rocnnts, Jr., Tennessee Eastman Corp^ Kingsport, Tenn. John S. Shaw, Hercules Powder Co., Inc., Wilmington,* DeL S. E. Writing, Liberty Mutual Insurance Gx, Boston, Mass. Put General CbaiRun tAs elected by delegates in Congress Seaston Chemical Section 323 TUESDAY AFTERNOON SESSION October 5,1943 Presiding: General Chairman, Maj. R. C. Stratton, CWS, Office, Chief of Ordnance, Safety & Security Branch, Chicago. Ascidsa! Analyse In Wartime Chemical Plants By CAPTAIN G. C. WHATKH, Chief, Stftty Section. Plant Protection St Safety Department, Chemical Warfare Service, Washington. Pnantcd by 1st Lt. Oleniua Olson, Jr., C. W. S- In this war as in the first World War, tbe chemical industry has been called upon to supply hazardous materials for which new plants had to be designed, chemicals for which there was little if any peacetime need and about which information was ex tremely limited. It has been difficult, and is rapidly becoming more difficult, to secure necessary equipment, raw materials, supplies ' and technical manpower. New and improved rotmatioas and fighting equipment are con tinually enmfng off the drafting boards. Often this has made it necessary to cancel con tracts in the middle of tbe stream, and no thing is more completely confusing to tbe plant operator than sods an unfortunate event. The quality of workmen in chemical plants has been a major problem for which con scription has been only partly responsible. Many chemical plants are, at best, disagreea ble places m which to work, and today work men can, within reason, write their own tickets; hence, tbe chemical plants must necessarily officr special inducements to at tract labor. Ia addition to these special aches and pains the chemical industry has all the complex problems of other industries. Rapid Development of New Product! New cctnzserda! chemical processes are usually several years from the laboratory to production. But wars aod Commanding Gen erals will not wait for trials, pilot plants or elaborate experiments. If the Commanding General in a theater of operation wants a more sensitive starter on incendiary bombs, a more effective screening smoke, or a flame thrower that will work effectively from a jeep, he cables his desire and expects to get delivery in the shortest possible time. Experts on the staff of tire Chief of the Chemical Warfare Service and those from industry go into a huddle. A paper formula, or design results. A manufacturing directive is sent to Chemical Warfare Service Arsenals, and chemical plants all over the country hid for a contract. Contracts are let; then, as in caustic plants, everything goes badly for a while; then all of a sudden it gets a lot worse. But the General gets the goods and gets them on time. Tendency to Relax Safety Effort! During such a blitz, plant safety is an easy item for plant management to forget The relaxed effort is not immediately apparent; hence, it would be a little wonder if safety was asked to wait until tbe pressure was off before it was resumed. Frequency and severity rates for private chemical plants assigned Chemical Warfare Service for con tinuing protection indicate tliat there has been little or no compromise with safety during this emergency, but this is largely because the products most inimical to safety are manufactured m the arsenals. There is so need to repeat published in jury statistics, since they are available in your copy of "Accident Facts", except a means of comparison. The Chemical Warfare Service has safety responsibility for all plants manufacturing toxic, irritant or incendiary products manufactured for the War or Navy Departments. This includes many chemical plants of all and types. They all have one common aiat-- produce with the small est number of industrial injuries. Rates of Plants Assigned to C. W. S. In January of thi*- rar, private plants as signed to Chemical Warfare Service for continuing protection developed a frequency rate of 23.6 and a severity rate of 3.4&. The safety section of Chemical Warfare Service 324 32nd National Safety Congress, 1943 was started under a War Department direc tive in November of 1942. January was the way. Men who were well informed in plant protection had to be trained in safety. In February of 1943, the rcquency rate came down three points to 20.7 and severity was reduced front 3.25 to JZ. By June the fre quency rate was down to 18.9 and severity* after fluttering around a bit* landed at 2.7. For six months* period from January through June, the rates were: frequently 20.9 and severity 1.62. Processing Hazardous Materials These suffer by comparison with the chemical industry rate* as published in "Accident Facts", of 9.90 and 1.29 respec tively. But ia comparing these rates, it must be remembered that those assigned to Chemical Warfare Service are all of the heavy chemical group* that they are processing extremely hazardous materials, many of which are not used commercially. For example, a few weeks ago, in the mix ing of a compound used for screening troop movements, eight men were killed. There had been thousands of tons of the same material mixed before with the same equipment and by the same men. One change had been made: instead of shipment being made in paper bags, it was ordered ia drums. I can hear the word static. Perhaps that is right but it is far from alL . AH the ingredients that go into the smoke mix have high ignition temperature*. They had all been tested and met specifications. There was no evidence of dust before or after the catastrophe. The room was airconditioned and relative humidity was con trolled between 50* and 60*. In the tovestigatioa following the acci dent ft was forod that one of the ingredients was rdessxflg acetjfene and some free hydro gen doc to the action of moisture* there being small quantities of carbide as an impurity in this component. There were no workers to question* since die right persons present perished at the time of the blast or shortly thereafter. It was discovered, however* that for some reason the mix was beating. This discovery was made in questioning various plant employee*. A guard had observed oat ci tbc wushers from this room oat on the loading platform. He said that be had gooe aat to cod off. The air conditioning should have made such action unnecessary since it should have been much cooler inride than out. One of the compounds going into this mix had been secured from a oev; supplier and may have had the properties that would cause heat which would accelerate the formation of acetylene and hydrogen. Tests are being run on tins possibility at the present time. It was soon recognized that tbc definite reason for the blast might never be fully known* as in most fires and explosions this blast destroyed most of its own evidence. Therefore, a mix which was considered com paratively harmless is now being mixed in the saint w-ntnn^r *$ a high explosive in small batches by remote control and in barricaded cubicles. Tins method is bring carried out not only ia plants laving the misfortune to find out tile hard way that compounds were dangerous* but m all plants making the same or similar product*. Repetition Prevented Another disaster occurred in a plant mix ing a similar compound when a recirculating air-conditioning system* moving 12,000 cubic feet of air per cmmite, picked up smoke generated by die slowly banting mix in the tmxer and carried h in great quantities into axt assembly room where approxisnatetly thirty-five persons were working. The assem bly room was approximately 4(T x G&, equipped with four doable exit doors equipped with panic bolts, yet the smoke became so dense m so short a period of time that several worker* could not find tbc doors; this resulted ia two deaths from suffocation and several tumor injuries. One woman worker broke a window and crawled through it with an open door little more than three feet from the window. Several persona were injured when panic prompted them to climb a manproof fence twobuadred feet from the plant Tbc indicated actxm to prevent a recurrence of this type of accident was dear since two avenues were open: either install automatic rinto god fame detector in the air-condition ing system, winds would shut off the air conditioedng and exhaust all lines to outdoors; or move the mixing operation to a separate bonding and mix it by remote control in small cubicles and in small batches. It is believed that ao further hazard exist* from these sources* but this is finding the hazard die hard way. More time io the test Chemical Section 325 tube stage should dhamate, moot of the hazards in chemical plants that have caused most injuries and death* since the war began, but this is war and while we cannot retrieve the spilled milk or pat Hempty Damply to gether again, by dose analysis and passing of information* repetitions can be aod are prevented. Tod--try GawirsTTy Cooperative Private plants contracting for wax products under tbc Technical Services, such as ord nance and fhtrinil Warfare, are manu facturing under the Walsb-Healey Act and are; therefore; abject to cancellation of con tract oc week stoppage if they do not maintain a safe work place. There have been ooly two occasions of contract caaocritstinn and three of work stoppage by Chemical Warfare Serv ice, and ncat of these cases were in strictly chemical plants. The rheitikal industry gen erally has been extremely cooperative and frequency and severity rates quoted are con sidered to be very good. On the other hand, oar hapcctor* have reported many strange condition* ha plants where better practice is known. Mad a check of tbc frequency and severity rates for these plants bore out the i--pmnsV undralkm that their interest h safety was more apparent than real. We have io--ad plants with snore than 1000 eggAoyees who kept no injury record except first aid nation record* which did not indSrrtr where the icqray occmttwI or any infra --lion coaceraiqf it except clini cal record. Yet this plane employed a fulltime safety dveefer and went through all the mock--* of a rn--plrtt. wide-awake, safetyconsdoos outfit. Another (hit, one of the oldest in its field* experimented with a grinding process that bcolt up what was described as slight pressure in a 104b. ball soli. Without maything but nfle-of-thamb estimates* they went irrfn a 590-lb. mill; result--complete loss of that part of the plant* one death aod five very serious hrfaries. No plant is perfect and recnemnendatioos are in order everywhere; but these recommen dations most be tempered by the respecter's knowledge of the avaflabiltty of equipment and manpower to make the recommended changes. However* k has been dearly demon strated that neither safety fotaciotsaui nor plain common sense can be taken for granted even in tile largest plants. Difficulty of Batting Up Programs la addition to the private contractors, Chemical Warfare Service has four manu facturing arsenals. All bat ooe of these are operating where nothing but tree* and grass grew before Pearl Harbor. This in itself was a tremendous engineering feat. It is impossi ble to visualize the miracle that ha* been wrought without seeing these establishments. These arsenals manufacture all tbc war gases, including loading litem into many types and calibers of shells and bombs. They do all the research and devdofing of near chemical products. These arsenals produce an aroaring quantity and variety cf products that are unknown commercially, with very few serious injuries. However, the frequency of injuries has been quite high. Collectively for the first six months of 1943 four arsenals have had a frequency rate of 5435 and a severity rale of 2.0. It actually took six months to determine the causes of injuries on which to base an aeddent prevention program. That program Is now in execution and it is ex pected rates will be cat 50 per cent before 3943 is over. The arsenals producing the greatest number of man hours have turned in frequency rates of L5 and 11.6 for the past two months and severity rates for the same period of .04 and i. This shows excel lent progress aod indicate* what can be done. Postwar Profit The spirit of--competition* plant safety, recognition of hazards \nd lots of respect for the hazardous product* will* it is felt, overcome the insidious conditions imposed because of the war. The chemical industry will profit greatly by the experiences these arsenals and the chemical plants themselves are having. Now products are being devel oped, many of which are both hazardous and which create a hazardous atmosphere m which to work. The plant that eliminates these hazards will also diannate most of the objectionable working conditions and* as a result, wifi attract the better-das* work er. Tins worker will turn, out the best prod uct, and management will doubtless find that the time and money which have been used for safety developments will pay unexpected dividend* when the war is over. 326 32nd National Safety Congress, 1943 A Review of the Ordnance Department's Accident Experience MAJ. W. J. NIEDBRAUKK, Office of the Chief of Ordmnc*, Safety and SecmUy Branch, Chicago Tn July 1941, the Ordnance Department initiated action whereby individual injury re ports and monthly summaries of industrial injuries occurring in the various ordnance installations throughout the United States, the Canal Zone, Alaska, etc., would be reported to a branch of the Office of Chief oi Ordnance. At that time, procedures recom mended by the American Standards Asso ciation were adopted. For a period of time; an effort was made to compile accident rates on the basts of five classes of disabilities, but this did not prove practicable--largely because of excessive correspondence with the various Ordnance establishments, particularly to explain meth ods of computing time charges. The result was tirat wc changed to a four dax$ disability rate; a rate including only fatali ties, permanent total disabilities, permanent partial disabilities and temporary total dis abilities. In this branch of the Office of the Chief of Ordnance, which has since become known as the Safety and Security Brands, individual injury reports and monthly injury summary reports are currently received from ail government owned ordnance establish ments, and also certain private plants. Reporting Xajurie* The form used by the Ordnance Depart ment hi reporting industrial injuries up until recently was essentially the one recom mended by the National Safety Council iu their Safe Practices Pamphlet No. 21 en titled Standard Industrial Injury Reporting System, but slightly revised to fit the needs of the Ordnance Department. This form has since been replaced by a revised version of it, which is being used by the entire War De partment. We recognize accident statistics as tools in an accident prevention program, and they are used accordingly. We use them in our plans to stimulate and maintain interest in the program of the various ordnance estab lishments; as a basis around which circular promotional letters are written; as a subject for conference material, etc. Our field safety auditors, when making safety audits of ordnance establishments, are furnished de tailed studies of the ortinaocn establishments3 accident experience and that of similar ord nance establishments. Highlight* of Experienc* The following is a brief resume of some of the highlights of the Ordnance Depart ment's industrial accident experience. It will be noted that the accident experience of the first half of this year is being composed to the accident experience of the entire year 1942. Chart I: This chart depicts the quarterly frequency rates for 1942 and the first half of '43. It will be observed that during 1942, the rate was abruptly downward, especially in the last two quarters. This is particularly Significant since 1942 was the period of greatest increase iu employment and pro duction. Chart II: A more detailed picture of fre quency rates is given in this chart which presents monthly rates for January 1941 through July 1943. The outstanding feature revealed by this chart is the consistently favorable downward trend from the begin ning of 1942 to the present tame, as com pared with the upward trend previous to Pearl Harbor--undoubtedly reflecting the re sults of the Ordnance Department's accident prevention program which was intensified during that period. The 1943 trend is slightly upward and appears to be stabilized at about 95. The trend from May to July was more steeply downward than the aver age trend for 1942. Chart III: This chart shows our accident experience by types of disabilities and, specifically, disabilities brought about by the type of accident classified as explosions com pared with disabilities brought about by all other types of accidents. Of course, explosions resale in a greater percentage of death and permanent total disabilities than all others dtx, during the first half of 1943, of all the disabilities brought about by explosions, about 33 per cent were classified as deaths and pwma- Chemicai Section 327 neat tool 4babtie: whereas, all others had lew daw two per cent so classified for 1943 and laaa dao ooe per cent for 1942. However, yoa wfi also notice tint deaths and pcrwmacat total disabilities represent less than two per cant of all our disabilities --expiations and ad) others combined. Perma nent partial disabilities are also higher is explosrw accident* than in the group iden tified as all others. Further analysis in dicates that those accident brought about by explosion, about 72 per cent of them in 1942 were of a temporary nature, and for the first half oi 1943, about 50 per cent were tem porary total ^nUitxs. As would be expected, the bulk of in juries brought about by all other accidents were temporary total disabilities--about 96 per cent during 1942 and the first half of 1943. Chart IV: This chart permits a direct comparison of accidents classified as explo sions with all others. It must be pointed out at tbe tint dris chart differs from the one preiioutiy shown, in that Chart HI shows, graphically, the types of disabilities brought about by explosions, types of dis abilities brought about by all other acci dents and types of dunbitities from all ac cidents. It will be particularly noticeable that our fatalities and permanent total disabilities brought about by explosions decreased hum 70 per cent at tbe total in 1942 to about 33 per cent of tile total daring the first half of 1943. likewise, we experienced a reduc tion in permanent partial disabilities brought about by explosions. About one per cent of our explosives accidents result in tem porary total disabilities. Chart V: Wc are not in a position to measure tbe occupational exposures by age groupings of employees working in ordnance establishments; consequently, this chart simply shows the ages of injured personnel as taken from tbe inditidual injury reports received during tbe periods covered. The age grouping 25-34 bad the greatest percentage of tiie total number of injuries. It repre sents 32 per cart for the year 1942 and about 33 per cent for the first half of 1943. Chart VI: On this chart, wc show oar accident experience as it refates to the various parts of the body. Our hand and finger injuries for 1942 were better than 24 per cent of the total; whereas in 1943, it was down to approximately Id per cent. Tbe eye inj cries showed a very slight im provement and accounted for six per cent of the total for the first bail of 1943. Injuries to the abdomen increased from three per cent of the total of 1942 to six per cent of the total for the first half of 1943. Foot injuries showed no chafige and accounted for 15 per cent of the total; and likewise, back injuries also showed no change, bat accounted for ten per cent of the total. Chart VII: The natures of injuries, i.C-, amputations, bums, contosions, etc., are shown on this chart. Strains, sprains and hernia increased from 19 per cent of the total in 1942 to 22 per cent of the total for the first half of 1943. Likewise, our fractures showed an increase. They increased from 14 per cent of the total of 1942 to 17 per cent of the total for tbe first half of 1943. It will be apparent that injuries classified as dermatitis represented about three per cent of the total for the year 1942 and the first half of 1943. Chart VIII and VIIf-A: I mentioned artier that the Safety and Security Branch in the Office of the Chief of Ordnance com piles information concerning the causes of accidents from data contained on the in dividual Injury reports. One cause of an accident is recognized as that of the unsafe act of the employee. On tins chart, we show the unsafe acts which brought about acci dents throughout 1942 as compared with the* first half of 1943. An analysis of over 17,000 reports received during 1942 and the first half of 1943 indicates that about SO per cent of. our accidents are wholly, or in part, caused by unsafe acts of the persons. We find that unsafe conditions were responsible for but right per cent of the accidents during 1942 and only rvioe per cent during the first half of 1943. However, it was a contributing factor in 39 per cent of the accidents re ported during 1942, and in 36 per cent of those reported during the first half of 1943. Further statistical analysis reveals that approximately 37 per cent of the 1942 acci dent experience, and 42 per cent ol that during 1943 was caused by unsafe acts alone. Still further statistical analysis reveals that the remaining 16 per cent of the 1942 acci dent experience and the balance of 11 per cent in our 1943 accident experience had 328 32nd National Safety Congress, 1943 neither an unsafe act dot an unsafe condition, which, incidentally, would seem to indicate the need for more effective application of the ASA Cause Code. The outstanding un safe act was that of taking an unsafe posi tion or posture. It increased from 19 per cent of the total for 1943 to 24 per cent of the total for She first half of 1943. Chart IX: Unsafe personal factors, defined as "mental or bodily characteristics which permitted or occasioned the selected unsafe act," are shown on this chart. The prin cipal offender was improper attitude, which increased from 29 per cent for 1942 to 35 per cent for the first half of 1943. Lack of knowledge or shill was another outstanding factor accounting for approximately 23 per cent of the cases reported during the first half of 1943. Chart X: On this chart, we show toe principal groupings of the agencies a*f<yiaftrf with oar accidents. The miscellaneous group, which would be expected to be high in such a grouping as this, accounted for 20 per cent of the totaL Machines accounted for 14 per cant of the total for 1942 and decreased to 11 per cent of toe total for the first half of 1943. Accidents having to do with vehicles increased from zone per cent for the entire year 1942 to 12 per cent for toe first half of 1943. Hand tools were associated with four per cent of our total accidents for the first half of 1943. Chart XI: This chart shows unsafe con ditions. This classification has to do with conditions of the agencies selected. Refer ence to this chart shows that approximately 52 per cent of oar accidents had no unsafe condition ajsodattd with the agency. Ref erence to toe arrideal experience Tor toe first half of 1943 mdratet that 15 per cent of toe accidents were doe to hamrdons ar rangement. Likewise^ 13 per cent of torn had to do with dsfscis an toe Chart XII; Types of accidents as defined as toe "manner of contact of the injured person with an object or substance; etc/* are shown on this chart. The greatest per centage of oar accidents arc caused by the type known as "struck by moving objects.'* About 29 per cent of oar aoddarts were classified as this type. Sips and over-exer tion were second hi importance, and they accounted for appcoxonatdy 16 per rmt of the totsl for 1942 and toe first half of 1943. We seem to have had an Increase in i-e, falls on toe same level; likewise, an increase in foils to different levels--the for mer increasing from six to nine per w*t of the total and toe latter increasing from six to seven per cent of toe totaL Chart Xni: This chart shows toe re lationship of agencies to their conditions. I said that machines accounted tor 11 per cent of the total number of accidents during the first half of 1943. We find that 62 per cent of accidents associated with machines were brought about by improper grading. Another example is that of ap paratus which we find associated with five per cent of the aeddents during this period. Defective apparatus was the condition to toe extent of 13 per cent of the as sociated with this agency. Still another example is that of toe agency classified as bombs, which accounted for two per cent'of the total during toe period Janu ary through June 1943. Twenty-seven per cent of these accidents associated with bombs was brought about due to a hazardous ar rangement. Chart XIV; On this chart, we show tbe relationship cf the unsafe personal factors to tbe unsafe acts. One of toe moat oatstanding unsafe acts Is tost of faking an unsafe position or posture. For the first half of 1943, this act was associated with 24 per cent of the accidents, and it was toe improper attitude of an employee to toe extent of 44 per jeent of those that this unsafe position or posture was brought about. Tbe unsafe act of unsafe loading, placing, mixing; combining, eto, accounted for 12 per cent of the accidents, and they bad personal factors classified as lack of knowledge or {kill and improper attitude that together aertwfafl for better than 68 per cent of these accidents. In coodmioo, I wish to indicate that the Ordnance Department has a very diversified fsyooss to industrial injuries and It Is diversified to the of indndxag ex posures found ia chemical manufacturing, warcboutiag; metal working, woodworking, assembly, proving gwwria, nwaanwocc, etc. Our mas-boors of svpcwura has steadily in creased with the uxrr--ud war effort. Oar accident rate has tmjroicd too; bat sa a direction of conserving awijinaw--DOWN WARD! . Chemical Section 329 Vision and Safety By MILTON M. BOWMAN Field TNrrrirr^H*--. Ntfiosul Committee for tbe Coaeervatioa of Mempower in Wet IndiKtriM, Dir. of Labor Stmdarde. U. 3. Dept, of Labor, Waehingtnei, D. C. Mr. Bowman gave a talk of approxi mately one hour's duration, profusely illustrated by slides, and with tbe use of many accessories for the purpose of sponsibility on any one cause. However, there is one thing that must always be considered--the human machine, its care, its function, eyesight, reaction time, etc. demonstrating various points in his- dis cussion. There were no stenographic notes taken, and it would be impossible to give complete accounting of this pres entation. We attempt here merely to touch on the high spots of this talk. Mr. Bowman's discussion of manpower conservation was related to safety as the means to be used m obtaining greater manpower efficiency through avoidance of He discussed various safety factors-- proper lifting, safety shoes, helmets, physi cal training and other matters relating to physical fitness. He then proceeded to an interesting discussion of eyesight. Its function, the care of the eyes, demonstrating his points -with an exhibition of accessories. Mr. Bowman emphasized three points: lost time doc to industrial accidents re 1. Always consider the importance of sulting in death or temporary or perma the eyes, and do not experiment with nent disability. them. He stated that "it can be done** and proceeded to demonstrate the fact by his many illustrations and his recapitulation of progress made. A had accident condi 2. When ia trouble, consult someone who knows what it is all about. If in doubt, ask the family, company or school doctor. tion can be corrected anywhere, provided 3. Then by all means, follow advice, the urge, cooperation, etc^ is there-~phis and get tbe best because there is nothing the manpower to do tbe job, physically, too good for your eyes. mentally and visually alert. Everything aaaat be done to have the best conditions--good "housekeeping", Doctors have recently pointed out a group of people doomed to blindness and stated that 75 per cent of that group went proper working faafftks and conditions, blind needlessly. If they had consulted good iUuraxnatioa, eto factors are proper authority in time most of them to be found in operation of vehicles on the would have avoided blindness. Ia 95 per highways, bat the problem can only be cent of the instances of people having licked if It Is approached m the proper trouble with their eyes, only S per cent manner. In this *<--^'*^<l**fM* Ur. Bowman of the cases are hopeless. emphasized tbe necessity for proper train ing of personnel who are to do the job, and pointed out that this ssadodcs the use of trained personnel to mpmvi-- tbe work. People who are bora blind have a cer tain amount of success, but the individual who loses his tight takvs from 18 to 24 months to adjust himself to the fact that Id discussing his subject, he pointed out he is blind. <hat insofar as conservation of manpower in industry is concerned it is not only important to do a good job m tbe plant, The audience was then warned of the dangers of glaucoma, trachoma, and sug gestions were made, as given out by a but it is important to do a good job of committee of doctors. accident: prevention c* the highway and in He then discussed the relation of speed the borne. to vision. Not only is the range of vision He agreed with those present that there are many causes far the present accident frequency and it is difficult to place re narrowed by iooreasad speed of travel but the distance at which the eye focuses is also affected. For instance, when driving 330 32nd National Safety Congress, 1943 ' at a speed of 40 miles per boor, the eye focuses 1,200 feet ahead; at 50, 1,400 feet and at 60 miles per boor, 1,800 feet Thus, the perception of things close by is hazy and becomes more so with increased speed. Further emphaririug eyesight as a major item zb couicnarioB matters, he pointed oat certain types oi aecsdeats resulting from faulty visaoo. He dealt with the subject of eye Enaction, care and correction for troubles, and warned against use of inferior lenses, goggles and driving glasses. Comparison was made with the lenses of a cornea. He pointed out how correc tion of eye defects helped overcome fa tigue conditions. He further emphasized that at the age of 38 to 40, many people would develop visual difficulties unless correctional glasses were obtained. > It was pointed out that the eye is essen tially' a part of the brain and there are five places where causes of dim or defective vision might be located. Eye muscles and the interior of the eye were explained and attention called to how syphilis, diabetes, nephritis, alcohol and diet could damage tight' He urged pre-employment re-employ ment and periodic examinations, empha sizing eyesight examination and correction of defects, as a means of insuring safer conditions and resultant conservation of manpower. WEDNESDAY AFTERNOON SESSION October 6,1943 * Presiding: James J. Duggan, Director, Process Dept., Carbide & Carbon Chemicals Corp., Sooth Qaiknoo, W. -Va. The Problem ol Waste Disposal In the Chemical Industry JOHN s. SHAW Dinctcr of Srfoty, Httcnlc, PowdUr Co, Inc.. WWoiton, Dd. A generation ago, the chemical industry of the United States was more or less in its infancy, and there was relatively little ob jection on die part of the public to chemical wastes from the grail plants which were in the majority. The mriunre aspect was con fined mostly to the roasting of ores and dis charging of small amounts of gases, in the open air and to the dumping of adds and allralit into public waters. The chemical pro ducer, therefore, could operate without seri ous public objection by simply diluting the waste gases tad liquids going into the air and streams. He could be content with low chemi cal yields, and his processes were crude. Present Pollution Problem Serious Today, however, we see an entirely differ ent picture. Our population has increased by about 40,000,000 people, and industrialization has spread and increased to sacb -an extent that EJdridge*, Hnskgis*, and other authori ties claim tint the industrial organic poUu- .Jiao caatriboted to streams is about equal to that contributed domestically. In other words, today, our country has a combined or ganic pollution of industrial and domestic waste equivalent to that of a population of 260,000,000 people. Yet, oar streams become no larger and industry and population con tinue to grow, so that contamination of air and water is a serious matter that bids fair to grow worse. Another measure of the enormity of the problem is the cost of treatment of waste. Mr. F. W. Mohlnzan, Director of Labora tories, Sanitary District of Chicago, has stated that it was estimated by the National Resources Committee that the cost of treat ment of chemical wastes in the United States in 1939 was 28L3 millions of dollars, and that the estimated cost of all industrial waste treat- *E. F- Eldridgc, Research Auecietc. Eocineerinc Expcrmroi Station, UJciigao Stas* CcUrr*. *J. K. Hotkias, Sanitary Engineer. U. S. PnUte Health Scttum, Gocuuud, Oslo. Chemical Section 331 meat for the sane period was approximately ffOOflOOlflOQ. That was for the year 1939; it is easy to realise that today with excessive waste from stepped-up production, the cost meat be even greater. It would be interesting to know bow sack of the $700,000,000 was salvaged m the fans of marketable products from she mifaaeriat waste. Approach The subject is so enormous that it is im possible to tiisore details m this report. We ra*fi however, touch upon general points of interest with the hope that we will stimulate interest in the opportunities offered of utilix- ii^ or salvaging waste materials which are now being thrown away at great cost. We all realise tbc direct hearing this sub ject has. on theberito and safety of oar japuSy growing oaoqnuraties. Let m, there fore, approach the problem from tbc economic and more practical standpoint. Daring the tut World War, a smokeless powder plant j--juftetm nig 7SJXQ pound* of ai'-ofa*-- powder a day could operate in a fairiy wuO populated area with its exit suck oantaanag the ootides of nitrogen and some nitric arid, being hardly noticeable. Today, a wwokrirw powder phurt of mmol time* the capacity of tbc one of the last World War has a real problem m disposing of its waste gases. In ooe parking lot alone, -it cost ever $5,009 to restore the fimsbes of automo biles which were damaged, for to the event of rain or even heavy dew, nitric acid falling upon people's homes aad property has a very injurious 'effect. As to of streams, those chemical producers fortunate enough to be located where there are stiff ample capacities m nearby municipal water works will continne to get by for a time. Those who are situated so that their waste goes into streams supplying water to small towns which cannot handle more than natural water have to set up their own water treatment or porifica- tiafi plants for bods domestic and chemical wastes. Improve Yield or Salvage Waste . Before concerning ourselves with actual methods of disposing of waste, 1 should like to emphasise whs! 1 consider two ways of tackling this problem. First of aQ, everyone of us should examine carefully our chemical processes with tbc idea, of wasting less of oar mam product by Increasing oar yields. Far pi*, increased condensation and absorption capacities might be the answer to increasing yields. This has been true in tbc production of HSO. HNO*. HCl and other acids anti the cost of increasing the yield has been toon than offset by tbc value of the product saved. In other words, first lei us try to increase our yields and thereby redace waste at a saving. Secondly,, salvage waste products, either directly or by the production of by-products. This has been found to be very profitable in many cases, and chemical and market re search have made strides in this direction. As a sample example, at one tone untold thousands of tons of nitre cake were damped wvo streams *od rivers. Thai a market was found for sodhsn sulphate or salt cake and HCl. The chemist perfected a simple process for rowing these products by treating tbc nitre cake with N&Q and dutiUmg off and caodeosipg the HCl, leaving the sodium sulphate as a residne. La this way, practically no waste goes into the streams, and two by products may be sold at a profit. If ail attempts have failed to improve yields or to salvage the waste at a profit, then we must make the best of a bad bargain and eliminate waste at as small a cost as possible by it pay for at least a part of the cost of removal. For example* wash waters front purification of TNT contain acme toxicants and a great deal of coloring mat ter and salts, aQ of which are objectionable hi toe streams. By concentration and inrineration of these wash waters, certain salts are produced that are marketable. Although the price obtained for the salts does not pay for the process, it does materially reduce the cost of tins waste disposal. To summarize the foregoing points, we should try to meet this problem in two ways, by improving oar yields or salvaging waste, whether at a profit or as a means of helping meet the cost of disposal. Rapid Strides Bring Made We are all familiar with the older methods of waste disposal, of neutralising waste waters and creating better absorption equipment, of sludging and coagulation, of filtratioo and proper treatment of effluent water* before they are damped into the streams. Bat rapid 332 32nd National Safety Congress, 1943 strides arc being made fo developing aew methods of talons care of waste--not the least of which is the vacuum flotation process. This method is drummed m the "Eogxoeeriog News-Record/* February 2S, 1943 head, and is so atoetdoc that I'd IBce to mj a fcr words shoot it h is a dereriy designed process and a profitable ooe xa many instances, since many greases and solids difficult to settle say be yparatnd by this process and sold. It looks very promising for the sepusdoo of H|itt solids as well as heavy particles of grit from wash waters. It also bids fair to be useful for concentrating tion tanks, and in several cases, it ft lion thanks, and in several eases, it is claimed, the process provides sufficient treatment so that waste waters may be discharged into municipal sewer systems without any farther treatment. There are fourteen plants in operation at pres ent Two of these units are in use for treating cannery wastes; four for pre-tratimart of sewage, and the remainder for re covering tine particle* of robber from water in tiie rmumfartitre of synthetic robber. A review of the book, "Industrial Waste Treatment Practice** by E. F. Bdridgc, Re search Associate; Engineering Experiment Station of Michigan State College, which was pnhlished by McGraw-Hill Company, 1942, reveals many new developments. Time does not pennh a discussion of these proc esses now. Other good rclarences include the Jammy and February, 19(3 rang* of "Chemi cal and Metallurgical Eapoeeriig;'' which feature articles by Mr. F. W. Moblman on ``Industrial Waste BiapocaT and "Waste Disposal Problems la Wartime."1 Demand for Improvement The subject of waste disposal m the chemical fadustiy is hemming tremendous In sice and importance. Oor Chemical Section should not lose sight of the rapid developments taking place dne to the preware of the ever- increasing load on the public water treat ment facilities and the for better and more pelatahle water. The damage in flicted upon property, fish, game, cattle and other livestock is meeting with increasing public objection. The demand grows for better peer"**0***? Jq Zakea, streams and coastal waters. Industry, itself, is demanding more attention to the matter of deterioration m the quality of water txsed for Industrial and commercial purposes. In dustry is also demanding that am industrial neighbor shall not pollute the water and air from factory to factory, becatiy of the effects upoQ the health and morale of industrial workers. Stenches and less disagreeable odors, toxicants and corrosive gases, liberated in industrial communities, are all to be con sidered m the solving of this problem. Before legislation compels us to take care of waste disposal, we should b^ahtc to meet health requirements without having to close our plants or at least reduce production, pending experimentation and development of improvements. There Is no dodging the profekai with which we will he confronted if we postpone the evil day and invite regulation through legislation. Fdlow-taanbexs of my committee con tributing to tius report are: Mr. Allen L Cobb, Kattmen-Kodak Company; Mr. S. W. Gmmey, liberty Mnhwl Insurance Com pany; Mr, R- S. Marida, General Electric Company; and Dr. E. G. Meitcr, Employers Mtrttali of Wisconsin. It it hoped that In the discussion to follow, these gentleroco will have the opportunity to give their ideas and suggestions, as writ as aqy of you who have aqy problems to dlsrwss or g*TMwirtT and suggestions to make. Chemical Section 333 Woman in the Chemical Industry A COMMITTER REPORT A M. MucCUTCKAON. ArfMjr Dirtctor, Th Dew Cbemkad Co. Midland, Midi. Our committee was charged with the responsibility of studying the available literature with reference to the employ ment of women tn the chemical Industry sad contributing their own personal plant experience on problems within the scope of the study. The rise of the total employment of women oa plant end labor jobs within the member companies of the committee was significant. There was about a three to one ratio of September 1943 over Sep tember. 1942, of Womea on chemical plant and labor jobs in the six industrial organ izations represented. Ii'Sgwl Kequaremeote For the purpose* of simplification, we have divided this report into seven or eight dmaioas. The first division to be diiniiMd is state and legal require ments. A thorough study and under standing of the requirements applying to yoor- plant is the accessary preliminary step to introducing women to your plant. In many eases the minimum legal re quirements as cthbBdnd cawaot be ac cepted as maximum and adequate safe practice standards. We must, on the other hand, recognize the importance of a thorough study and aaderstandzug of these legal points. An extremely wide variance was found to exist in the legal requirements; for ex ample, state regulations on the allowable weight limits for women vary from fif teen pentads in ooe state, through a com puted weight, which is oee-third of the body weight, to a maximtan of seventyfhre pounds in another state. In still other states there was no legal require ment on this point. The number of hours which a woman may work varies from seven to twelve hours a day sad from forty to sixty hoars ai week. This Is only a summation of the legal requirements as applying to women in industry. It does, however, serve to highlight the necessity for your familiarity with the regulations as applying to your plants. A particularly important angle on this regulation problem is the exclusion of cer tain jobs applying to certain specific chemicals, when considering women. In many states particular jobs are prohibited which tie in with the handling of certain chemicals unless the job. has been in spected and approved by the Department of Tabor inspectors. Further details covered by state regu lations include such items as provision of separate first aid facilities, screening of stairways, provisions of benriics, etc. The problems recognized by many, or at least some, employers have been recognized by the states in many cases, and in some in stances digests or extracts of the regula tion* applying have been issued by the State Department of labor. Ptast fee Women Engineering a plant for women workers was the second division considered. This has been further subdivided into "Engi neering the plant from the standpoint of personal service facilities/* and "Engi neering as applied to job performance." Taking up the first phase, "Engineer ing the plant from the standpoint of serv ice facilities." here, again, state regulation* must be considered. Again strict adher ence to the state regulations may well be below your own accepted plant standards. The minimum regulations offered by the committee include provision of toilets-- one scat to fifteen employees; provision of washrooms, which may be combined with locker facilities; provision of lunchrooms, which may be combined with lounge facilhie*. The importance of proper plan ning h** been mentioned in the report; that is, planning ahead for the establish ing of these facilities- This is important since women have been found to.be more sensitive to the environmental conditions than men. Some companies have been faced with 334 32nd National Safety Congress, 1913 the problem of duplication of facilities in separate, adjacent buildings. In each bailding there was a limited personnel. This problem has been solved in one case by setting up a policy of installing at least a toilet and wash basin in each building with the other facilities of these locker rooms, lunchrooms and rest rooms cen tralized in a building on an area basis. Since the employment of women is sometimes considered as a temporary measure, there has been a tendency to conform only to the letter of the law in setting up these personal service facilities. We feel that it is the safety engineer's duty to cooperate with interested, parties in combating this tendency. There was an interesting comment that came up daring the study of the problem. The comment was, "You sure do make it hard to hire a 'gal'." The answer was, 'Yon are not being asked to do anything that you haven't been doing or shouldn't have been doing for your men employees.** Now, engineering the plant for women workers from the standpoint of job per formance: This, of course, enters into our consideration when setting up job specifications. There are certain ferndamental differences between men and women which must be considered at this point. Women are, on the average, five and a half inches. shorter than. men. Women's reach is shorter than men's. Her gen eral strength, on the average, is less than a man's. These few factors are sufficient to make the point that a re-engineering job operation is often necessary in adapt ing the job to the woman worker. Neces sary changes that are often simple, for that very reason, are overlooked. We have in mind such things as providing a patented barrel truck to eliminate the necessity of poshing or rushing a barrel across the floor; or adjusting a damp valve in a untrifnipl basket to bring the weight load within the limitation; move shredder safety switch six inches closer to the operator; setting up a roller conveyor to eliminate having to posh the barrel away from the loading station. In teresting enough, in many cases these en gineering changes have been entirely adaptable to increasing the efficiency of the males. Social Problems Social problems was another division considered in the report. Social problems have much importance, and under heading such ideas come to mind as the establishment of day nurseries, transport problems, hours, shifts, recreation pro grams, etc. These problems arc not peculiar to the chemical industry and have received a con siderable amount of study by industry as a whole. Because of non-specific char acter of the problem, the committee has drawn no conclusions. We do call yourattention to tbs existence of many fine references to these and allied subjects. These have been set forth in the refer ence biography attached to the final re port. Clothing Clothing and safety equipment is an other division in the report. 'We know that safe clothing for a woman worker approximates that worn by a man work er oa a particular job. There are, how ever, fundamental differences in design and styling which most be recognized. American Standards Association . has realized this fact and is at present work ing on standards covering certain items of women's safety apparcL A word on the uniform versus the nonuniform clothing rcgulstftms problem: In the study by the sub-committee with re gard to this we reached the conclusion that in clothes where no definite clothing program bad been set up they lived to regret the lack of positive regulation in this regard. An allowance must be given ia the pre scribed uniform for an expression of in dividuality. Regimentation is not popu lar and some choice should be allowed, with the exception of general specifica tions where an unusual hazard exists which necessitates rigid adherence to specifications set up. Hair covering is important in that It is the one Item of safety clothing on which there is the greatest variance between men and women workers. The problem. Chemical Section 335 of course, is self-evident. May we re peat the qualifications outlined for accept able hair covering: First, the hair cover ing should confine loose hair. Second, it should be relatively dust-proof, where dust is a factor. Third, the crown should be high, and the visor stiff in case* where moving machinery is an existing hazard. Fourth, the fit should be comfortable and loose enough so the hat will be easily re moved from the head or soatched from the head is case of contact with moving belt, shaft or spindle. General safety specifications on cloth ing, such as fire-proofing, smooth surface finishes, rubberizing, etc., are similar when applied to men or women's clothing and arc readily adaptable to women's appareL Induction Methods The method of induction is another di vision of the report. Details of any in duction program will, of course, vary de pending upon the plant's size. There are certain principles, however, which remain constant. We have Included in these; first, the establishment of a separate divi rion of employment or personnel de partment to handle the problems of hir ing, interviewing, and inducting women into your company. This division should be headed by a counsellor or assistant employment director, or employment di rector for women, whatever title you see fit to choose. Secondly, the physicals recommended are similar to the physical examinations given mate employees and should include blood tests, urinalysis, etc. Pre-employment physicals are, of course, particularly important in the chemical in dustry. Third is the importance of prompt han dling of applications. There are two points on this to consider: first, any labor market today would be recognized as be ing extremely competitive. Second, the thought processes just before a woman applies for a job are entirely different from what we are used to thinking of with relation to male employees. That serves to highlight the importance of a prompt handling of applications. The fourth point undiir induction prin ciples in placement. The medical and safety departments should correlate their knowl edge of job requirements, plant conditions, necessary safety equipment, etc. This knowledge is used through the proper channels which will vary in different com panies in setting up job specifications. It is of value, of course, both to the employ ment and supervisory personnel Safety Training and .Education A word on safety training and educa tion: The theoretical aspects of safety training are no different when applied to women or men. Practically, however, there is a need for greater emphasis on safety training with the woman worker. This is obviously true because of her unfamiliarity with industrial practices. It is necessary to begin instructions in training farther back with the woman worker. This works to the advantage of the em ployer in some cases, however, since it is not necessary to unlearn incorrect meth ods or unsafe practices. The study has shown a necessity for overcoming a fear psychosis tendency on the part of women when introduced to chemicals; and not necessarily hazardous chemicals. In most cases it is just the word "chemicals.'' This, of course, is a reaction which should be handled early in the training program. This education starts with the first em ployer-employee contact, which again highlights the importance of the hiring personnel selected. The safety depart ment pre-placement contact, when carried on, is an extremely important point. At this time yon discuss such items as gen eral safety policies of the organization and of the department in which a woman is going to work. You will alleviate the fears with regard to such words as chemical pressure, acids, caustics, etc. This safety education, how ever, must be recognized as a corollary of a broader subject: "Women'a part in the safety program.'* The important point here is, don't neglect the benefits of including women id your established program. Job Training Job training is another division of the report. Specific job training ti recog nized as the crux of a safety education program. A necessary first step to this is the establishment of a well-defined 336 32nd National Safety Congress, 1943 standardised procedure. You set up your specifications. You hare gone through what you consider proper selection of per sonnel. You have covered the point of safety education; yet this is all meaning less you have a definite follow- through on specific Job training via per formance. One *-*wwcMt plant has done an out standing job in training women workers in plant operations. They were faced with a problem of building up a crew of five or six hundred employees, 6ixty per cent of which would have to be women. They made use of the previously mentioned principle of starting way hack in the training procedure. When they came to the part of the program applying to plant operation they first studied pipes and piping. Next valves were discussed; the construction operation and the use of valves. They next went into pumps. Pomps were torn down, studied, pat back together and then hooked up with pipes and valves that were now understood. This process of breaking a job down into component parts was followed until they built op to an understanding of the operations and mechanics of operation of such items of equipment as condensers, refractors, etc. The problem as outlined is perhaps somewhat of an ideal but it does call to our attention the advantage of planned job training. Work Problem? The remainder of the report has been entitled, "Work problems/* This.provi sion has been, frankly, so designated for want of a better category in which to include certain specific problems mote or less applicable to women in the chem ical industry. First, on lifting. The various weight limits we have already discussed, and the variances in the particular job, not alone from the standpoint of weight of the ob ject, but size, bulkiness, etc^ and vari ance in the personal capacity of the indi vidual employees, makes it almost aca demic to discuss how much a woman can lift safely. Even positive state limits, considering the variations we have mentioned, may include a regulation to the effect that no woman shall be given a job dispropor tionate to her strength. A sensible base line is needed, however, from which the plant foreman, supervisor, or safety man can start, but individual cates most be studied as such, despite the establishment of any limit We refer you for further information on this problem to the very complete study which 'was made by the da Pont Com pany on the problem; also, to Special Bulletin Number 2, The Women's Bu reau, United States Department of Labor. The rest period is another problem. In studying the need of provinon for rest periods we must consider the fact that on certain types of jobs women do tire more quickly than men. State regula tions again should be checked and the type of work may be the determining factor m establishing a policy along this On routine production or assembly jobs, experience has repeatedly shown the value of setting up two rest periods of ten to twenty minutes* duration. Is cer tain laboratory, or chemical plants the value or need for such regulations may not be so apparent, .but m any case rest periods should be recognised as a fatigue combatant aloeg with such items as proper fflumtuatiou, ventilation, ate. Supervudon is another work problem. Women prefer male direct' iwpni sinam This is admittedly a broad ststaroro* and open to the usual exceptions cr objections. It is given as a statement of awmMhs of the committee's experience. This direct or job inym liiioai abouM. however, be supplemented by a woman in a general supervisory espsrity; tibia k a wocaaa acting as a matron or cnmdtor, or shift counsellor. We can't taaee of the competent t advisory agisikioo type of counsellor, Ifiioagh her _ diplomacy, uniintiadmg of jib The turns, mbfshsdhc if emghp Isms aad sock, may vtl mefce < the women n indestiy program individual company. Skm irritants is another weak _ considered by die committee. The of skin irritants on Chemical Section 337 to it>*a fTtv*** to be an extremely contro versial subject. Comparable exposures bare seldom been obtained and we feel a positive statement one way or another as to the relative effect of skm irritants on men or women would be out of order. The practical plant man might well rise, however, to a point of order on that with a case history of women on particular jobs who have had difficulty with skin irritants, when for a good period of time yon have had men on identically the same jobs with absolutely no trouble from that standpoint. If is so we feel that a consideration of the following factors may explain the problem and thus lead to its solution: First, women naturally have a more sensi tive skin than men. Secondly, women have gone through a period of years im proving on nature through the further softening of the skin on hands and arms. Third, women's pre-employment environ ment has seldom been what we consider as a skm toughencr. Fourth, women are sometimes sensitive to the use of cos metics, or, as one individual put it, par ticularly to the overuse of cosmetics. And fifth, and perhaps the most impor tant oo a particular process over a period of years, you may have gone through a weeding-out on a particular operation of a procession of sensitized employees. Now when you switch that process from male.to women employees, don't forget that you may have to go through that same weeding-out process. These factors receiving due consideration, the problem of preventing dermatitis to women work ers assumes the same aspect as prevention with respect to male employees. Chemical exposure is a related problem. Chemical exposures as related to women workers is another subject on which no apparent exhaustive or conclusive studies have been made. Such statements as that women are likely to be more seri ously affected or women may show more --riptihility in the opinion of so and an; or that women are snore susceptible 4au do not give us too firm a foot ing mm which So take a stand. There is a general agreement of the heightened effect on women of certain chemicals such as lead and benzol. Partic ularly important is the effect of certain chemical exposures on pregnant women. The only conclusion submitted by the committee on this problem is that the employment of pregnant women is en tirely a matter for the decision of indus trial or personal physicians. From our practical safety engineers* point of view, however, this theoretical discussion of sus ceptibility is of great concern. We have quoted a paragraph from the National Safety Council's pamphlet Num ber i07; "Irrespective of susceptibility, women like men can work safely on toxic material operations only if the engineering design and control is such as to largely preclude the possibility of occupational poison.*' I don't know whether that point is quite dear. Let us pot it this way: If you as individual* fee) you hare a pro cess which is safe foe yotrr male workers and unsafe for the women, we suggest that you check yourself cm the first point. All precautions which we would advise with reference to the control of chemical exposure*, are ones with which you are already familiar and further details here would be largely repetition. Job Limitations The degree of manual labor seems to be the single existing limitation of the type or class of jobs on which women anay be employed. The requirement for quick, positive judgment has been listed as a job limitation. This is often lack of experience or background rather than fundamental fault of a woman v. w.ser. Training takes longer but this should be considered as a retardant rather than a limiting factor. In conclusion, we want to pay tribute to the part that women workers are play ing in our fight for victory on the indus trial front Thar contributions to the chemical industry have been great and varied on jobs which range from labora tory analyst to control and research chem ists, through plant operators and mechan ics to production inspectors and packers. 338 32nd National Safety Congress, 1942 Round Table Discussion Moderator: John S. Shaw, Director of Safety, Hercules Powder Ox, Irsc-, Wilmington, Delaware MODERATOR SHAW: First we will talk about waste disposal. If you wrote any questions while I was reading tile paper, or if you are writing them now, shoot them along. I Lave a few that have already come up. 1 might start you off on one: **Is individual maintenance of respirators in which each employee cleans and maintains his own respirator satisfactory?'* That question is submitted by . G. Mriter, of Employers Mutual of Wisconsin. Who has an answer to this question? MR. E. G. MEITER (Industrial Hy giene Laboratory, Employers Mutuals, Milwaukee, Wisconsin): The answer is no. Individual maintenance of respirators is not sufficient. If individuals arc asked to maintain their own respirators they will not do it; respirators hang on nails on the wall and are not worn. It is much better to use some form of main tenance system where the respirators axe collected each day and cleaned by some one designated for that purpose. MODERATOR SHAW: Thank you. Dr. Meiter. Next, "Should only the fire hazard be considered when selecting a cleaning or degreasing solvent?** MR. GEORGE MUSTARPA (Her cules Powder Co.): There was an ord nance bulletin which came out recently that suggested that all degreasing sol vents be checked! MODERATOR SHAW; "Why should a safety organization study an economic problem? Safety has a large field in sav ing life and limb; why worry about ma terial and stream pollution? A safety program must be carried on aggressively and it is my opinion that the approach must be direct, constant and concentrated on the subject." MR. ALLEN L. COBB (Acting Safe ty Director, Safety and Fire Prevention,Eastman Kodak Co., Rochester, N. Y.): This question comes back to a pet bobby of mine, that the -safety engineers job is truly engineering. Anyone who studies engineering knows that the economic ap proach to a matter is one of engineering considerations. When we are trying to eliminate haz ardous conditions to employees and to the community we have to deal with man agement Management isn't going to be very much impressed by something which is not economically practicable. There fore, we have to offer a solution to our particular safety or health problem which is not only safe but is economically sound from an engineering standpoint. MR- GEORGE MUSTAPARTA: There was an Ordnance bulletin on that. MODERATOR SHAW: I don't think you can sell safety to your boss or any body else purely on sentimental grounds. No one baa ever visualized himself as being lolled or meeting with an accident that wounds him. However, 1 don't ttiwitf you can divorce this entirely Rom sentiment or the humanitarian tide. Happily, safety measures are also eco nomic measures. Safety pays in a great many ways. It has been estimated by some companies that the return is tea dollars for every dollar invested. MR. S. W. GURNEY (Laboratory Di rector, Liberty Mutual Insurance Ckx* Boston, Massachusetts): I think there is a missing link there. The question, as 2 understand it, binges upon the link be tween waste disposal and accident pre vention. MODERATOR SHAW: Z touched upon that very briefly in my paper. I said it was mostly because of health and morale. MR. GURNEY; Here are some prac tical things I have found since I have bees on the committee: A research laboratory having the need of a small amount of hydrogen sul phide furnished in cylinder form used what they wanted and when they bad fin ished with the experiments, those cylin ders were given to the sub-contractor who Chemical Section 339 took care of their dump. These cylinders were thrown on the dump. This was before metal recovery was so essential, so they were simply rolled down the dcclevtty. There were three men who made a habit of going around salvaging what they could from dumps. They no ticed th fittings on the cylinders were brass so they took a sledge hammer and knocked them off. The gas escaped and two of the men died from acute sulphide suffocation plus acute hydrogen sul phide poisoning. Probably the answer to that is quite obvious, but here is another not quite so obvious. A large soap company, manu facturing soaps and oils bad occasion to use Fullers earth for clarification of their oils and their soaps. The spent Fullers earth became a problem for disposal. It was given in the usual way to a sub contractor who used it for filling on a vacant lot. Unfortunately, in using it for fill some wood scraps, paper and the like got into the Fullers earth. Now Fuller* earth in this condition is not particularly flammable, but once it becomes ignited it burns somewhat like a peat fire. There wctc several thousand tons in the deposit and in some way it got ig nited and burned under the surface like peat fire, giving off smoke through cracks in the surface. The incandescent ma terial could be seen below and was a nuisance. Kids used to run across it playing their games and three of them went into it up to the arm pits and were severely burned. Another very common problem is the disposal of lacquer solvents and cleaners. Most plants using lacquers have the cans cleaned out, using lacquer solvents in the process and titext give the drums to a tracker. The tracker carts them off to the dump--sometimes with instructions to hern them and sometimes with no in structions whatever. One particular case that came to my attention just before I came to this meet ing was a tracker who had a number of drams of sneh dirty solvents and lacquer wastes. He took them to the dump, backed up to the edge of the dump and simply pat them over the tailboard outo the ground. The lacquer solvents vapor ized somewhat and flashed from the hot exhaust of his truck engine and he and the truck were both burned up. Here is another problem. We don't think of water as being particularly dan gerous or harmful or as bring a particu lar problem of disposal, but 1 have in mind one large company that used tre mendous amounts of water for cooling purposes. It goes out from the plant's cooling pumps at a hundred and fifty of a hundred and seventy-five degrees Fah renheit. "the simplest way of taking care of that was to let it flow into a small stream which went by the plant. It was merely cooling water. There was no contamination in it whatsoever. That water flowed under a bridge on a main highway perhaps a quarter of a mile from the plant, bat it still retained a considerable amount of heat at that point aud caused heavy fogs ondcr cer tain conditions of weather and temperatare. The fog was so heavy, in fact, that there were a number of very serious acci dents. not only from coBsstoo bat acci dents from simply losing their way in the fog while going over the bridge on this mam highway. These are simple waste disposal prob lems for which the answers ro you may seem to be entirely obvious but my visits in industry collecting this information re veals to me the fact that very few of our safety engineers tn our plants know what are the waste materials to be disposed of or bow they are disposed of. I think that in order to solve.this problem satisfac torily we have got to give the wa&te dis posal problem to a very competent and informed man--the chemist or engineer who knows the chemical and physical properties, the flash points, the possibili ties of reaction of all of these materials that are going oat--and make him re sponsible for the disposal of this particu lar waste. The problem is too big and too varied for any one man to give all. the answers in one lifetime, certainly, but I think we can probably tackle the thing in its broad aspects, as Mr. Shaw is going to tackle it. MODERATOR SHAW: That is a real contribution. Now here is a time worn subject but an interesting one to almost all of us: "How can tank cars 340 32nd National Safety Congress, 1943 be' ventilated effectively without the use of too much equipment which is difficult to handle?** I don't think the question is quite com plete. Probably we would have to ask the inquirer a few questions before we could answer his. He says "to ventilate." He doesn't speak of steam or filling them up with neutralizing agents and washing at all. If the one who wrote that ques tion will explain a little more about what he has in mind we will try to answer it. P. C. LAMB, LEVER BROTHERS CO.. CAMBRIDGE, MASS.: I am the person who asked that question. We are interested in the ventilation of cars which contain Inedible grease purely and simply to have an uacoataminated atmosphere for the person who works in there or who Is cleaning out the car. MODERATOR SHAW: The prob lem is one of suffocation and not of toxicity. MR. J. E. C; VALENTIN (Process Safety Department, Bakelite Corporation, Bound Brook, New Jersey): I believe. Mr. Lamb, that you will find it very suc cessful in the handling of the ventilation problem if you will secure a rather light weight device. It is the Lamb Air Mover and is very easily handled by one man. It can be attached to the top of your man hole or dome of the car and will handle three to five cubic feet of air a minute; taking in and at the same time taking out. I will be glad to get you further informa tion on that if you like. HR. LAMB: I don't know whether it is peculiar to us or not but we use that equipment and we have difficulty in ven tilating the ends of the car. It does a swell Job in the rest of the car. MR. ALLEN L. COBB: Pipe U up to the ends of the car. MODERATOR SHAW: "Will Mr. Sbaw indicate if any further data is avail able on the TNT waste utilization? What are the salts available after burning the TNT waters? How many plants use this system ?** The salt is probably sodium sulphate. Does anyone else have anything on that? "What is the degree of explosive haz ard that exists from the powder contained in TNT waste voters? Are there any flashes or explosions on record?" We do know that TNT is an explosive and a high explosive and it would be foolish to think it wouldn't be dangerous to leave around in ditches and holes la any quantity at afi. The wash will destroy vegetation and is dangerous from that standpoint. TNT is toxic, and we don't want it around even if it were not ex plosive. I wouldn't want it in washing ditches and drains or anywhere that ani mals might drink the water, or where fish or game might be killed. I can't tdl you what quantity will be dangerous hut I dare say yon coaid find separated crys tals in little groups in puddles and that you could detonate them with a cap. MR. NOBLE: I know of cases c record where the wash water from TNT has formed a scum on the surface and was detonated by sunlight. UR. BRENDLEN: We also had a case of dragging the hose around in red water disposal. Just as the man toned around to pick up bis hose he noticed it flash. He hadn't dragged it more than a few feet There are qcdte a few sock cases on record. MODERATOR SHAW: The con tents of the wash boiler is not crplfm as I understand it. Am I wrong on that? I don't think we have been able to shoot the concentrate of the wash boilers, have we? Can we shoot the concentrated red wash? UR HAROLD L. MINER: No. be cause it does not shoot. When it is dry and run through the incinerator it will not shoot. MODERATOR SHAW: The method of concentrating these is *to concentrate them to ninety-five per; cent solid and ig nite them in a drum. If they were to explode, I wouldn't ignite-them. I think you must have some dry TNT on the oatside of the hose, and dragging the hose sets up friction between the hose and the door, or whatever you wens draggzug the hose on. That is my belief of what, caused the flash. However, there might be some other factors there that I don't recognize. "How may viscous waste materials con taining solids and flammable liquids Chemical Section 341 be collected and destroyed?** Allen Cobb that you brought that up. It is essential asked me that. I don't know why he did that you recover all you can In these days' because he knows the answer. MR ALLEN L. COBB: This, of course, is one of the problems that you do get into extensively in chemical plants when those materials are so valuable. I think we should try to recover every bit of solvent material possible through sol vent recovery systems, distillation, etc. where about all you have are dirty ma I was speaking primarily of the sludges terials and you don't put them in safety left over after you have done all you cans. They are clogging up screens and can in the vray of distillation. I would we, perhaps, make some compromise with the ideaL Many times we would tike to have lowflash materials pot in containers provided with screens and otherwise having the characteristics of safety cans. From prac like to call attention to distillation as a means of recovery of some of these ma terials. A waste recovery still is used primarily for recovery of dirty acetone, and also on occasion nsed for recovery of degreasing solvents, such as trifluuridc. tical experience containers are of fairly heavy construction--about quarter-inch steel plate--and contain maybe twenty After being used fur the degreasing recovery one such still was washed out carefully, then used for recovery of ace gallons at a maximum capacity. They can be used for fairly heavy viscous ma terials and are provided with a very loose- tone, which is its normal ose. When the operator went to draw off the recovered acetone, he had hardly drawn off more fitting cover which can be carried out to the place where yon do your burning. The whole container can be put on the than a teaspoonful when be bad an ex plosion in the drum. He wisely shut off the flow and sent for help. When they pile and the material burned out of the can. Of course, it warps the can after a number of times, but it can be ham mered back in shape again. That is one practical method of doing it. drew off small samples in graduates they found a film formed above the material which almost immediately bur&U in flame. Investigation revealed that reaction be tween the cotloided hydrocarbon and ace Burning them in incinerators or some thing of that sort might be desirable, but experiences with all kinds of inclosures have proved them to be extremely hazard ous. It would seem the only effective and safe method is the old-fashioned spreading of the materials out in shallow pits not over six inches deep and igniting from a safe distance. tone formed an unstable material and considerable investigation was necessary before we could empty the still ont at alt We found additional carbon tetrachloride in the stilt You have to watch out for some of the unusual reactions which may develop. MODERATOR SHAW: "Do yon consider banting ether in open cans dan. MR S. W. GURNEY: There have geroos?" been one or two instances of recovery of that sort with a still in which It was pos sible to get into the still easily for clean ing out the residue, which, of course, is high in value in a recovery of that sort. I know of one plant that figures the value of their recovered material at fifteen cents a gallon. Their cost of recovery is pat at four cents _a gallon. With some what over a thousand gallons a week In normal production it certainly pays them to do that. I think where you can recover, you cer tainly have an element of safety added over burning. MR ALLEN L. COBB: If you have U> get rid of solvents such as ether, the safe to do, if It is in small cans, is to heave the whole can on the pile,- but to have a good two hundred feet or more between yon and the fire. The fire can be started electrically by resistance wire or with a fuse fastened to a nitro-cellulosc material I would a great deal rather have the ether can opes if it is at all possible, so you won't have the cans bursting and sail ing through the air. If you can get the ma terial in the open can safely and leave it on the pile; that is, I think, the best way MR ALLEN L. COBB: I am glad to do it. 342 32nd National Safety Congress, 1943 MODERATOR SHAW: Here is a question for you on women: "1* there any protective cream on the market that will prevent yellow stains from weak nitric acid contact on women operators' hands. Rubber gloves give the proper protection, but are hard to geL Cream could be used as a temporary expedient.** David Warden. Safety Supervisor, .Her cules Powder Co., Partin, New Jersey, asks this question. 1 have not seen a cream yet that would take the place of rubber gloves. Do you mean to put the cream on the bands and then pat the hands is gloves? MR. DAVID K. WARDEN: No gloves at aU. MODERATOR SHAW: You want it to take the place of gloves and have this cream prevent staining the hands with nitric acid. Who knows of a cream that will do this. Harold Miner saw tills original ques tion before he departed. He said that du Post's do have, as you probably know, a protective cream. He said he didn't hold out much hope of it being your answer. I don't believe there is a cream that will do it because It will wear off faster than those girls can keep it cm their hands. Here is another on women in industry: "What are the differences as to the thoughts of women applying for jobs compared to men? What effect docs this have on safety, if there is a marked dif ference?" MR. DAVID WARDEN: I have an other question here that might be in line right now and maybe Mr. McCutcheon could help us out. The question I had in mind was this: In hiring male operators for jobs in the plants, we subject them to a medical examination, specifically for indications of hernia. I wonder bow many of the women would volunteer to have ail examination to look for the same thing. MR. S. M. MacCUTCHEON: If you will excuse me a second 1 will by-pass that and back up a bit. "Differences In attitudes or thoughts of women in ap plying for jobs as compared to men." Perhaps this question was written as the talk was going on. I did meotion a point along that line. Briefly, it came into the discussion when talking about the induction of women and the ini ~tancc of prompt handling of applications. There were two reasons lot the importance of prompt han dling: First, the competitive labor market today which, of course, i$ the same with mep or women. Secondly, there is a difference in the attitudes or thoughts of women when applying for jobs. Our point there is that women applying for jobs nowadays have a sort of patriotic motive. They have the patriotic motive, bat when they go to the employment of fice and sit around for an hour and a half they are through. That patriotic motive may not stand up as well as the motive the man has, perhaps not so much now as in the past, of getting a job to make a living. Is that enough to answer? MR. DAVID WARDEN: Not exact ly. ! am trying to find out how much difficulty industry has in getting women to volunteer for this medical examination for women. MR. S. M. MacCUTCHEON: That is a separate question. The second part of his question is, "What effect docs this have on safety if there is, a marked dif ference?" I don't know. I would like to toss that out if anyone has any comments to make. MR. HANNIGAN: I brought that op because you did mention there was a dif ference. I asked you what it has to do with safety. We have had to fire a lot of men that have come in with patriotic motives and a lot that came in for the job. I didn't see any difference in the outcome. Take the case pf a wopus who takes a job because she is patriotic; she is not much of a good worker after the first few days, so if you get someone else to do the job in the first place, you are better off. MR. S_ M. MacCUTCHEON: From the plant superintendent's point of view, if you take just the women that need the job yon may not get as many as you need. As to the question on hernia examina tions, I know of no particular plant where physical examination does cover that; therefore, I can't answer the question. Chemical Section ' 343 Dr. Meiter, isn't it true that women are much leas susceptible to hernia than men? DR. E. G. MEITER: No. MR. HANNIGAN: We use a woman doctor for examination and have no diffi culty in giving hernia examinations. MODERATOR SHAW: I think a woman physician is an answer to your problem. ICR. DAVID WARDEN: Tfc*im%h2 be the answer. v MODERATOR SHAW: "Under the eqoa! pay for equal productivity, how do you reconcile, for instance, a rest period granted to women but never before granted to men? Please discuss this as a general picture, rather than being spe cific." Well, I might guess there are two rea sons. We have already been tohl that they tire more easily; and, second, we are progressing for we now think that men should have a rest period in the middle of the afternoon, too. This gentleman says in general that be wants to bring op this point; that women are given easier jobs than men in physical endurance, physical output and yet they are favored with a rest period. Well, I say that Is progressive- We certainly don't want to put the heavy load on the weaker sex, generally speaking, although 1 have seen women oortUft men. MEMBER: When men travel long distances, as m my plant where some travel twenty-five oiiles, we found a rest period morning and. afternoon relieved not only the fatigue, but accidents. We found our accident periods that were worse were the fourth and eighth hours of work, and definitely with loog~ trips to go to work, a rest period with a possibil ity of food was a safety precaution. We found that to be the case with both men and women. MODERATOR SHAW: Mr. J. N. Guefids, of &.CA, Victor, wants to know about treating hydrofluoric acid burns and ns to comment on boric add Somebody has marked on this card to ask R. S. Mackie, Chemical En gineer, General Electric Company, Cleve land, Ohio. He does handle hydiofluoric acid. He indicated in bis talks with me that plenty of water, which is so often used with other acids, is the first remedy. I would write him. MR. RAPIERE (University of Chica go, Chicago, Illinois): We investigated that problem for our laboratory and also in the Kettering Laboratory. Mr. Mackie said that plenty of water and continual washing for several hours, as long as the skin continue* to bare that white appear ance, was the best means. MODERATOR SHAW: How about boric acid soaks? MR. RAPIERE He arid the use of water was the best means. Of course, some of that area may he permanently in jured. There have been some suggestions to use lime water, and the treatment also includes application of certain oxide*. MODERATOR SHAW; Before I used any chemical for a neutralizing agent, I would be very careful to make sure it was right. MR- RAPIERE: I think it is borne out that in preparing any solution to neu tralize barns, you should always use water first and be on the safe side, because any neutralizing agent will generate some heat, especially in the eye, where you get more detrimental action. DR. E. G. MEITER: I just want to say a few words about the disposal of collected dust and show you several slides. Whatever exhaust systems are re quired lor the removal of dry dost, effi cient dust collectors should be used to separate the dust and dirt from the air before it is blown to the oetside atmos phere. Any exhaust stacks where this air is discharged should be shove the roof line of adjacent bulldings. In the first slide, we note that both of these principles that I have mentioned are violated. In the first place, we see a high dust cloud coming out of a stack which is so low that the dust will blow right back into the building through the ventilators, through the skylights and through the open windows. Now, having once trapped the dust, means should be provided to prevent the escape of dust when emptying the col- 344 32nd National Safety Ctmgrtss, 1943 lector hoppers. In slide two we see the dust collector hopper being emptied with out u>7 dust disposal. You can tee that the operator himself is exposed to high dust concentrations and oftentimes these dust collectors are located inside build ings where a lot of men are unnecessarily exposed to the dust. These hoppers can be properly emptied; first, in a dry state by using an enclosed, specially designed truck body attached to the ventiUting system; and, second, in & wet state by attaching a wet disposal de vice to the dust arrestor. . paste. By using the right amount of water and getting the correct adjustment, this can be removed either la a very wet sludge or in practically any consistency that we wish. This device is usually used where we have a multiple dust collector system mounted on a rail and, by means of a flexible hose connection and electrical connections it can be moved under each hopper, -or used along the conveyors and connected all to one unit. This can he used outdoors in temperatures as low as ten above zero. In the next slide is shown a specially designed, enclosed truck body,' where this dost can be efficiently disposed of. You will notice that the central tube here is a corrugated tube connected directly to the exhaust system. When the air from the truck is exhausted, we have a downdraft in both manholes, through which the truck is being filled- This can be done without any dust at all. This can be done efficiently either by applying the suction by means of an independent fin fan, or by a proper valve arrangement we can use the regular ventilating system. Not only can this truck then be filled without creating a dust nuisance bat tn hauling the dust to the disposal grounds there is no blowing by the wind or jarring of the dust as the track is driven along the highway. Naturally there is some ex posure to the workman while emptying the truck,' but by standing against the HR. McOUEERYx (Gcncnl Chemical Company): I wanted to mention die hydrofluoric acid problem. It is assum ing greater uses all the time, particularly in the refining of aviation gasoline. I presume that is why these gentlemen brought this problem up. About * six or seven months ago the War Department called together the leading manufacturers of hydrofluoric acid to discuss this very problem. I am sorry I can't tell you the name under which this organization goes, but its headquarters are at Bethesda, Maryland. They have prepared a pamphlet as to the correct procedure In treating hydrofluoric bums which may be obtained by writing to them. MODERATOR SHAW: Write to the National Institute of Health, Bethes da, Maryland. wind and using a dost respirator, this can We still have some unanswered ques be made a very fine job. tions which leaves me unhappy but if Now the next slide shows the wet dis posal device which is now commercially available. This was described in the January issue of "Industrial Medicine." Here we have dost from the dost col you want to persist nntil you get the answers, write the Council and they will put it in the bands of the right specialist to give you the best information they can get- lector coming into a variable speed con CHAIRMAN STRATTON: The veyor. Water enters the center of the . questions addressed to fche National Safe* spinning or spanner disc and both the ty Council should be addressed to the at water aad the dost impinges at high tention of the Chemical Section repre speed, loses its identity and forms a sentative, Mr. Van Attn. Coal Mining Section Officers 1943-19441 General Chairman--Taoues Mows, Room 1602 Koppers Building, Pittsburgh, Pa Vice-Chairman--}. T- Ryan, Jsl, Mine Safety Appliance: Co. Pittsburgh, Pa. Secretary--R_ H. Nicholas, Pittsburgh Coal Company, Pittsburgh, Pa. labor Representative--Da. Walter N.*Polokoc, United Mine Workers of America. Fairfax Station, Virginia. Mine Operators Representatives--John E. Jones, Old Ben Coal Corp. West Frankfort, IB. Edgar C. Wnam, Hudson Coal Co. Scranton, Pa. U. S. Bureau of Mines Representative--J. J. Fosuus, U. S. Bureau oi Mines, Washington, D. C. G*a. W. Grove, (Alternate), U. S. Bureau of Mines, Pittsburgh, Fa- Mine Inspector? Representative--C L. Lutton, H. C. Frick Coke Co. Pittsburgh, Pa, Hems Letter Editor--E. H. Denny, U. S. Bureau of Mines, Pittsburgh, Pa. Engineering Committee Chairman--A. D. SlSR, Big Sandy-Elkhom Coal Operators Assn. PBcevflle. Ky. Entertainment Committee Chairman--}. T. Ryan. Jr., Mine Safety Appliances Co. Pitts burgh, PaFUm Strip Committee Chairman--Robert M. Medhj., Illinois State Departtncnt of Mines and Minerals, Springfield, 111. Membership Committee Chairman--Cadwallamr Etans, Jr., Hudson Coal Co. Scranton, Fa. Paster Committee Chairman--Richard T. McAllister, United Mine Workers of America, Dnqnoiu, HI. Program Committee Chairman--J. J. Forres, U. S. Bureau of Mines, Washington, D. C. tAs deaf by the ddnuo *R Corner*** Mirim 345 346 32nd National Safety Congress, 1943 M--Hngi for Formation oi Coal Mbihiq Section October C and 7 Daring the put two years several coal mining members of the Mining Section came to the conclarion tLi* a separate section devoted to coal mining' would enable the Council-to accomplish more in this field. This opinion was based on the belief that the problems of the coal mining industry were entirely different from those encountered in metal mining and that it was necessary to develop specific materials. A group of the coal mining members held several conferences, and these discussions finally resulted in approval of the fdematsoo of a separate section by the Executive Committee of the National Safety ConncaL Following this approval a special meet ing was held In Colombo*, Ohio, May 2d, 1943. The meeting was presided over by Mr. Thomas Moses. At this meeting annooncement was made of the contem plated formation of a Coal Mining Section and, in order to get the movement under way, a temporary committee was formed under the chairmanship of Mr. Moses. The committee was known as "Coal Min ing Committee to Conserve Manpower.** Following the formation of the com mittee, Mr. Moses prepared a message to be sent to coal mine inspectors through out the country. Mr. Moses also held several meetings in various coal mining states, devoted to organizing safety com mittees among coni mine inspectors and operators. In the meantime, arrangements were made to hold an organizing meeting during the 32nd Naihmal Safety Congress. A preliminary organizing meeting was held on the morning of October 6, and a second .meeting on the saomisg of Oc tober/. Officers were elected and tentative plans laid for the work of the section. In view of the fact that these meetings were held only for the purpose of organiz ing the section, no papers were prepared for delivery. However, at the meeting of the existing mtureg section the pro gram was designed to cover both coal and metal mining. Reference should, therefore, be made to the program of the Mining Section for papers doling with both cool and metal mining. The section having bees organized, plans for the development of a program are now under way and a complete pro gram will, of course, be prepared for the next National Safety Congress. Construction Section Officwa 1342-1343 General Chairman--W. A Harass, Bethlehem Steel Cck, Bethlehem, Fa. Vice-Chairman foe Building Construction--Ixova A BuuccHAxa, War Department, Wash ington, D. C. Vice-Chairman for Heavy Construction--G. W. Maxok, Maxim Construction Co., Dayton, Ohio. Vice-Chairman for Highway Construction--Lxsrsa D. Wise, Pennsylvania Dept, of High ways, Harrisburg, Pa. Secretory--O. O. Gazmxr, Dxavo Corp* Neville Island, Pittsburgh, Pa. News Letter Editor--^Edgah N. Golostiwz, San Francisco, CalH. Engineering Committer Chairman--*R. J. Karen mn. The New Haven Trap Rock Cb, New Haven, Coon. Membership Committee Chairman--D. Donald, J, W. Cowper'Co* Inc* Buffalo, N. V. Program Commmttee Chairman--F. J. Gkanueu, Liberty Mutual Insurance Co* Boston, Mas*. Statistics Committee Chairmen--C H. Black, Stone A Webster Engineering Carp* Boston, Mass. Visual Education Committee Chairman--H. H. Hatks, Tennessee Valley Authority, Chat tanooga, Term. * Put General CVairptn Officers 1943-lSMf General Chairman G. O. Gxdotn, Dravo Corp* Pittsburgh, Pa. Vice-Chairman for Bmildmg Construction-~Lix)vo A Biaxchaad, Corps of Engineers, U. S. Army, Washington, D. C Vice-Chairman for Heavy Construction--E. A Blanked, Kansas City Bridge Co., Kansas Gty, Mot Vice-Chairman for Highway Construction--Lasts* D. Wisx, Pennsylvania Dept, of High ways, Harrisburg, Pa. Advisory Committee-- W. A Hatauh, Bethlehem Steel Co* Bethlehem, Pa. R. J. Rdzldth, New Haven Trap Rock Co* New Haven, Conn. Secretary A H- Pmnu, Hasnischfeger Corp* Milwaukee. Wis. News Letter EMtar--Ebgak N. Goidstikz, 232 30th Ave* San Francisco, Cal. Engbutrmg Committee Chairman--C H. Black, Stone & Webster Engineering Corp., oocfoa Mast Membership Committee Chairman--Mxlo E. Skith, Chicago Bridge & Iron Co* Chicago, BL Program Committee Chairman- -F. J. Csanmu* liberty Mutual Insurance Co* Boston, Mass. Statistics Commmitiee Chairman--Hamy J. Km, Associated General Contractors of America, 2hc* Wasbsagte*, D- C Visual riu(otitn Committee Chairman--Thomas M. Wna, Bridgeport Brass Co* Bridge port, Cool tAs rirctsi tr dllrglWa in Ciorn 5euiMi 347 34S 32nd National Safety Congress, 1943 TUESDAY AFTERNOON SESSION October 5, 1943 Pretidatg: General Gainnao, W. A. Bawd, Engineer o Erection, Bethlehem Steel Cd, Bethlehem, Ph. Sale Use and Proper Care os Wire Bppe N. IRVING LKX, AM. OkW Baft, Ware Sapc RngftnftpHiwig Shades John A. Roebling's Son* Cwnpwy, Tv--nu, N. J. (Hkcstrated Lctsze) I would like to introduce this subject by stating that wire rope Is one of our most reliable structural materials, and I feel justified in making' this statement because it is a precision product. It Is fabricated of carefully selected steel wires that have been cold drawn to extremely close tolerances and made to meet rigid physical and chemical requirements. Contrary to a belief held by many of its users, wire rope is not a product that is easily and quickly fabricated by taking a bunch of wires and twisting them into strands, and then twisting these strands into a rope. It is made of a definite num ber of wires of the correct size and these are laid together--not twisted--to form a pattern known as a'strand. A certain number of similar strands are then laid together around a core or center to form the finished rope. Care must, of course, be exercised during the manufacturing process to lay the wires in the strands and the strands in the rope to the correct pitch or lay, and to employ a center of the right diameter, if the finished rope is to operate to the best advantage in service. Obviously, many other factors must be given careful consideration from the'mak ing and rolling of the steel, the cleaning, drawing, and heat treatment of the wires to the fabrication of the finished product on the rope dosing machine, but I do not intend to go into detail regarding these processes. Let it suffice to mention that unless the fundamental requirement in good rope making is recognised, the other oper ations. no matter how carefully performed, will not impart rfcliability and quality to the product. This fundamental require ment is sted from which can be produced wire that is homogeneous and uniform throughout Its entire length and possess ing the. toughness and fatigue resistance necessary to withstand the severe condi tions of operation a wire rope is generally called upon to perform. Slide: Types of Wire Rope Regarding the different types of wire rope I wish to be brief, because all of you probably know that this product is manufactured in several different grades, and that each of these can be furnished in many different constructions. Generally speaking, there are four standard con structions. These are fllostrated on this slide and are the 6x7, which is shown at at the top; the 6x9, which b shown next; the 8x19 and the 6x37 illustrated at the bottom. The four ropes shown are of the same diameter, and the relative size of the wires, which imparts various de grees of flexibility to these different con structions, is dearly shown. The first, or 6x7 construction, makes a fairly coarse rope, and in fact, it is often referred to as the "coarse laid** construction. It is used to advantage where abrasive or cor rosive conditions are quite severe and where the size of the sheaves and drums over which it operates are so liberal that bending is of little consequence. The 6x19 construction is fabricated of more but smaller size wires, and as a result this makes a much more flexible type of rope. It can withstand bending to much better advantage than a 6x7 rope, but still is well able to resist abrasion or scrubbing types of abuse. Probably more Construction Section 349 of this type of rope is employed than any other because it lends itself more readily to a multiplicity of uses. The 8x19 and 6x37 ropes are. In the order given, the most flexible and the least abrasion resistant of the standard rope constructions. These ropes are employed where limited sheave or drum diameters or the number of sheaves over which the rope is reeved demand a very pliable construction. Doe to the relatively small wires of which they are fabricated, they are not well salted to conditions where severe abrasion or corrosion is of major importance. Slide: Cross --ethuijl View* of Six Ropes The difference between these standard construction* is perhaps better illustrated on this slide showing the cross-sectional views*, of these topes. It also illustrates the way in which the various names have been derived, the first number in each case applying to the number of strands in the tope and the second, the approximate number of wires in each strand. For in stance. the 6x7 rope has six strands each of which is made with seven wires. There are, of course, many other con structions of wire rope besides the ones shown here, and there arc also several different constructions which fall under iych of the four standard classifications. For example, 6-strand ropes with from 16 to 25 wires m each strand fall under the 6x19 classification, and three such ropes are shown here on the bottom row. The first of these actually has 19 wires per strand while the other two have 21 and 25 wires respectively in each strand. Like wise, 6-strand ropes with from 26 to 46 wires in each strand, fall under the 6x37 classification, but on this slide, only one of these constructions Is shown. Each dif ferent construction is best suited to a par ticular field of use, and of course, best economy will ooty be obtained by employ ing the correct construction for any given installation. SBdt: Inclined Plane The coarse laid or 6x7 construction is often used on slopes such as the one vHowu on this slide, or mine haulages where the rope must withstand consider able scrubbing but where the drum and sheaves over which it must bend are very liberal is diameter. Slide: Locomotive Crane The 6x19 type of rope is used for most general-hoisting purposes because it com bines resistance to abrasion and ability to withstand bending to about equal degree. This locomotive crane illustrate* one ap plication for this type of rope, and in the next slide, another type of service is shown. SHdc: 350 Giro-- Ton Crane This crane, incidentally, has a gross capacity of 350 tons and about 11,000 ftof from 1* to 1H* dla. Slide: IGm Howt The 6x19 construction is also generally used for shaft hoist duty. This picture shows one of the larger hoisting drums on which two ropes lyi* in diameter and each approximately 16JKW ft. long arc wound. This is a cylindro-comcal drum, 16 ft in diameter at the ends and 30 ft. in diameter on the large section at the center. Slide; Overhead Traveling Cna* The 8x19 construction is sometimes used on overhead traveling cranes of the type shown here, but in general, the 6x37 construction is much more satisfactory for this service. Iu tbe smaller sizes, this rep resents the most common application for 6x37 ropes in the industrial field. Slide: Shovel In the larger sizes the 6x37 construction is used on stripping shovels in the MidWestern coal fields. Tbe bucket on the machine shown in this illustration is ca pable of handling 16 cu. yds. of material at one time. Slide: Dipper Dredge "CREST" Another application for the 6x37 con struction is on the larger dredges such as the one shown on this slide. This dipper is able to handle 16 cu. yds. of material. 350 32nd National Safety Congress, 1943 Two Steel Ropet 2)j# in dt>meter are cased for the hoist aid of coarse a myriad of smaller ropes arc employed for other purpose*. SUdc: Hope With Zndapwadeot Wk* Rope Center Any of the various standard construc tions can be furnished with either a hemp center or a center consisting of an inde pendent wire rope. The ail-metallic con struction, however, is most commonly em ployed in 6-strand ropes since conditions requiring hs use can seldom be met satis factorily with the x!9 type of rope. An independent wire rope center adds about 7yi per cent to the strength of a rope* and in some cases it may be desirable to use it for this purpose. In the majority of cases, however, it is employed to provide a firmer support for the strands of the rope. Slide; Dragtme Bxcavatnr For some classes of service, notably on excavating machinery such as the dragline and the shovel shown here, the operating tensions are so great and the sheave and drum sizes so limited in relation to the diameter of the rope, that high pressures exist between the rope and the equipment over which It must bend. To prevent flat tening and distortion under such pressures, the independent wire rope center con struction is generally employed. Slide: Rosie With Dry Deteriorated Hemp Center An independent wire rope center can also be used to advantage where, such high temperatures are encountered that a hemp center would become charred or burned. The hemp center su the cope shown here has deteriorated m this man ner, and this cross-sectional view dearly showns bow it has become reduced in dia meter and bow the center has allowed all of the strands to puli ia toward the middle. The tendency for the strands to overlap is well shown, but since overlap ping could, of course, not take place, de structive nicking has occurred at the points of strand contact. This has reduced the strength of-the rope and detracted to a considerable extent from its useful Ufe. The most ccurnno.. use of an independent wire rote center type of rope to withstand heat is on overhead traveling cranes *a steel mills where ladles of molten metal must be handled. Slide: Regular end Lang Lay RofM The 6x7, 6x19, and 6x27 topes are sometimes fabricated in the so-csBcd Lang Lay construction shown by the bottom illustration. In the Regular Lay con struction shown at the top, the wires are hud in the strands opposite to the direction in which the strands are laid in the rope. As a result, the individual wires on the outside of the rope arc approximately parallel to the axis of tbs rope. In the Lang Lay construction the wires are laid in the same direction as the lay of the strands and in this case the wires make a considerable angle with the rope axis. The Lang Lay rope has the same strength as the Regular Lay and it has the advantage of being slightly more flexible for the same size and strand construction. Glide: Warn Regular Lay and Worn Lang Lay Ropes The Lang Lay construction also has the advantage of offering greater resistance to abrasion. This is because of the longer length of each outride wire exposed to wear. These two worn ropes illustrate the difference, the fiat worn spots on the crowns of the Regular Lay rope being considerably shorter than those on the T.ang The Lang Lay construction, how ever, is a little more susceptible to damage during installation, and it generally needs more care in its operation. During the last few years, improvements in the fabrication of Lang Lay ropes have been made so that it is becoming more and more possible to increase rope service by making use of the inherent advantages of Lang Lay ropes cm installations which previously required the use of the Regular Lay construction. Slide: Standard Rope and Preformed Rope There is another type of rope that is bring given considerable space in adver tisements today--preformed rope. Pre* Construction Section 351 formed rope is made of the same material as is the standard type of rope, and it can, therefore, be furnished in any size, grade, and construction, and as either Regular Lay or Lang Lay. It is fabricated in the same manner as standard rope except that daring the final operation the wires and the strands are formed to the spiral shape they must as sume ha the finisbed rope. Due to this, the strands do not have a tendency to unlay when the rope is cut, and this inert char acteristic Is what a preformed rope readily distinguishable from one of stan dard construction. The top illustration m this slide shows the manner in which a Standard rope win mfijr when cut; where as, in the bottom illustration, the pre formed rope remains h hs original condition. This characteristic makes preformed rope less susceptible to some forms of abuse and less likely to be damaged during installation, and today, when so many plants are bring forced to employ inex perienced help, this advantage of the pre formed type of rope may represent a real economy. Preformed rope is also a little more flexible than standard rope of the same sire and construction, and it is for this reason that bettor service can be obtained by employing It in cases where bending conditions and fatiguing stresses are par ticularly severe. For instance, it is gener ally used today on excavating machinery, on some elevators where the sheave sizes or manner in which the rope is reeved subjects it-a fairly severe bending condi tions, and also in many cases where the ropes are subject to considerable handling and protruding wire breaks might present a safety hazard. Stidtt: Standard Rope and Preformed Rope Showing Broken Wires There is another difference between standard and preformed rope that becomes apparent after the rope has bees in service for some time. This is that broken wires are not so easily detected an the preformed as they are in the standard type of rope. Due to the fact that the strands and the wires have been shaped to their spiral forms, it Is understandable why, when a wire break occurs, the broken ends re main m their original positions and do not spring up from the surface as they do on ropes of standard construction. The top illustration shows the manner rn which broken wires generally occur in a standard rope, and the difference be tween these and the breaks in the pre formed rope shown below, is apparent. Due to this characteristic, it is generally difficult or impossible to locate broken wires in a preformed rope by running along it with one's band or with a piece of cloth or waste. We have found that the best way to examine this type of rope is to nse a good light and to inspect it by eye. making no attempt to wipe it first since this only tends to smear grease over the worn crowns. If these crowns arc not touched, the ruptures can be seen at the points where contact with the sheave and drum grooves normally keeps the wires entirely free of lubricant. I do not mean to imply that the inspec tion of preformed rope is too difficult to be accomplished with accuracy. I merely wish to point out that there is a difference between the two types of rope and a some what different procedure may have to be followed when inspecting preformed rope if its true condition is to be accurately determined. Slide: Wire Rope Sling With Thimble S{dices An outstanding application for wire rope in the industrial field is for slings, and the reliability of this structural material is as important in this class of work as in the field of operating ropes. It will be ap preciated that wire rope differs from chain for the reason that chains, as the old say ing goes, are only as strong as tbexr weakest link. A wire rope sling seldom has less than 1H wires and very frequently 259 or 271 wires. It is, therefore, quite apparent that the breaking or cutting of a few wires will sot seriously impair its strength. At the 352 32nd National Safety Congress, 1943 same time, ample warning is given by the broken wires so that the rate of deteriora tion can be watched and replacement can be made before a dangerous condition is reached. This, the same as with operating ropes* represents a very definite safety feature* but it must be remembered that corro sion, the same as with operating wire ropes, can cause deterioration of an inde terminate type, which must be prevented by ao adequate lubricating practice. Slid*: Win Roy* Shag With Opes Sockets Wire rope slings are of three main types, one of these being made from wire rope with the ends spliced or socketed or arranged with some other type of fitting to connect it to the load. Oa this slide a wire rope sling with open sockets on the ends is shown lifting a turbine cover weighing approximately 58 tons. Slide: Grommet Anchor Sling A second type of sling is made with a grommet as its main member. A grom met as shown here, is a closed loop made of a single strand laid up by hand in the form of a wire rope. The wire rope m this cave would be a 7-strand rope, or as more generally understood, a 6-strand rope with strand center. The strand is woven completely around the circumference of the grommet seven times, and since the finished grommet Is made of once piece of stxaod, the two ends must butt together at one point which is inside the grommet structure. It wpl be sees, therefore, that a grommet type of slmg is a very precise product and brings into play the strength and reliability of a number of wires wound around a number of tames to complete the whole. The grommet sling has the advantage of placing the fittings in compression and having only the grommet itself as the real tension member. This is the case because the grommet is designed to go completely around the load and around the crane book as well, and by keeping the cast or forge fittings in compression and having only the wire rope m tension, an additional safety feature is provided. Slid*: Plat Weave Slmg A third type of sling which we call a Flat Weave Sling, is made of six parts of wire rope woven together in the manner shows here. This type of sting is beat adapted to handling light or medium loads. It is very flexible; and bong fiat, does not kink or become set as readily as round rope or grommet stings when used around sharp comers. The weave of the sting is made so that one part of the rope does not cross another, and as a result, shearing actions within the sting itself are avoided. This same feature enables the component parts of the sling to become adjusted under load so that each takes its proper share of the load. Slide: Flat Wear* Slings lifting a Bad Plat* Two slings of this type are shown here being used to lift a bed plate. This appli cation well illustrates the ease with which flat weave stings can be adapted to intri cate shapes where otherwise entirely spe cial and more costly slings would have to be employed. Slid*: Bridle Sting Ua*d ct 45* Angi* One of the most important factors to be kept in mind in regard to a safe operation of wire rope, grommet, or flat weave slings is that the sting be of proper design and of sufficient strength to satisfactorily handle the load. In the design, considera tion must be given not only to the magni tude of the load but to the angle the rope must make to the horizontal. When a sting is used as shown in this illustration, the maximum safe load fa not as great as it would be if the same sting were used with the legs vertical. For example, if the maximum safe load for a sling used vertically were ten tons, the safe load for the same sting with legs at a 45* angle with the horizontal as shown here; would be only seven tons. Were this angle reduced to 30*, the safe load would be only five tons. It is, therefore, desirable in designing and using a sliug, to keep this angle as large as possible, and it fa important not to use Construction Section 353 any sling to lift a heavier load than that foe which it is intended, or to use it with the rope making an angle smaller than that for which it was designed. Slid*: Conodoe Fitting To return to operating ropes, there are many factors we might discuss in regard to the installation and maintenance of wire rope. However, these points are con tinually being stressed by wire rope manu facturers and are familiar to those who handle the product. Therefore, since time fa limited, we can omit this part of the story, but there is one very important fac tor which I want to mention. This is in regard to the lubrication of wire rope. pronounced reduction such as this which cannot thoroughly be accounted for, should be regarded with suspicion, and a careful check should be made to determine the cause. In this case, the only evidence of cor rosion was indicated by the great re<luc-' tion in diameter of this section of the rope in comparison to another section of the same rope, illustrated at the top, where corrosion had not been involved. Except for careful measurements of the rope, corrosion of this type may be im possible to detect, and it' represents a dangerous condition which could have been avoided through a proper lubricating practice. All wire rope is lubricated at the time it Is made, but this lubricant cannot last the entire life of the rope since ueather exposures and the kneading action of the rope as it passes over sheaves and drums tend to wad) away and squeeze out this original lubricant. Replenishing of the lubricant is, therefore, necessary not only to protect the rope and prevent the de velopment of corrosion, but to keep the individual wires and the center well oiled so that friction fa kept to a minimum A wire rope fa a flexible member be cause the many parts of which it fa com posed can move with respect to each other as the rope operates around a drum or over a sheave. V nen this movement can take place with the least amount of fric tion, internal wear of the component parts and the development of fatigue are re duced to a minimum, and of course, both of these factors enhance the life and safety of the rope. The rope shown on this slide is corroded and badly pitted on the surface. Not all ropes however, show cor rosion so plainly as this one. Slid*: Protected and Corroded Ropes In some cases where moisture has pene trated to the center of a rope, corrosion may cause considerable damage without being very much in evidence of the sur face. Such 2 rope fa the bottom one shown on this slide. Considerable deterioration of the center and the wires on the under side of the strands has taken place. Any Lubricants of practically any consis tency ranging from fairly thin oils to heavy almost tar-like substances can be obtained suitable for application to wire rope. Whatever material fa used, however, must be free from any element which might attack the constituent parts of the rope, and it must be chemically neutral. Where severe corrosive or wet condi tions are encountered, a fairly heavy compound that acts as a protector as well as a lubricant, should be used. To apply this properly, it most be heated so that it will penetrate the strands and reach the center of the rope and so that it will adhere to the surface and protect the rope externally. Other, somewhat lighter lubricants should be used for average conditions where protection against corrosion is needed, but where a material Having a tittle more lubricating value is required. Some lubricants for installations in this class can be applied cold, but most satis factory results will be obtained if a little heavier material applied in the heated stage fa used. In this way, better penetra tion and longer protection to the rope will result. On still other types of equipment thin ner lubricants that will properly penetrate without being heated, can be employed Ropes on plant cranes and elevators can generally be treated in this manner, since they operate indoors where corrosive con ditions are seldom encountered. 354 32nd National Safety Congress, 1943 Slide: Split Funnel Lubricator The funnel arrangement shown on this slide is used to lubricate the- ropes on a mine shaft where corrosive conditions are particularly severe and where a heavy tenacious type of lubricant is applied in 'the heated stage. The hot lubricant is poured in the top of the funnel as (be rope is run slowly in the downward direction. The leather backing in the small diameter section at the bottom, acts, as a wiper and prevents an excess amount of lubricant being ap plied. SUde: Slmtor Hope Lubricator This is one type of lubricating device that has been designed for use with eleva tor ropcS, In this case there is no mine water or excessive moisture with which to contend, and a fairly thin grade of wire rope lubricant is used. It can be seen that this is a split box arrangement made of two small containers, each one having a series of boles whereby lubricant is fed to each rope of the set. The device shown here is used to lubri cate a set of she ropes at one time, and when it Is dosed around the ropes, the brushes below the containers function in a manner to work the lubricant into the valleys of the rope and spread it around so that an excessive amount is not applied to any one point. S&de: Lubricating: Slmtor Hopes This slide shows the lubricator being used on an actual installation, and it might be mentioned that, by using this device, it is possible to lubricate a set of ropes in about IS minutes; whereas, it used to take two men several hours to do this work by hand. Probably, if methods could be employed on all installations to apply lubricant as quickly and as effec tively as in this case, more operators would 6nd fewer objections to establishing a proper lubricating practice. Slid*: Worst Hope Lay One of the primary reasons wire rope is such a reliable member derives from the fact it can be inspected while H is in service, and the development of wear and broken wires which finally necessitate its replacement, can be watched. There are many ways in which these two factors, that is, abrasion and broken wires, can be measured to jodge the condition of the rope, and some inspectors who have been working with wire rope for years, have devised reliable inspection practices of their own. Such methods generally represent a means for estimating the remaining metal lic area or remaining strength of the rope. After this has been done, it is necessary for the inspector or operating e&caa! in charge of the installation to decide upon the safety of the rope for further operation.. In making this decision, one of the fac tors which mu&t be given consideration is the factor of safety of the installation. The factor of safety is equal to the breaking strength of the rope divided by the maximum load of stress imposed opw it. For example, a rope with a breaking strength of 60,000 lbs. working under con ditions such that its maximum stress is 10,000 lbs., has a factor of safety of 6. Theoretically, this rope would sustain a load up to 60,000 lbs. before breaking, hut of course it would not he practical to use it in such a manner. Some margin of safety most be allowed for overloads, impact stresses, and other factors that cannot very well be estimated at the time an installation is designed, and naturally, some allowance must be made for maintaining a proper degree of safety after wear and broken wires have reduced the metallic area and original strength of the rope. In addition, allowance mast be made for maintaining the maximum stress in the rope at a value below its elastic limit, as otherwise permanent deformation of the steel wires would occur. Is gen eral, a wire rope installation should be designed with a factor of safety of at least 5, and in many cases it is imperative that safety factors considerably higher than this he provided. This slide shows a worn rope, and on the following slides one method is illus trated by which the condition of such a rope can be judged. In using this method. Construction Section 355 or to fact, any method based on a visual of wear increases, the dfaacariou "L* con inspection of the rope. It U important that tinues to lengthen. changes more corrosion or any other unusual factors rapidly and is a measurement which have not contributed to loss of rope would introduce less error than if dimen strength since, in such cases, it would be sion V were used- The length of "L" impossible to estimate the condition of the is, therefore, the measurement taken wbes rope with reliability. inspecting a rope, and by applying it to Such unusual factors can, however, be avoided by proper care and maintenance, the following chart, the strength lost due to abrasion can be accounted fbr. and the following method represents a practical one which can he employed Where deterioration has occurred in an entirely normal manner. First, It is necessary to make a careful inspection to locate the worst rope lay, or that lay containing the maximum* number of broken wires. A rope lay is that dis tance measured along the rope m which one strand makes one complete revolution around the rope. This distance has been chosen instead of a foot since the rope lay bears a definite relation to the tope Stida: Ahcwina oa Lang Lay Raps It is necessary, doe to the different character of the wear on a Lang Lay rope, that abrasion b measured in a somewhat different manner, and this slide is shown merely to ifhmrate the difference. It will be observed that 6x19 and 6x16 wire ropes are measured between the closest pouts of wear on the first and sixth wires m the strand. This method, of course, has to be used with charts de veloped on this basis, diameter; whereas a foot, a can be seen SSda: (Mjgnnwir Chart "A*" from' the top and middle Hlastratkms, bears a different relation for each different sire of rope. There are two alignment charts for each rope construction, and the ooe shown here the one to which the measurement of It has been found from countless tests, wear is applied. This particular chart is that the condition of the wont rope lay for a 6x19 regular lay rope. The line governs the strength of the tope; and ao> drawn across the chart has assumed that after this spot has been loeshi it a Iji* da. rope has been inspected on necessary to count the broken wires, awl which the length of wear "L" has been as illustrated by the rope at the bortnaa. measured as J4#. The rope size is taken to list them by strands. oa scale **A*% and the measurement of In the sample shown here, breaks am bers 1 to 8 have occurred m strand No. 1, breaks numbers 9 and 10, or a total of 2, have occurred in strand No. 2. and no length of wear oa scale "B". In this case, the straight line indicates from scale "C" that 81 per cent pf the diameter of the outside wire is remaining. broken wires are in strand No. X In strand No. 4 there is one broke* wne. and four broken wires is each of strands No. 5 and No. 6 Tins makes a total of 19 broken wires in the length of this rope lay. Slide: Abrasion on Regular Lay Hops Slide; Alignment Chart "B" This figure is next applied to the second chart which takes into consider ation the number of broken wires in the length, of .the worst rope lay. Here it has been assumed that the rope contains twenty breaks at tins point; so a straight The other factor besides broken wires tine is drawn from 81 per cent on scale which detracts from the strength of a "IT, which Is the reading from the worn rope, and which can be measured at preceding chart, to 20 on scale **F~, and it the time of an external examination. Is is found Uni the percentage of rop*>area abrasion or wear on the outride wires. intact on scale **E~ is about 79 per cent. This slide shows the manner in which an outride wire in a regular lay rope wears, and it is apparent that a* the depth Slide: Chart for Distribution of Bracks This chart must also be used since, if 356 32nd National Safety Congress, 1943 the distribution of the broken wires is not even in all six strands of the rope, the strength would be a Kittle reduced because of the unbalancing effect of this distribu tion. For example, a six strand rope hav ing two breaks in each strand* or a total of 12 in the worst rope lay, would, if ac tually tested, show a little higher strength than a rope identical in all respects except that it had three breaks in each of four strands and none in the remaining two. In both cases there are twelve broken wires in the worst rope lay. but in the latter case, these breaks are contained in only four of the strands, .and the dotted line drawn On this slide shows that a value of 89 per cent, obtained from the previous alignment charts* would be reduced to 86 per cent because of this distribution. Of course, in the case where broken wires are faitly welt distributed in all six strands, this chart would not make any change in the final reading obtained from the pre vious chart. Slide: Corrsctioe Curve* There is one further point that should be mentioned in regard to these charts. That is that the final result represents the effective percentage of the. rope area re maining. Unfortunately, this may not be equivalent to the actual remaining strength of the rope due to the differences in the manner in which ropes are used on differ ent types of installations. This is illustrated here by showing the correction curves that were plotted when similar charts were compiled for elevator ropes. It was found from tests that iden tical ropes, showing the same degree of wear and the same number of broken wires in the worst rope lay, bat which had been used on different type* of machines, actually aud slightly different remaining strengths as a result of operating condi tions. In the case of traction type elevators it was possible to plot correction carves to take this into account, since traction ele vators are so standarized that they can be classified in three groups. The correction curve "A" is therefore applicable to ropes that have- been used on single wrap ma chines, **B" for ropes that have been used on double wrap 2:1 machines, and **C" for ropes used on double wrap 1:1 machines. Industrial installations vary so greatly, however, that it was not possible for ns to plot correction curves to be used with the regular lay and the Lang Lay charts. Such a curve can, however, be plotted for any particular installation by making sev eral tests of worn ropes that have been used on this installation and plotting the results of these tests agsiost the effective per cent of the rope's remaining area asobtained from the charts. Such a curve will then, when used to gether with the charts, enable a person to estimate the remaining strength of future ropes used on this particular installation. It should be mentioned that since the charts were originally made from the re sults of measurements and tests on ropes of Rocbling manufacture, most reliable estimates of remaining' metallic area, should be expected in the field by using them on this make of rope. The same method can. however, be used in setting up inspection practices for ropes of other manufacture if the rope is used as a basis for obtaining data from which charts of a similar type can be made. Construction Section S*l* Working Haights tor Earth Embankments PHILIP a RUTLEDCB Profs--or of CrrQ Engineering. Kotthw--fcu Technological Institute, gvsnatnn. DL 357 (Prof. Rutledge prepared several illus trations for presentation with his discus sion, which cannot be reproduced here. These are on file in the National Safety Council Library.) The purpose of this paper is to analyze the stability of long, self-supporting ver tical earth embankments and to show bow the safe height of a trench wall can be predicted. The methods presented herein cannot be applied to braced cuts, to pits or wells, or to sloping embankments. Sliding is the downward and inward movement of a large aud fairly definitely defined mass of the embankment wail. It is by far the most common mode of failure for soils which wall stand with unsupported vertical banks. Once motion begins, slid ing failures occur rapidly, bnt several hours, days, or weeks may elapse between opening a cut and its failure by sliding. Because the result is rapid downward movement of a large mass of embankment soil, sliding failures frequently injure men working near the base of the embankment. Types of Paflorsa of Vertical - Squeezing up at the base as the sole A self-supporting vertical embankment in soil may fail by sloughing, slumping, sliding, or squeezing up at the base. Sloughing is sliding on the face or sur face of the embankment. In sands and gravels sloughing makes excavation on vertical slopes impossible. In soils which will stand on vertical slopes sloughing is caused by drying and cracking of the em bankment wall, by loading the edge of the wall, by erosion of rain water and by accidental damage to the wall. The result usually is a minor annoyance in the con struction operations. s^inmpnig {a manifested by bulging of the lower part of the embankment wall mode of failure of an unbraced vertical cat --n occur only when the cut is carried through a relatively stiff soil to or into a wry much softer material. Even in this ease it is necessary for the open width at the bottom of the cut to be greater than its height* for the thickness of the sorter base soil layer to be greater than the height of the cat, and for the strength of the base soil to be less than half that of embankment soil in order for failure to occur by squeezing up at the base before the embankment fails by sliding. How ever, yielding at the base may precipitate a sliding failure in a potentially unstable embankment Soil Propcrfties for Analysis toward the excavation and general sub sidence of the adjacent ground surface. It usually occurs gradually and. since warn ing is given of the impending trouble, serious accidents need not result.^ The most common occurrence of slumping is in wet, very fine sands, inorganic silts, or rock floor* and is caused by slow move ment of water in the soil voids toward the cut. In these soils a dangerous form of rapid slumping known as a "flow slide," which may result in almost complete and immediate disappearance of a tren'ch, can be caused by heavy vibrations. Slumping also occurs occasionally when an embank ment cuts into a layer of very soft, wet, plastic clay. The analysis of failure of unbraced verti cal earth embaftkments requires a knowl edge of the shcariug resistance of soil. The shearing resistance of any material is its maximum resistance per unit area to slid ing along internal planes. In terms ^ of shearing resistance and of self-supporting vertical embankments, soils may be di vided into two groups: first, those which will not stand on vertical slopes to a height of two feet, and second, those which wilt stand to heights greater than two feet. The first group includes all of the clean sands, gravels, and mixture* of sand and gravel. The 'second group includes all other soils. The shearing resistance of 358 32nd National Safety Congress, 1943 soils is the second group can be expressed by the simple equation s = c + n tan (1) in -which s = sheering resistance in tbs. per sq. in. n sse normal pressure in lbs. per sq. in. acting oct the sliding plane. tan # = coefficient of internal friction for the material. 0 = angle of internal friction for the material. c = shearing resistance of the material for n=0. This is commonly called the "cohesion*4 of the soH. The vetoes of "tan and "c" are deter mined by tests on the soiL Equation (1) can then be used in solutions for field problems provided the test conditions duplicate the field soil conditions In re gard to normal pressure, soil water con tent and natural soQ density and granular structure. In a plot of shearing resistance against normal pressure, equation (1) appears as a straight line. By means of simple mechanics it can be shown that the maximum strength of a cylinder or block of the soil in simple compression is repre sented by the diameter of a circle which passes through point O, has its center on the line On, and is tangent to rite line rep resenting equation (1). Analytically the equivalent expression for rite compressive strength is P. = 2c tan {45* + #/2) (2) in which both P and c are expressed in pounds per square inch. Soils with shearing resistances which can be expressed by equation (i) should be subdivided as follows: first, the group of soils in which vertical slopes arc sus ceptible to slumping failure due to move ment of water with the soils voids; and second, all other sods. The first sub-group includes wet fine sand, inorganic silt, and rock flour. In these soils the cohesion, c, is created large ly by surface tension of water in the voids of the wet soQ. Either an excess of water in the soil near the bottom of a cut, or submergence of the soil at that point, will eliminate most of the cohesion which sup ports a newly cut vertical slope. This loss ' of strength normally' progresses slowly from the bottom of a cut toward its top and the result is a slumping failure. There is ooe sure way to identify soils In this group. Place a pat of the wet sori In your hand, shake it vigorously, then press your finger into the pat. If rise soil becomes "quaky* and has a shiny look due to the appearance of free water on its surface during shaking, and if, when the soil pat is pressed, the surface dries mil and becomes dull looking, the soil is a type which will lose most of Its cohesion in the presence of an excess of water. AQ other sods in the group which will stand in vertical cuts are not affected by the shaking test. To summarize, the sloughing soils can be recognized by their action and by their characteristic granular appearance which is to every construction man. The slumping soils can be recognized by the shaking test~ All other sods will stand self-supporting vertical cuts and are sus ceptible to sliding failure. This last group constitute# a large proportion of the soils which are found within the first ten or twenty feet of the earth's surface. Deformation and Sliding Failure of Vertical Cuts Actually soil is not a rigid mass, and after the cut has been made the sod will yield downward and toward the cut. In this condition two sets of stresses act on the soil in the embankment First, the weight ol the soil In the embankment causes vertical and horizontal compressive stresses which increase with depth. And second, the horizontal deformation of the embankment toward the cut causes hori zontal tensile stresses. The net result of the two sets of stresses is a zone hi which the resultant horizontal stresses are ten sion. Soils are weak in tension. As a con sequence tension cracks tend to form, par ticularly If the top of the embankment dries out as a result of opening the cut to air, or is subjected to alternate wetting and drying. Sliding failures may occur with or without previous formation of tension cracks. Usually, if a vertical cut stands for several days before it falls, tension cracks have formed in the surface of the soil adjacent to the top of the cat and have contributed to the failure. Construction Section 359 Analysis of Stidfag IhQarai To determine the possibilities of a slid ing failure in terms of the shearing resist ance of the sod. it is wwmy to know tbs shape and position of the sfidtng sur face within an embankment mass Then, if all possible shearing resistance along the sliding surface is mobSbcd before i&fimg failure occurs, rite problem becomes stati cally determinate and the neethmki of simple statics can be used so deeermme tbc maximum sate height at at can. Two general methods are attihlk for czuyiag oat this operation. (At this pome Professor Rutledge shooed nwrd jaw which cannot be methods and formm fmhtres. Anyone Hon concerning this pnrSmm of may obtain this by wiaf to I Safety CottariUCVtarfr* - The results of rids shady can be fum marized very briefly O) The type of faiatax* of a b soil ie a (2) Tbe depth an wfocfc a bahkment caa he sliding faSare as a os <3) for the cvwiwtaar program of field ed) Field preserve strength of aal tucxvemire. carefully to : he done WEDNESDAY AFTERNOON SESSION October 6,1943 Presiding: General Bethlehem, Pa. W. A. Hazard, Kngmrri of Erection, Bethlehem Sand Gx, Planning A CoMtmdkn Job for Safety and Economy j. i_ SHIKLY Fkidhat, J. T. Skadty Company, lac, St. Paul, Mm The proper planning of a construction job has been and aHsey* wiH play an im portant part no how large or small the job is. We know that a safe job is an economi cal job. Naturally we want a safe job, and, naturally enough, * want an economi cal one too. We realize too well that the business mortality m the construction in dustry is higher than in any other type of industry. Contracting is a hazardous busi ness. Risks are part of tbe business. There is a point where safety can cost more than the risk you take. I do not pretend that this is the only consideration. There are other*. Methods determine whether the job shall be operated at a profit or loss. Methods often determine whether em ployees shall live or die of accidental in juries. To insure profits and safe opera tion, the methods employed must be de signed well and accurately for rite job at hand. Mn-.oi--oci ucaagn---mg You gentlemen know that a lot of thought and consideration is given by the architects and designing engineers when the plans for projects are being drawn. At the start of the design, there may be qmt* a number of roach sketches drawn before tbe final, most economical or best arranged layout is prepared. These archi tects and designing mg.inn m now have their thoughts oa paper end these draw* tags have come into the hands of tbe con tractors. We, the contractors, who have tbe responsibility for planning the con struction job might term ourselves the "methods dr ilgeai i* as we most design 360 32nd National Safety Congress, 1943 the method for producing in the field what the architects and designing engineers have already produced on paper. A good methods designer must continually adapt himself to the individual condition* on each new job and produce the designed methods which will insure completion of the project with the most dispatch, great est profit, and with the least risk. * Typical Construction. Job Before you have gotten far along on a typical job, you have been convinced that your organization chart should have in cluded an engineer who should have the following qualifications for the mediumsized job you are doing. He should be 25 to 40 years of age, with as much construc tion experience as possible, and he should have a reasonable consideration of the ex penditure fund. He should be able to clearly analyze your insurance problems, know the state, federal and municipal laws, and the kind of coverage which you require, your relationship with sub-con tractors and the liabilities caused by visit ing officials, inspectors, vendors, agents and the like. He should understand the crafts you employ, the knowledge of scaf folds, supports, ramps, frames, roofs, steel shapes, beams, floorloading, steel cable, etc. He must know amperes, direct cur rent, alternating current, oil immersed fuses, crane booms, king puis, block sheaves, steam, compressed air, in all types of oil or gas engines. He must know lightning, sanitation, sewage disposal, fatigue conditions, first aid. fire compliance and be able to assist in contested cases which resort to law. He must know what goggles, respirators, aprons, signs, shields, helmets, life preservers, safety belts, elec tric- lineman protection equipment and safety shoes are required and have them available. I do not know this man, but if I were a young engineer, I would qualify myself for this job, and the next position open would be that of general manager. The general idea i would like to convey is that -what we need is not a safety specialist, but a combination of a constructor and safety engineer who knows the risks before they are taken and can evaluate them. Safety Engineering A Productive Feoctke Let's agree that abstract and concrete safety engineering is a productive hiactioa of contracting. Let's see first what the prime consideration of safety is likefy to be on this typical job. By a proper shady of each individual phase of the work be fore the- job starts, there is the to incorporate into the designed methods that are to be used on the job all precau tionary measures that would usd to pre vent accidents and save the expense of changes which have to be made later that arc very expensive, especially on industrial plant construction. On some jobs, management has inter ested itself to such an extent that traffic control drawings wen made and the flow of traffic agreed upon before the job started. A copy of each drawing was dis tributed to each truck driver and foreman, and as a result, each driver had the ad vantage of looking over a special road map that had been streamlined for the job he was working on. Some of these drivers even framed these traffic control drawings and hung them on the walls inside their homes. They were revised from time to time as the job conditions changed, and the location of accidents were indicated. A Western job covering a large area has many concrete structures scheduled to be built over the entire area. Batching plants and ready mixed concrete plants are spot ted m convenient locations. Factors gov erning the location of these plants are the most economical locations, determined by length of haul to where the concrete was to be used, having in mind a minimum of backing of trucks and located so that the flow of traffic between two points can be void of interruption and delay and that traffic will move In a' contiaaoua - fiow at all rimes. On one such job. we thought that the rime spent in the proper routing of these trucks more than paid for itself as it cer tainly resulted ia a speedier handling of the concrete and a smooth flow of traffic which, is turn, paid in the reduction of vehicle accidents on this job. We tried to standardize our methods to soch an extent that trucks were pulling straight out and backing of trucks was held to a minimum. We tried to eliminate points where trades Construction Section 361 bad to cross the path of another tine of traffic. A good method so develop plan ned safety eceaomy is to rtmrinaie inter ruption where sacoetrafied vtcriercscc is likely to occur between no and equip ment or between mess and bkx Safety Ctm Safety costs should be kept at as abso lute minimum at aS * by perpetual and rigorous follow-up. This is good business because it is far more to yoesr credit to achieve the superlative results at minimum costs. Anyone can do any job where costs are not a factor. Those man agements who provide adequate and rea sonable allowance for the expenditure of funds and make or etwe to be made the necessary and detailed iwtorpcetatioc of needs arc, as yo migfer expoet, profiting economically ia y rib He goodwill, in good employee nfilwM. and are experiewdag no ill effects of the laaan comocwcc. This is proof that wfeqwtfe safety caa be, and has been, tra-lited ia caagfete results which can be sotstsEriL Whatever other examples might be Ukcn, of either issuer or greater severity* one will find, as somy bait found, that indirect costs aboost always exceed the direct costs of an iojvy by fear to owe. Safety engineering is aa ocoaowweal factor in direct proportion, to a man who can use his personal zeal for efficiency, the experi ence and knowledge of the work that has to be done, plus the most detailed pos sible understanding of the personalities of individuals, especially foremen and super intendents. That safety engineering tt a productive function, when accomplished factually with quality, is as undeniable as stating that ooiy buildings with adequate founda tion stand up or that men with two arms can do more work than men with one arm. I firmly convinced that the smaller jobs need a safety planner who can qualify with a knowledge of insurance, economi cally applied, and enough knowledge of in surance laws to make adjustments as loca tions are changed. That he should know safety In all its phases is paramount. He should be well versed in traffic, lighting, fire hazards, policing, and, above all, he should be a designer who can fiU in the details that help contracting make the con tribution to society that justifies our exist ence. I believe also that safety promotion re quires consideration by contract letting bodies. Contract letting agencies add to general safety progress when they give consideration to the low bidder's safety record as well as his ability to construct. Food Section (Mob ISO-lSMt General Chairman One C. Pvhki. EL J. Bow Qu Fitfid..rgii. Fs. Ftrj* Vict-Chairmam--Cuw T. Smwju iMnaar Cww OS Refining Cow, Swnn^ Teas. j Second Vice-Chairman -Rat H. Sum. be. Sc Loon, Ua 5irtrgftrj Chamzi F. Uwdc Kzxft Cknr Co, Oiat^ OL Newt Letter Editor--Axn it Swans, GfldrtuaiT S^pn, Lac, ss&rrz, la. Program Committee Chairman--Hoeo A. Iinni, Inrtwsliial Coomwwiop of Wisconsin, Msriisnp, Wi- Commute* Cktirmm Wmuii H. Scam, Camstim Go* Ooaacaxmoc, Wx*. Pttfiftrtfy Ctwmifttc PMtrMM--Mno Kawn, A- E. Staley Mfg* Ox, Decatur, BL Health Committee Chairmm Pa. Pioi W. Rusk, Com Prodacti Refining Ganpwqr, Argo, HL Poster- Committee Ckmnmm--Suuir Cmuaas, Southwest Ice and Dairy Col, Oklahoma City, Okie Safe Practices Pamphlet Committee Chairman G. L Gen, Bruce Dodson & Co, Kansas City. Jfa Data Sheet Committee Chmrmm--Atruum BL Hastaip, American Maize Products Co, Roiqr^ Lad. Statistics Committee Chmrmmr--L. D. Tajcuzv, Ecoaway Grocery Stores Corfx, Boston; Mess. MiUmg Committee Chairman--Qomac H. Sns, Ralston Purina. Ox, Sc Loms, Uo. Refrigeration Committee Chairman--Fan S. Lusk, Rath Packing Gx, Waterloo; Iowa. Camerx, Grocers, Food hiamifactnrrri Committee Chairmen--Clot* G. Rtracaoc, Sd*ty Dir, H. J, Heat Co, P. O. Box 57, Pittsborgh, Pa. ^s^or Committee Chairman D. H. Taoms, Furdasiog Agent, Utab-Idabs Sugar Co, Salt lake City, Utah. Hairy Products Committee Chairmen E- G. Qotsjiel, Dir. of Safety, The Borden Co, 350 Madison Aye* New York, N. Y. Confections Committee Oatinimi Don R. Gaastr, Production Mgr., Beech-Not Packing Co., Chardki St, Cinijnfctrie, N. Y. Beverage Bottlers, Bremer* Sr Distillers Committee Chairman--B. L. Kiem^ah, Safety Dir, and Chief Eng, Jackson Brewing Co, 620 Deotar Sc, New Orleans, La. Bakers Committee Chairman E. D. Banka, Safety Eng., National Biscmt Go, 449 W. l<fch St, New York It, N. Y. Gram, Feed, Soybeans, Linseed, Starch, Yeast, Committee Chairman--*VL *B. Taylor, General Sales Mgr-, Northwestern Yeast Co. 1750. N. Ashland Ay&, Chicago, S2- MuecUaneaut Industries Committee--*S. B. Horkell, Plant Snpt, Carey'S*3t Ox, Hpchitiaoct, Kansas. Putt General Chairman 363 364 ` 32nd National Safety Congress, 1943 Officer* 1942-1943 General Chairman--H. B. TaYlq*, Northwestern Yeast Co., Chicago, 111. First Vice-Chairman--C. C RuoDtcx, H. J. Hdaz Co., Pittsburgh, Pa. Second Vice-Chairman--Clyde T. Stephens, Interstate Cotton OH Refining Co., Sherman, Tcxa*. Secretary--Ray M. Seeks*, Anheuser-Busch, Inc, St. Louis, Mo. News Letter Committee--A. M. Smith (CAotrnwm), Godchattx Sugars, Inc, Reserve, La. A. B. Dean, Commander-Larabec Milling Co., Minneapolis, Minn. Roger A. Grant, Asheville Bakin* Co., Inc, Asheville, N. C. A. C ScHROCDOt, Church & Dwight Co* Inc, Syracuse N. Y. A. Bowman Snavexky, Hcrshey Chocolate Corp., Her&bcy, Pa. Program Committee--C. G. Bender (ClwtnfKM), Bell Aircraft Corp* Atlanta, Ga. Paul H. Christensen, Van Dosen-Harringtcn Co* Minneapolis, Minn. Dean M. Clark, Society of Grain Elevator Superintendents of North America, Chicago, 111. William T. Coucman, Libby, McNeil & Libby, Chicago, IlL D. H. Thomas, Utah-Idaho Sugar Co., Salt Luce Gty, Utah. Membership Committee--C. F. Moaehg (Chairman), Kraft Cheese Co., Chicago, 111. M. B. Montgomery, Ashland Sanitary Milk Co., Ashland, Ky. H. G. Schaftker, Schaffner Brothers Co., Erie, Pa. Leon TujagUE, National Food Products Co* New Orleans, La. Publicity Committee--W. H. Scales (Chairman), Carnation Co., Oconomovroc, Wis. R. G. Coy, The Quaker Oats Co, St. Joseph. Mo. *C W. Dbios'ey, The Liquid Carbonic Corp., Chicago, IlL Statistics Committee--L D. Tablzn (Chairman), Economy Grocery Stores Corp* Boston, Mass. H. J. Aldrich. Spencer Kellogg & Sons, Inc. Buffalo, N, Y. Health Committee--Da. Paul W. Rush (Chairman), Corn Product* Refining Co, Argo, Poster Committee--Hugo A. Klemm (Chairman), Industrial Commission of Wisconsin, , Madison, Wis, J. L. Brant, Schenlcy Distilleries Corp, Schenley, Pa. r. A. Hasse, Com Products Refining Co* Chicago, IlL Mike Metz, Jr., The Hublnger Co* Keokuk, Iowa. Safe Practices Pamphlet Committee--G. L, Gens (Chairman), Bruce Dodson & Co* Kansas City, Mo. Data Sheet Committee--A. H. Hazzaro (Chairman), American Maize Products Co* Roby, Ind. W. W. McGrhevy, Walgreen Drug" Store*, Chicago, 111. Dairy Products Committee Chairman--EL G. Quesnil, The Borden Co* New York, N. Y. Milling Committee Chairman--George H. Stezx, Ralston Purina Co* St. Louts, Mo. Beverage Bottlers, Brewers & Distillers Committee Chairman--B. L. Kterkan, Sr* Jackson Brewing Co* New Orleans, La. Tobacco Products Committee Chairman--W. F. Crawford, Bayuk Cigars, Inc., Philadel phia, Pa. Bakers Committee Chairman--*R. C. Haven, Continental Baking Co* New York, N. Y. Conners and Grocers Committee Chairman--C. C. Rudbrck, K. J. Heins Co* Pittsburgh, Pa. Sugar Industries Committee Chairman--R. R. Gronsky, J. D. & A. B. Spreckels Co* San Francisco, Calif Confections Committee Chairman--D. R. Grant, Bcech-Ntrt Packing Co* Canajoharie, N. Y. Miscellaneous Industries Committee Chairman-r^S. B. Horkell, Carey Salt Co* Hutchinson, Kansas. Food Section 365 TUESDAY AFTERNOON SESSION October 5,1943 Presiding: General Grriruxau, H. B. Taylor, General Sales Manager. Northwestern Yeast Co* Chicago. Food For Hoalth Program in Wartim* Industry B, HAST I. BARBER Director at Brew. EoiMren, Idea Catalan,. BanUt Creek, Midtugaa aaad Food riaianltnnt to The Secretary of War -Oi&ct of Tbe i^trt-ree* General, United State* Army In 1914, Dr. Graham Lusk wrote: "The workshops of life require fuel to main tain them and a necessary function of nutrition is to furnish foci to tbc organism that the motions of life continue. Further more, the workshops of life are m a con stant state of partial breaking down and materials must be furnished to repair the worn-out parts. In the fuel factor and the repair factor lie the essence of the science of nutrition.** Today, the workshops of life are closely tied to the workshops of industry; but not jet is the same thought given to fueling and repairing men and worsen workers that is given to the machines. Bot without the human masters the machines would be useless. Good Nutrition Mum Safer Work Aptitude tests and health examinations show employers the load of Jobs em ployees can fiU. Haying hired these people, the employers assume certain responsibili ties. Many firms provide a medical depart ment or at least equipment for first aid on the premises. They have a safety program and, of course, liability insurance against accidents. There no insurance against an employee suffering from poor nutrition) There is no law to force an employer to furnish an adequate, hot meal every day; there is no law to make an employee eat properly! Yet, good nutri tion means safer work, with fewer ac cidents and, even more important, better work with fewer absences. Industry Is facing a feeding problem more difficult today than ever before. The number of workers has increased so that canteen facilities arc over-burdened. Ra tioning and shortages of food and equip ment present more difficulties. Perhaps meat gives the most trouble. Meat has been so plentiful in this country that it is an integral part of our national thinking. It is possible to live with little or no meat, as has been proved by people in many countries of the world. But H seems impossible for industrial workers in the United States to live without meat and be happy. Special Problems Thus, industrial feeding for the health of workers offers these special problems: 1. Famishing meals that will be eaten with relish and minimum of complaint. 2. Providing at least one-third of the - daily food in amount and variety to furnish the fuel for energy, building material for tissue repair, regulating material for keeping all parts of the human machine functioning efficiently. 3- Rousing interest and a feeling of re sponsibility in the employers and the employees, for cooperation in the food and nutrition program. To discuss the first point: If possible, the cafeteria should be a pleasant, wellventilated room. The meal hours should be staggered to prevent standing in line for too large a part of She noon bonr. One situation showed that out of 4,000 workers only 600 were eating in the plant cafeteria. Ao investigation showed that the food was good but the service too slow. The concessionaire was losing money; the workers were dissatisfied and 366 32nd National Safety Congress, 1913 not eating adequate lunches; candy, toft drinks (all fine in their place) were sub stituted for real meals. Still another case showed a cafeteria with the most awkward kitchen arrange ment possible and a very unappetizing array of food on the counter, which was in an attractive room. The food tasted better than it looked but a state of mind had been formed against it before it was eaten. The only answers to these problems are; a management with an intelligent, sympathetic attitude, a skilled food service director and adequate facilities for quick service. Nutritional Requirements Point two should discuss what con stitutes on*-third of die daily requirements and how they can be met. The food service director most be sound is nutrition infor mation, as well as in the technique of running the kitchen and dinmg room. The Canadian Medical Association and the life insurance companies have published an effective, simple booklet that explains body food requirements clearly. Industrial workers should be encouraged to study the fundamental* of nutrition. If the plant furnishes at least one meaX it can b* the cornerstone on which other two meals are based. It is xnoch better to have few choices on any one day, but to vary dishes from day to day. The food must look good to be tempting. Food prices are not discussed here be cause each plant must decide whether or not it must make a profit, break eves, or take a loss. Many firms feel that it ts good business to lose money while keeptog workers food-happy and well. Arousing Interact m Program Point 3- Arousing interest in both employers and employees may be a real job. Certainly safety directors are the key persons here. First, they themselves most be thoroughly sold-pa the importance of a nutrition program and the role that good healthy plays in a safety record. Next, they must be able to sell the management more than any one else, the foremen forewomen the idea that food and health are dependent upon each other. The feyd persons can, if they will, make an in formal check of the food habits of the people they direct. This takes tact, patience and stick-to-itrvcnes*. People feel that food is their own persona] business and resent interference, unless a desire for help is cultivated.' It is not accessary to give facts asd figures to show the benefits that have been derived by nutrition programs In certain industries. Careful checks have shown that improved nutrition, means fewer colds, greater vitality, faster work. The value of such a program is so obvious that one wonders why it is not taken as much for granted as sanitation and proper lighting. Nutrition for our armed forces is the first consideration of the Army, Navy Air Corps. It is food that maintains their stamina, keenness and success. Their ability to use the planes, guns, tanks and all the implements of war depends o* their health. Is not the health of the men and women who make these implements fully as important? The subsistence branches of the Army and Navy guard the food health of tbetr men and womenl They fur nish rations which are adequate for good nutrition. The rations provide fad, bond ing and regulating materials three times a day. Cooks and bakers are trained in special school*, mcaa management Is stressed, and the result is a well fed Army fighting its way to victory. Final victory cannot be won unless the men and women behind the Armylfo are well fed and have stamina, keenness and courage equal to that of our fighting forces. Food Section WEDNESDAY AFTERNOON SESSION October 6, 1943 367 Prtiifag.' C C. Roddick, Safety Director, H. J. Heinz Co., Pittsburgh, Pa- Partixumt Facta of th* Food Section Accident Experience C. <i BKNDKR Up, Untnl ft Safety, Bdl Aircraft Corp. Atlanta, fit. First, I want to call your attention to the only bright spot in the entire food in dustry accident record by saying that the muiiy rate for food was IN days lost pee S$90 mas hours worked for 1942. This rear gave the section a standing of 12th uoaf 12 dinTiiri As pointed out in the MAcd4oS Rate" pamphlet, the sever ity sate itpRnshd a 19% improvement, and the twHw.tioM was one of the largest in American industries. There is the one bright spot n the whole summary of regarding the food section. The food section has nothing else of which to be proud on a comparative basis wkh any industry or with the other in dustries the National Safety Council has decreed it advisable to place in a comparatisu Cat- Why should die food section rank afch? Also why should its frequency Mcrcaac from 1(U6 to 18.65, which repre- r--** a 15% iacTcfti a, as compared to a drop i* the average far *11 industries? Similarity of Experience There is one outstanding observation I help but recognize h comparing the "Accident Rates" pamphlets of 1942 1941; that is, the two contain almost Hf"****1 wording in explaining outstand ing hazards aod the manner in which acci dental injuries have occurred. In other words, oar experience in 1942 was basi cally the same aa in 1941, but no one has hVw. the initiative to ferret out this information to present It to the section as a whole, so that in recognition of the prob lem corrections might be placed in effect. I will just all your attention to one commraMct I have made in the two pam phlets: Xb 1942 the pamphlet states the principal unsafe act by an injured emplnj am was: "repairing, oiling, adjusting, or otherwise working on machinery in jnft**** of shutting off power." The same identical quotation can be made from the 1941 pamphlet. The problem is still identical and, unquestionably, has been for several years. It has been un necessary to change the wording from one year to the next, which to me proves that we in the food section have been complacent and have done little or nothing about preventing injuries. Getting back to the 1942 pamphlet, here are some of the highlights: 1. The 1942 experience in the food indus try was based on the largest coverage ever reported. In that, 62$ units sent in their records, as compared with 578 for 1941. 2. The average frequency rate of 18.65, as compared with 16.16. 3. The National Safety Council says the frequency average rate is 10% higher for 1942 than for 1941, bat unless my mathematics are incorrect, the increase is 15% rather than 10%. I think the Council was merely being nice to us in trying to make it look as good as possible, in spite of our standing. In -order to confirm whether it was 10% or 15%, I asked a committee of statisti cal experts at my 'present plant to figure tiic increase, and they report that 15% is correct. I have also bad the food section executive committee check the figures, and the report is again 15%. You see I do not want any fight with the National Safety Council, but, apparently, somebody is wrong. 4. There is a splendid tabulation on page 3 which not only compares the 1942 record of the food section with the sec tions I have already mentioned, but also compares the changes in frequency rate from 1926 to 1942. You will be surprised to know that in these 16 368 32nd National Safety Congress, 1943 years, the improvement io frequency in the food industry is only one-half that of all industries, in that food im proved by about 33%, whereas most industries like rubber, chemical, steel, automotive, improved by some 60% to 65%. This definitely is not to the credit of the food industry. Along with the tabulation on page 3. this very perti nent sentence stands out, as follows, "the increase in the industry** fre quency rate compares uufmoombly with the general redaction of all industries Of 2%". Small plants had the worst 1942 record, which is nothing rare or unusual, in that small plants always have the worst rec ords, although it is trot necessary, as has been proven by many smaller plants in the food section. Rather than being necessary, it is s challenge to the small plant to do everything within its power to encourage safe working practices and conditions. ` Reviewing page 4. 1 think the outstand ing facts are in the h(gh-ra(e branches of the industries, in which it is stated that the grain elevators, on the whole, had the highest injury rates. The dairy products and sugar refineries also had high rates, but the proportion of permanent partial disabilities to total injuries was exception ally large in sugar refineries, dairy prod ucts, and bakeries, in that it was 1 in 24 cases. Also, we find that the frequency rates in oil branches of the industry in creased over 1941 with the exception of hotels and restaurants. Of all' branches, bakeries, milling and grain elevators had the largest increase--about 35%. Outstanding General Factors in Accidents: 1. The operation of machinery was the principal source of injuries. 2. Oiling, making adjustments, etc., near moving parts of machines without stopping them was the principal un safe practice. 3. Inadequate guarding, etc^ caused onehalf of the accidents. 4- Most of the injuries occurred when employees got their hands and other parts of tbeir bodies caught in or be tween parts of machinery. 5. Violation of instructions and other improper attitudes were the principal causes. To the oldtimer in the food section, these factors are as old as the section it self, and it seems absurd that we allow these same things to occur year after year without doing something about iL Ageaqy of Injuries and Types of Serious Injuries Roils, mixers, and other types of ma chinery, accounted for 114 oui of 323 seri ous injuries, and a percentage of about 33. Getting fingers and other parts of the body caught in moving parts of machinery was the outstanding way in which work ers were seriously injuried. This ac counted' for about 60% of the total, and they were particularly due to the unsafe Practice of making adjustments, cleaning, and doing similar toork ttntkout first shut ting denim the equipment. Unsafe Acts by Injured Employees: I think it advisable to read word for word the pamphlet's discussioo of this topic as follows: An unsafe act was involved in 80% of the injuries. The principal ones of impor tance were: 1. Repairing, oiling, or adjusting, or otherwise working on machinery with out first shutting off the power. 2. Standing or working in unsafe posi tions. 3. Starting or stopping, or otherwise us ing equipment without authority, or getting proper signals, or without tag ging or locking equipment to prevent its operation. 4. Using defective equipment or the wrong type for the work at hand. 5. Operating of equipment at txasaie speeds. Cauaei of Serious Injuries An unsafe condition, in general, was in volved in two-thirds of the serious injuries, with the outstanding three conditions be ing poor housekeeping in 80 case*, inade quate guarding in 75 cases and wore, broken or poorly designed equipment in 56 cases. Food Section 369 Disobedience of instruction and rules, haste and other inattentions accounted for 50% Of the 323 injuries, and lack of knowl edge of safe practices, together with inex perience, accounted for 93 of the 323 cases. Qosstkms to be Asksd To all this you say, "So What?" You will say the wrong people are here, be cause the group present today represents managements that are interested enough in safety and that their records are satis factory, bat it might be interesting to ask why these companies with poor records are not represented. It might also^ be in teresting to ask if we in the section are doing everything m oar power to see that these other people do participate in Con gresses, safety conferences, schools, dis cussion courses, etc. I feel we should ask ourselves several questions, some of which should be tiie following: 1. Can we be satisfied that we arc doing everything as a section, that can be done to call to the attention of the weaker members, the poor experience we have? 2. Has the executive committee taken active part in bringing these poor statistics and facts to the section as a whole? 3. What, if anything, are the sectional chairmen doing to curtail unfavorable trends in their groups? 4. Should the sectional chairmen func tion only once a year, or all through the year? 5. Can*t the executive committee spend more time on these concrete things which affect the experience of the in dustry, rather than on other things which come up and' are time consum ing, but from which no' constructive action is ever taken? 6. Does the statistical committee work with the National Safety Council in developing these figures so that it can tip the section off as lo what the experience is, as it is being developed? 7. Can a program be adopted for reach ing the poor experience plants? 8. Does everybody read and try to digest the excellent statistics contained in "Accidcm Facts" and "Accident Rates*/ as published by the Council? 9. Should we be complacent and alibi for the poor record, or should we do something about it? 10. Isn't it true that if all plants kuew as much about their own statistics as we do about tbe industry's statistics, much preventive work could be done before these aecideots occur? 11. Is it beyond imagination of the indus try to get statistical figures so that a study could be made on all lost time cases, for example, as well as - those cases considered serious injuries, such as amputations or loss of life? Composite Accident lu closing. I should like to give you a composite picture of how the majority of the serious injuries occurred in 1942 in the food industry: A person, usually a man but sometimes a woman, tried to make an adjustment, clean, oil or do a similar job on rolls, mixers, conveyor or padring machine, and in so doing became caught in or between moving parts of tbe equipment, because it was either unguarded, poorly guarded, or because of poor housekeeping, or furiher, because the person violated instructions, was in a burry, or had not been instructed in the safe way. Tbe injury: an amputated finger. Procedure For Remedy As safety representatives of your man agement at this Congress, you, personally, are responsible for each and every case that occurs in your plant, regardless of how well we, as safety mea, have learned to try to satisfy our conscience by tbe trite saying that the foreman is respon sible for accidents. Certainly he is respon sible for doing his part, but let's not forget that we alone cau feed him the ammuni tion, tbe enthusiasm, the knowledge of how to do the safety job, the pertinent statistics necessary to him, tbe encourage ment and last bat not least, the credit for having done a good job. The foreman can't be held responsible until we, as safety men, complete our responsibility to him. In other words, it's time for us safety directors to go to work and do a job. 370 32nd National Safety Congress, 1943 In my interpretation of the fraction* of the executive committee the individual section chairmen of the committee are the safety directors of their pudedar group. Similarly, the executive committee, ma a whole, is in a parallel position to the in dustrial plant's management advisory com mittee. This being tree, doe* it not follow that it is within the scope of the respon sibility of the committee to take action on this very poor record. thick it is time that the executive committee, ted the sec tional chairmen in particular, roll op their sleeve* and really get to work, in the same manner that each of os would in oar individual plants if the experience were bad. Yes, I am sogtenkg u active job for the industry's top men, and I am sug gesting that yon go to work and do a job for the food industry. Victory in Sight MH.TON H. BOWMAN Fkld y>iiircemiar1rr_ National fifMilti-- for the Couasaiatkn of Mmpower in War Indnatrisa, Kviaon of Labor Standards, U. B. Departnwt of Labor, Washington, D.C A summary of this illustrated lecture may be found in this volume of the Transactions under the Tuesday Afternoon Ses- non of the Chemical Section, entitled "Vapoa and Safety." THURSDAY AFTERNOON SESSION October 7, 1943 Presiding: Qyde T. ^t**^*- Safety DutUoc, Interstate Cotton Oil Refining Qx, Sher man, Texas. A PANKL DISCUSSION CHAIRMAN STEPHENS: Pr.Brehm is not able to be here. Instead, we have Mrs. Katharine Gage, R-N-, the lane* Canning Company, Green Bay, Wiscon sin; Mr. W. F. Crawford, Safety Director of Bayuk Cigars, Inc, Philadelphia; Mr. C. F. Moberg, Safety Director, Kraft Cheese Company, Chicago; Mr. C. C. Roddick, Safety Director, Ft. T. Heinz Company, Pittsburgh, Pennsylvania; and Dr. R. W. Rush, Corn Product* Refining Company, Argo, Illinois. The discussion leader this afternoon is Hugo A Klemm, Director of Safety Education, Industrial Commission of Wis consin, Madison. MR. KLEMM: You will notice the subjects on the program include a sum mary of topics having to do with dermatitis, tenosynovitis, promotion of safety programs in small or scattered plants, safety training for supervisors, the elimination of wet floor conditions, and so forth. Write your questions and we will proceed with the discussion. The first question comes from Frank Booz of the Carnation Company, Oconomowoc, Wisconsin: "In the honse-to-bouse delivery of fresh milk, using regular stand-up drive type of trucks, what method can be wed to keep the drivers from falling out of the trades when involved in accidents, and yet not interfere with the delivery opera tion?** I rhinlf the expert on our pane! to handle that job is Charlie Moberg of the Kraft Cheese Company. MR. MOBERG: My first reaction is to say, get rid of the tracks. Some companieshavc adopted various means such as bars and chains, and they were not a Food Section 371 success. The best practice developed that l know of is an arrangement where you have a stool or a chair, with a back on it, to that when a man applies the brakes only thing I hmk of in a case of that kind might be sort of a period of break ing in, in which they give those hands a chance to get toughened up. he has some reinforcement. Also, he has Another thing is this: Frequently we some control of his feet and hands. have had them come into the first aid MR. BOOZ: We have what Charlie mentioned, but we have had four cases since the first of the year where they were thrown out of the left side of the truck. MR. HAVEN: I want to back up the statement Charlie made first, that the thing to do Is to get rid of that type of track for that particular job. MR. BOOZ: Of course that can't be done now. MR- HAVEN: That is right The criti cal materials, and so on, won't let you, but that, of course, is the final answer to it. We had a man thrown out, and be broke Ins neck. We immediately decided that was not the truck for our business. MR-KLEMM: HereutksecondqucitiosL It come* from George Steel of Ralston Ptama Company: "A mafl was injured m the plant an the eocrae of kb dirties but absolutely refused amdkal attention. A physician was sett an has bone and he used his cane *o kin the doctor away. Should tins ear be dnrged as a disabling case? If to, how and tasse should be charged?" MR. CRAWFORD: I question very itinrh vhadw it can be charged or should be chargi J. t ihnU say, as a disabling injury. Wldi f mm not entirely familiar with the gracth* or five law* in the forty-ugla state*. In the State o! Penn sylvania, for taa*k. if an injured person refuse* aanfica! trortmmt, he loses all station and have taped their fingers up with adhesive tape. That is a considerable job, but they usually toughen up the skin on those fingers until they get so they handle them without any trouble. MRS. GAGE: Why wouldn't painting the fingers with compound tincture of benzoin do it? That would toughen it. Incidentally, be certain the bands are per fectly clean before the benzoin is applied. DR. RUSH: personally, I haven't any thoughts on that! I have never used it. It might work. MRS. GAGE: Would there be any objection to it? DR. RUSH: No objection. If it works, it would be a fiae idea. MR. SENS: Toughening up is not pos sible. We found it is our old-timers as well as the new ones who are wearing out their Huger tips. Tape has been used but it lasts possibly an hour or two hours and has to be renewed, which means that they can't ah be running up to the first aid station to have it renewed, rad they have to have the tape on the job. DR- RUSH: We have had a little trouble with finger tips getting sore but .never anything that was really serious and it practically always happened to new employees. It may be it is a different type of bag. It has never been a problem with us except with the new employee*. MR. LEVIN (Cincinnati Milling Ma chine Co, Cincinnati, Ohio): I am not in Coankraf it from the second view point I don't faaow bow in the world * you would know bow many day* of dis ability to charge. food, but we have ran into a similar prob lem. We have tried and used successfully a metallic linked chain glove, 'either in partial fingers or in full hand. We found that in handling metal with sharp burrs it MR. KLEMM: Another question: worked out quite successfully. "Protection of fingers from abrasion when trrwffiTy 100 pO--ll pttpCT bag*. GlOVCS are not a solution.** MR. KLEMM: Now the next question, offered by C A Maelver of Commander Larabee: "What are the principal points That is presented hy 3L B. Sens, of the In outlining the development of sustained Sprceklcs Sugar Company. interest In a safety program?" That is a DR. RUSH: I fully appreciate that gloves aren't tic answer because it makes it almost inprwrihhr to handle bags. The broad subject and an important one. I wonder if Mr. Ruddiek will handle that question? 372 32nd National Safely Congress, 1943 MR. RUDDlCK: Of course, the main point is to have someone to sustain in terest; some live wire in charge of the program to Veep it moving. He has to take every opportunity that comes along, to publicize and sell the safety program. Then, of course, he must sustain interest further by following along the lines of foreman training. Continuous meetings or conference group meetings with a foreman, will help to sustain interest in that field. He naturally has to have rallies, departmental meetings, committee meet ings, a constant educational program go ing on all the time, to pick up something spectacular occasionally to sustain that interest and to keep It a moving thing all the time. MR. HAVEN: I think that maintain ing interest in the safety program or safety activity in the plant is an indi vidual proposition. 1 think safety meet ings arc necessary. But in order to have an individual or have a group of indi viduals maintain interest, they must he dealt with individually and nut collectively. There arc a number of ways, generally speaking, of maintaining interest, for in stance, departmental contests with suitable prizes. Your poster plan also helps. Letters from the manager or department head to the Individual at home might help. I think every individual is different There fore, you have to work on him in a dif ferent * manner than you would with a group of people. Mr. Moberg, will you answer this ques tion? MR. MOBERG: Wet floors, whether in the canning industry or dairy industry, or what, l believe, can be cured. The only approach is to find out where the water is coming from. If you are working with vats and tanks, don't dump the tank- onto the floor. Drain the water away. You have hoses, and they are still obtainable for that pur pose. In one plant they set a small, portable tank at the drain of the vat or tank, when they clean it out Another way is, by an arrangement of pipes and a suitable pomp by which water can be pumped from one lank to another without splashing it around. MR. BURCZYK: Is there any type of industry that cannot get away from wet floors or slippery places? MR- JACK LENOX (G. A. Baty, Lti, Canada): In our fermenting room base ment, it is necessary to have the floor wet. Beyond that, .the floor must be perfectly smooth cement In order to minimize the bacteria] danger. The floor is not only wet with water but the various sediments of the brews coming down make it a constant^hazard. Every week we have someone falling, usually landing on bis head, so there are contusions and probab' more serious accidents. We have never yet been able to solve it successfully. Most people can be interested in safety; it is a selling proposition. If you sell a " person once and fully convince him that safety is necessary for his own personal benefit and not that of the company, you have less trouble In maintaining his inter est MR. MOBERG: Is this moisture com ing from vats or tanks? MR. LENOX: Vats and tanks. It is necessary to wash the floor continually, all day long. It involves constant wash ing to eliminate the sludge that is coming down from the various brews. MR. KLEMM: The next question 'is offered by Mr. H. J. Burczyk, Commis sioner of Wisconsin Industrial Com mission: "in the food canning industry, slips and falls due to wet doors have been causing many accidents. How has this problem been solved in plants where this hazard has existed during the past? Is it possible to eliminate wet floors in the average food plant?" MR. MOBERG: That 'is allowed to run on the floor? MR. LENOX: It goes into the sewer and spreads out In an area, and people are walking through that all the time. MR. MOBERG: See if you can't con fine that waste to one definite outlet away and off the floor because then you are not going to have to do the washing and you - are going to have a dry floor. Food Section 373 MR. KLEMM: The next question we judgment In other words, they are given have comes from Mr. D. H. Harraer of that facility. the Joseph E. Seagram & Sons, Inc. The DR. RUSH: I think every plant, if it question is: can, should have periodical examinations *Ts a disabling injury that occurs in a company athletic contest charged as a lost-time accident? Does an appendectomy count as a lost-time injury?" DR. RUSH*. Personally, I don't see how an injury that occurs in a company athletic contest, unless that athletic con test was pan of their regular work, could be counted as a lost-time accident for all employees. I think it is one of the most important things that can l>e done as far as physical examinations are con cerned because a man's physical status changes as he goes along. Many times an older employee may have to have his job changed because of some change fa physical status that makes the job he has been doing a good many years cither a hazard or beyond his physical ability. I don't see bow an appendectomy could be counted a lost dmc accident for the reason 1 can't see bow the appendicitis could be attributed to a man's work. You couldn't call it an occupational disease. As for as I see, it couldn't be caused by an injury in any stay. So, I don't see how it could be called a lost-time accident. As to the time between examinations, we have a routine of every two years for everybody. If, during those periodical examinations, we find anyone who has a condition we think may be progressive or may develop into something before an other two years are up, we may call those in as often as wc feel is necessary to keep MR. KLEMM: Here is part 3: track. "Compulsory pre-employment physical DR. KLEMM: Doctor, would you rec examinations are necessary In any sound ommend a thorough physical examination? safety program. What do you advise for older employees?" DR. RUSH: I don't know exactly vrhat is wanted there by "What do you advise for older employees?" unless it is a matter of placement. DR. RUSH: What do you mean by "thorough physical examination?" Where you are going to draw the line, would depend, I *hntr, on special hazards that you may have. If wc had a plant or if we had a condition of a special hazard, To me, cme of the most important things in your pre-employment physical examination is in being able to tell your employment department what sort of a job that man should have, or that woman should have. It is a matter, particularly in this day and age, when we are hiring anybody without much regard to what their physical condition is, and just as long as they can do any sort of a job we may have in the plant then you might want something very thorough. These periodical examinations should pick up the beginnings of chronic condi tions in the early stages, so the individual may he warned and have those things corrected before they become disabling. How far you want to go with your physical examination depends on how public health-minded yon may be and how much money you want to spend. I am assuming that "What do you ad` vise for older employees?" is a question asked as to what kind of work -they should be placed on. MR. HARMER: What l meant to say was, what do you advise as .physical examinations for older employees? In other words, do you recommend that they be examined yearly, say, or periodically? We do have compulsory pre-employment examinatioos but the examination for older employees is more up to their own If you want to go far enough to include x-rays of the chest, rectal examinations, complete blood pictures and everything of that kind, that would run into a very sizable job. MR. KLEMM: Another question is presented by Mr. A. M. Smith of Reserve, Louisiana: "Foremen need formal safety training, they work three eight-hour shifts, seven days per week; ride bases which arrive on schedule and leave on schedule just 374 32nd National Safety Congress, 1943 before and immediately after shift change hours. All come from long distances (five miles or more). Work schedules during shifts require the foreman at their opera tions continuously. Fifty per cent cannot read. How can we provide safety training for all of these supervisors?** MR. CRAWFORD: If the matter ifl so important that you feel the men should have safety training, then I certainly feel it is up to the management to give them that safety training. Obviously, your question is, "how can they do it?** Then I say bow do they op-erate the plant, for example, if a man may be sick and ont for two or three days? You could have a relief or substi-` tutc foreman to take over while they are taking this safety training. MR. RUDDICK: In our plant we have three shifts, too. We had classes at twothirty in the morning, and I came out and opened those classes and closed them. We had classes at seven in the morning, and we bad classes at three in the after noon. We had classes at all hours, but we had classes. I think that is part of the answer. MR. KLEMM: Here is a question pre sented by Mr. B. R Bowden of the Elwood Ordnance Plant: "Is it true that soap and wafer are the best disinfectants and preventives for the spreading of poison ivy and dermatitis and other skin eruptions?'* DR. RUSH: Personally, I think he is quite right in assuming that soap and water is best In all dermatitis, the moat important factor is prevention, and pre vention means keeping the irritant of the skin. A rather comprehensive study of der matitis and its prevention was reported in the Journal of the Amerctan Medical Association not long ago, and I believe you can get a reprint. Soap and water certainly are most im portant. If it is poison ivy, the kind of soap you use is the old-fashioned laundry soap instead of some of the fancy hand soaps. It has more alkali in it and will do more to take oft the oleoresin that is responsible for the dermatitis caused by poison ivy. Cleanliness is certainly the most important thing in preventing skin eruptions. MR M. L. WURMAN (Bayuk Cigars, Inc., Philadelphia, Pa.): May I differ with the doctor for a moment I think it de pends on what type of dermatitis you may have. We had 300 cases of dermatitis in the last eighteen months, in which water was the worst, thing we could get on them be cause it was taking the oils or the. fats out of skin, which was coming from moisture or water. Therefore, we had to put oil back in. We are using a water repellent substance to keep the water off the hands. We were getting wash woman hands. DR .RUSH: There may be individual case where that is true but I say in gen eral, taken as a broad subject, your derma titis wasn't from the water, however. It was something that your natural fats and your oH were protecting the akin against. The thing to do is to find out what that was. MR KLEMM: Here's a question from John F. Wilson, Ocouome Packing Com pany, Wehawk, Maine: "Why do most industrial doctors re sent safety engineers diagnosing an in jury when they invariably insist upon telling the safety department how its pro gram should operate?** [ MRS. GAGE: A doctor's training has taken him a good many years to acquire, and he is naturally safety conscious. His training starts in by prevention In every phase, whether it be safety, public health or jttst preventing disease. So, 1 can't say that industrial doctors resent it, exactly, .but 1 think it is one field stepping into another field. I wouldn't try to tell a doctor how to do things but I do try to point out to the safety engineers where they are short because I happen to belong to that safety group. MR KLEMM: I think you have an swered the question all right, very diplo matically, too. I think h depends upon the organization and procedure you follow in that plant. Here is another question: Food Section 375 "We had the case of an individual who They cited an instance this morning. reported a peculiar skin difficulty. It A man in a department was violating a seems that, when he would dose his rule. This department bad formulated its hand*, the skin would turn green. What own safety rules, which were much better thin condition? His doctor called than management bad ever formulated. it dermatitis and said it was due to This man left his milling machine and handling of tobacco in the field. Is this went to a grinding wheel to grind a tool, correct? How can this difficulty be elimi which would only take a few seconds to nated? Docs allergy have something to do do. One of his fellow workers tapped with it?" MR CRAWFORD: I don't believe it is dermatitis. The question here seems to be that, when the man closed his .onds, the skin would turn green. It him on the shoulder and said, "Look here, Pete, I think you ought to wear goggles, don't you?" The fellow said, "No, I don't think so. I'm only going to be here a minute." would seem to me there was some dif "I know, bat that is one of our rules, ficulty in the circulatory system and that the base cause would not be dermatitis. X would like to -bear what Dr. Rush has to say. DR RUSH: I don't think there is any answer. That must be strictly a personal idiosyncrasy of some kind. It would be my guess, as Mr. Crawford has men tioned. it was a circulatory disturbance that showed op at those particular times. If the mao had a congenital heart, be might have some clubbing of the finger tips. I never beard of dermatitis that and I think you should." This fellow said, "The devil with the rules." So they bad a hearing on this case, and his fellow union members tried the case and sentenced him to wear goggles for thirty days on his particular machine. The fellow smilingly obliged, and he was sold thereafter on the safety rules of that department. MR HAVEN: We have always had the problem of getting men to wear turned ^reen. The only ones I ever goggles. Recently, a face shield came on knew were red. the market that struck my fancy and MR WURMAN: I have never heard of any such case in all the tobacco fields we deal with, and we deal all over the world. Even in our plants we have never seen any band turning green from tobacco. Tobacco in the field is green; in the sheds the chlorophyll changes color to brown. MR KLEMM: Here is a question from Mr. George C- Stroke of the Spencer Kellogg & Sous, Inc.: "How can you make employees wear goggles** seemed to be the answer to our problem. We bought 500 pairs. We bad a regulai procedure: If we had twelve men in the plant that needed goggles, we had each man come in individually to the manager who talked with him about the value of his eyes and what it meant to him if he should lose one or both of bis eyes. He told him, "We are so much inter ested in it that we have purchased this eye shield for your use." Then be reached over and he got the MR RUDDICK: When you tell a man box, bearing a label: "This eye shield or try to reason with him that his family purchased expressly for" with the man's is bound to suffer if he loses an eye or name on it. "It is to be used by no one two eyes and he still doesn't listen to reason, there is still another tool we can use. Get year labor committees or safety committees interested. They suggested morning that you ask the union to appoint people to your safety committee. Then delegate to them the problem of getting their people to obey the safety rules. else." We have found in the few months they have been out that the men have taken these goggles and used them. We made it personaL Each man understood why we wanted him to wear them. MR KLEMM: Another question for the.registered nurse: 376 32nd National Safety Congress, 1943 "Should the registered nurse take care of a serious cut, or will she send the man to the doctor? What advice? Should she sew up the wound?** MRS. GAGE: Again,' with alt courtesy to the doctor, that is (Us job. Definitely, the nurse should never assume that re sponsibility. The registered nurse's job is to cleanse the -wound, where it is post slble and feasible, apply a sterile dressing and accompany the patient to the doctor, if it is a serious cut, because even though he is transported in an ambulance, there may be a possibility of bis hemorrhaging, and she is there to do her part as a first aid attendant. Bnt the doctor does the sewing in any and all cases. MR. KLEUM: Here is a qncftwR by A. F. Smith of the Monsanto Chemical. Marshall, Teat. The question: "An opinion as to the frequency of periodic medical examination (and of what should this examination consist) for food handlers, white and colored, in plant cafeterias? There arc no state regula tions." MRS. GAGE: If a man has a physical disability, we might check on the physical disability and be sure that be is not in a position or job that is too hazardous. I personally believe in a rectal examination as part of a physical examination, preemployment physical. As far as the food handlers are concerned. I believe that a Wasserroan test is very important. MR. RUDDICK: The State of Penn sylvania requires of all food handlers in restaurants and cafeterias that they be checked with a serological examination every six months. That can be done either at your clinic, in your city or township, if you have one, or in your medical depart ment where those samples are given to the city clinic or state clinic and examined and a report turned back, to be, in turn, transmitted to the employee. There are employees who will object to such an examination. X know a com pany that instituted such an examination before the state insisted upon It With the U. & Public Health Service, they arranged a schedule for examining all em ployees. They first went to the union and explained the situation. The anion was very agreeable, if the company would keep the findings strictly confidential between the doctor and the employee. That appar ently satisfied the entire personnel, and the examinations went off very nicely. MR. KLEMM: We have a question of fered by Mr. L. A. Hopper of Joseph E. Seagram & Sons: "What is .the best method to follow in order to h^vc all employees report minor injuries? Every employee la given safety instructions. "Should a company pay half the cost of safety shoes or require employee to pay all the cost?" MR. MOBERG: "What is the best method to follow in order to have all employees report minor injuries?" We have hied a lot of stoats on that, and wc are still looking for the foolproof method. Wc use posters of various loads.. Unless you make everybody stand in spection ever so often, you are not going to get it unless your educational program has convinced everyone that it is to their own advantage to properly report these things so that they can be taken care of. But you have to do a lot of selling on these things, because some people say, "It is all right; it doesn't bother any more," but they don't know about the little bugs. I don't believe there is any othfcr fool proof way out of it- W. H. SCATES (Carnation Co, Oconomowoc, Wis.): The National Safety Coun cil have a sound slide film called "Open for Infection." Yon probably know.about it It is an excellent means of educating the employee to recognize the importance of first aid treatment UR. MOBERG: On safety shoes, I think that is governed, to a great extent, by company policy and possibly by the job. I think there are certain jobs--well, a man shouldn't be required to work in that kind of a job unless the company did something about providing him with pro tection. In that case they should pay for the shoes; our company docs. There are other cases where they would like to have the man wear shoes. In those cases, if the company feels they want to make Food Section 377 the investment. So, I wouldn't say a company should pay half the cost unless you are putting on some special program, trying to make it a 100 per cent affair w an introductory proposition. If you did it, then you would have to have it under stood that it was as an introduction be cause if you start it, you are going to be expected to carry through. MR. RUDDICK: I would like to inject another phase to the subject- Nothing has been said today about induction train ing. In my company, every person, every man, woman, boy and girl who starts with the company goes through a two-hour in duction program. They are doubly im pressed right then and there with the importance of minor infections and what they mean. That Is followed up by the foreman. He has a prescribed routine he must follow in inducting the new em ployee into the work. Further, the foreman must train the new employee on the job according to J.I.T. methods. There he injects the safe way of doing the job, and reporting a minor injnry is as much a part of doing the job safely as is production. When it comes to penalties, what do you do? After you have taken all the other steps, given him all the warnings that any man should expect, if you have educational means and induction program, depart mental meetings, foremansbip training, and if you have a follow-up on your de layed treatment cases, then give the man three warnings and fire him. But you have to go a long way before you get to that point Have your record system show how many delayed treatment cases you have every month and in what departments those delayed treatments are occurring. Put opt that report to every department. Send an individual report to the foreman of every man or woman who is a delayed treatment case. Emphasize to the foreman that that is a company rule, that every employee must report a minor injury. MR. KXEMM: Another question comes from Mr. M. M. Noxon. Ralston Purina Company, Minneapolis. The question is: "What has been the experience with and what is the opinion of the experts regarding cash bonus for safety records? Are you in favor of these bonuses?" MR- HAVEN: Having been in this business for twenty or twenty-five years, my personal opinion is that a cash bonus is a vicious thing, *- The representative of a large milk com** pany in New York came to me the other day and wanted to get out from under the bonus system which they had started a number of years ago. Don't pay a man extra cash for a job he is supposed to do. He gets his reward, which a bonus would be, in his pay eat velopc. Don't start a cash bonus system be-* cause if yoa give him $10 today for being a good boy, next year he will want $20. MR- BONNELL (Campbell Soup Com-* pany): Is not the foreman or supervisor sometimes paid a bonus for additional production every week or month as an indirect premium, in the premium system? MR. HAVEN: I think that ls to da with an original agreement with (his man as part of his salary. It is the same as a sales organization. You get a percentage of sales. That, in a way, is % boons, but 1 am talking about a bonus for a good safety record. I don't think that a man should be paid a bonus for having a good safety record. I believe that he should be awarded something. - We give awards, sure. We give, for ten years' safe driving, for instance, a Hamilton watch, as you can see by the poster on the board dowix there. But that is an award, not a reward. It is not a cash reward. We don't believe In cash rewards. It is going to get yoi| into trouble if you ever start. MR. KLEMM: One' of the members, Mr. A. M. Smith, asks: "There are ten men on each eight-hour shift; six missing from each shift in one twenty-four-hour period; all back the next day; all reported they were sick, but were apparently well the next day. Is this a case for the medical departnaent?**- DR. RUSH: It looks like another case of passing the buck. Every so often they 378 32nd National Safety Congress, 1943 huxd something to the doctor and say, "Tell us `yes' or 'no* whether this man should work or not.** If they were back the next day, they certainly weren't very sick the day before. You are sure there wasn't a ball game or opening of the hunting season, or something else on that particular day? MS. KLEMM: We have a question from C. Harvey Ward, Plant Protection Section, District No. 3, Sixth Service Command, Army: "What steps or programs are in effect to check the canners or packers of foods along the lines of protection against acci dental or intentioaal food contamination, other than the regdadmis and enforce ment of local, state or governmental agencies?" 1 told Mr. Ward, when be presented this question, I though he ought to be right up next to this microphone to follow through on that question. MR. RUDDICK: I beard a statement made in a National Safety Congress meet ing a couple of years ago by a member of the United States Public Health Service, to the effect that there never has been a proven case of poisoning from food proc essed in a canning plant, doc to the negli gence of the packer. There have been cases where the negligence of the con sumer in handling the can or hi storing or keeping the can or package has con tributed to bacterial growth, to contribute poisoning to the system. As to the means of checking the canners, I would tike to point out that the canners have been the leaders in die field in giving the government the regulations which they so effectively enforce at the present time. The good canners at present have very modern control practices. They have quality control departments and research departments that are continually exceed ing the goals set by the government to improve the regulations. I believe all the canners in the Food Section of the Council will agree with me that the food regulations set up by the various government departments are exceeded in every respect, Other processors also have quality con trol methods and are protecting the public in that manner. MR. KLEMM: Does that answer your question? UR. G. HARVEY WARD: Perhaps I didn't ask the question correctly. The question, is more on the intentioaal angle rather than that of quality or processing of die foods* Being from the War Department, we have occasion to investigate any number of cases in which things have been in jected into the foods, principally foreign matter of metallic nature, or glass or something similar. The War Department is set up, through' the Plant Protection Section, to do a cer tain amount of investigation of those per sons who are actually doing the work. That does not include the health angle. It does include the background and his tory of the person doing the work. Natu rally, with the limited force the govern ment employs, a great many of the food packers are not on that list of respon sibility. The question was propounded by my colonel as to what steps, if any, are the food people taking them--Wes to assist the government in that Hoc, whether or not safety or other departments are mak ing any investigation, health checks or other things of foe individuals involved In the actual handling of the food as an assistance to foe government. UR. RUDDICK: I will confess I com pletely misunderstood foe question . Those of us from quality packers just don't quite appreciate foe significance of such a question. We have always investigated our people. We have always made quality checks to make sure that there is no in tentional or unintentional sabotage going oa in foe plant. A great many of us have prohibited foe use of paper clips and pins in interde partmental correspondence, foe wearing of badges or buttons or rings or jewelry of any land with foe employees. We have done all sorts of things to increase or improve the quality of the products. Food Section 379 I think a close check by a quality con trol department would probably be the real answer. 1 do know that x-ray ma chines have been used quite effectively in determining foreign objects or foreign material in prodnet*. Chemical check, however, determines your moisture con tent and your various other contents of the package. The government has assisted greatly in this respect but I think the food packers have been doing a good bit of that for a good many years. MR. KLEMM; We have another ques tion here: "How should department personnel be disciplined for talking to the fellow worker? Should foe safety director be foe `goat*?" In elaboration, I think that has to do with operations on dangerous machinery, and departmental people talking with one another. Who should do the disciplining? Should it be the safety director? Should ft be a foreman, superintendent? In foe case of women, should it tie foe nurse? MR. CRAWFORD: I believe it depends entirety on the type of work that is being done. There are a lot of jobs, for example, where management does not object to the workers talking while they are performing their normal operations. I know it is true in otar case. However, taking the second thought expressed by Mr. Klcmm, working around dangerous machinery, I think, if it Is decided that, for foe best interest of the men performing foe work that talking should be prohibited, I think that should be decided after discostion with the safety director and the tine foreman in charge and foen followed through with whatever procedure is adopted. Let's say, for example, they decide there shouldn't be any talking. If such Is foe case, it is up to foe tine supervisor or foreman. I can't see any reason at nil why foe safety director should be foe goat. MR. KLEMM: George Steel of Ralston Purina Company asks: "Bi-parting elevator shaftway doors ire divided into two parts, the upper hall raising out of sight and the lower half dropping to floor level, the edge forming the threshold between car and floor. These doors are counterbalanced so they move in opposite directions. When the strap hanging from the upper half is pulled, they come together with quite a force. Several times in foe past few years, employees have gotten their hands between the doors as they close. The result .is a smashed hand. Does anyone have an idea that will prevent this type of injury?" MR. RUDDICK: I have an idea but I don't know whether it will work. In conjunction with education and training, and having a man to operate the elevator, who is familiar with h, and there all the time, if you must change operators, or if you aDow anybody to run the elevator, then do something In addition, and here is the thought: Put a handle on foe upper door, alongside foe strap where the man's other hand must be placed and put a sign on the door so the operator sees it, which says, "Your hands belong here and not there." MR. KLEMM: Here is a question by one of the members of foe panel. Mr. Roddick asks: "Now that pyrethrum is so lunger avail able, is there a safe, effective, insecticide on foe market which can be used without fear of food contamination?" MR. WURMAN: If yon will write foe Department of Agriculture, they will tell yon that at the present time there is no substitute. MR VICTOR BEIN (Naval Air Sta tion, New Orleans, La.): I am Dot quot ing officially, all this Is on my awn behalf but the Navy recently aent out a bulletin in which they have found a material to replace pyrethrmn. They are experiment ing. I am sorry I do not remember foe name of that product. I think it is a com mercial product. MR DEAN M. CLARK (Society of Gnus Elevator Superintendents of North America, Chicago, III): Fumigation has been one of my babies for a long-time. There is a bulletin pot out by the governaen^ Dr. R T. Cotton, U. S. Bureau of Entomology, _ Manhattan, Kansas, that 380 32nd National Safety Congress, 1943 give* the respective killing powder of all the various chemicals and chemical com binations. Ethylene dichloride with dry ice might do; dry ice might take care of your problem alone, providing you have got the chambers in which to operate. In the grain business there arc several combinations that arc used; sulfur dioxide and carbon tetrachloride and carbon di sulfide, I think, is one of the most widely used. I think if you will get that bulletin from Dr. Cotton you shouldn't have too much trouble. I appreciate that Pyrcthrum is a pow der; it is easy to use, you have very little vapor, and all that sort of thing, but X really believe, without much trouble, you can find something that would be even better than what you have used. MR. WURMAN; In Cuba we used carbon disulfide for year* but it is too dangerous. In our other plants, where we have fumigation chambers, we use hydro cyanic gas. That is all right but it takes six months, after you use the gas, to clear out in ventilation rooms, to get that gas out of your eases. The reason we use Pyrcthrum is that you dust it around and, when you are ready to use it, you go ahead and use it. There is no smell or no odor. The reason we are afraid of gas is, after you have used the gas, you are always afraid some thing is left in. MR. CLARK: Having been associated with a great number of experiments that have been conducted over the last fifteen years, I would say perhaps CO* gas would it, probably. It Is absolutely odorless. It is not harmful to humans. It kill* the worm in all four stages. As a matter of fact I will tell you about a little experi ment we conducted in a sour, musty bfn of rye. We planted the cases of bugs in this 50,000-bushel bin and killed all the bugs. The rye came out clean, sweet and cool. MR. WURMAN: Will it kill larvae, too? MR. CLARK: Yes. MR. KLEMM: This question is: "Is cellulitis ever traumatic?" DR. RUSH: If they are asking for those suppurative cellulitis cases in which you get an infection with a lot of swelling and a lot Of redness and temperature, and ail that sort of thing. I would say no. The tratrena might be a predisposing fac tor that might set the stage for a bloodborne infection or something to localize ia a certain place. But as far as getting suppurative cellulitis from trauma, I think that doesn't* happen. In fact, every con tusion, in a way, is a cellulitis because it does set up a certain inflammatory reac tion in the subcutaneous tissue. But I am assuming they probably want on this ques tion the so-called suppurative cellulitis which causes a lot of damage and possibly leaves disabilities and things like that, in which case trauma does not cause the cellulitis. The only thing it could do would be to set the stage, so to say, so that organ isms that might be floating around ia the blood stream, in that particular individual, might localize in th*. area and set up an infection. HR. KLEMM: I hare another question here: "Are eye shields effective? Are they practical? Do shields destroy good eye sight?" UR. HAVEN: My humble opinion is that putting anything over a man's eyes for any length of time, unless they are fitted to his eyes, would be harmful, al though I don't want to go on record on that, but eye shields certainly are effective. There isn't any question about that We found it so in our plants. MR- BALTZER: The American Society of Safety Engineers b now trying to pro mote some research work which will de termine the effectiveness of plastic eye shields and plastic face shields. Most safety engineers who have' been experi menting with both hard and ground glass goggles and the plastic face shields or eye shields feel that the hardened glass goggles should be used when there is any danger of impact. They give the added resistance that is necessary. MR. KLEMM: This concludes my part on the program, and I axn going to turn the meeting back to Mr. Stevens. THE CHAIRMAN: It seems to me Food Section 381 this has been one o! the most successful panel discussions the Pood Section has ever had. X believe all of you will agree that this been a very beneficial after noon. 1 will now turn the meeting over to the General Chairman, Herb Taylor. . . . Mr. H. B. Taylor assumed the chair ... THE CHAIRMAN: My next and last official act is to turn the gavel over to our new Chairman, Clyde Ruddick. MR- C. C. RUDDICK: We are going to endeavor to make the Food Section, if it is at all possible, bigger and better than ever before. I hope, with the Executive Committee which has been elected with me, to be able to put into practice the many things that we have dreamed about in the past. We made a splendid start, and I hope that we can continue on in the future. Marine Section 0 OfEcore 1342-1343 General Chairman--Cam. E. Holmxs, Marsh & McLennan, Inc., New York, N- Y. Vice General Chairman--W. C. Gahutt, Pittsburgh Steamship Co., Qwdand, Ohio. Advisory Committee (Past General Chairmen)--Bykon O. PickaAD, Waterfront Employers' Association of the Pacific Coast, San Francisco, Calif. Cajptaih Eowaxb C. Holden, United States P. & L Agency, Inc^ New York, N. Y* Caftaxw E W. Fzsn. Ja^, Socooy-Vacacm 03 Co., Inc^ New York; N. Y. Joss S. Hohtss, The Atlantic Refining Ox, Philadelphia, Pa. Carain Fsakk H. Cocan, The Dc&warc, Lackawanna & Western 8, R. Co, Hoboken, N. J. Aanroa Ml Tons, Consulting Eng., New York, N. Y. Assistant General Chairman (Executive Committee Activities}--Feans J. Taylq*. Ameri can Merchant Marine Institute, Inn, New York, N. Y. Assistant General Chairman (Membership)--Cornelius H. Callaghan, The Maritime Association of the Ptxt of New York, New York, N. Y, Assistant General Chairman (Ship Construction and Repair}--Castes Kendall, Bethlehem Steel Co., Bethlehem, Pa. > Assistant General'Chairman (Marine Industrial and Public Relations)--T. E. Buchanan, ^ Marine^DeouThe Toms Cx. New York. N. Y. ____ Assistant*General Chairman (Progmmr. Meetings and Conventions)^--P. HteXS, U. S. EmpkqtEf* Cwaptnntioo Commission, Washington, D. C. Secretary--M. G. Wide, American Bureau ox Shipping, New York, N. Y. Editor, Marine News iMter-Cjonaxat Htm Bucxsions, United States P. & L Agency, loc, San Francisco, Calif. Admiralty and Maritime CoomseUor--Hmr Esboiiacb, New York, N. Y- Ckairmam, Coastal Regions---Vice Asami R. R. Waesceb, U. S. Coast Guard, Washington, D. C Assistant Chairman, Coastal Regions---Costasb (E) H. N. Pubaii, U. S. Coast Guard, Washington, D. C Director, Atlantic Region---Vfnijtmo F. Jones, Gulf 03 Corp^ New York, N. Y. Assistant Director, Atlantic Region--M. J. Hajclow, Black Diamond Steamship Corp., Weehawkeo, N. J. Director, Gulf Region--A. H. Senora, Freeport Sulphur Co., Port Sulphur, La. Assistant Director, Gnlf Region--XL P. Bichaso, Mississippi Shipping Co., New Orleans, La. Director, Poetic Region--Edwajcd J. Baud, Waterfront Employers Assn, of Southern Cali fornia, Long Beam, Calif. Director, Great Lakes Region--A- T. Wooo, Lake Carrier*' Association. Cleveland, Ohio. Director. Canadian Region--John W. McGimw, Canada Steamship Lines, Ltd, Montreal, P. Canada. Director, Ohio Rh*r Region--G. O. Gamur, Dravo Corp, Ner3Je Island Pittsburgh, Pa. Assistant Director, Ohio River Region--J. E. Jacekax, McCrady-Rodgers Gx, Pittsburgh. Pa. Director, All Inland Waterways--Lloyd A. Blahchako, Chief, Safety Section, Corps of Engineers, Washington, D. C SPECIAL SERVICE COMMITTEES Choirman.Commmttee for the Advancement of the American Merchant Jfafiw~>RsAK Ad- mhal Eacoar S. Land, U. S. Navy 'RtaL), Chairman, U. S. Maritime Commission, Washington, D. C 383 384 32nd National Safety Congress, 1943 Chairman, Committee on Operations of miners and Cargo Vessels--Captain Logan Cbisat, Isthmian Steaxnpship Qa New York, N. Y. Chairman, Stevedoring Committee--John W. McGrath, Jit, John W. McGrath Corp, New York, N. Y. Chairman, Statistics and Contests Committee--Utajxsctx H. Shut, The Traveler* Insur ance Co, New York, N. Y. Chairman, Poster Committee--Johk Wright, American Export Lines, Iqc, Jersey City, N. J Assistant Chairman, Poster Committee--A* T. Tobnsan, American Export Lines, Inc, New York, N. Y. Chairman, Publicity and Publications Committee--Haigld J. Haxjxlmc, "Marine Progress," New York, N. Y. Chairman, Engineering and Minimum Standards Committee--A. J. Sutra, Marine Office of America, New York, N. Y. Chairman, Tankers Committee--Jnuns E. Moss, The Atlantic Refining Co, Philadelphia, Pa. Chairman, U. S. Navy Yards Safety Committee--E. B. Lahmy, U. S. Navy, Washington, D. C> Chairman, Maritime Associations Committee--Fbajtk C Ginxtr, Waterfront Employers' Association of San Francisco, Sait Francisco, Calif. S^eciaf Maritime Advisor--Paorr.ssam H. L, Scwabx^ Yale University, School of Engineer ing, New Hares, Cotta. SPECIAL GOVERNMENT COMMITTEES FOR SAFETY IN NATIONAL DEFENSE, SHIPBUILDING, INSPECTIONS, AND PERSONNEL TRAINING Chairman, Naval Committee for Safety National Defense--Rtas Asuoal C. W. Fishes, U. S- Navy, Washington, D. C Chairman, New Ship Design and Construction Committee--Rbab AdmHlaL H. L. Yickeby, U- S. Navy, Conmnssiooer, U. S. Maritime Commission, Washington, D. C. Chairman, Technical Committeet (Design and Accident Prevention Measures)--Jjjos L. Bates, U. S. Maritime Gimntistinti, Washington, D. C. Chairman, Ship Inspections Communes and U. S, Government Bureaus--Caftacv R_ S. Field, U. S. Coast Guard, Washington, D. C Chairman, Committee on Education and Training of Skip Personnel--Telfai* Kmkht, War Shipping Administration, Washington, D. C.' Marine Section 385 Officers 1943-1944t General Chairman--W. C Gamutt, Pittsburgh Steamship Co., Cleveland, Ohio. Vice-General Chairman--CutTva Kendall, Bethlehem Steel Company, Bethlehem, Pa. Advisory Committee (Past General Chmrmm}-- Cwt E. Hmmk, Marsh & McLennan, Inc, New York, N. Y. Btbox Q- PktoUd, Waterfront Employers' Association of the Pacific Coast, San Francisco, California. Carr. Edwabd C Holden, Jil, United States P. & L Aau.w,. nc, New York, N. Y. Can. E. W. Fxsxz, Ja, Socoay-Vacmsu Oil Col, Inc, New York, N. Y. JoU S. HuifTOt, The Atlantic Krfiarng Ox, Philadelphia, P*. Caw. Frank H. Cocan, The Delaware, Lackawanna & Western R R- Company, N. J. Arratn M. Tone, Consulting Engineer, 17 Battery Place, New York, N. Y. Assistant General Chairman (Executive Committee Activities in New York)--Wuxaud F. Ions, Gttif Oil Cotjl, New York, N. Y. Assistant General Chairman (Membership)--E. P. Hbxces, U. S. Employees' Compensa tion Commission, Washington, D. C- Assistant General Chairman (Ship Construction and Repair)--Whjliam E. Lawunce, New York Shipbuilding Corporation, Camden, New Jersey. Assistant General Chairman (Marine Industrie] Relations)--T. E. Buchanan, The Texas Company, New York, N. Y. Assistant General Chairman (Public Relations)--Goknbuus H. Callaghan, Maritime Association of the Port of New York, New York, N. Y. Assistant General Chairman (Posters)--A. H. ScHROUEB, Freeport Sulphur Company, Port Sulphury La. Vice-Chairman (Posters)--Ralph E. Humaed, Walter Butler Shipbuilders, Inc., Superior, Wisconsin. Secretary--M. G. Wick, American Bureau of Shipping, New York, N. V. Editor, Marine News Letter--Carr. Hlnbt'Blacustoxk, United States P. & 1. Agency. ImL, San Francisco. California. Assistant Editor, Marine News Letter--E. F. Lange, Bethlehem-Alameda Shipyard, Ala meda, California. Admiralty tmd Maritime Counsellor--Uahy Eikniach, III John St-, New York, N. Y. Chairman, Coastal Regions--Via. Admiral R. R. Waesche, Commandant, U. S. Coast Guard, Washington, D. G Assistant Chairman, Coastal Regions--Catt. (E) EL N. Pirham, District Coast Guard Engineer, Third Naval District, New York, N. Y. Director, Atlantic Region--Theodore Gnstt, Federal Shipbuilding & Dry Dock Com pany, Kearny, New Jersey. Assistant Director, Atlantic Region--John M. Tubbs, Newport News Shipbuilding & Dry Dock Company. Newport News, Virginia. Director, Gulf Region--Joseph F. Zucca, Consolidated Steel Corp., Orange, Texas. Assistant Director. Gulf Region--E. P. Rickard, Mississippi Shipping Co., Hibernia Bank Bldg., New Orleans, la. Director, Pacific Region--James E. McDonald, Permanente Metals Corp., Richmond, CalHoiaia. Assistant Director, Pacific Region--S. T. Smith, Consolidated Steel Corporation, Los Angeles, California, Director, Great Lakes Region--A- T. Wood. Lake Carriers' Association, Cleveland, Ohio. Director, Canadian Region--Jouu W. McGottn, Canada Steamship lines. Ltd., Mon treal, P. Q., Canaria. Director, Ohio River Region--G. O. Griffin, Dravo Corp., Pittsburgh, Pa. Assistant Director, Ohio River Region--J. E. Jackman, McCrady-Rodgers Company. Pittsburgh, Pa. Director, AU Inland Waterways--Lloyd A. Blanchard, Safety & Accident Prevention Branch, Corp* of Engineers, U. S. A., Washington, D. C. 386 32nd National Safety Congress, 1943 SPECIAL. SERVICE COMMITTEES Chairman, Committee for the Advancement of ike American Merchant Marine--Rxas Admiral Emory S. Lamb, U. S. Naty Chairman, U. S. Maritime CommUttoo, Washioitoo, D. C. Chairman Committee on Operations of Linen and Cargo Vessels--Catx. Logax Ossa*, Isthmian Steamship Co, New York; N. Y. Chairman, Stevedoring Committee--Joaw W. McGrath. Jr, John W- McGrath Corp, New York, N. Y. Chairman, Statistics & Contests Committee--BatjAtem H. Skit, The Traveler* Insurance Go., New York, N. Y. Vice-Chairman, Statistics Sr Contests Committee--I*vnr L. Hagrmahx, Tampa Ship building Company, lac., Tampa, Florida. Chairman, Publicity and Publication* Cowemstte*--Ham*x> J. Harmwc, Editor. "Marine Progress," 95 Broad Street, New York, N. Y. Vice-Chairman, Publicity and Publications Committee--R. C Brajww, Seattie-Tacocaa Shipbpflding Corporation, Tacoma, Washington. Chairman, Engineering and Minimum Standards Committee--A. J, Sum, Marine Office of America, New York, N. Y. Chairman, Tankers Committee--James E. Moss, The Atlantic Rrfinmg Company, Phila delphia, Pa. Vice-Chairman, U. S. Navy Yards Safety Committee--E. B. Laximy, Short Establish ment* Dtv^ Ntrr Dept, Washington, IX C * Chairman, Moritime Associations Committee--Fran * G* Gmgory, Waterfront Employers* Association of San Francisco, San Francisco, California. Special Maritime Advisor--Paomssoe H_ L ScwAxn, Yale Uoiwnity, School of Engi neering, New Haven, Gams. Assistant Chairman (Programs, Meetings and Conventions)--Habous J. Sacui^ Mine Safety Appliances Go., New York, N. Y. SPECIAL GOVERNMENT COMMITTEES FOR SAFETY IN NATIONAL DEFENSE, SHIPBUILDING, INSPECTIONS, AND PERSONNEL TRAINING Chairman, Naval Committee for Safety in National Defense--Scar A --riant C W. Fishes, U. S. Navy, Dir. of Shore rfimrit Navy Department, Washington, D. C. Chairman, New Ship Design and Construction Committee--Rxai Admiral HL L. Vickery, U. S- Navy, Commlwiaocr, U. S. Maritime Commission, Washington, D. C CksniWR, Technical Committer (Design Sr Accident Prevention MroaiwvxJ--Taicxs L. Batses, Dir* Technical Kr, U. S. Maritime Cbomuaoo, Washington, D. C. ChaSnmm, Skip Inspection Committee and CL S. Government Bureaus--Catt. R. S. Fold, U. S. Coast Guard, Washington, D. C Chairman, Committee an Edmcuticm and Training of Skip Personnel Tmrsa Kkiobt, War ShSppaag Admiwitntke, Washington, D CL tA Aacxmd Vr OcUftm Ia Cmrimi Sr:--tm Marine Section 387 TUESDAY AFTERNOON SESSION October 5,1943 Presiding: Byroo O. Pickard, Chief Safety Engineer, Waterfront Employers Association of the Pacific Coast, San Francisco. Ht 3*ciw!ty of Vanall in Fort CAPTAIN NORMAN B. HALL Chief, Post Security Division, U. S. Coast Guard, Washington, D. C. In order to obtain maximum security and efficiency, the Port Security activities of the Coast Guard have been doaely coordinated with the work of ether SOT* enimcat and private agencies directly or indirectly concerned with similar prob lems. In Washington we mainlain dome liaison and cooperation with the Army and Navy, the Department of Justice, the Office of Petroleum Administrator for War and the Office of Civilian Defense, as well as with private agencies such as the National Safety Council, the American Petroleum Institute, the Bureau of Explo sives, the National Board of Fire Under writers, the National Fire Protection As sociation and other*. We have also en couraged the Captains of the Port to coordinate their activities with those of other agencies in the' various ports, and m several there have been established formal coordinating' committees consisting of representatives of all public and private agencies whose work relates to the pro tection of ports and shipping. a Our ob ject has bees to remove all friction and unnecessary duplication; and to insure that all available personnel and facilities are assigned in such manner as to insure their utilization and the opti mum security of our ports and vessels. Security and Efficiency In instituting port security measures, the Coast Guard has always attempted to balance two factors: the first is the need for thorough and fffcctxve port security measures. We have recognized, however, that the seed for maximum security must be balanced"against another factor, which is the need to maintain the output and efficiency of ports and their facilities at a rwarimiim- Our security measures have been designed to insure a proper balance between these two factors. Our object hair bccQ to attain the maximum possible security, without impairing the operation of our vessel and port facilities. Today, bo person is permitted on a vessel or waterfront facility unless he possesses a Coast Guard identification card. In addition, all operators of water front facilities have been urged by tbe Coast Guard to institute pass systems. A simple yet effective system has been sug gested by the Coast Guard and adopted by large number* of operators To prevent person from approaching waterfront facilities and vessels from the waterside, the Coast Guard has relied upon two measures. First, it has maintained constant small boat patrols of all harbor areas. Secondly, all boats must obtain movement and departure licenses from the Captain of the Fort. We have found that the combination of the Coast Guard iden tification card system and the vessel license system enables us to maintain a substantially effective control of the ap proach of persons to vital facilities from the "waterside, as well as from the land- side. Combating Fire Injury to vessels and port facilities may result from accident, negligence or sabo tage. Irrespective of the cause, however, the most common and dangerous means of injury is by fire. Realizing the necessity of combating fires, if adequate port secur ity la to be maintained, the Coast Guard been *avTMg steps to prevent fires and to combat and limit any waterfront fires which may occur. In every port, water front facilities have been surveyed by Coast Guard officers to determine the existence of fire hazards. In almost every case, these hazards have been voluntarily 388 32nd Notional Safety Congress, 1943 corrected. With thU increase m tbe num ber and scope of Coast Guard surreys, the existence of fire hazards is rapidly being corrected. The fighting of waterfront fires has tong been handicapped by hdc of fiicbosb in most ports and harbor*. In order to correct this need, the Coast Guard now operates a fleet of over 250 fireboots, each with a plimping capacity of over two thou sand gallons a minute. St is sot the in tention of tbe Coast Guard to relieve local fire-fighting authorities of their respon sibilities, but only to work in cooperation with them in the protection of waterfront premises. Of course, the war has greatly increased the volume of explosives shipped through American ports and supervision of the loading and unloading of explosives is, likewise, a fuactioa of the Const Guard. The Captains of the Fort have strictly supervised the loadings, in order to in sure that every aeeesssry precaution is taken. Sttndaidiiid a,|nUtvi All of tbe measure* of which I have spoken perform the dual purpose of safe guarding out watcrfnmt heititirt and safeguarding vessels whale in port But ships, by their very native, require that certain special protective measures be taken. Prior to January of tins year, many agencies had issued regulations for vessels in port, while tbe Captains of the Port had established local regulations to handle this problem. As a result of these vary ing and sometimes conflicting regulations. Masters going into tbe different ports were often confused aa to tbe measures they would be required to take for the protection of their vessels. Tbe Coast Guard, therefore, determined to issue standardized regulations for the protection of vessels in all American ports; and to issue them in .such form that Masters would be conversant with the basic secur ity measures they would be required to take. The regulations for the security of vessels in port have been promulgated under the authority of the so-called Espionage Act which provides criminal, penalties for their enforcement Their purpose is to insure the safety of vessels in port and they apply to all vessels, foreign *cd domestic, in all ports of the United Slates. While they furnish tbe base minimum requirements for the security of vessels, it should be noted that, when special circumstances aris, the Captain of the Port may require addi tional measures to be taken or may waive any of their provisions. 1 should also like to point dut that these regulations do not relieve die masters, owners, operators, or agents of vessels of their primary respon sibility for their security but, on the con trary, place upon them the responsibility for carrying out the basic measures re quired by these regulations. Ssmsnaxy of Proviriooa Let me, briefly, summarize for you a few of the salient provisions of these regu lations. First, it should bs noted that wc divide all vessels into two categories; those which are In service and those which are out-of-service; and different regula tions are provided for those in the out-ofservice group. Vessels in service are far ther sub-divided according to their gross tonnage; but most of these regulations arc applicable to all vessels over 1,000 grosstons. All vessels in port, except those ont-ofservice, are required to maintain at all tunes a crew of officers and men equiva lent to a regular deck and engine room sea watch, not including day men. These officers and men are required to be on tbe alert and to maintain efficient and continuous watches and inspections. In addition to the members of the crew, addi tional guards are required. These are of three lands: ship guards, cargo guards and fire guards, each class performing the type of duty indicated by its title. Tbe types of persons which may act as guards are specified in the regulations and they mast be certified and approved by the Captains of the Port^ Their necessary equipment and their duties are set forth in detail. To prevent unauthorized access to vessels, these regulations provide that no person may be permitted aboard unless be possesses: (1) A Coast Guard identifi cation card or other means of identifica Marine Section 389 tion satisfactory to the Captain of the Port; (2) an acceptable pass, issued by the operating company or by the Master of the vessel; and (3) a legitimate reason for being aboard at the time that entrance is sought. It is our view that by pre venting unauthorized entrance to vessels, tbe possibility of injury is substantially mitigated. In order that a vessel may be prepared for any possible emergency situation that may arise, the regulations provide that steam pressure should be maintained or, if that is not possible, that the ship's fire fighting system be connected with its shore system and its switchboard con nected with a shore source of electric power. In addition, vessels are not per mitted to be without means of propulsion for over 24 hours, unless the approval of the Captain of tbe Port has first been ob tained. Decision as to what fires shall be maintained when loading dangerous cargo is made by the Master and the terminal superintendent. Further requirements of these regulations are that mooring lines shall be tended and that emergency tow ing hawsers shall be available, fore and aft, should it become necessary to move the ship. Requirements are specified for the lighting of vessels and for compliance with blackout and dim oat regulations- Other regulations deal with tbe control of lighters and vessels alongside, with tbe removal and disposal of refuse, with super vision of the handling and transfer of cargo, and with prohibitions against the discussion of ship's business and prohibi tions against smoking, under specified conditions and in various sections of the ship. Detailed inspections are required by the ship's officers of the vessel and of shore protection facilities. In this manner, fires and other sources of danger are caught in their incipient stages, while the officers and men charged with tbe protection of the vessel learn of the available means of combating fire and other possible sources of injury. To farther assist in combating any situation which may arise, the Master and Chief Engineer are required to in struct thcir_crews concerning these regu lations and the use of available apparatus. Responsibility for Compliance Tbe basic responsibility for the compli ance with these regulations is placed in the Master, owner, operator, and agent of tbe vessel. The Coast Guard, however, assists them in every possible way and takes necessary measures to insure that their responsibility is fulfilled. In tills con nection, Coast Guard inspections are made at frequent intervals and standard inspec tion reports arc completed for each vessel by Captain of the Fort personnel and by the personnel of the British Security Co ordination for British vessels coming under their cognizance, Through these regulations, we have Installed a uniform ship security program in all ports and. by these inspections aud enforcement, we assure that they are substantially com plied with. It is our belief that compli ance with these regulations has resulted in safeguarding vessels against dangers of iujury resulting from accident, negligeocc. subversive activities or Other causes. Perhaps X can demonstrate the results of care in tbe handling of ships ami articles going through our ports by giving you a few brief figures concerning explo sives. You may have read recently that during the qiontb of July, American and British Air Forces dropped approximately 35,000 tons of explosives upou enemy in stallations on the continent of Europe. The destructive effect of these you can Visualize for yourself. During that same month, over 45,000 tons of explosives were shipped aboard.vessels from one American port. Think of the disastrous effect which mishandling of this cargo, so vital to the war effort, would have bad upon this port. Yet, through the care which we have ex ercised in the supervision and protection of cargo and the ships carrying it* no loss of any kind occurred. That is *n example of the effectiveness of our ships' safety measures. I am sure you all have noticed that the newspaper accounts of the recent bomb ing raids which our air force have car ried out against the Ports of Naples. Genoa, Messina, Tunis, Bixcrte and Tripoli have all mentioned that the prin cipal attacks were upon the docks, wharves, and shipping in those ports. Earlier in the war, the Nazis blasted Plymouth. 390 SShtd NmUtmet Safety Camgrw, /9#i ad itiifli wM am prevent tbe <Mm| f Mir r as vS tbc dr--rwtji c^jcaadh^iaiMlB a tnaML rccngniir tint mv njnjr id am ilw h port wfK. m tk nan aam; pcwt fmiitkl npffici fna mkaf oar mam abroad and osr ACea Xcnljr kom oar krfwu arc not subject to ft onhardneat, does ant am dwt t aeed aoe protect there bon njary raddif ban nrMeat, mficcaoe or --hnUgr W anot take tray poaftb nap It pctrrt dm Iron any frea uy eaaae. Tbc Coast Guard's actings. n tois Mi barm bam wcfa tint I caa aim a pan at da tin Hat tkre has been aa ariaa bjay to lay vend as Ancncia ports la over a year sad a half, moc tbe Cooat Gaud mdtrtook fcttlbacot el tbio HoaaWItty. Eiplorin* and MBtaqr rtnnnunllkm an Board Vwb william t. Bonn Special Aaiataet, V. S, Coast Ooard, Wafebcm D. C. Safely m tnospocUtioa of explosives of the oUcmoce of many mianr prccautiocs. Is pcondaf safety m the handling and stowage of explosives or amnnmztioo yon bam but one chase*. Therefore, so-called mmoT precautions in this instance assume tbc proportions of major precautions. There are three pri mary elements evaluated equally in the Coast Guard plan of pixmdinf safety of cargoes of oplodra; sabotage, fire and Sabotage is protected against by prior checking of both personnel and the phy sical conditions of loading facilities and the -vessel. Longshoremen, winchmco. car penters and their supervisors engaged in han^lmg explosive* &tc required to possess a Coast Guard identification card and an explosives handling permit card. To oecore the identification card a person must submit an application setting forth es sential personal history and be fingerprint ed. This application is carefully checked. The issuance of an explosives handling permit card is predicated upon possession of an identification card and, in addition, the applicant must be sponsored by a stevedoring company or other acceptable authority and must show a knowledge of the art of handling and stowing explosives. Before a vessel proceeds to an cxplosrves-looding anchorage or pier, it is given a general inspection. The pier receives a - general inspection and tibiary gwrils are at posts protecting all approaches to the pier. Tbe holds of the vanna are thmwgtdy searched before m--i nring to load tbe cargo of explosive*- Each draft of packages is checked both at the rail road car door and upon its arrival in the hold of the vessel. Damaged packages are not pomitted to be placed on board n vessel. The second stemcat, fire, is guarded against by the inspection of tbe vessel's own facilities, such as its boilers, the con dition of the boiler and engine room bilges, operation of galley stoves, the screening of the smoke stack and galley smoke pipe. Rubbish is not permitted to accumulate upon the vessel. Togs and barges having legitimate btitraess requiring them to come alongside tbe vessel are checked to be certain their smoke pipes are screened and, in some instances affecting living arrangements oo barges, it is required that the fires be domed. Smoking is not permitted and persons are not permitted to have matches or mechanical fighters in their possession. Coast Guard fireboafs are ofttimes stationed aJoofude the ves sel or pier. At some cxploatves-loading terminals, a Coast Guard fowboat is sta tioned in readiness to withdraw a vessel in event of fire occurring on the pier or adjacent thereto; and m a great many in stances. portable fire pumping taut* with Marine Section 391 11 and tiJ Coast Guard crews are stationed at Hi*sc piers. Tbe third element, carelessness, is difficak to foatrol. Mtu*engaged day after m haadfiag explosive*. although real* mmg My (be danger in this occupation, ham into rrrh-iremx Through its explo* dwMM details, the Coast Guard pro- t this human trait by constant* p die bamfiiag and stowage of . Guards comprising the de* _ nog at tbc railroad car door tirgrt * faring the explo- the vctftT Roving deck i ia die vessel keep a watch to see aw do aoe get careless-. They' H to observe the cargo gear i such gear frequently to guard iMue. It s* the duty of the mem bers ef tins detail to prevent the operation another descriptive name. CcmdaitioA Activities of the Army, Navy and Coast Guard in the transportation of explosives are thoroughly coordinated. Liaison con tacts operate daily in an effort to pro vide --winm security for vessels and ports. Local port and municipal authori ties are consulted with reference to appli cation of local ordinances or regulations and determining policy. Insofar as is practicable. Coast Guard regulations per taining to explosives are sot construed as preventing the enforcement of local regu lations. provided such regulations are not inconsistent or in conflict with federal regulations or result ht settingup a hin drance to the prosecution of the war. Uni formity of control between rail, motor vehicle and vessel transportation of ex plosives is maintained by a close coopera tion between the Bureau of Explosives and the Coast Guard. yrul Aminimjtip" SS Cargo Merchant vessels before taking on car go consisting of explosives are required to: (1) Secure m permit from the Captain of the Port. The application'for this per mit must be accompanied by a manifest of the explosives and other dangerous articles to be loaded on board the vessel and a preliminary cargo stowage plan showing where it is proposed to stow this cargo. (2) Construct the type magazine re quired by the regulations. (3) Remove all debris from magazines, bolds in which explosives are to be stowed and from the decks of the vessel. (4) Submit the vessel for a general inspection for compliance with the ex plosives regulations. After proceeding to the explosives-loadtag anchorage or pier it is required that: (1) The Captain of the Fort permit to take cm explosives shall be kept availa ble. (2) An officer or other person, as re quired by the regulations, be designated as in charge of the vessel. (3) The person in charge of the vesuri m company with the Coast Guard officer in charge of the loading detail, inspect the vesseTs cargo handling gear and the slings, trays, nets and other equip ment famished by the stevedore. (4) The officer in charge of the vessel always shall be available while explosive* are being taken oo board. (5) At the completion of tbe work period, the officer in charge shall inspect the bold and have all means of ingress closed off, including the covering of hatch et with taxpanlins. The assignment of a Coast Guard detail to supervise toe* handling and stowage of explosives does not relieve toe owner, charterer, agent, master or any other per son of bit responsibility under the regu lations. Authorized Locations for Impeding and Unloading Merchant vessels are not permitted to tan- cargoes of explosives on board or to discharge such type of cargoes except at locations authorized for this purpose by toe Captain of the Port. There are four types of locations set up for such pur poses: First: Explosive anchorages which are located in remote areas within toe harbor. Any type of explosives or ammunition 392 32nd National Safety Congress, 1943 may be loaded or unloaded In an explo sive anchorage. Second i Explosives-loading piers. These are piers that have been especially con structed for this -purpose or existing piers that are sufficiently isolated from all other waterfront facilities as to- provide a safe distance separation in event of an explosion occurring. At -these explosivcsloading piers any type of explosives or ammunition may he loaded of unloaded from a vessel. Third: Aftnmunitiou-ioadiag piers. These are piers selected because of their location apart from vital port facilities and so separated from adjacent structures as to afford maximum protection, calcu lated in accordance with the risk involved in loading or unloading the particular type of ammunition. At these piers only those types of military ammunition that are specifically permitted by the provisions of the regulations may be loaded on or unloaded from a vessel. Fourth: Small-arms ammunition load ing. Any pier designated by the Captain of the Fort may be used for the transfer of small-arms ammunition. Small-arms ammouiboa is defined as that type of am munition used in pistols, revolvers, rifles, shot guns, or in machine guns having non-explosive bullets, and usually con sists of a paper or metallic cartridge case, the powder charge and bullet being all in one assembly. In designating these loading areas, the Captain of the Port gives consideration to the wishes pf local authorities. Repair* -to Vessels Transporting Explosives A vessel having on board explosives as cargo shall not proceed to a ship re pair plant or enter upon a drydock or marine railway or otherwise undertake repairs, except as permitted by the regu lations. Essentially, it is provided that no repairs other than emergency repairs to the vessel's main propelling plant or aux iliaries thereto, or the boilers or auxiliar ies thereto shall be undertaken, while having on board any explosives as cargo. It should be noted tat the emergency re pairs are limited to the extent that the emergency can only involve the vessel's main propelling plant or boilers or their auxiliaries, and it is further limited in that the explosives referred to are cm board the vessel as cargo. Welding or cut ting operations other than those required by the foregoing emergency repairs may be carried on provided, the Captain of the Port issues permission therefor. Exempt from this prohibition are the explosives which may be on board the vessel m the form of ammunition for defensive arma ment or the required supply of distress signals, rockets, flares, and powder for the ship's Lyle gun. Vessels that have just discharged aay cargo conrirtng of explosive* shall not have any repairs un dertaken in the holds until all precautions arc taken to see that no residue of cargo is left to create a hazard. Summary From the point of view of safety of our vessels, security of our essential port facilities and adjacent to our ports. It be hooves everyone of us to be safety-minded at all times in the handling and trans portation of these highly dangcroos types of cargoes. The regulations governing ex plosives or other dangerous articles on board vessels, especially the section de voted exclusively to the transportation of military explosives and ammamtioa, were drawn up by the Coast Guard in collabor ation with -transportation and ordnance personnel of both the Navy and the Army. It cannot be denied that these may be other safe methods of handling and stowing explosives, but the as outlined in this discussion represent a con sensus of opinion and the specific provi sions thereof most be observed until they are amended. Zt is believed that maximum safety and security to vessels and our port facilities so essential to the success of our war effort will be realized, if all concerned observe the spirit and letter of the regulations. Marine Section 393 Preparation ol Tank VmmIs Prior to Alterations or Repair* C. A. NEUSBAUM Aaasatacnt Director, Standard Inspection Laboratory, Standard Oil Development Col, New York City The prevention of personal injuries and damage to property has always been a serious problem in the alterations and re pairs of vessels. The cleaning of the tank and compartments of a tank vessel aud the testing of the atmosphere within these tanks and compartments are tech nical problems regularly encountered when such vessels are used for transportation of crude petroleum and its products. Toxic Effect of Petroleum Vapors Vapors given off by crude petroleum, gasoline and other petroleum products cause anaesthetic effects when inhaled and, precautions are taken, such effects may be encountered by workers during the cleaning operations. The toxic effect of gasoline vapors in various degrees of concentration is illus trated by data from the U. S. Bureau of Mines Technical Paper No. 272. Flammability of Petroleum VaporAir Mixture* Petroleum vapors are highly flammable, and considerable care is requited to pre vent the occurrence of fires or explosions. When mr**** with the proper amounts of air these vapors form explosive mixtures. The explosive mixture range of gasoline in air, for example, is generally accepted to be from 1 to 6 per cent by volume. The lower figure corresponds to the minimum amount and the Higher figure to the maxi mum amount of gasoline vapor capable of producing a flammable mixture. The vapor concentration below which the mixture will not burn Is called the "lower ex plosive limit" and the vapor concentration above which the mixture will not bum is called the "upper explosive limit" For some of the more volatile hydrocarbons, such as commercial propane, the upper explosive limit is 9.5 per cent. The ex plosive range for natural gas is 43 to 13.5 per cent. Although explosive limits have been established definitely for a num ber of hydrocarbons, it must be remem bered that petroleum products seldom are handled as pure hydrocarbons. It is essen tial, therefore, to consider the lowest and the highest explosive limits of the hydro carbons of any products or mixtures be ing handled. Hydrogen Sulfide Other gases associated with petroleum products also are toxic if breathed in suf ficient quantity. Hydrogen sulfide, the most prominent of these gases, is con tained in some crude oils and is present also in some unfinished refinery distillates as a result of reaction at high temperature and pressure. Hydrogen sulfide is harm ful, and even fatal, in relatively small con centrations Zt is especially hazardous be cause of its paralytic effect on the sense of smell, Tfjfcfrig detection by odor im possible. The U. S. Bureau of Mines has found that a concentration of 0.01 per cent in air will produce irritation of the eyes and other physical disturbances upon ex posure for two minutes, with increasingly harmful results upon continuous exposure. Exposure for two minutes in a concentra tion of 0.07 per cent has resulted in death. Hydrogen sulfide also is explosive In concentrations from 43 to 46.0 per cent in air. Oxygen Deficiency The atmosphere within clean tanks which tevc been closed tightly for some time is frequently deficient in oxygen due to rusting of the metal of the tanks. Such tanks, therefore, should not be entered until they have been ventilated thoroughly. Normal air contains about 21% oxygen. Air which contains less than 16% will not safety sustain life. ' Early Safety Measure* A detailed study of the methods em ployed prior to 1922 in the cleaning of tanks and compartments of tank vessels and the testing of the atmosphere within these tanks and compartments brought out the fact that too little attention was 394 32nd National Safety Congress, 1943 paid to cleaning and too much dependence pot on the analysis of the atmosphere within the tanks* It seems desirable to point qat two fundamental principle* which apparently were not universally recognized prior to 1922. The first is that a certificate of safety is worthless unless the Inspector has entered the tank or compartment in question and has rammed it carefully for deposits of oil and/or sediment which may generate sapor. Without such an ex amination, the analysis of the atmosphere means nothing more than that the tank is safe for a man to enter at the time eS testing. The practice of taking sample* by means of a sampling tube or sampling bottle lowered from the deck* seems en tirely inadequate except for preliminary information. The other fundamental principle is that the Tniwmmn permissible content of petroleum vapor h fixed fay its effect on men wdmKng the atmosphere, rather than by the lower limit of the explosive range. The lower explosive limit of different hydrocarbons varies, but LG per cent is perhaps a representative figure. On the other hand, it is stated that petroleum vapors m concentrations of Oi per cant* or more are intoxicating to some people on exposure for 90 minutes or longer, so that the actual danger limit Is far below the explosive limit. It has been experi enced that men are able to work in tanks for Indefinite periods- when a maximum of OZ per cent of petroleum vapor calcu lated as pentane is enforced as a limit Cleaning Procedures The recommended procedure for clean ing is the Bottei worth method in which hot water is applied mechanically by means of special equipment The personnel em ployed for cleaning operations has in creased to one captaht who acts as superriser, 3 certified chemists, 6 foremen, 5 pump men, 3 timekeeper^ and a group of casual laborer who are experienced tank cleaners, ranging in number from SO to 75. It is impossible to specify arbitrarily (hat a tank of a given size shall be steamed or machine washed' a certain number of fumrs, since the amount of steaming or washing required varies with the nature of the oil which was carried last, the at mospheric conditions, and other factors. The intensity and duration of each process rests, therefore, vrtfh tbs judgment of the supervisor and the chemist, and is gov erned by the conditions and circamsfences which necessitate such cleaning. Butterworth Method With the Butterworth Method, heated water is directed upon the Interior surface of tanks by means of high pressure streams from two revolving souks. The nozzles are geared to tore shnultaneously and slowly in all planes, horizontal to vertical, so that tire water streams from the ivwslrs are directed upon the entire Interior surface of tire tank. As soon as the cargo is pumped out, steam is forced through the heater coils and steam smothering lures. If condensed steam comes through the heater ooSs dear, indications are that the Uses are satis factory. If steam fails to come through or if the condensate is oily, H is evident that the coil is ruptured and that cleaning Is accessary before a certificate can be issued for the compartment In which the questionable coQ is located. Smothering fines are steamed for approximately ten minutes. Butterworth nxichities are next placed in the .cargo tanks through special openings or through hatches if the vessel is not equipped with such special openings. Generally two machines are operated at the same time, one h each of two main, wing or summer tanks. The and ullage covers are dosed but not dogged down. Daring the period of washing, which normally take from to 2 hours per tank, the ship is held at a slight list if necessary to speed the drainage of the tanks to the suction. The cargo pumps arc operated slowly to withdraw from tire tanks the refuse oU and hot water resulting from the washing operation. For most efficient cleaning operation, the water is heated to a temperature of approximately 175* F. The water Is supplied at a pres sure of approximately 175 pounds per square inch from the vessel's deck fire fines. After tire tanks have been washed suf ficiently, tire Butterworth machines are removed and the tanks ventilated by means Marine Section 395 of wind sails, Venturi tubes or air blowers lowered into the tanks through the hatch, or by steam gas suckers installed in the ship's deck discharge lines. When tire at mosphere within the tanks has cooled sufficiently for men to enter, a sample of k is obtained by means of a sampling tube Or sampling bottle lowered from tire deck and analysed for trade or combustible gases. If tire atmosphere is found to con tain not more than 0.2 per cent gas by volume, the supervisor in charge of clean ing enters the tanks to make a preliminary survey before men are sent into the tanks with hand hove to wash toward the suction aay sediment or scale left in various parts of tire tank. Sediment which is not pumped through the suction line is removed maunally. A careful watch is maintained over the men doing the work. Method When Butterworth machines are not available, tire approximate tune required for steaming Is estimated on the basis of previous cargoes. After the beater fines are blown, the hatch covers and ullage kolas are cloved bat not dogged down. Steam at a tine pressure of about 75 powads is allowed to enter tire teak through tire smothering fines for the period of time considered necessary to yffb-k-vuiy soften and loosen oil and sedi ment on the bulkheads, beams, etc* so as to permit removal with streams of hot water. Upon completion of the steaming, the hatch conn are thrown open and wind galls. air blowers or steam gas suck ers are used as described above for purpose of exprifing gases and steam. When the tanks have cooled sufficiently, a prelimi nary test of tire atmosphere within is taken If the gas content is more than OZ per cent by volume, further ventilating or and ventilating are required. If the gas content 2s 0-2 per cent or less, men fiFTfd *riih hand hose descend the lacbders slowly, washing down tire top, sides and beams as they go. The water used for washing 2s at an approximate tem perature of 100" F. and at a pressure of about 50 pounds. A convenient means of supplying hot water for washing is pro vided by a "Y** connection which intro duces steam into a surerIc on the fire fine and provides a positive regulation of tem perature. A careful watch is maintained from deck for the safety of the men be low. When the top, aides and beams have been washed thoroughly, work is com menced on the 'bottom. Starting at the forward outboard career of the tank, the oil and Kdimret are washed toward the suction from which point they are re moved to a barge or a slop tank ashore by means of the ship's pumps, which are kept in operation throughout the entire washing period. Any material which is not removed through the suction Uue is removed manually. Thai Inspection After all tanks and compartments in question have been washed and cleaned to accordance with cither of the above meth ods, the main pump room bilges are cleaned. Next, water is pumped through all ship's cargo fines and discharged into the slop fine. After pumping for a pre determined period, the water is discharged on deck where it is examined by the chemist, the chief officer and the super visor m charge of tank cleaning. If the water is clear, the cargo lines are con sidered to be cleaned. Whenever possible, depending Oo the shifting of ballast, valves are left open to air out the cargo fines. The tanks then are entered and in spected by a certified chemist; and, if found to be cleaned to his satisfaction and if the gas content is <L2 per cent or less, a certificate ** issued stating the tanks (reported individually) are either "Safe for Men and Fire" or "Safe for Men--Not Safe for FW Ilqaks Bannlt from Cargo Tanks Whenever a vessel must be dry docked for a survey on account of a seriously damaged bottom or for repairs confined solely to work on the rudder, propeller, tail-shaft or other parts remote from the cargo compartments, such tanks may be smothered with steam and sealed prior to the vessel's arrival xo the shipyard. In case It is found necessary to do soy work in and/or around any of the tanks, the tanks in qowtioa are cleaned by either the But terworth method or the manual method and certified as heretofore described. 396 32nd National Safety Congress, 1943 Conabuatib!* Qu Indicator Various types of indicators have been used in the past for the detection of petroleum vapors to insure that the at mosphere is non-toxic and to guard against fires and explosions. All have employed basic principles, such as diffusion, volume change on combustion, or beat of com bustion. Of course, the last type most suitable for the petroleum industry because of the wide variety of gases which are likely to be encountered. WEDNESDAY AFTERNOON SESSION October 6, 1943 Presiding: W. C. Garbutt, Casualty Manager, Pittsburgh Steamship Cd* Cleveland. Ohio. War-Tixa* Hirer Safety Bjr JOHN B. JULI Safety Saptniur, Diavo Caeja, Pe. The growth of river transportation has brought about the necessity for a huge scale safety program and this need has been met by various agencies. The safety problems are unique, inasmuch as they deal with the vagaries of nature. Success in the operation of river fleets must be attributed in a good measure to the outstanding work of the U. S En gineers. Rivers must be made aa/e for navigation and we regard this agency with deep respect for the good they have ac complished. They have performed a yeo man service in dredging, clearing rivers of obstructions, construction of locks, dams, inspection of boats and safety equip ment, reports on river stages and many other features that tie in so vitally with the successful and safe operation of river fleets. The U- S. Coast Guard now patrols all the rivers on a 24-hour basis and their work in preventing sabotage and making periodic inspections of crews of the tow boats has been a valuable help in the plant security and safe operation of all war plants situated along the river. With the aid of these two agencies, ft remains for thtv'indiridual operator to co operate to the fullest extent If you were privileged to go aboard a towboat you would be impressed with the appearance of the interior. The tow boat serves a dual purpose in providing a place to work and also a place to live. The engine rooms are well maintained and kept spotless. Alt machinery is painted in a three-dzmensSonal scheme, which is a forward step in safety, as well as enhancing' the working conditions. The living quarters of the crew, tbe stairways. the pilot house and the most remote corner of tbe boat are clean and well-lighted. The skipper and his crew ^ great pride in their housekeeping. There is a keen rivalry between the crews of the various fleets, and they do everything in their power to make the boat and their quarters a pleasant place m which to live. Tbe skipper of the boat is the executive officer and he is assisted by licensed pilots who must know the river throughout its length. The skipper spends considerable time in making up his tow in a safe man ner, eliminating as many duck ponds and notches as possible, thereby creating safer working conditions. The successful Operations of a fleet de pends on the proper type of employees hired. This is quite a problem, due to the number of river men leaving for other employment A skipper of a boat at tempts to hire a man who has spent part of his life near the river. The man must pass the physical requirements of the Medical Department before he is permitted to report for work. He then is placed in charge of an experienced man--the mate or engineer. Various hazards in opera tion are pointed out to him and he receives careful instruction* on safe prac tices on boats. He attends safety zone Marine Section 397 meeting* which are held at the cod of each trip, if possible, at which time many river problems are discussed and remedied. We make good use of slide sound Aims at these meetings, because we firmly bclkve that visual education is an outstanding feature in the success of any accident prevention program. Because of the limited medical facili ties, first aid training is given to members of the crew. A large percentage of our men and women have completed the American Red Cross and the U. S. Bureau of Mines course in first aid. Life saving, fire and safety drills are held aboard the boat to better acquaint the crew with tbe .proper thing to do in au emergency. Mem bers, of the crew arc reminded on tbe use of Kapok life vesta in working on or over the water. When you consider the hazards connected with river work, such as fogs and floods, it is extremely important that a man receive as much training as pos sible. Safety plays such an important part in the war effort that everything possible should be done by the safety engineer to continue the safe operation of this mean* of transportation in order -that it might continue to play its full part in the suc cessful conclusion of the conflict in which we are now engaged. Objective Statistics Plot Our Cours* By A. B. SCHRODER Safety Director, Piovport Sulphur Company, Port Sulphur, Louisiana By objective statistics we mean those statistic* which break down the accident into all of its major and contributive causes and furnish us with a detail of the background of tbe incident. This com plete breakdown is a monotonous detail but is productive of much information for the safety director. The detail of the information uncovered is hardly that which would be furnished to management and work supervisors, but the conclusions reached through this medium are definite and should be used in steering the safety program in its entirety. In 1938, it being desirable to pursue a more objective program of safety work, and effort toward a complete statistical breakdown on accidents was made by our company. Information made available by mean* of these figures was used in the direction of work supervisors in their ac cident prevention efforts and served as a guide for safety inspections and commit tees. A point of particular interest in these figures for the pre-war years Is their consistency; all curves followed a definite pattern and gave positive information for continued objective work. During 1941 a trend of change was detected, and 1942 showed considerable divergence which is continuing during 1943. Accident Canars Changing An attempt to recommend steps to correct tbe conditions which obtain in the changing picture of accident causes will not be made here, as all of us are familiar with the steps necessary for accident pre vention. It is essential, though, that yrc be aware that the picture is changing. *o that we may accent those parts of our program which tend to correct the new angles that may be uncovered by a com plete analysis. The analysis sheet of the Standard Iujury Reporting System, ob tainable from the National Safety Council, is an excellent starting point for a program of breakdown for cause. There exists today a distinct need for safety directors to be able to make an exact comparison of present day ac cidents to pre-war experience, in order that trends in the causes may be un covered and corrections made in programs for continued effective prosecution. The factors which, when loaded statistically, are of particular importance are: occupa tion, agency of injury, mechanical cause, what employee was doing, type of ac cident, location of injury, character of injury, age, seniority, hour of injury, day of week, etc. Comparison of curves on occupations reveals an increase in the number of accidents suffered by skilled journeymen, foremen and operators. This increase is most serious now that skilled men are at a premium and should give us 398 32nd National Safely Congress, 1943 particular concern. Increase, overtime work, the higher pressure of vo*k today and worry undoubtedly contribute to this condition. Mechanical Equipment Should B Thoroughly Inspected A review of figures covering the agency of injury reveals that the activities of in specting safety committees should be concentrated on mechanical equipment which in the rush of prevent activities is not receiving the servicing and mam* tenaoce it did during the pre-war years. Lade of overbad of hoists and smarter equipment is a point for concern for safety director. An increase is noted in the purely mechanical causes, the factor which is largely attributable to the failure of equipment; whereas, in the pre-war years, a greater percentage of accidents was due to personal fault. The typo of accident is also greatly affected by the mechanical factors. The character of injuries suffered is changing as older man are becoming more numerous in the more hazardous occupations. We are suffering today an alarming increase in fractures and severe back strans. which must be blamed ou the increased age of employees. Where a younger man would suffer little injury in an accident, it will be found older men suffer an increase in the number of fractures and severe strain*. However, the conclusion reached is that although the older men suffer more severe injuries tbeir over-all frequency of injuries is lower. The use of the hoctr of injury factor for detection of fatigue showed a distinct change when compared to the pre-war years. Accidents m the pre-war years had two approximately even peaks, morning and evening. The change ap pears to be a flattening of the morning peak and a distinct increase m the t>ning, which could also be attributed to the advanced age of tabor. Nd far Com Coding In our search for means to wage an effective fight against the rising toll of industrial accident* too few of us have taken the tune and trouble to buSd our program structure on the solid rock- of cause coding. We can any factor needed for program guidance through this medium. Accident statistics mean to many safety directors, even those of many years* experience, simply a record of the number of lost-time injuries and the member of days lost. Cause coding is the objective type of statistical effort which enables us to give positive direction to those who must do the actual preventive work. Foremen and super-vines have pro* doetko jobs which need foB-timc attention and can hardly be expected to give to their accident problems the time needed for a complete breakdown for cause; nor can they be expected to have she akiS. mtfwwkiMMff gnd training nice--ary for an accurate analysis. This is the primary responsibility of the safety di rector. Scrmmgly, it would not be entirely con jectural to rancluflc that the greatest fundamental difference tiinmn the saaall groups with tbeir oomfosncMbr hod * wpei together with Che larger em ployers who do not amymy t good <giH cure, and the industrial plants which have c oalieaaJy haoo leoondd is hdr accident prevention mfc Isa In fair inability to aorarately Mcfl where, when, and how fair accidents wtt nocar. Knowledge of this nature caw he darsvnd only from complete cant ctfag Man agement. when tenUul with eenerete A+m hocked with definite wmmSSy fa depended oe to take steps in the right fsedioa We must, however, he n a jwatee to prove OUT * Analysis la TmsHil The coocktssoci rsaditd is that an analysis of accident details is most im portant m the direction of safety work. It is the only sure guide to objective and positive prosecution; and information gathered h of continued tue in titer years when charted to show treads and disclose the need for positive revision in program detail. Our war years show a definite trend of change ss type, age, character, severity, etc. Unless we are io a position to get this information from reliable sta tistics, we cannot make the needed changes and be certain of result*. Cer tainly, objective statistic* plot ottr course. Marine Section Safety Aboard a lab Freighter JOHN W. McGIFFIN Sup*. of Safety, Canada Steamship Linas, LttL, Montreal, P. Q., Canada 399 The safety department of the Canada Steamship Lines was organized in 1938. A survey was made of past accident records and the management was amazed at the number of personal Injuries which had occurred each operating season; but more smazed at the sums of money that had been paid out for medical aid, hos pitalization and compensation. Since the organization of the safety department oar annual costs attributable to personal in juries have been reduced on an average of 66% and the first year showed a re daction of 75%. Safety has paid wonderful dividends to the company In the financial sense, as well as giving great satisfaction from a humanitarian viewpoint. With aU lake freighters being built on flu same general principles, a hazard which rvwft oe any one vessel is likely to he common to them alL Tins entails gram fiiuhj, as well as quite an exptafitiK, m getting all hazards corrected to grrft] a* possible. Id our case, with oar bead office in Montreal and our ves sels fiptratiag all over the hires, a great deal moat ba handled by correspondence r by * heavy program of travel A qwifj of past accidents shows that the ewaaes of personal injuries on lake freighters bwk down generally as fol- i Faffs 2. Eye Tqjurira X Bttibg mooring wires. 4. TTialflinff hatch covers or strongbacks. 5. HaadBug gangplanks and toeplates on package freighters. 6. Working around engines. 71 GaHey scodeuts. To eSxouaatc falls all ladders leading to engine room are regularly checked. Any are found to be too steep are re moved and replaced by stairways of the proper angle with standard risers aod treads. The same procedure is followed for ladders leading to the bow deck from the spar deck. Ladders into cargo holds are kept in constant state of repair. Damaged or misting rungs are replaced as rapidly as possible. On bulk carriers these ladders are a real source of danger as they ar easily damaged by unloading buckets and-must be watched most carefully. The same precautions are taken with aU other ladders that are found on a taker. Good housekeeping on board ship is considered of paramount importance in connection with the prevention of per sonal injuries doc to slipping and falling. Decks must be maintained m a neat and ship-shape manner. Leaking packing glands On deck winches make for a slip pery deck, especially as the fall weather approaches with its freezing temperatures. One of the most essential requirements for the avoidance ok acodenis due to falls aboard ship is good lighting of passage ways, holds, storerooms and other en closed spaces. Lighting is provided to reflect dock hazards, and all such hazards are painted white to serve as a danger signal. We also cover mooring wires with pieces of split hose painted white, and after dark a red lantern is placed beside them. The spirt hose serves two useful purposes. First, it protects clothing from grease that always covers the lines and secondly, calls the attention of the unwary to the hazard. har4> COVCIX and StTOQgbacks is another fruitful source of personal in jury. A man should acver be allowed to go upon the fore and aft beams or thwartship beams of * hatch for the pur pose of adjusting the gear for removing them. The removal of batch covers and Uongb*cfc sbovld always 1m under the supervision of a deck officer or other competent person. After hatch covers and tarpaulins are in place, members of the crew not be allowed to walk over them. Eye injuries cam be almost completely controlled on lake steamers by the use of goggles; their use Is indicated in chipping and scraping, when boiler tubes are 400 32nd National Safety Congress, 1943 being: blown, combustion chamber cleaned, boilers or Arcs cleaned, and many other instances. We are very strict regarding eye injuries and goggles are considered by crew members as an integral part of their working clothes. Our safety program starts with having a doctor on a retainer at practically every port of call on the Canadian side of the fakes. In other woids, a steamer is never more than about ten hoars from a doctor. We do not have compulsory physical examinations, but leave it to the discretion of the master and chief engineer to see that men who are physically unfit are not engaged. The master and chief engineer also see that every man supplies himself with the proper clothing, jf necessary, advances are given so that men can properly equip themselves. Crew members most have a serviceable pair of boots. The wearing of slippers or sneakers it not tolerated. Serviceable gloves arc also required for certain jobs. Inspection of all crew mem bers is made regabdy by the master to sec that boots arc properly laced. This precaution Has more than proven its worth in the redaction in the aamber of sprained ankles on the part of the forward crew and burned feet on the part of the firemen. The inspection also looks for sloppy ap parel that might catch m moving machin ery and the advantages of dose fitting garments are impressed upoo crew newbers. From this point oo the safety pro gram is under the guidance of the first mate and 2nd engineer. This has worked very successfully and their safety record is discussed along with other qualificatkms when they are considered for promotion. Green men and older hands alike are regularly coached on the safe way to per form the various jobs on shipboard. Safety meetings arc held once a month under the guidance of the master. Interest in safety is maintained by our merit flag competition. This contest ori ginated in 1939, and interest has increased each year, Monthly bulletins of steamer standings arc issued, and I am pleased lo say that we have eleven steamers that have yet to report a lost time injury since the contest started. These vessels have each operated over one thousand ac cident free days.- From this you can see that the competition has been very keen. I would now like to draw your atten tion to what was once the greatest single cause of fatalities on our lake fleet, espe cially ships of canal zone. As you are aware, a lake vessel in the course of a season will make a great many docks and canal locks. Much of this is done at night, and each docking and locking through the St Lawrence canal system entails putting at least three men rapidly ashore, in order to take the lines. In the past this had been accomplished by means of a "monkey line." This "monkey line*' was well named, as a deckhand required great personal strength and the agility of a monkey if he were to land safely. The old tune landing boom was about fifteen to twenty feet in length and swung out wards from the spar deck. At the end of the * boom was the "monkey tine.** a rope, the length of which depended upon the steamers draft and the height of the dock the men were to be landed upon. At regular intervals in this rope were knots to prevents a man sliding down the rope too rapidly after he was swung out over the intervening water between the ship side and the dock. In many cases, these knots only served to break the deckhand's grip as be hung suspended, and many fatalities occurred because men swung out too soon, tost their grip and dropped into the water to drown or be crushed between the skip and the dock. The new method of using the landing boom puts the responsibility for the safety of the men to be put ashore squarely on the deck officer on watch at the time. All landing boom* today must be at least twenty-eight feet long. This boom is supported by and braced to a revolting upright, extending from the spar deck to the bow deck. On the iwobuf upright at arm level on the bow deck is a handle for swinging the boom. This t$ operated by the deck officer on watch at the time. The "monkey line** has been replaced by a H inch manilla Hue which runs along the undertide of the boom and passes through a block at both ends of the boom. To the outboard end of tba lme is at tached an 18 inch metal rod which supports a wooden scat. The metal rod enables the Marine Section 401 roan after landing to quickly flip scat out from between his legs. The inboard end of the line passes through a block then over a cleat. Several turns of the line are always taken around the cleat. On the end of each landing boom a tight has been installed, the ray* of which are directed downward and brightly il luminate the surface on which the deck hands have to land. Since putting these rules into effect in 1938, the most serious accident reported to date has been a sprained ankle. Vou aU know that the success of safety work depends upon the support received from company management, and in this regard I would like to say that the inter est and support of our management has been excellent. Safety aboard a lake freighter is a broad subject, but possibly you are now aware of &ome of the problems with which we are confronted each operating season. With lake freighters performing such an important -role in the transportation system of both the United States and Canada, it is imperative that the present manpower shortage is not aggravated by avoidable personal injuries. This challenge is being met. Lake freighters are carrying record cargoes of ore and coal cargoes vital to our war program. THURSDAY AFTERNOON SESSION October 7,1943 Presiding: D. L. Hartnett, Regional Safety Consultant, U. S. Maritime Commission, Philadelphia, Pa. The Control o Fumw in Shipyards WILLIAM R. LAWXENCK Safety Kcgmoox, New York Shipbuilding Corp-. Camden, N. J. Many article* have been published on this subject, including miles of statistics; however, I am sure that every shipyard in this country today has acquired knowledge through experience and information un selfishly passed on by pioneers in ship welding until it is assumed that everyone knows the most satisfactory fume elimina tion is that of ventilation by exhaustion. Extensive experiment during the past decade with different types of equipment proved that the surest method was to re move the trouble at its source. Blowers and exhausting devices were developed ac cordingly, with satisfactory results. Res pirators fitted with metal fume filters will give some protection when fume con centrations are low. In common with other shipyards and heavy industries, much care is being exer cised by plant medical staffs in routine re-checks and re-examinations of workers exposed to welding fumes. In so far as we know, we still can honestly state that we have not had one case' of lasting or per manent ill eflect to anyone associated with welding, tacking, burning or heating. New Method and Precautions You may be interested to hear of a de velopment new to us at our plant- It may be new to some of you also. I refer to carbon arc burning in connection with smoothing off the large countersunk beads of tap bolts in armor plate decks. These heads were formerly chipped and ground off flush with the deck plates. This was a long, tiresome, rough and costly job. By the use of the carbon arc, they are burned off so that only a small amount of grind ing is necessary, thus cutting the time and labor to a minimum. (S/ttfi** carbon, 400 amps., 7000* F.) Of course, the fame and dust hazard had to receive special consideration. This was accomplished by the use of a com pressed air jet, which blows the slag and carbon residue into exhauster funnels located at the ends of two 3* metallic flexible tubes with powerful portable ex- 402 32nd National Safety Congress, 1943 hiasters at the ootkt ads of these same tubes. This equipment is skidded easily along the deck ms required auad is kept close to the job at ail times, avaa eliminat ing the necessity for the ose tof respira tors. flwntul Hazards Many other fames mast be controlled in shipyards. One of the seasonal hazards in oar own pfauat will law to receive at tention before the advent of cold weather, which is just around the corner. Hen will build 6ret is any kind of a receptacle in spite of 'safety men and supervision, and will use foci, sacb as charcoal or coke, without stopping to realize the danger In volved and the necessity for proper venti lation. The resetting carbon dioxide and carbon monoxide gases are both deadly and create oxygen deficiencies. We recently issued a notice in connec tion with this haran! and posted it con spicuously. It stated that tf any fire pots were found oo ship contracts, plant pro tection men should imuKdiatrly contact a safety inspector and be governed by his decision as to the removal of same. Fames From Fires 1 think we should mestioa the danger of fames from fires m ships on the ways, while under coostroctaon, and is the water after launching. Hany of the fires may be trivial but there is always the possibility of men being trapped by smoke and toxx fumes and enable to get oat from below decks. This is when the trained safety inspector or a good watch force man comes into the picture. He must quickly don a mask, book on a life rope and go down to make sore everyone is out. He most be followed as closely as possible by another man writh a powerful electric lamp. If any deficiency of oxygen is sus pected, an oxygen breathing mask most be worn. Ventilation must be provided at once, smoke and fames must be exhausted and a fresh supply of air blown in. Much coaid be added about the maxi mum allowable concentration for carbon monoxide and carbon dioxide, but the main point to remember is that carbon monoxide is the number one poison killer, both in industrial and non-occupational life, following close upon auto accidents as a cause of death. It is true that wher ever there is smoke you may suspect car bon moodxide. By all means take no chances. Don't wait for a chemist's report on the samples of air from nupcctrd areas. Ventilate! Constant alertness on the part of watch force men and safety inspectors b an absolute necessity to combat each hazards. The education of the nets by their super visors and the use of warning posters is recommended, but above all, ventilation by exhaustion and the introduction of a fresh supply of air is imperative trader these dangerous conditions. Several nar row escapes from death have been experi enced in shipbuilding dwe to the thought lessness of the men and not because of ignorance. They forget to think. Xanfetiaa Materiahi The m of insulation cement, if it con tains toxic solvents soch as carbon tetra chloride, is a menace to workmen unless precautions arc taken to property safe guard them under such hazardous condi tions. A large shipyard recently experi enced such conditions which were brought to the attention of the plant kcahh com mittee and the management. The result was that the entire supply was re-distilled and a substitute safe solvent provided, thus eliminating the hazard without loss of material. This demoostntss again that careful ptanning will assorc safety with production, always a wmning pair. The use of water repellent asbestos in sulation has recently replaced some types of material formerly used in ship work. For protection *g****tt dost or possible asbestosis from such material, it is rec ommended that both on ship* and in shops, or where the material is prepared, it be dampened and that dust respirators be worn, also that special ventilation he provided. Periodic medical examination of those exposed to ndb hazards is also necessary. SUM PUriwy Sand blasting and shot blasting, with its silicosis hazard, can be done safely if provision is made for standard sand blast rooms or cabinets. Special ventila Marine Section 403 tion must be provided, with frequent in spections of all equipment by an experi enced safety inspector or supervisor. This femes at the point of origin and general ventilation to supply fresh air to confined working spaces. check-up must never be neglected. Lacquer spraying, if done in approved Regular periodic fnr*rn"1*f^vri*J includ booths, properly ventilated, presents no ing X-rays, are mandatory. The least sus picion of a face piece can be easily detected by the operator and should be greater * problem. When cleaning com pounds are being used, chemical cartridge respirators will give protection if con reported at once to the safety department centrations are low. for immediate correction. If an operator begins to eat sand, be will realize at once that Ids equipment is not safe. The use of proper extinguishers on dif ferent type fires most be considered. Fames from the use of the wrong ones Fames aad dost from friction saws in may cause the death of persons improp shops arc 'easily removed by proper ex erly instructed. Periodic demonstrations haust ventilalkm and should be carried by by those responsible should be made for ducts from the machine to dust collectors the benefit of firemen, watch force men, Otlt of the shop* if possible. and safety inspectors. The use of instruc Plating room fuses, with modern ven tive posters and bulletins is also advised. tilating systems now available, are no Fumigation of refrigerator spaces in longer a problem in any op to date ship ships practically ready for delivery is im yard. A few years ago, however, a dif portant Precautions must be taken to ferent story coald be told. safeguard men whose duty it is to opeo changes in painting specifications ot naval vessels have provided for the use of chromate which, although perhaps not particularly toxic, must be considered when sprayed fax small compartments. Respirators arc advocated akmg with safe and ventilate each spaces after fumiga tion. They must wear all-service gas masks while insulting temporary ventila tion equipment and. if a deficiency of oxygen is suspected, an oxygen breathing apparatus must be used. ventilation. When working in large shops where large plates are sprayed, after they are placed in racks from the pickling Cooperation of Management *wl tanks, the use of air line respirators is recommended, as these areas are too large for efficient exhaust ventilation. How ever, crane operators handling material in such locations, especially above pickling tiniff, should be provided with respirators. Fans may be placed in the crane cabs to blow fumes and vapor away from the An important item in ventilation of ships under construction is to impress manage ment with the necessity for co-operative planning by the engineering department and drawing rooms for the early installa tion of as much of the ships permanent ventilation system as possible, especially in engine and boiler rooms. Present con operators. struction of naval vessels practically pro Protection must be furnished for any job in which dust fumes or smoke from any stsbsance containing lead is breathed daily, for example; when welding, catting, hibits the use of temporary ventilation units, dne to the inaccessibility of such spaces and the impossibility of bringing in fresh air, especially after they are closed in. banting, shrinking or straightening where material is metal, coated with paint con taining lead. Special ventilation, using local exhaust hoods or tubing kept not less than 8* from the job and drawing The importance of the availability of trained ventilation men - must be con sidered. Their services are vital in the avoidance of delays in maintaining con tinuous production. The elimination of 200 * f tn, discharged where the con fames by their alertness to such hazards taminated air will not be breathed, is qrd inconveniences will help to minimize satisfactory. absenteeism and assure delivery of ships In ship construction two types of ven ahe?'* of schedule, thus assuring a quicker tilation are used, local exhaust to remove victory. 404 32nd National Safety Congress, 1943 We must not forget the importance of organized first aid crews trained in the use of inhalators, resnsekators and ap proved metbodi of artificial respiration. These crews with portable emergency equipment must be available and ready to act at a moments notice. Perhaps one of the most important methods of impressing employees, espe cially new ones, with the idea of danger from respiratory and other hazards is through safety instruction in orientation classes before they start to work. This is being done in many industrial plants with marked success. We believe that such a program will be. oi vital interest to those who have had no previous shipyard ex perience. Before closing I want to mention the ventilation standards as recommended in the U. S. Navy Department--U. S. Mari time Commission, "Safety and Industrial Health Manual in Contract Shipyards'* a recent issue, and the "1021 Answers to Industrial Health and Safety Problems'* published this year by Occupational Hazards, Inc They are most helpful and timely publications and should be avail able to everyone connected with safety programs in any industry. Crane Safety LIEUT. COSSDR. L. F. KENGLS, U.S.N. (Rt) A survey of the information at hand on crane safety shows that there is a wealth of material oo this serious subject. It has been exhaustively studied and reported. As you know, standards of safety have been set up by the American Society of Mechanical Engineers, by the Bureau of Yards and Docks of the Navy Depart ment, by the National Safety Council, by the American Standards Association, by the states in their Industrial Acodent Commissions and by the insurance carriers for private concerns. It should be apparent then, that since these extensive standards cover the design of the structure and the safety of the mechanical equipment and protective devices, cranes may be acquired, redesigned and overhauled with a maxi mum of assurance that from the items of design every known hazard to health and safety will be eliminated. Criticism of Present Mules From t^e above sources there may also be gained a well-rounded set of rules covering inspection and test. Not only Is this information available from these sources, bet methods of reporting, cheek ing and inspection can be set up, so that positive assurance may be bad that these minimum standards will be maintained throughout the life of the equipment. These rules cover the vast majority of all crane operations. The only criticisms that may be leveled at these rules are: First, in the simplification of the rules so they may be easily understood by ail operators; secondly, in the adequacy of the rules to cover all incidents; third, in the standardi zation of the equipment used; and, fourth, in providing weight indicators to supple ment on the part of the operators. It requires judgment to make the rules fit into one's own crane problems. It is recommended that they be perused thor oughly, so tha$ sets of rules and instruc tions may be made but for each activity with extraneous material eliminated from the Instruction books issued to the opera tive personnel. Barit for Diacxplm* We find it is better to base your dis cipline on a violation of a rule rather than upon an incident. This establishes in the minds of the operating personnel a reali zation of the significance of a published rule or regulation. Although the violation of a rule may not result in an accident, the continued violation of a published rule will eventually lead to a serious incident. After an incident of serious nature, its effect a disciplinary aspect. If the rules are ade quate, concise, and understandable and are complied with by personnel, no incident can occur. I believe that if we will check all of oar Marine Section 405 crane accidents we will come to the con quirements impresses upon the operator clusion that there existed an error in the item of safely going to and from his judgment on the part of the operator or work. At every crane access ladder and rigger, or both. every operating crane cab, we have pro vided two small signs: one illustrating tbe Judgment Baaed On Training and standard crane signals with the notice that Bxperiaoc* these are the signals to be recognized and It has been said that judgment is based upon training and experience. How much obeyed, and the other sign is a short set of safety rules. training it takes to overbalance tbe lack Crane operators are required to relieve of experience and how much experience it each other at levels other than the crane takes to mature training varies with the itself and the crane energy must be re individual In order to bring these two moved before leaving the cab. A careful items into phase, we have established cer inspection is to be made by the relieving tain rales in eur activity. First is a semi operator after relieving. He is impressed annual physical examination for all crane continually with tbe rule that he is to operators in which muscular coordination accept signals from a single individual, is checked and virion made a specific re- tbe rigger in charge of tbe operation, and qawument This is particularly essential in tbe case of locomotive cranes, that he in assuring ourselves that every crane is not to move bis crane until the crane operator has depth perception. pilot or safety man has cleared him, is I believe the next step should be to establish in the minds of every operator the rincere interest management has in present and aware of his responsibility. These we recommend as essential in the establishing of safe habits. accident prevention. This must be estab Fire extinguisher equipment is main lished before you can expect them to take tained in the cab and is regularly in your rales and regulations seriously and spected. To prevent panic in event of it does not become a popular thing with power failure, aerial bombing, or fire, every the-operators to break the rules. overhead crane is provided with a knotted It is in some crane speci fications that aU levers be so arranged that they will move in the direction in rope, well secured in the cab, so that every operator may abandon his crane in any of tbe above events. . whkh tbe erase load moves. This should Inspection* be elaborated upon so they will be placed in every piece of equipment in the same' relation to other. This is borne out by an experience we had in one among rixty locomotive cranes, in which the throttles were opened with forward and backward movement of the throttle lever. This contributed to a minor incident where, in an emergency, an operator ac customed to a forward moving throttle u operating a locomotive crane with a throttle operating by opposite motion and Our crane inspections are complete and periodic and carefnl records are made. Both the rigger, in charge and the crane operator make reports to a relief of every extreme strain and this is also reported by memorandum to tbe responsible authority. The management's concern for this is such that the responsible seniors respect these reports and subject tbe equipment to a rigid inspection and test, if indicated, for every reported incident. by habit opened instead of closed bis throttle. Hwtnf and Organization Weight Indicators Uwod We are using a bydromatic weight indi cator that can be put in the dead end of The cleanliness, neatness and organiza tion m Shops and thronghoot the. yard where crane operations arc carried on leads to cleanliness in crane cabs. Careful attention to making tbe access ladders meet with all of tbe standard safety re ail boom crane lifting cables, matched up with a boom length indicator of rigid con struction. These weight indicators were bought at a cost of $500 each. These were so successful and were so readily accepted by the operators that the manufacturer .WtLSOK Palm*, United Shoe Machinery corm BCveriy, mm Php tf G. Rkoaos, J. E. Rhoads & Sons, Witainglon, Del. H. G. ScHATT.Mra, Schaffner Bi'os. Co., Eric, Pa. Fayette Shekuak, George A. Horrocl & Co* Austin, Minn. C. R. Sims, American Oak Leather Co., Cincinnati, Ohio. i'jm General Cbnrm*n 407 ERROR: ioerror OFFENDING COMMAND: imagemask STACK: -dictionary- Microsoft(R) Windows 98 Document: ACDSee 32 print job Printed By: Litigation Media! Date and Time: Tuesday, October .03., 200D 3:07:15 AM 522 33rd National Safety Congress, 1944 B. Psychology os on Aid to the Foreman H. C. TAYLOR Bmpiojrocnt Mgr. Western Electric Co., Chicago , L Iatpodttctioa In coming here to discuss psychology as an aid to the foreman, it would be presump tuous to imply that much of what we may say wQJ be either new or startling to you, for if we define psychology a$ the study of human ra-tnre, it is clear that any human being who deals with human nsUxoe most in some sense be a psychologist. Most espe cially it is a large part of the foreman*! job io deal with hnman nature, and be is thus forced to become a psychologist, in thk practical every day sense. Tbc successful life insurance salesman who makes the "Million Dollar Round Table," the success ful politician and the successful supervisor must all be successful in part because of their ability to deal intelligently with nature. It has not, then, been the contribution of scientific psychology to discover any star tling ways to deal with human nature which were unknown to the successful practical handlers of men. That contribution has rather in the laborious observation of these successful dealers with hixnan nature in the careful recording of what works what doesn't work--the sifting of truths from the half truths and the falsehoods in the common lore of mankind. Despite the core of truth in our common knowledge of humanity, our every-day beliefs about huwtn nature are actually full of contradictions, as is well illustrated by many of our provt^h*, For example, "out of sight, exit of mind** sounds true enough until we remember that "absence makes the heart grow fonder." "Look before you leap" seems to be a worthy precept until we recall that it is also said that "he who hesitates is lost" The point is that the expert handlers of men are net always expert in penning down just what it is they do that works; and it has been the task of the students of human nature to observe, record, and summarize the formulas of wtth bi-dealing with people. Let' us eranmie a few of the recently emphasized pe-zadpks of skslssg with people, with full recognition that in the these principles are familiar to all of us, but with the hope that their repetition may be of some help in carrying out the major re sponsibility Of all of US: that Of Hgaltng capably with the human problems that cou- frout us as supervisors. In choosing the particular items we are to discuss, I have not attmrprrd tx> make an . outline which would provide thorough cover age of the supervisor's job from dm psycho logical standpoint. They have been almost entirely because they tamed indi vidual!y to tie important and h**-***-- it seemed possible to say something about these matters which might give tw a netr emphasis in our thinking You will note also that m the choice of items to be discussed, there has been m effort to pomt them sperifiqfljy coward the problem of safety. The fact is that the psychology of human nature does not sud denly change when the problem is of safety. The procedures which are useful in dealing with human nature are about the same, whether we are safety, wages, promotions, efficiency, or any other matter in which the foreman may M it necessary to take acrngni of the charac teristics of people. n. Why People Work One of the most frequently discussed topics in industrial psychology is that of "motivation." There has been much arm chair speculation and considerable scientific study of the factors that lead people to work and which stimulate them to work effec tively. I suppose we are all tempted to dismiss the whole topic of motivation to work by citing the obvious fact that "most people work because they have to.** But beyond the level at which people will work because they have to, there are, of course, much higher levels to which they can be stimulated by having additional reasons for good performance. We shall not attempt to cover the field of motivation exhaus tively, but there is one factor has re ceived much recent emphasis that may be worth some discussion. That is that perhaps the most important thing fierrt a xaarifsr wants from his fob and his company is a "sense of belonging* Not so many years ago m oar discussions Rubber Section 523 of the factors affecting efficiency and morale ai work, wc used to talk a great deal about the phyiical conditions of work. There were studies of Ike effects of illumination, vestibrie, temperature, boors per day, days per week, and rest periods on the efficiency and of workers. There is no doubt that these factor* were of some importance Nearly all studies of these matters, wher ever --*^*^**w oonld be controlled suffi ciently to warrant any conclusions at all, ihewrcd *** there are "optimum points" with respect to such variables, at which points efficiency tends to be at a maximum. However, possibly the most striking finding of these statics has been the discovery of the power of the hnman organism to adjust to and to perform with good even under relatively adverse cir cumstances, provided only that the will to do the fob is present ft b evident that as distinguished from the physical factors just enumerated, psy chological and sociological influences are vastly more powerful m determining the to which people can function with effectiveness and satisfaction on their jobs. Among these factors, none is more powerful m its effect on people's behavior than what we have referred to as the "sense of belogiflg" In a broad sense, tbe "sense of bekvqpng** pertains not only to man's work situation, bat also to bis position in the en tire oxmmmity m which he lives. This wper of bdongiug is illustrated perhaps snore by oar sentiments toward oar home town by our attitudes toward any other matter. Those who do not develop a feeling of in their communities, a feel ing of being "at borne** with their felkrw- of the community, tend to become the unconventional people, tbe nan-conform ists, the maladjusted ones, tbe ones who are W. of toad* with the world in which they Eve. The sense of belonging is equally impor tant m determiiuug a man's effectiveness at work. If he refers to the company as "we," if he identifies himself with the organiza tion in which he works, if that organization is a part of him and he feels be is a part of it, a great deal of tbe basis for effective performance is present. If, on the other hand, he thinks of the company as "they," his interest m perforating his job to tbe best of Ins ability is probably not deep enough to motivate him to put forth his best efforts. As wc took at the phenomena! success 01 the fixm of Jack and Hernia, we are struck chiefly by tbc extent to which the employe*^ of that organization apparently have ac quired a sense of participation and belonging. Some of the factors contributing to tbe fostering of this attitude may be enumerated. A. There must te dear-cot procedures for the Handling of persooDcl matters such as wage adjustments, promotions, transfers, etc, apH these policies must be known to the employees. Sych policies enable tbe em ployee to recognize that be is being treated in accordance with tbe "rules of tbe game" rather than on the basis of an arbitrary edict of invisible management. Such policies add to his sense of stability and security. They enable him to believe that he is living in a world that "stays put" rather than a world that is "subject to dnnge without notice.** B. The employee must be able to see that he has a recognized function, that bis func tion is important, and that it contributes to the success of the company. In this con nection, you will recall that Bill Jade, of Jack and Heintz, has set up a public address system in all departments of the organiza tion and that be personally takes occasion at frequent intervals during tbe day to tell employees about the progress of tbeir work. If a new older has just came in which will require increased effort, or if yesterday's production was particularly high or parti cularly low, this information is relayed to the people at once. C- Perhaps roost important of all, the employee must fed "at hom^' with bis fellow employees and supervisors in his own im mediate organization- Fundamentally, it is so evident that people should be ted to feel at home in the job situation that tbe point may seem too obvious to mention. Never theless, it is common knowledge that the attempt to settle technical, prodaction and organizational problems so often absorbs the whole attention of supervisors that, in actual fact, little systematic provision is made to enable employees to adjust to their work situation. For example, it is certainly clear that a new employee, particularly in a large organization, is bound to fed confused and bewildered m his first days on tbe new job. He doesn't know how to punch his time dock, where the wash-rooms are; where the restaurant is, or where to hang bis hat. He 524 33rd National Safety Congress, 1914 may not even know how to get in and out of the premises, except by following the procedure of trial and error. Such cco- fusion and bewilderment lead to heavy turn over in the early days of employment; and the unpleasant experiences of these early days may be difficult to correct at a laterdate. Despite the fact that this is so ob vious, It is more often true than not, that new employees are left to learn these as best they can. We set up facilities for the maintenance of machinery in good working order be cause we are aware that they will not have sense enough to maintain themselves. Some how, we assume that the multitude of little things which contribute, day by day, to the feeling of participation and the sense of belonging oo the port of employees can be neglected oo the basis that they will have sense enough not to be influenced by such apparently trivial matters. The fact is that no matter how trivial the of belong ing may sound and no matter bow trivial tbe factors that contribute to it may appear to be, these matters bare a more powerful influence oo tbe oflkinicy and stability of the hrorac machine chan all tbe air-condi tioning and fluorescent lighting which might be installed as a substitute. XIX. The Job of the Foraou a& Sspcrmot Having considered one aspect of the problem of motivating the individual worker, we may turn now to an entirely different topic: that of the job of tbe foreman as a supervisor. Obvknsiy, the foreman has many rrtfwnwbilitW other than those which axe directly supervisory. He is responsible for tarlaiical and orptninHonal problems which do not necessarily involve his ability .to handle men in the supervisory relation ship. looking specifically at bis supervisory job,it involves basically two activities. First is his job of eoimmmieating op and down his tine of authority. It is necessary to communicate problems and proposals up the line, as well as to rw>m.problems and assignments down the fine. Second is bis responsibility for making decision* as to actions winch are to be taken. With respect to these supervisory responsibilities, yon may be interested m some principles which were aooe arrived at by a group of supervisors who met to discuss these prob lems. Tbe materials presented in this sec tion were organized by the Training Departmeat of the Hawthorne Works, Western Electric Company, and are bued ipoo * series of conferences with department chiefs at the Hawthorne Works. Yon will note throughout this list of principles how com pletely they revolve around the two chief responsibilities of onrnrmmicataon and deciSion. I. Listen to the whole stocy as brought to you by your subordinates rather than "jumping to conclusions." Arrive at a deci sion based on all the ficts Z. Make definite deriaoes so that your subordinates are in no doubt about where you stand. 3. Make decisions promptly. Don't tit on a decision oeyoud the tone when action is urgently needed. 4. Give reasons for yoar Armans so that subordinates can understand the whole situa tion and thus act more ateHigeatly. 5. Back op your dcriwoca m every respect under your control. One comment made concerning tins point may be worth quoting: "After we have pitched in and done a *hoi job* for the boo, we hate to have it sit on bis desk for weeks or months without getting any action. Half of our satisfaction in doing a job writ is lost unless tbe job goes some place." 6. Be able to change your mind m ease new facts are brought to tight which show that a previous derision requires modifica tion. 7. Develop a exmsista policy of your own. See that it is clearer understood by sobonfinates so that tbey keep their own organizations m line without ruening to the boas too often. & Base yoor policies on the best in terests of the organization and tbe company, rather than engaging In "political foothaBmg." 9. Delegate to soboedfcates as much re sponsibility as possible. Id Keep subordinates informed concern ing all activities which have a bearing ou their work or their organlntion II. Keep sdonfinies informed as to broader phases of aompary policy, business outlook, cte, so tint tLsy ss=y grids thjr activities accordingly. 22. Evaluate sob nnf--tri fairly and im partially cm the basis of their work. Rubber Section 525 13. Take an active interest in the pro gress`and advancement of subordinates. - 14. a sirK*** personal interest in stIhm****--* as individuals. Extend that personal interest as far as possible to tbe individuals ia tbe entire organization. 15. Avoid taking your position too seri ously--feeling too much self-importance. people. It is really a new and significant tool, in the sense that many expert prac tical handlers of men do oot commonly em ploy it to its fullest extent. What is our common way of attempting to help people when they come to us with problems? Weil, first we do listen to than for a while, of course, in order to form some notion of what they say their problem XV, Tim Importance of Initialing is. Second---and before they have even be We have jtst discussed the job of the foreman as supervisor--that is, as ooe whose *de i$ to make assignments and coordinate tbe work of others in achieving a company objective; In addition to this tad' which is to a considerable extent psy chological m nature, every supervisor is also required to deal with the personal and gun to talk themselves out---we formulate our own notion of what they ought to do to solve their difficulties; and third, we pro ceed to give them what we believe to be some good advice. We tell them what we think they ought to do. A moment's reflec tion will convince us that this is the almost universal way of attempting to help people. a emotional problems of his people, as dis tinct from the objective and concrete prob lem involved ia his normal supervisory In this connection, ooe pro- mdure has bees developed during recant years which has received so much favorable attention that it merits some discussion at tins tir** This procedure suggests that m our day-to-dey hmdfmg of people, ike most important thing we condo is to listen. Sadly enough, this method is based upon at least three major fallacies. First, it as sumes that the person is really able and willing to give us a reasonably accurate pic ture of his difficulties. Second, it places the advisor on a high and precarious pedestal m assuming that his notion of whet ought to be done would really be best for the person who needs bdp; and third, it as sumes that the person who mods help can Perhaps no single technique for the capa and will take advice and act upon it- ble handling of S-**" beings has received tbe emphasis during tbe past ten years that has been accorded to this simple principle of wise tod thoughtful listening. Although tbe principle of listening is implied in much of the ixtefatunr of clinical psychology and psycbo-unalysu, the industrial implications of tbe ira***** have been profoundly m- by the thinking of Professor E3too Mayo of the Harvard University Graduate SrhA^ of Business Administration. Many The futility of giving good advice is so obvious in the experience of all of ns that I 'suppose we must all sometimes wonder why we continue to give good advice. Even in cases where we are pretty certain that we know what the real problem is and be lieve that we can sc* quite clearly what would be best for tbe uxfivifhal concerned, it is discouraging to see how bcffcctxal our pleas, exhortations, advke really are. of yoa will be interested in reading Pro By contrast with' this method of giving fessor Mayo's book. The Human Problems good advice, what happens if we simply of an Industrial CwiKmlion, if you have listen, patiently and intelligently, as the in not already done so. Professor Mayo's dividual who needs help continues to give rSmiicwig is also reflected to the well-known US his story? What happens is that as you "Hawthorne experiments" which have been encourage him to continue talking, he works reported in Roeth&sberger and Dickson's; out o solution to his problem himself He Management mid the Worker.. In the aca may never state very clearly just what his demic settop. Professor Carl Rogers of real problem is, and he may not arrive at Ohio State University has used tbe method a solution that you fed was right--though m college students, and you will ordinarily this will be' the case; But the be imte "** in ttis book; Counseling important fact is that he will determine upon and Psychotherapy. I should 1ft* to emphasize further tizat itiw ft not really tbe one which we commonly thank of in attempting to help a course of action, whereas he was formerly confused, bewildered, and unable to deride what to do. And since this course of action is owe tint Me derided--ooe which grew out 526 33rd National Safety Congress, 1944 of kit experience--it is ooe which he can go out and carry into action. Let us consider now just how one goes about it to help people by intelligent listen ing. Basically, of course, the procedure is very simple. It consists simply in giving reassurance to the speaker that you under stand what he is saying and that you are interested. If your relationship with him is good and if he is engrossed in what he is saying, this reassurance sometimes in volves no more than a nod. Professor Rogers says that the method is so simple that he has sometimes been accused of fostering the "uh-huh" school of psychology. However, there are a number of practical rules which may be given to help us in listening to other people's problems in such a way as to keep them talking without embarrassment or fear as to how we may be reacting to what they are saying. The major rules for carrying on this kind of helpful interviewing have been sum marized by Roethlisbergcr and Dickson and by Professor Rogers, and the following list represents a very free paraphrasing of the suggestions given in these two sources. 1. Don't be concerned at oil as to whether the statements made by the interviewee are true or false. It should be recalled that in the interview we are trying to keep our attention focused on what he thinks and how he feels. The question as to whether what he says is factually correct or incorrect is irrelevant. Note that this doesn't mean that we have to "believe everything he says." Conversely, it doesn't' mean that we have to "take every thing with a grain of salt" It simply that if we are keeping our attention faith fully on an understanding of his problems, Air opinions, and Air feelings, the .question of the truth or falsity of his remarks does not concern us. Z. Don't be concerned as to whether his reasoning is logical or illogical. Once again, it may be repeated that as a listener, we are interested in how he is looking at his problem; 'and if we begin to concern ourselves as to whether he is think ing logically or not, we are allowing our selves to depart from the rote of listener. 3. Don't be concerned as to whether Ms present or contemplated behavior is ethically or legally to be sanctioned or condemned. Obviously, this rule involves the same point of view we have been emphasizing m previous rules. Thai is that your approval or disapproval of his is irrelevant. The moment year approval or disapproval is injected into the interview, you have thrown the interviewee into a position where he roust justify his conduct to yon and you in turn must argue yocxr position with him. The important point U for Aim to arrive at a re-evaluation of his conduct rather than for you to attempt to force such a re-evalua tion on him. 4. Don't even sympathise with him m his struggles and difficulties to salve his problem. Sympathy he can get from any kindhearted soul who is witling to listen. Sym pathy will only strengthen him in his present course of action, which obviously must not be entirdx satisfactory, inasmuch as he stiB has a problem. Thus, such comments as "you certainly got a bad break out of that deal artd I don't blame you a bit for acting as you did" may make him feel good at the moment, but they break his struggle toward solution of his problem by offering ap proval of his present behavior. ' Obviously, we should not be unsympathetic, either. By way of a fourth and final emphasis, the critical point is that if we are to maintain our role as listoser, it is not our opinions and values that count It is Air opinions and values that arc important Recognizing that the above list may too negative in approach to be complete, we may enumerate three positive suggestions which may be kdpful in carrying on the listening interview. 5. Mainfain on honest and sincere interest in the interviewee's problems, opinions, and feelings. As long as this sincere interest is present in the interviewer, the pitfalls which have been enumerated above may be avoided with out loo much difficulty. 6. Be particularly interested in Jus feel ings and opinions, as distinguished from the subject matter that he is discussing. 7. The technique of `'restatement* is most commonly used in helping the inter viewee to continue Ais talk, -whenever it is necessary to comment at all. Rubber Section 527 The t^hnkpr of restatement consists simply in potting m your own words the fadings which be bus just been expressing. It is at these pwt? of restatement that the interviewer gives the clearest indication as to whether be has really understood what the interviewee has been trying to say. Be sure that you restate what he was really trying to say, with no interjection of your or evaluations of his conversation. It will no doubt occur to you that the lictwiinj method has been used mostly by professional counselors, in industry, in or in clinical practice. This is true insofar as the handling of really difficult problems is concerned. Deep-seated problems may require prolonged interview ing, extending over a considerable period of time. However, the technique of listening is equally applicable to the more immediate problems of bewildered employees who come to supervisors with some fancied slight or frustration which has arisen in the work situation. Our common procedure is to point out to the employee, rather early in the con versation, where be has been looking at the problem in a wrong light, and to suggest to HTM what wc think he should do. But in these small and not very deep-seated problons, it has been impressive to note the success of the listening method as con trasted with the method of giving advice, in the employee to take effective to solve his problem. It is recognized that, as a supervisor, you will have many problems brought to you ifhirk require action, in an area in which b is yaae responsibility to act In these it is not meant to imply that yon east always dodge this responsibility by the simple expedient of listening. It does seem true, however, that even in many cases, where at the outset, action seems neces sary, there is really no action which you could take that would solve the employee's real problem. Thus, more listening may ultimately lead to less action, in the case of those problems where the difficulty lies within the employee himself rather than in the circumstances which surround him. The method, therefore, has a real place in the supervisor's job as a method for helping him to smooth out the human problems of his organization. V. Summary There is no brief way to summarize a discussion such as this, in which we have not attempted to reach a single conclusion with respect to a single topic However, we can at least enumerate, by way of con clusion. the areas which have been discussed 1. We have discussed the importance of the "sense of belonging" as a factor con tributing to the day-by-day effectiveness of people at work. 2. We have indicated that the job of the foreman as supervisor is to a large extent a job of communication aad decision; and we have presented some rules which may be helpful in assuming these supervisory duties. 3. Recognizing that the supervisor must deal mielligently with the personal and emo tional problems of bis subordinates, we have discussed a recently emphasized procedure for the handling of sock problems. This method is the method of listening. It is hoped that this disen&sica of some of the psychological and social aspects of supervision may be helpful as a basis for reviewing the human elements of the fore man's job. The symposium concluded with a discus sion led by J. E. Lovas. Seeing for Safety WEDNESDAY MORNING SESSION October 4, 1944 Prtsidmg: R. Bneux, Personnel Director, The Mutual life Insurance Co. of N. Y^. New York City- Practical Experiences with Visual Surrey Service Bendsre<l to Small Industrial Plant* Yicf-PrPff.1 HARRY S. GRAXOR. HJO. Society for Use Pgevectios of B&dosas Chicago One year ago the Illinois Society for the Prevention of ftl?*tt|**** instituted a vlltol sendee for moufacttEring pleats whose sue does not justify the maintenance of aa or ganised safety division or the operation of a full-time medial department Tbs vista! service operates in the following manner: I> The n-r**T`vtAnt q cornacted and given full details of the service, and if it is accepted, contract is signed. 2) A "teat**** rortsrti the personnel or safety director who arranges a rooting -whereby the employees arc swat to the vV***** place im the plant on soch a tfnw ** ****** ^ * wiwiihwitb inter- feraaoe with the nortaai operation of the 3) At the appointed time the tester con ducts a visa! navvy of each vmployee; (a) The visual acuity of each eye for dastance. without ghna. (b) The tisal acuity of each eye for with the employee's staves. (c) The visa! acuity of the two eye* CoenhtXMd for near, without gfamss. <d) The visual acuity of ,the two yes combined for near, with glasses. (e) Mtach balance (> Depth poteption. (|) Cota sense. This is all recorded on a form on which is also noted the employee's uame, age, sea, occupation and department 4) While the visual survey is bong cooa safety engineer surveys the entire plant, inducting the offirrt, checking: (a) The general flluarinafioc. (b) The illumination of xodividual pieces of work. (c) The idtnmnatioo both by daylight and at sight * (d) The visual bannls that exist m each portion of every operation of the plant, from, the standpoint of dying particles, dangerous obstructions, dust, and so on. Not only the operator of every individual bet alto the safety of passers-by is considered. 5) The report-of the vision tester is analysed from a medical standpoint, and is submitted to the management. The names of the employees who require correction of visual defects, who have a manifest ocular disease, who arc deficient m color sense or who are (kfickit in depth perception are recorded. The urgent cases are starred. 6) The report at the safety ogiaeer ac companies the medical report. Is it are de scribed the areas of uasaffideut illaurinatioo, together with recauunendatiaas as to the type of fixture and the wattage neces sary to correct the defect. The various vis- 530 33rd National Safety Congress, 1944 u&I hazards from operations -within the plant and the type of protection requisite to eliminate such hazards are also described. But. apart from statistical purposes, a survey accomplishes nothing unless it is followed by a corrective program. In the 7) A technician who has been trained medical report, management is urged to in under Professor Joseph Tiffin at Purdue University makes a job analysis of such jobs as designated, giving the visual skills necessary for the maximum to work per formance. This is submitted, together with the visual analysis and the safety analysis and recommendations in order to simplify the administrative work of management. 8) The Society also offers services of members of its staff to promote a safety campaign among the employee* of the plant. stitute an Immediate ocular corrective pro gram and, if it desires is supplied with a list of competent ophthalmologists- That is as far as the Society can go at present. The original program contemplated refractions within tbe plant by ophthalmologists on a contract basis, aod subsequent supply of corrective glasses and goggle* by a repu table optical concern. Tbe manpower short age in ophthalmic as wdl as optical circles bas forced the -abandonment of that fea ture aril after the war at least. This is The cost of this service to management parficnlarly unfortunate because the age is one dollar per employee tested. The So ciety does opt refract or offer to supply glasses or goggles, nor does it specify any group now employed is in greater need of correction than is the yonnger group of employee* of normal peace time. The com specific safety devices or iffumlnating fix tures. It has nothing to sell except a survey of possible visual hazards and recommen dations for the elimination of such hazards. It offers this scientific service only as an plete answer to the problem of a correc tive program cannot be solved at present and for the duration, management has to be urged to-Jiave the ocular corrections car ried out where possible. other step m the continuous struggle against blindness from all causes. That brings us to a discussion of the question as to whether such corrections Management has xnoch to gain from such should be performed by oculists or by visual service. Statistics have shown that optometrists. Examination by an optome overall efficiency has been increased as trist who is capable of recognizing diseased much as 28% by supplying glasses; a* condition* when they exist; suffice*, pro needed, to employees -with deficient virion. vided such diseased conditions are sent to Efficiency in a plant Is greatly increased medical men for proper care. Tbe optome and fatigue is reduced by proper illumina trist most be recognized as a trained spe tion. Improvement in working cooditurns, cialist and be paid for his services rather both physical and environmental, redaces than depending upon the sale of glasses for lost time. The amoco* of time lost by eye his reward. The latter practice leads to tbe accidents which can be eliminated by safety abases which have so frequently brought measures, adds up in a year to appallaqp visual surveys into disrepute. On the other figures. And finally tbe reduction of eye hand, only medical men who ara recognized artyhnt incidence results m a redaction of as specialists by their fellow practitioners accident rnwraice coats. through special certificates or through mem The visual surrey, as sock is fairly sat isfactory. A few individuals who leqnire visual correction w31 jp by. and vice versa, but such insriuxr* are few m member. Un fortunately, some employees trad to con sider die survey putf as an actual re fraction of the eyes, which of coorse at xs not. A small number, bddb only a fracrnn of one per cant, refuse to wdaait to bership in exclusively ophthalmic societies, should be employed and paid for their serv ices on a contractual basis. In cither case; corrective glasses and/or goggles should be supplied to the employees on prescription from the doctor or the optometrist direct from a reputable optical concern whose are solely with aanage- axat. die surrey. Bat by and large, the 'irmJ survey informs management which of its Rm DITiiiil*i n employees "T* opiitlialiipie attention to The laincipal difficulty encountered thus bring tfarir visual function* to the highest far in the visual aspect of the service is to possible efficiency. pgrsaade manageasest to gdertrie the cor- Seeing for Safety 531 restive program. Informing the employee and teBing lum to have it done where he pleases, at his own convenience, and at his own expense, practically vitiates the value of tbe survey. The same holds true for the procurement of corrective glasses and gog gles. To obtain the resultant increased effi ciency of a complete corrective program, management most adopt a paternalistic attitude. Tbe safety aspect of the survey presents a somewhat different angle. Management is more familiar with the problems pre sented but, even here, compliance with the rccommeadafioos is difficult to obtain. Al most without exception, lighting lias been fa/ below the standards advised by illu minating engineers, and management seems loath to alter the character of fixtures, the type of ilium!nation. or even the intensity to meet the rccommendadoos. Of course; there is some difficulty in obtaining material at present, bat not sufficient to slow down an improvement were it adequately pushed by management. In the plant offices, where management spends most of its time, fight ing conditions are better than elsewhere in the plant where fine machine work tends to exact a greater ocular toll than does the routine book work m the office. Tins may be dne to management or to more Insistent demands by office worker*. Various mechanical devices for ocular safety are obtainable and arc apt to be in stalled as the first compliance with the rec ommendations of the safety engineer. But the goggle question is difficult Average management docs not seem to comprehend the enormous safety factor of complete gogglization, the necessity of individualiza tion and service in a goggle program, and the example that most be set to employees. In the safety a* Well as the visual aspect of the service, survey and recommendations are of no value unless there is at least an attempt at 'wholehearted compliance. That is something that depends upon individual management and cannot be forced. Conse quently the time has arrived that during tbe discussion previous to signing the con tract for tbe service, management must be told bluntly that unless an agreement is made to attempt to carry out the recom mendation* of both aspects of the service, there is no use in wasting the plant's money and the Society'* time In undertaking the survey. Tbe visual survey of new individuals en tering employment after tbe original survey has been completed, offers many complexi ties, and i* ooc that has to be arranged for according to the conditions in each indi vidual plant. An annual resurvey of em ployees has been requested in some in stances. Digest of What Is Good Plant Lighting, and How to Secure It L I*. IELING TTWHMtiw| Engineer, Wisconsin Blcctric Power Company, Hihreakae, Wis. This paper is not intended to be a com plete analysis of the subject of Plant light ing, but merely a. demonstration and discus sion of the significant factors influencing vision; to that the listener and observer of plant lighting installations will have an appreciation of the subject and form his own copchisiocs. The very flexibility and adaptability of the human eye leads tbe user to expect the impossible. We con read a newspaper under full moonlight (Ji foot-candle) and also under sardfgfat (10,000 foot-oodles), on in tensity ratio of 4QjOOO to I. Should we kad an onSnary 5 HP. machine with even a 2S HJ?. kad (a 5 to l ratio) tbe machine would probably be wrecked. And yet some people ask the eye to function under condi tions even more unfavorable than those mentioned. Ask any person how much htht he needs and be will reply "All 1 want is enough to see.** He doesn't realize that in addition to mere perception he wants to see: Accurately, qtackly, safely, easily, com fortably and with all the above for kmg periods of time. The average person has never realized that his interpretation of "set" eacladcs all of these factors and that each adds to the difficulty of toe visual task and consequently be requires more light or other seeing adds. In the past lightvtg information and 5SZ 33rd National Safety Congress, 1944 advice has been secured from limiting equip ment salesmen, from safes engineer* and Iran scientists. The quallfiratioos of tadt of these groups and their place iatk > dustry-wiD betfsunrf There will be * of Tailing iatna visibility of objects vtad . _ jects m stki ffirj limited of the Oort. peering will be gone over in some detail with examples of visual operations which are affected by the four fundamental bright ness wnadtiaanns, While the. subject of Brightness is aoc new, hot rather as old as hgfcthqg ztsdf the socctific cocskferaikiq of 4 dfet cm. nom is ifcfwitdy a ora and * -fijert As a matter of fact the ei the future wifi uotioubtediy be "* hy Brightness Engioccaiug nthcr *----------- Sgfai- frffiwrcfl these testratke.) with rYod Ckj raimfa) safety cniffnwnrw lew gat uutyr emmed % dfmwid far more ricfcMual uffiaoMffiuu. bwt also a denari for a iahvcriorodcni* venal In its gpjp&egriau. nd MtfttHe Is all mnrrwcd. The War Dqertaeat few taken the krisrip in aakhcdosdcnaril knows by requesting Ik Anerion Shod* tnfa AaociUka to ret up a project, iWoerib which -snch a safety color code corid M developed. The ASA has organiiiicd a rrw arittee for .tti porpouc and the work b now onder way. The deciws to proceed with sods an aodertakkig has shown that the subject it not as new as one might at first think. There b a wealth of information available to the safety engineer winch be can tue m aimwtioo with haadltig specific problems, or in comeetioa with bis safety engineering work throughout the plant. A renew of this information might be of value at this time. Colored lights on shipboard are osed to indicate the presence of* another vessel its positioo. At night the port side of mh ship carries % red fight, while the starboard side carries a green light Tfab simple sys tem, in general, signals to all other ships tiat when they see the green light on art- rihr Mri, they have the right of way. riHnw aug ship observing an ~r~Tsrf awl Sgfic. knows that she oust conradfe the trik ri way to '*? apprmrihbg wuri Thai the awe of cotor in anartko vita ffiig Scbh assists ovvigatocs in riding Owe of die earliest uses of colored signals km bewa by the railroads. These signals sadode red for "Stop* or "Danger" yellow for "Cwtion* and green for TJa* They aha* mrpf?y the color bine as "Warning* when men are working ow cmtain +*jn>p*if** or where'tank cars are bring. tnJonded. It b htomtinf to note that an the rribasd rignala, wfcVr wgaifin "No Signal." This is particnlariy important because ol the large utwaiter of tlfaaninatol signals wbkh are provided with citber gracn or red glass in front of writs tight Therefore, when one of these colored glum becomes broken % write fight will show, ad as. far a* the eogmetr of a tram b cowermrri this means that he has no signal, and be most act with great cautiou until be on receive mstruettaos through some other source or until he can see a signal m good order. You are certainly all familiar with the uniform traffic control devices for streets and highways. Today, ns with the rail roads, the green light means "Go" to every- act Yellow or amber mrsn "Caution," nod red meant "Stop." X am woodering Seeing for Safety 533 how many people today can remember Use inception of the automobile nod with it the variety and contradiction of traffic signals that were developed in various oanuniboi throughout the coureiy. The lifeiotic cowdiiioa was rtnvtSri through the dcirisp taent of the American StMhri far CpTu for Traffic riyh wnwy yws aga tion signs and green for safety instructions. Black and write axe specified for directional signs. These colors as with ships, railroads, manranbilf or atirpfaacs make it possible for a person, ffuahfe to read in the language need on the sign, to know that the sign wfclfi danger. caution or safety as the i Standard involves of color few accident prevention This is the Building Exits Code ! by the National Fire Protection The me of color is in con_ i East Sigml The committee l giregmd this document has been acununy uggri sauce 1913 in coetizmally MMftyuag ffie suhyeet. The seventh edition which UM approved iu 1942, calces somewhat mi a dtiMture fsem precedence with mgMcd M wlat. Fur nurey years cast signs ware rebarad rad but tfe present wfition mm frmcrifcu perm for sack signs, b rsufatVMly with the color scheme adopted fur traffic signals whereby green indicates to "go,** rather titan red which means to So the story pas of the use of color b industry in so far as accident prevention wvck i* concerned, sad m so far as uniform oatr practice is concerned as indicated odor groups, as iafioas: Red--Fire Protection Equipment Oranga-YePcw Bagrrfua Mtinrhls by the approval fay the American StandardsAssociation Undoubtedly tndmdoal bdutrial concerns have developed schemes In volving the use of color in various phases Grcetk--Safe Materials And writs reqaiitd: Bloc--Protective Materials sprinkler systems) (other than of accident prevention work. These have not risen referred to m any specific way in this paper, because any differences which might be contained m them might cause confuse*- Color is a universal language- A Purple--Extra Valuable Materials painted picture does more than present a Another color-code was approved by the American Standards Association in 1930. This covert the Identification of Gas Mask Canisters. Here various colors and com bination of colors have been assigned to the different types of gases which the gas masks afford protection. In 1911, an American Standard was ap proved winch provides Specifications for Industrial Accident Prevention Signs. This standard ha addition to specifying the shape and general layout of these signs, make de&nte recommendations concerning the ft tells a story, and so as far as accident prevention work is concerned a particular color should always tell the amr story. Certain private standards however should be mentioned because they have been the cause of the present general interest m color as an aid in accident prevention work, and thereby the cause of the demand for the development of a safety color code. X refer to tin* color codes developed by three of the leading paint manufacturers. These suggestions have been discussed in regional safety conferences during the past colors in which signs, intended to convey certain instructions, should be painted. Red . is spedfiwd for danger lipu^ yellow for cau It is not the purpose of this paper to dis cuss the advantages or disadvantages of S34 33rd National Safety Congress, 1944 each of the recommendations of the paint manufacturers. They have beat presented for universal use by industry. Therefore they are being studied by the national com mittee which has been charged with the responsibility for developing a safety color code. The main consideration is the prin ciple that color speaks a universal language, and the future color code must be based on this principle and be m harmony with the basic concepts of the uniform standards to which reference has been made. Color wiih<ti As in the case of all the standards which have been developed die setting up of a general safety color code does not simply involve the choice of a particular color for this, and another for dial purpose. Very careful consideration most be given to the actual definition of the colors in terms of ooe of the accepted methods for determin ing the tree definition of a particular color. It is not generally understood for instance, that a very large propertied of the popula tion are what are known as normally color blind persons. While some persons cannot distinguish the differ. - is in colors at all, others can distinguish ;hc differences if given a little aid. A very great amount of attention was paid to this matter in developLug all of the standards to which reference has been made. For example the particular shade of green which is specified for street traffic lights was chosen because of the amount of fclac which it contains. This amount of blue makes it easy for the nor mally color blind person to distinguish dearly green from red and thus drive down our highways 'without fear of becoming involved in an accident through inability to understand signals. The new committee has many highly technical problems like this'to solve, and therefore needs aB the assistance which can be obtained. Industrial safety engineers can help in the development of these problems m sev eral ways. 1. They can send to the American Stand* ards Association any technical information which they believe wall be of value to the committee. 2. They can study and criticize the ten tative draft of a color code which will be distribnted^widely to industry for this pur pose before the committee completes its assignment. 3. They can put the final code into ac tive use in order that m body of experience can be obtained to indicate the future changes winch should be made to make the code more effective. Steam Railroad Section TUESDAY AFTERNOON SESSION October 3, 1944 Presiding: Genebal Cbuuzjcak H. A. Daaxe, Supvr. of Safety, Erie Railroad Co., Cleveland, O. * THE CHAIRMAN: All members of the comparison of certain operating factors, fa Executive Committee were of service from talities and injuries, of World War I during the time of their appointment. Mr. S. C. 1918 and of World War II, in 1943. Flagler, Chairman of the Safe Practice The peak of railroad traffic of World Pamphlet Committee, who is Safety War X was in 1918, with its forty-three Supervisor, Santa Fe System, resigned a billies: passenger miles and four hundred few rooatbs ago, when he was transferred nine inKao too-miles of transportation serv from Topeka, Kansas to Albuquerque, New ice. Last year, there were eighty-eight bil- Mexico, doe to the distance he would have lion passenger miles and seven hundred to travel to meet with us. Thereupon, Mr. thirty billion ton-miles of transportation P. F. Buckle; Superintendent of Safety, service, or ooe hundred per cent more pas Chicago, Buriiogtoo and Quincy Railrood, senger service and eighty per cent more succeeded Mr. Flagcr as Chairman of this freight service than in 1918. Yet in 1918, committee, and with Mr. G. M. Dempsey four hundred seventy-one passengers were of the Milwaukee Railroad and Mr. C, il killed, and three thousand four hundred laFocstaiac; General Safety Supervisor of nineteen railroad men lost their lives while the Great Northern, St Fool, Minnesota, oq duty. In 1943, two hundred seventy-eight completed the sound slide film, "Keep 'Em passengers died in raQroad accidents, and one Rolling.** thousand seventy-two railroad men lost their Another development is in the matter of lives while an duty. safety poster work. There will be twelve ocw railroad safety posters each year from now on. beginning with the four railroad safety posters recently received in immature form. The demands of our armed forces and other war conditions with which we are well familiar have placed a heavy burden oq all railroad operating officers, and we are weQ aware that fatalities to passengers and to railroad men would be far greater were it not for the [utniuve safety training by rail* road officers and others m supervisory posi tions who have this responsibility. Since our last meeting; many thousands of new em ployees who never worked on a railroad before, many of them high school students, have done tbeir work m a commendable manner because they were trained and properly supervised. We would have a little clearer understanding of what has bees aocoo^tUshed for safety tty the American railroads by a brief Thtis.it may be seen that railroad pas sengers were three times as safe in 1943 as they were in 1918 and railroad men twice as safe. The greatness of this achievement, in which we have all participated, can be appreciated in part by the volume of traffic handled every day. In 1943, there was a daily average of two and a half million passengers, who traveled an average dis tance of ooe hundred miles. There was an average movement of four mQlics) tons of freight an average distance of five hundred miles. Perhaps this great volume of traffic and its tremendous exposure hazard will never be reached again in our time. Railroad officers are constantly seeking to bring about still greater safety to rail road passengers, to those employed on the railroads, to highway travelers who do sot always approach grade crossing with rea sonable care and thus endanger the lives of bath passengers and tram crews, end to 536 33rd National Safely Congress, 1944 those both young aad old who do opt ap preciate the hazards of trespassing co or along railroad trades. Thus we have come to participate in or atteod die meetings of the Steam Railroad Section; to receive the best prevailing thoughts and experience; to discuss our mutual problems; and to return to our jobs better eqmpped to being about a noteworthy reduction of accidents and personal injuries. When busy raflroad officers gladly give of their rime and talma and provide inspiration aod batncOda for these meetings, we can readily appreciate the importance of a good aitqjdince. Greetings from Safety Section, AJLB. G. F. GNADINGER Chairman of the Safety Section, Asm, of American Railmade and Swpvr. of Safety* Rlgia. Joliet and Butna Railway Co, Joliet, EEL In the past four years oar work as safety officers has assumed a new impor tance, and I hope some day we will re ceive recognition. Interest in accident pre vention has increased through the entire country, and safety has taken on a new meaning. It's a sad commentary oa oar way of life that it was not until the be ginning of this bitterest conflict in the history of the world that the people of this country did come to realize that there was such a thing as conservation of manpower, and that it was an important matter. Safety these days means more to us than it did before. It means the conservation of manpower, the conservation of railroad equipment, and the safe movement of troops, war materials and supplies. It is my hope and I believe the hope of all those present that after this cooffict is ended, we will not lose sight of the fact that the con servation of which we speak is as impor tant in peace as in war. Recently, some well-meaning bat poorly informed persons have taken occasion to point out that some of the disasters that have occurred on the railroads, particularly wrecks of passenger trains, have been due to the lade of safety devices. We who in* vestigate the* accidents that occrnr cm our railroads know that only a very small per centage of the accidents that occur are due to the lade of safety devices, or axe doe to unsafe conditions. In the past four years, we have had to employ new and ^experienced men. The railroads have op erated with a shortage of equipment and an inability to secure necessary materials for repairs and replacements. We have bad other problems, tike rise shortage of bdp, but m spite of all this, the railroads have had a job to do Tbty've done it, they're doing it, and they're going to tnoriwar to do it As a group, we have do reason to be anything but proud of the safety records of American railroads. From day to day we meet with new problems, and H is with such meetings as this that wc can get down and decide what is best to do. Mr. Chairman, I hope you have a suc cessful three-day session, and with the help at your command, there is no reason why you should not- On behalf of the Safety Section of the Association of American Railroads, we wish you every success. Steam Railroad Section 537 "Men of Maintenance" .. . The sound slide film, "Mai of Maso Asst General Safety Agent, New York ns presented by D. . Mumford, Central System, New York.City. Nott-Tram Accidents (Maintenance a! Way and Station) 0P*m3 Ducojbob) Ditcmssiom Lemder: P. F. Bccxig. SupL of Safety, Chicago, Burlington St Quincy Rail road Col, Chicago. fsrfic^Oib.' ML N. Hammokp, Freight Agent, Chicago A North Western Railway Go., Pro viso. a L H. Scmum, Chief cog., Eric Railroad Ckrdsod. D. W. Hast. Snj*. of Safety, Norfolk A Western Railway Co, Roanoke, Va_ Fkawk Croat, Sup*, of Safety, Delaware. ? ltlriw--aa A Western Railroad. New York City. C. 1L Knouu, Asst, to Vice-Prca, htrause the injuries m this category were less than one-third those occurring because of falls. Fourteen tner* v re killed because of col lapse, fall sl. forth of objects, and here occurred tbe third greatest cause of injury. CrwrW^r ha contact with electric Current canid dnta deaths. fnarth greatest tingle cause of drath Only n other injuries from electric shock were reported. Kaadtiog freight and supplies resulted m Southern Railway System, Washington, only four ifr **i but bore occurred the D.C seeoad greata* tiagli1 cause of injury, there S. C jmr. Drir. fay- Illinois Centra! bring m**r 710 eases reported. 5Iynma. Cfi--nn. DL MR. SHORT (N.CA.St T.): We bare MR. BUCKLE: Last year. *0 death* md be you can help me <y94 other itfwtifch iajnries to rrilrnad Oar method of idbg cars is for employee* oa doty ware reported to the to get oa top of the car aod un Interstate Cn--irrr CuMWiiiaari Of Hen. 176 deaths and 3U1S other mjwems or U it op We've had sevto this method. Gould and 53 per esse of the total respeettvety. be panel ttD w U there are a* ooteveyors, or bow do they I believe it is fair to Sty that gr rater exposure to severe hazard rants where mm art anrtay arnad moving agjac* aod car*. It is sha peeper to sty wore persons oo the xritroad ate rapoard to asm- ice tfcaar car*? Wc kx onr car* m tertmHl We 4oat carry the car* out of the yard; hty ke ia the train. They'll miss a pivee; ieR faff down and hit some em ployee wr other person. tram acxidfl canoes. MR. CJZEK: We had a similar problem But drag the post mo years, of 132 employees a year have amt Hah and'over 13JOOO have bcea iajared as a result of non-train arrkhmt*. and this jioti ties our serious ctmkkntww of the prob ke-house broke down and we had to resect to Bring somewhat as be did; hat we Otoe to a point where we bought a aaadine that derate* tbe ice to the top of tbe ear and slides H off a chute right on lem aad what may he dace to solve it. The greatest single cease of death sad injury from ouo-train aeddeais last year was falls. Forty-six employee* were killed aod 4,000 injured. The next gieatcrt single cause of death was m rnahacnxocc-of-wqy motor car ac cidents, an which 36 men were killed. A much higher severity rate occurred here. toe roof. Where yea have enough ice to justify the pwriJiasr of the machine, yoa're all right; bat if yon haven't, why, your problem stiD remains. UR. BUCKI-E: Tell me. Mr. Ozck. do yon operate that machine out in the trainyard between tracks? MR. OZEK: Yes. 53S 33rd National Safety Congress, 1944 MR. BUCKLE: And do you ice any of your cars, Mr. Short, in your trainyards? MR. SHORT: No, none out in the yards. Usually, the cars we ice are in service in the terminal. MR. HAMMOND: Electric hoists are made for use in freight houses for the very purpose of hoisting ice from plat forms to the tops of refrigerator cars. We have two of them in our freight house, and they're used very successfully and al most without chance of accident or injury. was set rigidly on two push cars, and when the cars went around a curve, the rail sHd off. So Dow we prescribe two push cars with a drawbar between them of sufficient length- We set the rails cm angle bars tamed flatways SO the edge is .up, and the rail am move on that, a^Tmuylat;^ it self to the carve. MR. SEYFARTH: You maintain a strict height on the push cars? MR. SCHRAM: That's a very impor tant thing; our push cars are absolutely standardized. If you have electric power anywhere near cars being iced in the yard, this kind of a hoist could be used to very good advantage. MR. KIMBALL: In connection with handling ties, rails and timbers, our ex perience has been that approximately 55 MR. BUCKLE- Mr. Short, the Santa Fe Railroad, and also the D. & R- G. W., have splendid elevated trucks that they use lor top icing their cars to preclude the thing you're speaking of, and if you'll write Mr. E. L, Duggan, Superintendent of Safe ty of the Santa Fe, Chicago, I'm sure hell be glad to furnish yon with prints. per cent of the injuries are due to getting hands and fiegm caught or material falling oo their feet. Placing safety shoes on the men has permitted us to reduce our injuries. MR. BUCKLE: I daresay that it would bold true gn any of our railroads that 55 per cent of tbe injuries resulting from handling rail, ties or other timber is be MR. SEYFARTH (CAWX-Belt): We cause of material falling on feet or toes. had trouble with mezz loading push csrs, particularly rail or ties, and I was won dering whether it was due to the fact they don't block, the cars, or whether some rail roads have a brake on push cars. MR. BUCKLE: Are yonr injuries be cause of material falling upon the men? MR. SEYFARTH: No, it's pinched bands, mostly. MR- SCHRAM: I believe in analyzing the cause of them you will probably get the remedy. It's a good thing when push cars are loaded that they be blocked. The big thing about loading a push car is co ordination in movement of the men han dling the material. MR, CARROW (P-RJR.): I'd like to ask about handling heavy freight. I find that a very large percentage of serious injuries occur when gangs are on their ova Recently, a gang bad a 2^500 pound load to taiwy from a platform to a car. They had to use a board that was right feet Voog to cover tbe distance, and first tried to get it over, but couldn't make it They backed off and took a run, and the board, the 250H poond object, and tbe two men fell between car and platform. It was just a miracle that they weren't killed. Have you a system whereby the men are required to call oo tbe foreman or some body m charge to supervise heavy loads bring handled m or out of ears? You amply have to get your foremen educated to organize their work and tell the men the various steps and you'll be surprised how the rate goes down.. Some of your accidents may be due to objects falling off the push car when it's being bandied behind a mPtor car. It's been my experience that brakes on push cars don't do any good. Tbe whole thing re volves around having the push car properly loaded. There was a time when we had accidents coming from rail handled on one push car behind a motor car. Also rail MR. HAMMOND: Any extraordinarily heavy or cumbersome piece of freight should never be tackled by a gang without the supervision of someone who has had a considerable amount of experiences In tbe case mentioned, the first move would be to see that the apron or runboard placed between the cars was securely anchored from both ends so that there'd be abso lutely no chance of that ranhoard slipping off the platform or off the rill of the car. If your crew had used a finger-lift trade or a low dolly, it seems to me there would Steam Railroad Section 539 have bom oo chase* of an injury occurring, even over such a long board. MR. CARROW: In our plant, we have definite instructions never to tackle a haz ardous job woti* someone with considerable experience (and that usually is a foreman) is with them to direct the work safely. MR. SHAFER (Unite Railroad): We have considerable (rouble every year with employees receiving creosote barns unload ing ties. I last wonder if someone could give me a suggestion as to what to do to overcome creosote boras? MR. KIMBALL: That gave us con siderable tremble and we went to the United States Health Department. They recom mended ao emulsion. There are a number product oo hand, they generally used old crankcase oil. Any of these soft oils will do. The darker a man is in color, the less he's liable to burn, and youll never find it where you have colored labor. If you have a lot of bloods, they're always in trouble with the stuff. MK. SHAFER: We use eatrron-oil, but it's pretty hard to get the fellows to put it on before work, and it's hard to get off afterwards. We've found that even with gloves creosote works right through and will cause a born; that's more so with a light* couaplorianed fellow. MR- BUCKLE: Free use of water is a very good remedy afterwards. of emulsion* that you might purchase local MR. LOWE (S-P.) : My problem is how ly in most any drag store; however, some to teach foremen. We have about 12,000 men, especially those who have very light Mexican nationals costing and going (about complexions or are blond, are subject to a a sixty per cent turnover a year). It's certain reaction when they're arotmd or almost oat of tbe question teaching them, near creosote, and if a person is allergic so I'm concentrating on the foremen. I'd to that, in many instances we bare assigned tike to know if anybody has any booklet him to other work. or specified method of procedure so yoa. If bonds sod face- are properly ckamsed and bathed m the emulsion before and after handling ties, I think yotiTi find dot creo sote boras can be overcome except in allergy cases. MR-`NAFF: I aught add that m oar can teach nine hundred or a thousand fore men who axe constantly changing. We can't get to them fast enough, although I might say we have the lowest maintexance-of-way ratio we have had in twenty years not withstanding. timber preserving plant where we handle MR- SCHRAM: Wc have a course txx ties that ar* covered with creosote, our education m safety on our railroad. It's men batbe their arms, necks and faces with under tbe direction of an assistant to the tin*ced oil, and we found that to be very effective. MR. CARROW: Before they start to work? MR- NAFF: Yes, and then, of course, when the day's work is over. They have access to a shower. president, and taught to everyone oo the line. I took the course and used the charts in teaching my staff. My engineers (roain- tenanec-of-way) taught it to the division engineers and supervisors and so on down so that all our supervision (including fore men whom wc call supervision) have had this course. We have tbe charts, and we With the average section force, a carload have die manuala. I know that Mr. Mc of ties com along in the local, and they Allister, assistant to the President of the must unload it. They're wet with creosote. Erie Railroad, will be glad to give that They're not all furnished with the linseed to anybody. 1 think it's very valuable. We oD either, bat we'ye found that most any have actually taught the Mexicans. Of load of oQ is effective--Just a common course, we haven't any number of them motor oiL They rub it over their arms like you have. Every track supervisor had and we require them to wear gloves and his classes. He had his interpreter with to wear their sleeves dovm. Occasionally, him, not one of the gang, hut a fellow who some fellow is spite of all that -will rub had been with os a long time. He actually it in his eyes, maybe wiping perspiration. showed them every operation, and then MR. SCHRAM: We got an emulsion the Mtodcan did it 2a other words, if he and when the employees didn't have that was teaching them to use a spike maul, be 540 33rd National Safety Congress, 1944 drove the spikes himself, and as he did it, the interpreter explained it in Spanish. Then the Mexicans lined up one at a tune to do it. As they made mistakes, they were cor rected, and each Mexican went through it -until he could do that particular operation properly. We have a maintenance-of-way depart ment safety book, which was translated into Spanish. You'd he surprised how safe ty conscious these Mexicans are now. As a matter of fact, I think their good record on the Southern Pacific is due to that: Our ratio is much better with Mexicans than other fellows, because they reallybe lieve what wc tel! them. It's not unusual to see one Mexican in a gang correcting another who is doing things contrary to rules and instructions. It's very unusual to see that in a gang of Americans, and it's not uncommon for than to ask questions. Another thing about them, they believe what you tell them about reporting small injuries. The first day they were oo the job was devoted to safety lectures and instructions, and, of coarse, we did Other things a little later. For instance, we showed the picture, "Mao of Maintenance/* We made our own instructions and had then translated into Spanish, and then the in terpreter gave that as the pictures went along. MR. DUGGAN: Wc took the rales from our "'Maintenance of Way Safety Prac tices,** and built tip a rale book, printing it hi Spanish. We issue that to cadi Mex ican turirtnai g$ he comes oo the property, and it points out what we hope to accom plish in the way of making him a safe worker. I belive it baa afforded some measure of protection in dealing with that type of labor. If yon gentlemen would be interested in seeing a copy of the booklet and write me, III be glad to give it to you. MR- BUCKLE: I want to thank the Santa Fe Railroad tor that pamphlet! Wc borrowed the idea from you, and we gave the Mexican nationals CwcJutc about three thousand of them oo our railroad) a copy of that booklet before they went to work. We certainly believe it is extremely worth while. Unfortunately, a great many of the Mex ican nationals can't read Spanish, so we have to follow a visual education and dem onstration method such as Mr. Schwa has described- MR. KIMBALL: I don't like to leave you with the impression we don't do any thing. We have had fifty thousand copies printed ht Spanish, every phase of opera tion- We translated the film, `Men of Main tenance" completely otto Spanish and have a Spanish interpreter read it to them, but 2 still say the big job is to teach the fore men. MR. NAFF: Mr. Scbram, will you please tell us just how you reached your mamtenanexsof-way men with the picture, "Men of Maintenance/* MR- SCHRAM: The gSc&wrs was shown* first, to the Mexican gauge We thought they needed education the waft at tint time. I*m not so sure now. The second thing that we did was to keep on moving with the picture. Now, we're not through with it at aJL We only started it last June, and it's going to take a long time to get over oar nTln aul. hat we're going to keep along with it jp that aS our gangs receive that education. Now, as far as the conw of jartiuctioc coaxes, we generally have one new course out a year, but it doesn't take a year to reach all our men. Ifs a tittle bard to take foremen off their trade for a couple of days to go through these h-mont, and so, generally, while the new comae on oar railroad is introduced an the faff, we start out on the dhritioo* about at the txvd of the working season. Probably the course we'll have this year anQ stmt about the first of December, and we always manage to get it cleaned up during the wittier. In most of these courses we've been able to cover a lemon an two meeting* Now, if you know this J. L T. stuff and the J. M. T. staff, you wiO know that some times the J. M. T. is a little hud. For jne&ttnr+j if you took a Mexican or an Italian foreman, it would be pretty difficult to get that over in two meetings. In New Jersey where practically all our foremen are Italian they are given the literature and manual, and we teQ them to take it home with them. They almost al ways have a daughter who's a scbookeach- er or. stenographer or something idee that, and she almost always docs a petty good job in teaching dad what there is to it Steam Railroad Section 541 USL KIMBALL: We make a monthly report showing the cause of every accident is the --iMminrr nf imj department. Every mrr<fe that goes from the chief engineer, to the voadenaster, to each super visor and to each foreman, and as it goes down the tine, the different officers issue their instructions. Every section foreman ou the Southern Railway System knows every thirty days the cause of every injury in the previous thirty days, and the foremen are called in periodically and each one of those causes is gone over. MR. LONG (DAH.) : I wonder if yon have had any more trouble with the J. M. T. than rife the J. L T- with your average tun of foremen. MR. SCHRAM: The men, 1 think, learned the J. L T. very readily, and they took to it very nicely; they found It a new way of express:ocl With die J. M. T., it requires more effort oa the part of the man taking the course. Some of them did exceptionally weB, and name of them didn't do so writ NxtnraBy. the msa with a little education did better. The J. M. T. has one nice thing about it: it's a great producer of sugges tions and I think the railroad itself profit ed saoce from the J. M. T. than it did MU MUMFORD: We took, "Men of Maintenance," and put it on a schedule, showing it to men in freight cars or any place we could semi-darken, wherever we could get a gang of men available. One of our enterprising division engineers, en tirely ou his own volition, mounted a port able generator in a boxcar and called out a work train. He showed the picture over his entire division wherever he found the men at work. MR. JUMP: We believe if a man is taught to observe the rules faithfully, that we will accomplish results. We hold quarterly safety meetings for the supervisors, and they pass the word along to their foremen. They make a re port of what they've taught all the fore men, and those reports are circulated to the other supervisors in the district and fee dbuioe engineers on the system. We have a safety calendar for each work ing day in the mouth. At seven o'clock in the morning, every man m the maintenance department reads that same safety rule. Onr supervisors are required to check the material sad time books twice each period, and at the same time, they initial the foreman's safety calendar. As wc go along, it has been our practice to pick out a man m the gang to explain from fee JL L T. The men probably prof the.rule. iled most from the J. L T. MR. MUMFORD: Our program is to hold imctaigs in the Utc winter and the early spring at a time when we can spare the foremen. A schedule is arranged so that aS foremen, assistant foremen, and MR! LOWE: I'd tike to know what is bang done to prevent injuries to mainteoance-of-way men from fiying steel, spike n--daw ban, etc. MR. SCHRAM: Most of these accidents from fiymg chips of steel from spike mauls potential foremen will be brought in xu groups. One-half of the subdivision one day, and the other half the next in order to keep supervision ou the territory. We bold meetings on two successive days an one subdivision. Part of the time is devoted to maintenance rules, and a good bit of the time to safety practices and safety rules. and other striking tools is doe to their bring used too long. On our railroad we have a limit of wear. It's a little different; than the A. R. E. A. has in its manual In addition to that, you will always have the qwdufaied man who does something tike spiking over the raff and hitting the edge of the raff oar some of the other things Our supervising safety agent will go over all the accidents that have happened ou that division the preceding year. We reads all of these foremen again by motorcar trips, and then call the gang for a group talk, and in this maimer, each foreman on the entire system gets instruction on safety each year. MR. NAFF: Just how did you reach your men? that happen. Now that comes back to the old story of education, and having a fore man oousckms of the fact that he must wot only tell a green man bow to do it, but he's got to follow this so-called J. 1. T. method of tetimg them, showing them, cor recting them, and having them repeat it until they get it right. MR. LOWE: We have had a lot of injuries from brand new tools, and we have 542 33rd National Safety Congress, 1944 liad a lot of injuries from tools that have been re-worked. MR. SCHRAil: Well, that's a problem in repairing tools, and, of course, that de pends almost entirely on. the quality of the workmanship in the shop. The only way you'll meet it is working with the people who have the job to do of preparing the tooi. MR. JUMP: We instruct oar mm that they are not to use a tool which is unsafe. Nobody's ever told me that there is any standard for us when a tool becomes un safe because the man working with it knows. We haven't had an easy time gettings tools during the last throe or four years. Oar principal trouble from ikying'particles was in striking the head of a cracked chisel. We watched the heads of these chisels and took them out of service when they started showing signs of cracking or spreading. We put a rubber hood over chisels which we make from old air bose. We watch aU tools and see that em ployees discard them as soon as they're not safe. MR. LOWE'. What do you recommend using to strike the daw bar? MR: JUMP: It should be struck with the sledge, but the men use the spike mini. WEDNESDAY AFTERNOON SESSION October 4, 1944 Presiding: Geneoal Chahmam H. A. Dim, Seprr. of Safety, Erie Railroad Co^ Cleveland, O. Our Safety RoRporaihiHti-- WATN8 A- JOHNSTON General Msnagzr, Ittnob Cwtial tjries To meet the challenge of ao wdaronMc accident trend brought aboczt by fhangrd conditions doe to the war, we iimt aH cama to the realization that an injury to a em ployee must be regarded fart as seriously as a bad delay or a head-on onfftticn. We must ask the questions: Horn, Why and Wkatf Horn did the injury occur? Why did the injury occur? Whitt cao he done to preveett the same tojwzy happening again? This am ody he aceoajplahcd hf prompt, complete mwaiiptioa of titij tojazy. reg^edasg ^soae ^asd ggsmbhr cures must not 2se perfunctory hut ahmdd portray a thoroughgoing hquqf made by the supervising officer, prefaaMy on the ground as soon as pnwifilc after the injury occurs. Investigation is the source ef the most impressive material for fdacatiou ad instruction. More than this it is the method1* of safety study by which it is possible to keep abreast of Jlmilng--ef and learn of new hazards constantly arising as conditions change; particularly m them A definite program should be foramititod to interest and educate all employees in safety and to secure their active participa tion in the drive to eliminate injoriel aod accidents. Such a program must have as its foundation the fall acceptance by mao- igsMBt of its rapQBribffifiu to safety,, as to be surer mful bMh and txmuxtlss km is caacwtiaL Too ofka tot eh. sternal program con sists of a fcodf podge of nht aad slogans which Iwa some gsosral value m selling : to do to Job mfrfy The goal of an be not only to ______. . Interest in safety, tot k mam put a hager cm definite and muratot ways to should carry out his job is su toffy tot afttr. Tbs means that each jdb Ml to f1j wil. so the types el topfy emaactoi wkb Us work am be ezgtomai to cuch cugloyce, and khaen% Tratomr to totrft to grroby m- tout jobs to to discover the mam whom the safety storatioa and teatotog program fails to *ofh cfiectevdy. and either ttjwut them hm< hazard to low. Djyharge, as a ty program is tot fly cnlesce of super visory' failure, tot toil result to covering op the real facto Uiffiag to personal injury. Steam Railroad Section S4S It is an obvious fact that the quality of supervision in the final analysis will de termine the value of the training. It is the foreman's job to make certain that safety is given primary consideration in all that is dooe. Management cannot, however, place the entire responsibility for safety in the supervisor's lap. Management most not only require that proper attention be paid to safety, but must direct the work, take an active interest in it; aad take whatever action may be necessary to correct weak nesses as they show up. Planned, positive, continuous action is the only way we can eradicate injuries. You, as safety men, are carrying the ball. The rest of us axe on yoor team--blocking down the field toward the single goal of smashing the seventh column which is sapping the manpower so badly needed to carry on our operation. Grads Crossing Safety W. J. FLANNIGAN Sopcrimcoiknt oi Safety, Northern Pwific Railway, St- Pul, Minnesota. Disturbed by the increasing comber of highway grade crossing accidents, the ex ecutive committee of the Steam Railroad Section of the National Safety Council authorized the appointment of a committee on prevention of grade trotting arridgpts. I was appointed chairman and saving with me were the following: P. F. Buckle, Chicago; Burlington A Qatocy Railroad Co. L. B. Harper, Illinois Central System E. L Henry. Chicago & North Western Railway Co. I E. Hoffnm, St, Loms-Soutowestera Railway lines C IL Kimball. Southern Railway System B. W. South, Missouri Pacific Lines This committee adopted' a program de signed to inaugurate a real campaign in every state m the umao. The fundamentals of this state-wide program were based on die fonnatkv of an organisation is each state to cany oo the necessary work of engineering, education and enforcement. The organization was tn be bmlt around state agencies and choc groups. The work of the organization would commence with obtaining the cooperation and active partici pation of the Governor, who would act as chairman of tins group. Through him, the appointment of an executive assistant would be arranged for--tius executive assistant to be toe bead of the State Highway Fated, chairman of the industrial commission, or whatever state department officer might be in charge of accident prevention. All of the ocher departments carrying on accident pre vention programs, either in tbeir department or in their sepetrisum of public agencies, would be members of this committee. Ax? active campaign would be carried on with civic bodies such as the veterans* organiza tion, Kiwams, and Rotary. Tbe superintend ent of public instruction would be requested to incorporate within the school curriculum instructions concerning accident prevention, emphasizing the grade crossing aad tres passing angle. Through this state-wide or ganization, aoticztatfeon would be made for speakers to carry oo the educational pro gram before tbe members of luncheon chibs, fraternal organizations, public gatherings of all sorts, and the schools in session. Through the state highway department, an active campaign would be carried on from the engineering viewpoint covering the physical characteristics of crossings aad arranging where accessary to provide better sight distances or audible forms .of pro tection in cooperation with the railroad; cooperation of the. Railroad or Industrial Cgaaaiuioa m tbe matter of closing certain crossings and in grade separations where practicable; securing the cooperation of the state highway patrol and local enforcement agencies in proper supervision of existing motor vehicle laws. If the formation of this state-wide committee was successful and general interest obtained by all groups, state highway patrols and other enforcement agencies would, as a matter of fact, become vitally interested in the prevention of this type of accident because of the aroused pub lic opinion. Mr. Lew Wallace; Manager of Field Or ganization of tbe National Safciy Council, felt everything was being done concerning the Highway-Railroad Crossing program that could be done. Tbe National Safety 544 33rd National Safety Congress, 1944 Council Field Organization, was working phase of the problem, Superintendent of the in several states, and the lack of help oo Highway Patrol who spok* on the enforce their staff prevented them from organizing ment of motor vehicle laws, Mr. LaFoun- larger territory. Under direction of Charles talae, who spoke en the railroad's responsi Kimball, the National Safety Cooodl fas bility, the Chairman of the Railroad and been working on organizations m southern Warehouse Gxmmstioo sad myself, who and southeastern states. An effective organi cuttioed She fundamentals of Shis aeddest zation had been established in the state of Georgia. prevention program. The problem was thoroughly discussed by these speakers arr Mr. Hill, Chairman of the Railroad Com eting every phase, and the consensus was mittee, CM.P.W.P, in order to expedite that the program that was outlined be the work throughout the Nation as a whole, adopted. Governor Thye who was present appointed railroad safety officers chairman at the meeting paid high tribute to the Rail of districts, other than the southeastern road Safety Departments for their interest region where Mr. Kimball was chairman, m public safety as well as the excellent work as follows: southwestern region, Mr. L. EL they were accomplishing in the prevention Hoffman, Chairman; eastern and midwest* of accidents m the industrial field. era region, Mr. G. W. Eists Jr.; western He analyzed the accidents involving col region, Mr. F. W. Curtis, Chairman; north lisions at highway-railroad grade enwsings western region with myself as chairman. and the resulting tragedies to Minnesota At a joint meeting of the Steam Railroad families, He urged an civic bodies affili Section Grade Crossing Committee and the ated with the state council to become in committee, CM-RW-P, great stress was terested and active m the development of laid on the necessity of utilizing the Na this program and pledged the earnest con tional Safety Council field staff in perfect sideration and'sincere endeavor of all state ing these state-wide organizations. While agencies in his administration in support of it is true that a state-wide organization Is the program. In the discussion of the pro less handicapped in placing a grade crossing gram, representatives of the enrk organ*- accident prevention campaign before the zatioo present, pledged their cooperation. people than railroad safety officers, I fed Since this meeting, the State Highway De very effective work am be accomplished by partment has been malting a sorrty of all railroad safety officers going ahead and or grade crossings in the state with die view ganizing these state-wide committees m ac of remedying any ossafe physical conditions. cordance with the fundamental potior The accident division of the State Highway adopted by the grade crossing committee of Department is carrying on ao extensive edu the Steam Railroad Section of the National cational campaign and the state editorial Safety Council. In the state of Minnesota association is cooperating in this educational such an organization was formed and is program. functioning. An analysis of grade crossing In addition to this work, in the northwest problems in the state of Minnesota through region contact has been made in the sfhte the efforts of Mr. LaFotmtaine; Superintend of North Dakota and prcKmfitzry ground ent of Safety oq the Great Northern Rail work arranged for in organizing the state road, was presented to the Minnesota State of North Dakota on a like scale with Min Safety Council in such a manner as to im nesota. It is expected that an organization press the organization with the need ~or can be perfected in North Dakota and Mon active participation in the prevention of this tana during this month. In the near future type of accident. Mr. A. V. Robweder, thereafter, Mr. LaFountainc and myself will Superintendent of Safety of the D. M. L R. Railroad actively interposed in behalf of. the contact responsible parties m the state of Washington which will cover the four states program with the result that at the amnia! accepted in the district While it is true summer meeting of the Minnesota State that in Minnesota, the State Safety Cornell Safety Council held in Duluth, August l&th, is well-organized, and it was a comparatively the entire program of the traffic section was easy matter to influence their direction devoted to the subject of grade crossing1 toward solving the grade crossing problem, prevention. Appearing on the program was and the states of North Dakota and Mon the Chief Engineer of the State Highway tana asp perhaps not as large aod as com Department, who spoke on the engineering plicated as many of the eastern states, we Steam Railroad Section 545 nevertheless have found an appreciative audi ence in both of these states. It is oar belief that those concerned in each respective state should meet as soon as possible, and confer with the governor and the officers whom be may appoint to act as executive chairman, and perfect a state-wide organization This organization, by carrying on an educational program, will not only have a beneficial effect m the redaction of highway railroad grade crossing accidents, but will likewise influence trespassers and employees to be come more safety consdous, with a beneficial influence on the casualty ratios of the re spective railroads. Trespasser Accidents G. W. EX.STE, Jr. Sept, of Safety, Baltimore & Ohio EL R. Co., Baltimore, Md. For the past ten years, an average of insurmountable, or that it has not existed roundly ZJSQOflOO trespassers have been to such an extent cm their individual prop ejected from railroad property, to say noth erties as to cause them my great concern, ing of the large number actually placed un or being occupied with loo many other prob der arrest There has, however, been a lems considered of more importance. The very marked redaction in the number of same skepticism was displayed following these ejections in the past two or three the inauguration of organized accident pre years. For instance, during the past year vention oo the railroads more than a dec 564,550 trespassers were ejected, compared ade ago. The fruits of our efforts in that with 918,429 in the previous year and undertaking during the succeeding years sooodty 4500^,000 ten years ago, indicating speak for themselves. a substantial decrease in railroad trespass- From the standpoint of conservation of sag. life and limb alone, there be no doubt We are primarily concerned over the tres of the wisdom of giving the trespasser prob passer evil because of the targe toll of life lem a permanent place tn our safety pro and fixub it exacts every year. While there grams. Certainly they should embrace the was a redaction in 1913 under 1942 of 13% prevention of trespassing along with any hi the member of trespassers killed, and 16% other phase of accident prevention. Instead, in the number of injured, and a reduction toyny of us treat it as somewhat of an under the previous ten year average of 26% orphan of the safety movement so far as in the tromber lolled and 42% in the num organized anti-trespasslng work is con ber injured, there is still a yearly average cerned, and rather dismiss it as the work of better than 3,000 persons killed and in jured. Our interest lies not only in the of a relatively few police officers widely scattered over the railroad. Of course, it humanitarian aspect of the situation but also is quite natural to assume it is primarily in the penalties it involves, beesuse we can the concern of railroad police to protect no longer simply dismiss a trespasser casu railroad property, apprehend transgressors, alty on the basis of the assumption of all eject train riders and other unauthorized per risk by the offender, and we are all familiar sons from railway property. And not only with the growing tendency in that direction. have they been most effective in this respect, Secondly, we are concerned because of the as evidenced by the figures previously re many depredations committeed by ties-. passers, Such as placing obstructions on track, which m many instances results m ferred to, but have done excellent work of ao educational nature through school and other contacts. I am, however, rather in wrecks and consequent loss of property, lading, personal injury, theft and armed clined to the view that because of the feel ing that the control of the problem is pri bold-ops of employees, passengers, etc. Many roads have for years cooducted marily a function of railroad police, we safety officers have not taken it actively vigorous campaigns employing the methods into our safety programs when obviously with which we are all familiar as bring very effective, and with encouraging results, it should constitute an integral part. It seems to me that to be successful in bat maty have done little or nothing cither dealing with this problem for the present became of a feeling that the problem is and particularly for the future, our efforts 546 33rd National Safely Congress, 1944 should in a large measure be concentrated on it as it affects school children or children of school age, because any success we have in educating these children against the evils of trespassing on railroad property will re flect itself in their conduct when they reach the adult age. 1 lay particular stress on juvenile tres passers because it has been the experience on the railroad I represent, and I believe equally so on other railroads, that it con stitutes the greatest problem, in that in many instances while trespassing, they at tempt train wrecks and frequently with success. Only recently a passenger train on our railroad was wrecked as a result of two boys, 9 and 11 years of age, placing an obstruction on the trade Fortunately no serious injuries or deaths resulted although there was considerable property damage. Some of these depredations are committed try these juveniles with malicious intent to wreck a train. Others are committed with out the realization of the possible or prob able consequences. We all have knowledge of outstanding success in this respect ou many railroads through the cooperation of schools. Parent Teachers Associations, Girl and Boy Scouts and organizations such as local Safety Councils, uThc Safety Legion of America,'' with which one of our fellow safety officers, Ur. Daake of the Erie Railroad, is very actively associated, and many others. AH of these contacts stand ready and willing to cooperate with us in educating juvenile* against the hazards of railroad trespassing, and yet most of us' have not taken fullest advantage of this assistance. Not only have we enjoyed in the past this very valuable assistance, but also in many directions, there is indication of equally valuable assistance from industrial employers in combating the trespassing evil. In an address a year or two ago, the Safety Director of a large industrial concern made these observations: "You fellows are doing a fine job in safety but you are the boat by not contacting industry directly on this trespassing problem. Why don't you write letters directly to the industries you serve and give them the shot m the arm they need to get started on this fight?" He cited his own company as a good exam ple of this overlooked bet. He said that his company had long been interested in the prevention of accidents at home, at work and on the streets, but that never to his knowledge had any railroad company writ ten them soliciting their cooperation in the prevention of trespassing. He pointed out why industries should be concerned with casualties resulting from railroad trespass ing. stating that most industries do not realize the extent to which these casualties occur each year and suppose that most of than involve hoboes or itinerants whereas according to statistics nearly two-thirds of all such casualties involve persons other than tramps, and that nearly all of these reside in the community where they are killed or injured. I would tike to repeat comment made in the 1943 report of the Trespassing Com mittee, Safety Section, Association of Amer ican Railroads: "There dun be no question about the sincerity of the desire of the rail roads, if from none other than a hnwam- tariao aspect, to abate this prolific slaughter. Fo accomplish this, we need only take full advantage of the means at our command." "Keep 'em Rolling" The slide film, "Keep Vtn Rolling," was tor, Drv. of Safety, Chicago, Milwaukee, presented by G. M. Dempsey, Genl. Inspcc- St Paul and Pacific Railroad, Chicago. Non-Train Accidents. (Maintenance of Equipment and Store*) (Panel Diaaueion) Discussion Leader--C. L. LaFoumtain*, General Safety Sopvr.. Great Northern Rail way Co., St Paul Participants: PL Rees, Supt, Motive Power, Baltimore & Ohio R R Co., Pittsburgh, Pa. E. G. Raaorts, Geal Storekeeper, Chi cago, Rock Island 4 Pacific Railway Cd, SHvis, HL Steen* Railroad Section $47 H. Puck, Master Mechanic; Atchison, Topeka 4 Santa Fe Railway System, Chicago. G. A. Gooxn, Gat Storekeeper, Chi cago; Burlington 4 Quincy R. R Co, organization in every shop together with mass meetings is your best bet MR CLARK (P-RR): What safety appliances are used to protect employees while working on top of the locomotive Chicago. A. B. Uomnu, Safety & Fire Preven tion Agent. New York; Chicago 4 SL Lotus R ft, Cleveland. J.A. McNally, Safety Inspector, Wabash R. R. Co., Decatur, IQ. J, L. Rossox, Svp't, Motive Power, Great Northern Rwy, Co., St. Paul, Mjtw E. L Duggah, Sttp't. of Safety, Atchison, Topeka 4 Santa Fe Rwy. System, Chi cago. C. M. Bowling, Sop't. of Safety, Louis ville 4 Nashville R. R. Co, Louisville, boiler? MR REES: We did have quite a lot of accidents earned by men falling off the run ning board and the top of the locomotive, especially working on the dome or removing the throttle. We tried a safety belt, and I don't think the safety bolt is very effective while removing at taking off a dome cap or removing a throttle, but we did develop a platform made out of about one-inch tub ing. or you can make it out of some super heater units. That's made inti? a square and placed right over the dome cm the boiler, with a railing about two feet high, and the J. KPy-. BmAXfi; Master Mechanic, Elgin, Jofiet 4 Eastern Rwy. Gx, Joliet, IQ. MR ALLISON (BAO.) : I'd like to ask the gentlemen of the Panel what they think of the value of organized shop safety cotnmiumi and the opes meetings of the shop SMo themselves; whether they think the organized shop committees will serve the man is perfectly safe working there. We also introduced that platform in the roundhouse. We tried a safety belt, but I don't think it's very good working around the throttle. It's all right on the front end. MR ROBSON: We've used a hand rail ing around tee front cad throttle when re moving Type B superheaters or doing work beat purpose in e&acation and training of on the front end throttle on the ctier classes employees, or whether they thick the open ,, of power. meetings where you address yottr talk to This hand railing is made from extra the men themselves at sum meetings is of heavy pipe. Although we haven't made a most valpe? MR' REES: I think the open meetings are realty more valuable than the committee meetings, but 1 think that both should be in each and every railroad shop. MR PRICE: We practice both methods. I daft know that I coaid say which one platform, the hand railing itself affords the mechanics and men working up on the lop of'the locomotive a grab iron (hey can bold on to while taking the nuts off from super heater units, and that has worked quite suc cessfully in connection with the Type B superheater unit an the large power-. gives the most value. We have bad the shop I believe the device that Mr. Rees men safety piogram in effect for many years tioned should work in the back shops in and relied, to a large extent, on the carrying particular where an overhead crane is avail on of our safety gospel through that com mittee. We hare the meetings, very short meet ings; with the entire shop personnel there, able for plating a device on top of the locomotive. I'm not certain that would work in roundhouse*. MR HENRY: I made a study of 241 and I think they have a definite place* MR EGAN (N.Y.NJL4H.): Do you find more accidents in the engine house than you do in the shops. MR DUGGAN: On the Santa Fc we fiod more in the rouodbouse than we do in the shop proper. MR McNALLY: The engine house use- alty contribotes the largest number of acci dents, and l believe that a safety committee reportable accidents that happened on our railroad the first six months of this year. I found that 49 of them occurred to em ployees who lad been leas than one month In service. Going on with my analysis, I found that 21 per cent-of these reportable accidents occurred before six months had passed; seven per cent occurred between six months and one year; thirteen per cent one to five years; six per cent five to tea 54* 33rd National Safety Congress, 1944 years; twelve per cent ten to twenty years; twenty-five per cent twenty to thirty years, and seventeen per coat to employees with over thirty years in the service. These men have training; they have good hearing, good eyesight, health, experience; they have protection in machinery; they have everything that we can afford. Yet that's the type oi men that are injured oo our road. Can you tell me why? MR. BOLAND: I'd like to find that an swer myself. Daring the past vacation pe riod we have had several high school boys working in oar shops and roundhouses, even on the cinder pits, around coal chutes and various places where there are really haz ardous tasks to the positions. I suppose they're probably a little more intelligent than some of the older men we've had for forty years; they've had good training and are given a good lecture when hired and they've proved to be very valuable beys. As Mr. Henry says, it's our old time machinists and mechanics of all descrip tions that are being injured, and it's a Ques tion I couldn't answer because they cer tainly know the work. MR. PRICK: I find that the newer em ployees who are being injured are in the lower brackets, for instance, car cleaners and laborers. That's where the preponder ance of injuries to new employees occur. Now, in the mechanics and helpers of the older group, the experience is somewhat similar to Mr. Henry's experience; The men with many years service are 'being in jured. I think It's often on account of work ing overtime, .and working under consid erable pressure, whereas in the coach clean ing and laborers braeket, we don't have that to contend with. MR. SEYFARTH: I'd like to ask if any one has a list of accidents by individuals showing the time loss or the number of accidents each individual has. I found oat in maintaining such a record there are a lot of repeaters. MR. HENRY: Yes, we do keep a record of each individual, and we know how uaqy times each one is injured. We have a lot of repeaters, there's no Question about that, but that doesn't seem to answer the question. Most of you wQ! agree that is year studies of the accidents that arc sot caused by de fective machinery or tools, it's sot the lark of experience; it's something else. MR. LAFOUNTA1NE: Do you know of any department other than maintenance of equipment and stores department tint had to take more old men and more women and young beys? I know, going through our own shops. I've seen machinists working that didn't have At kind of helpers they bad before the war, and that ought help to cause injuries. MR. MUUFORD: We must not forget for one moment we're safety men. We're not here to malar excuses or accept them, r find we're gdtiog hi a tread of trying to offer' excuses a dug we can't tolerate. We have no firrhln today that cannot he met by adeqmte mpcnripaL It is our job to encourage supervisors to be the men of the hour. We have proven to oar own satis faction that where supervision adequately watches men at work and insists upon safety, those accidents of which Mr. Hcoxy speaks will cease to exist. MR. WAYNE; We find in a number of Instances where we have the yougtr fore- men coming up at the present time that they seem*to be reluctant to pent oat to these older employees the violattkat* of nates, or to tdl them y oq safety. We brought that to their attention very forafeiy because we foond a rwmler of the eider men are much worse than the younger an UK. LEWIS (Soo Lme) : FbUomim *P that point, I want to know rial form or recommendation is taken, wit action should be taken for supervisors or csaployem vi olating safety rules? ` MR. GOERNER: Our experience on tiie Burlington has been just the opywik of what has been, brought oat here. Is the stores department where we also operate a planing mill, a stone quarry, a huge reck- motion plant, a scrap .dock and ether items that require machinery, we fixed that 73 per cent of the injuries have been running to employees with under two years of serv ice. In chcrJang over the last 88 nou-reportable injuries, we found that 58 per cent involved employees with less than six. months service. The employees injured were in service ap to 28 years. These newer em ployees were injured mainly because of strains to muscles and sprains because of stumbling. They occurred to men, some women laborers, some Mexican nationals and some older men who had been hired recently who probably hadn't worked for Steam Railroad Section 549 some time. However, wc find this: that the MR. DUGGAN; In rare cases wc do. It's older mm bad the more serious injuries. rather onostsl to *akp a man out of service MR. LAFOUNTAINE: Well pass along now to Mr. Lewis' question. He wanted to for demerit marks. MR. GNADINGER: Yotfre iptakin* of know what <faciplirtaiy action was taken ia where supervisors noticed rule vi shop men? MR. DUGGAN: AH brandies of the olations, --I'm gobs to ask Mr. Duggan service. They're removed when they have to answer the question. a hundred demerits. MR. REES: On the Baltimore and Ohio, MR. DUGGAN: WeVe conducting a very we don't have a merit aod demerit system, rigorous campaign at the present time on but if a foreman has three or four accidents, the Fe So accidents, aod m he's called in by the officer in charge, and cases we have taken disciplinary ac that record is reviewed, and he's told very tion when we found a man violating a rule plainly he's either got to make an improve ad making it unsafe for others around ment or dse! We've never yet bad the him In ooe particular case; we bad a fore- % occasion to remove anybody from service. man who instructed his men to change the MR, DUGGAN: Mr. Price is going to practice of hamdfmg the work, but he didn't take a nar> out of service tomorrow on stay with it until they had accomplished that account of an excessive accumulation of **tV He wandered off and left the work vp to the inexperienced men. In the process, demerits. MR. LAFOUNTAINE: I don't think doe to the fart that it was a new plan, one we're going to settle this question of disci of the men was severely injured. In that pline here today. As old Bob Ingersoll sard, case, we bdd a formal rovestigatioa and "Punishment should be made to fit the ervn- disciplined the supervisor for failing to stay with the men until the task was safely ac znal and not the crime." MR. IRVING (PJLR.) : I want to ask complished. the Panel (I assume they do have engines 1 don't believe tint it is a good policy mth emergency footwalks around the engine to otsopime men who become injured, but cab)--whether they permit men to go oct I do behove it is a good policy to discipline OQ it? men when yea see them indulging in unsafe MR. ROBSON: On the Great Northern practices. That's the method we're follow that catwalk is provided as an emergency ing on the Santa Fe. exit for enginemco. We do not permit MR. CARROW: Could you give some il- ^Tijjrfv^myn qt mechanical department em Instratimis of the extent you pot that into ployees to use that catwalk in performing effect? Do you suspend the men? their regular duties. That is, we don't per MR. DUGGAN: We have a merit and mit engmemen to use the catwalk to go oat demirit system on the Santa Fe, Mr. Carvuw. oa the Turmingboard. Our rules require that We don't vmpmd employees; we give them the employee go out the gangway step* to demerits, and in this case we gave the fore the groaod and use the steps oq the front man ten or fifteen demerits. of the locomotive to ascend to the running- MR. GNADINGER: Do you remove board. The catwalk. s merely for use in them from service? emergencies on the road. THURSDAY AFTERNOON SESSION " October 5, 1944 Prtsidmu; Gnmai. Chai*max H. A. Da***. Supvr. of Safety. Erie Railroad Co., Cleveland, O. How to Improve the Development of Safe Working Habits By HUGH A- McALLISTKR a-- to President, Brio Railroad Co, Cleveland, Ohio The sound baric principle of "telling is uot enough" is to deeply imbedded hr joy emudous and sab-oonsaoos mind that I really dislike to even attempt to ToUL any body anything. Telling, telling, telling, somebody is always 5S0 33rd National Safety Congress, 1944 telling somebody what to do. Tbe father tells the son, the mother tell* the daughter, the teacher tells the students, the preacher tells the congregation, the lawyer tells the jury, the salesman tells the buyer, the presi dent tells the vice-presidents, the vice-presi dents teU the officers and supervisors, the supervisors tell the foremen, the foremen tell the men and yet, how much constructive action is produced. Job Instruction Training TEACHES m to TELL, SHOW, DISCUSS, REF- . 7, QUESTION, CHECK and have the listener REPEAT until the teacher KNOWS that the learner KNOWS and UNDERSTANDS the instructions or information being pre sented, I appreciate very thoroughly that every man here has done a lot to improve the de velopment of Safe Working Habits and yet facts, which you know better than I do, prove that much improvement is still needed. Think Improvement Can Be Made 1 appreciate very keenly why safety super visors and others interested in building Safe Working Habits can become very much discouraged and fed that nothing more can be done. I have often experienced the same feeling during the past twenty years while trying to improve the sales methods of sales men, dealers and executives. X have always fotmd that a positive, con fident, optimistic attitude is absolutely essen tial to attain any type of improverman. The learner is usually somewhat negative and therefore the teacher, supervisor or leader must be positive and THINK IM PROVEMENTS CAN BE MADE. Act with TtiilhiiMairn 1. Enthusiasm is the mightiest asset in the world! 2. It shatters gloom, laughs at rebuffs, conquers the unconquerable! 3. Emiiiwlfn is not the exclusive prop erty of anyone! 4. No ooe is too old or too young to have it It doesn't cost a penny1 5. Whatever you are Atmg -do it with ALL the ENTHUSIASM you've got! f And (han't backtrack for anyone or anything l Train ALL Supervisors to TEACH IN DIVIDUALS TO WORK SAFELY. This is a very vital step. Notice we empha size ALL SUPERVISION should be trained to TEACH INDIVIDUALS to WORK SAFELY. This job can't be dcoe by just one or a dozen safety supervisors talking or even teaching safe practices while the line Super vision are not interested and take no part in the teaching and training of the workers. Many people interested in this subject have reached these timely conchniocu: 1. Mass education in safety has its limi tations. 2. Safely preachments are losing tbtir appeal 3. Many types of minds cannot be reached through emotional persuasion. 4. Effective safely training teaching de mands preparing and teaching the individual. 5. The foreman or supervisor may have to start on himself. Keep in your conscious and sab-conscious mind that TELLING IS NOT TEACH ING. How to Get Beady to Instruct Have a Time Table- How much skill you expect him to have, and how soon. Break Down the JobList principal steps. Pick out die key points. Have Everything Ready-- The right tools, equipment, and materials. Have the Work Place Properly Arranged Just as the worker will be exptcfd to keep H How to Instruct Step 1--Prepare the Worker Put him at ease. find out what be already knows about the job. Get him ** in learning job. Step 2---Present the Job Place in correct posatkaa. Tell, Show, Illustrate, and Question carefully and patiently. Stress key points. Instruct dearly and completely, taking np one point at a time--but no more than he can master. Repeat until yam know be knows. Step 3--Try Out Pgformance Test him by having him perform job. Have him tell and show you; have Sum explain key points. Ask questions and correct errors. Continue until yon know HE knows. Steam Railroad Section 551 Step 4--Follow Up Put him on his own. Check frequently. Designate to whom be goes for help. Encourage questions. Get him to look for key point*. Stress safety. Create job wrthasaan. IF THE WORKER HASN'T LEARNED. THE INSTRUCTOR HASN'T TAUGHT. REASONS WHY TELLING ISN'T ENOUGH: 1. Eye-minded of mcHuninalfd 2. Impossible to explain some operation*. 3. Too many words confute. 4. Words make a job seem complicated. 5. Terms are not dear. 6. Abilities of listeners differ7. Ability to explain is an ART. 8. Few people know HOW to listen. 9. Ego impels us to use ocx mouth more than our ears. HOW-TO TEACH A PERSON TO DO A JOB SAFELY. Tell--Show--Discus*--REPEAT ami Cheek these Steps and Key Points: PREPARE THE LEARNER for SAFETY TRAINING. 1. Find out Safety Knowledge, Experi ence. Interest sod Attitudes. --through tactful qursiterw --mass banting is not enough. I thiglr you will agree with me that PREPARING tbe learner for safety train* ing is a very rwartial step. The more thorough the perforation the more sure we arc that the ideas we teach will take root, grow, and bear fruit. Tbe learner's mind and emotions should be stimulated and aspired to completely accept the information which we present. All fear, antagonism and skepticism should be eliminated. Encourage the learner to talk and tell his safety experiences, interests and attitude*. All of information will make the teaching of safety redes, facte, and polities much more effective. THROUGH TACTFUL QUESTIONS We don't attempt to give oar supervisors all the needed detailed information wish which to tf?**1 tbe worker bat we do ask him to put these questions to hfmsdf: 1. What safety training have you had? 2. Name some of the outstanding causes of injuries? 3. Which safety habits bxve you ac quired? 4. Have you driven an automobile? 5. What is your safety performance? 6. What dangerous habits or liabilities do you have to overcome? 7. How much effort will you invest to help eliminate dangerous habits? &. What results did your previous tr w~ ing produce? 9. What facts have you about LOSSES due to injuries? 10. What are your conclusions about the NEED for safety training? Don't waste much effort or time talking or lecturing about safety until yom know what the learner knows, thinks, and feels. Prefaring yourself and the learner pre cedes effective TEACHING. MASS TRAINING IS NOT ENOUGH Maw safety training has done a lot of good and will continue to have a place in safety education. However, many leaders in safety work feel that much better results will be attained when we take time to TEACH the individual Of course, prepa ration can be applied to the group but the iodividnal needs any not be unoovered. There are usually a number of people in a group that can't be motivated by a mass appeal. They seem to be tired of listening to safety preachments. Some employees may not folly appreciate the NEED for mere safety training. They may have a hazy conception of the local, and universal LOSSES caused by injuries but faff to have a complete deep realization of the FACTS. To develop such an essential setting in the mind arid feelings of the listener, we should Tell--Show--Illustrate--Discuss-- and Repeat the following FACTS or more current facts: 1941--101,500 people killed by IN JURIES. --350JW0 permanently disabled. --3J75G;0O(} injured. --Cost the United States 4 Buiion Dollars in ooe year. 460,000,000 man-days of labor lost --sxaular to closing 175 plants, each 552 33rd National Safety Congress, 1944 employing: 10,000 men, for one year, --enough to release our boys from tbe prison camps pf fever-ridden Bataan. --enough to give General McArlbnr the offensive and the chance to crash Japan. --factory accidents increased as much as 5096 in many centers since Pearl Harbor. --results of ten years' industrial safety work have Seen practically wiped out, 1SH2--20,000 factory workers may be killed, 90,000 permanently disabled, 2,000,000 laid up for indefinite pe riods. --safety business is cold-blooded bookkeeping. To give tbe learner an optimistic view point that good results can be attained, we like to present the following question and its answer--Gan the Slaughter be prevented? --Factory in Massachusetts operated 7.019.000 man-hoars with no accident. --Steel company in Cleveland 5,325,000 in jury free man-hours. --Machinery firm hit high mark of 11,- 114.000 man-hours free of accidents. --Chemical firm topped it with 11,361,000 hoars. --Army Construction Engineers reduced accident rate 47% tender private con struction first 6 months m 194Z. --Saved 206 lives and enough man-hours to boild boose facilities for 220,000 sol diers. --War Production Fund of $5,000,000 to conserve manpower. --$5,000,000 being invested by business and industry to RE-ENERGIZE the Safety Movement." Protection of Priceless Personal Faculties An effective presentation and discussion of this subject should do much to impel a learner to have a genuine desire to develop Soft Working Habits. People are selfish and proud and certainly don't want to lose their eyes, arms, legs and other priceless personal faculties. Maybe we have failed to draun&tizc and make clear and impressive the value of these priceless faculties. Every individuai is a bundle of emotions and can be impelled to at least try to de velop safe working habits if the right appeal is made. Safeguarding rise Worker When a foreman assumes the responsi bility for managing a plant department, he assumes much more than the responsibility for turning oat a certain amount of work of a given quality at a certain cost In addition to these responsibilities, he as sumes the obligation to safeguard the work ers' safety and health while on the job. A new worker has tbe right to expect that everything possible will be done to safeguard him. Not only does tbe man look to the foreman for protection, bnt the com pany looks to the foreman and expects him to protect the life and limb of men under Ms supervision. It is assumed that the posi tion of foremanship automatically carries with it this responsibility. Most foremen recognize this and whole heartedly accept responsibility for injury prevention. One of the first qualifications of a foreman is that he have suffitient hu man interest in his men to guard them well from anything that will impair their safety or their health. Such responsibility requires intense and constant attention. It is cot enough to establish rales and construct physical safeguards against hazards, the foreman must wage a ceaseless campaign of safe habit development among his men. Isjuries Are Coetty Other things being equal, die safe de partment is usually more efficient than the one in which injuries occur more frequently. Management is apt to judge a'department's efficiency, to a large degree, by rite depart ment's safety record. As a mwapw of a business within a busi ness, every foreman is anxious to con stantly increase efficiency, and is always on the alert to improve results. The remark able redaction in persona! injuries during recent years has coincided with greatly in creased operating efficiency daring the same period. . The worker pays dearly for injuries, for not only does he suffer, but so also does his family. No amount of money can ever pay a man for the loss of an eye, a hand or a leg. Obligations to Fellow-Worker* One thing a foreman should impress oa each worker is tbe fact that he has a cer Steam Railroad Section 553 tain obligation to putst accidents to others. ' There is a certain type of man who has a reckless disregard for what may happen to himself. He pots oa a certain ,bravado. As a matter of fact rids is cot bravery at The conference will contribute some good information to support these statements if given an opportunity. A trained conference leader impels dis cussion which wiU bdp to develop Safe Working Habits. alL He is a ******* to those who work with him. AO workers should be impressed Unsafe Thinking 2a Responsible for Unsafe Positive Actions with the importance of keeping an eye open to avoid befog injured for a fellow-worker. Telling people to THINK SAFETY ia . not enough. Diicotaca. debate, and directed stimu lated thinking kart* impressions which Actual Cases: (a) "He left the guard off." (b) "He failed to wear goggles." (c) "He took chances to make tip 30 mhmtes." can't be quickly ct wd We learn to think by thinking and expressing oar thoughts in oar own selected weeds. PRESENTATION OF HOW TO. PRE VENT INJURIES: Tdl--Show--Dwemis--REPEAT and Check these Key Paints: 1. Modem TMakang says "Accident" and Tminima--" are obsolete. --1"Acodcma WM Happen" is fatalis- <2. INJURIES me result* of UNSAFE POSITIVE ACTIONS. --Most aajnries mated by HAN or MACHINES an AVOIDABLE. Year DaDy Safety Audit Safety Assets Mind oa fin Job DangerousLiabUtHrs Mmd-Wandering Alertness Sluggishness Accurate Knowledge Ignorance Job Eothnriasm listlcuaeu Health and Energy Fatigue Cooperation Antagonism Confidence Fear--Worry Dependability Horseplay Sobriety Indulgences Safety Minded Negligence Safe Working Hibtts Haphazard Efforts Receptive-Attitude Stubbornness Orderly . Foot Housekeeping Tested Speed Unreasonable Haste Essential Safe-guards Criminal Egotism --One Liability may destroy all Assets. Notice at Steep rite baric priacxplt* of --Improving Assets wiU Decrease liabili teaching: Tei--Show Dracmi--REPEAT ties. and Cbcdc before oar conference leaders --Opportunities for Supervision and Man and uitwbgia daring each and every can- agement. - fcnskcc. The major purpose of the above is to This contintioua repetitiou should eventu help rite teacher to make aa impressive ally help as to apply these principles m the contrast between the Safety Assets or Hu TEACHING of Safe Working Habits. man Traits which contribute to Safe Work ing Habits and the Dangerous Liabilities. X. Modem Thsakang says "Accident" and "Cirdmeof ate obsolete. --"Accidents will happen* is fatalistic and negative. "Carelessness" serves as a weak which cause injuries. Here are More Ideas to Tett--Show-- Repeat--Discuss and USE: (a) Basic training in safety is jost as natural as correct fingering m learning to 2. tnjisries ue results of Unsafe Positive Actions. --Most hjeria earned by HAN or MACHINES nr* AVOIDABLE. These thonghti sboold be stated, restated, end Ulmstnied until ends and every mem ber of tbe conference accepts them as*truth and determines So do something about TEACHING them to tbe workers. typewrite or play tbe piano. There are right and wrong ways of bolding monkey wrenches, claw bars, grate shakers, freight house trades; and thtfe are right and wroag ways of getting oa and off moving cars or locomotive*. We caxmot expect a man to use proper fodgsaost unless he has been taught tbe correct way. 554 33rd National Safety Congress, 1944 (b) A great majority of alt train acci dents and personal injuries are caused by the roan thinking of something dse other that) his job, or in some cases having his attention directed elsewhere. Safety of train operation depends on the engineer observing and acting on the automatic sig nals as he comes to them. If he is in a daze or his attention U directed to some-} thing else in the locomotive he is apt to pass the signals. Ifm are hurt and often lolled by being strode by trains because they weren't thinking of the danger of walking on main tracks or even yard tracks. If my may cm be fotmd to impress men with the idea that they must keep their minds on their job, it will prevent many accidents. This means that on locomotives no one should be talking to the engineer when un necessary. Subjects foreign to the job on band should be left for later discussion. (c) The xostroctioa that has* been given on safety education has been largely on the safety rules and the tram roles, and in many cases men have learned the rules ver batim. We have not concentrated on giving the worker the reasons for them. We should look upon rules as a result of ac cumulated experience, and the reasons far each of them explained in order to make it easier.for the worker to remember them. (d) Many accidents are earned by a man atstnnrng something that he should not have' assumed. He assume* that the ap proaching tram wiQ stop ; that the approach ing train is some other train than what it is; that someone else is going to take the necessary precautions; that a yellow signal does not mean- what it says. Men are lead into traps by having an unexpected set of circumstances, contrary to what they.usually find. It is a principle of good railroading that die worst possible condition be - as sumed to be existing and each man should then act accordingly. The absence of a signal is a stop sigral; an Improperly dis played. signal is a stop signal. The same principle applies to all other safely edu cation. (e) Most operations can-be checked by more than one man. For example, an engi neer is supposed to pay attention to auto matic signals, but it is the fireman's job to call them jointly with the engineer. It is their job to be on the alert when ap proaching This is for their own safety. On the assumption that otic tmn might make a mistake, the second man should be able to catch iL We expect a flagman to flag properly, hut it is the condoctor's job to see that he does. This rale is not made for the sake of discipline, but for the sake of getting proper operation. Men sometimes feel that the Book of Rules is a set of instructions that the Trainmaster uses to discipline men, in place of looking upon them as accumulated experience to be used for the guidance of employees. At times men take unwarranted chances, not only with train Safety but their own per sonal safety. It 2* up to others who ob serve such action* to insist on correction. General It cannot be too strenuously emphasized that safety is dependent on mental reactions. For example; we had a dirty yard where the tracks were covered with pieces of coal, draw ban, car doors and rubbish. It pre sented an unsightly appearance but we had practically no personal Injuries because the yard was so clattered up that every man was careful where he walked and was very careful ha getting off moving cars becaase be didn't know what he would strike when hitting the ground. W bad the yard cleaned tip and then had an inerrase in acadcqU because men assumed that the yard was dean, and didn't look before hop ping off moving cars. This resulted in tamed aulries on small lumps of coal, on the edges of tics, tripping over switch stands, etc. These acddcnU. were doe entirely to lack of carefulness' brought about tty their changed "**>**t?l attitude. Habit Safe Habits are essential. A man who has been nearly hit by a train on doable trade will always be cantioos when working around a double track railroad and will always be haying of a train coming oo the other trade. Remember that somebody said, "Habit is like a cable, we weave a thread of it every day and at last wa cannot break it." Improving the devriopcacst of Safe Working Habits Is a very alow process of continuous TEACHING and DAY EY DAY SUPERVISION. We hope you will go home and go to it with SURE-P1RE TEACHING METH ODS PLUS GENUINE ENTHUSIASM/ Steam Railroad Section 555 'Why Bisk Your life?" The motion pfctiB* "Why Kuk Your life?", m presented by C L. laFonnOme, General Safety Supw. Gnat Northern Raulway Co. St Paul. Minn. Train Service Accidents (Band Dfcscassioc) Discussion Leader: L. E. Homuir, Inspector of Operation, St. Lotos-Southwestern Rail way fines, Tyler, Texas. Participants: A. C Kixof, Safety Supvr., Chicago it Northwestern Rwy. Co-, Chicago E. L. Doccair, Sop*, of Safety, Atchison, Topeka & Santa Fe Rwy. Co, Chicago. F. A. Bogus, S^t of Safety, Chicago, Rode Island A Pacific Rwy. Co, Chi a railroad trade. I know of no other method. AR we have 1$ the old tried and true method of trying to make the employee aware that it requires alertness when be steps on railroad property, and that he most look in both direction*. MR. L H. BUTTERFIELD: After an cago. C W. Ran, Dbt Safety Bug-. Chicago, Milwaukee, St. Pawl % Pacific Rwy. Co, Ottumwa, la. J, Ebwaxps, ja. Sept, Baltimore k Ohio RJt Co, Akron. OB. W. Smxtv, Sac*, of Safety. Missouri Pacific Tiara. St leda Ma L H. Btirarau, Sagfrvjring Safety Agent, New York Central System, New accident on any of our divisions where a man has been struck and nm over, we seem to go along for a month or two without a serious acrldmt of that kind m the terri tory, probably because the nan is well knows and became the story is wefl tohL That is, every man ou that timtiou sets as a safety agent because of that accident, nd when I &ad a violation 6f that kind. I begin to talk about the accident which York City. A. A.* Lov^ Sage of Safety. Southern Pacific Ox, Sun Fmsriace, CaPT^ may have happened yesterday or years ago, but 'winch is irranahctcd and can be re called by the employees. 1 try to get an MR. HOFFMAN: "Struck md ran over* is the greatest cause of fatalities as train service au hlrsda 1 tad mml Question* submitted to and I shafl satire vse of a few of them. What has been found the most effective method to gat ingluja i to look h both directives before ucasing trades? expression from the employee* as to mn that they knew about and what happoaed to them. In other words, it is a teaching propoaitiopw education and enforcement. MR. F. A. BOGUE: I can only agree with the previous vokcr* particularly the latter. When we have a case of an ex perienced man being strode and run over, or m new man, it travel* fast over the divi MR. DUGGAN: I haven't focmd the sion, and after sack an accident, particu most effective method to get the employees to look as both datitwn before they crocs trades. It is a anion* prnMrao oo the Santa Fe, and one tint we have attempted to improve by safety tracking in fine with what was told m today. We have rules on our railroad the saane as yon do, and we attempt to get the ugilijm! to comply with those ruler. We toff hdm that be must expect train* to ran at any time oo zxty trade m either direction. We illustrate to him what haaoena to tin; am who doesn't i..a x.ocimn blfltB be larly if it is fatal, we find that yon do not have another accident of the same sort hs the same territory very soon. I think that the publicity that follows an employee's being run over does much to impress the rest of the men for a time with the necessity of the greatest care and tise need to always look in each direction. MR. HOFFMAN; 0= the "struck and run over* acchkaty 43 per cfcnt have been fatalities m the past five yan. In addt*"** we know there arc quite a cumber of 556 33rd National Safety Congress, 1944 the men who do not die for several dm, sad are therefore inducted as reportable injuries rather than fatalities. Another feature of these *teBtk and nm over" ac cidents is the xt that there are more other employees killed sad injured by being strode sad nan over than amany train, engine and yardmen. MR. LOWE: 1 think c have to get ahead of the acridents rather than follow them. T don't think the answer rests ta the fact that we had one killed yesterday, and the men are going to be more careful for thirty days, because if we do, we wU have to have one killed every thirty days in order to keep it going. 2 try to handle it by having my people on die road (and dhriskm officers) tarn in a Urge number of unsafe practice reports. Our measure of the ability of the officer to do a good job of preventing accidents rests in bow many unsafe practices tie sees mad how many be turns in. If he has acci dents and doeso*t have unsafe accident re ports, that k, if things are wrong and he doesn't see that they arc wrong, then the SoperintemSast pats the "finger* On bits and shows him that be hasn't got the right answer. X do the same with my supervisors on the road. I think the answer is Cor you and me and everyone am the railroad to see the unsafe practices; to see men in between cars, crossing over when they arc throwing swindles and all the other things that sooner or later get them. Tbe only other way s to stop the job and gather all the men around for a talk. UR- HOFFMAN: I think we realize the importance of "strode and nm over" acci dents, bat doe to limited tuue^ we shall go on with the subject that is causrag the sec ond largest number of employee fatalities in train aciricc aodkots: getting on and off cars or locomotives. That particular came is first kt reportable injuries. Why do you feel we are having so many employees injured or Idlied getting on or off cars? MR. EDWARDS: Our answer to that question, based on the experience we have had on several divisions, is that such acci dents are doe primarily to the railtire o tbe injured employee to keep his mind oc the particular subject or issue at hand. That divides itself auto falling from cars standing still and ^i^ny from cars m mo tion. Strange as it may seem, the greatest 'proportion of these accidents comes from falling from cars standing stilt It might be due to the fact that an employee, while the car is in motion, *wwnu a grip upon the hand-holds, and he gets his feet securely placed; that he realizes om the motion of the car, there may be an impending accident. With the car still, he becomes more or less carries*. The moving picture, winch I creakier an outstanding exhibition from the Great Northern Railway, indicated one subject particularly, the types of cava which a man boards. We have safety rules which say that the braleezuco, in boarding cart, should keep away from the highest cars, btem.it there is more danger in being struck a close-clearance points (bridges and so forth). It was seen that tbe brakeman hoarding tbe tank car didn't have quite enough strength to push himsdf op on the runtung board, and after several attempts he dropped back and without any difficulty whatever boarded tbe box car. In an accident which Is mviatigatad. the last question X tike to ask the man is, "How could this accident have been avoided?" I have yet to see a ease where an employee vriH answer that question with out showing some method which, if taken by him, would have permitted him to avoid the MR. HOFFMAN; One statement made applies So all tram service accidents in par ticular, mod hi fact all our personal injuries, and that is to get the employee So beep his mind on what he if doing: Coopting or aocoepfing locomotives or cars causes a great many accidents, and 1 am going to ask Mr. Riley to say some thing an that subject. MR. RILEY: I have found that the ma jority of accidents caused, by coopting or uncoupling cars is due, primarily, bceanw of old habits. As the picture demonstrated today, those arc such things as the caaa naming along between moving cars. They start that habit of getting between tbe cars before they have completely stopped, and It b a tough proposition to break them of it We know that our excuse is "education,* but to teach the old hands, tbe 30 or 40- Steom Railroad Section 557 year men, aad get oat m tbe yard with them mail show them ibeir mistakes is really a "be-manV job, aad you know it Every time you go to a terminal you see men do things that frighten yoo- It does jnr, but what we are going to do about it is some thing for somebody else to answer. In my opinion, the men that switch cars, couple or uncouple them, ovate these dan gerous conditions by bad habits. MR. HOFFMAN: What is the best way to train new employees to avoid Injuries in getting oo or off cars or locomotives? We have steam hose connect!ooa oo tbe car set trp just exactly as co passenger equipment. Tbe old time passenger conduc tors that have been operating and naming passenger trains for years get down oo their knees and they can't handle tbe steam hoses. The same applies to tbe hand brakes. A good many of the swiidanm who operate hand brakes every day wooId take bold of tbe power brake with both hands. AQ of the instructions very caxcfaBy state that they should operate these power brakes with one hand and use the other baud to hang onto the top rang of the ladder. MR. KLEIN: We find that the best way to train a new man to get oc and off mov ing cars is to first give him proper instruc tions aad place him m charge of a trained railroad employe*. Recently, we bad a group of asm out in one of our yards, and among die things we showed than was the proper method m getting oo and off cars. The hand brake instruction car is of great value, especially to tbe new brakeman. After a man has been there for a five-minute demonstration, you fed as though yoa have really taught that fellow something, at least bow to handle the brake dub. That is a big item. Waiting with their left foot and following MR. LOWE: My observation U that the with their right, making sure they have a new man gets hurt the first sight or tbe first secure grip oo tie hand-hold. We had the week. I have established, at all terminals men go that teaming several times where wc have a large number of em tariff we were satisfied they were perfectly ployees taken into the service, a rack about able to carry on the work without canting 7 feet high with a platform around it on an injury to ttvaidite when they are out in which brakes are secured, and coopted un the field as switchmen or heakennen. derneath is the same tigging that they MIL HOFFMAN. The fifth ia rank of causes of employees on duty bring killed m train -service arridents is operating Red brakes. There are a large of types of band brakes. 1 am going to ask Mr. Riley to oo the ernes of these hand brake accidents, and die best methods to would have on the cars. Each division ex aminer is required to take every iron that he employs over to the rack, and the group gathers around him. Each of those brakes is tried xmtil he is satisfied that the man wfil go out oo tbe midright shift aad work safely. If he isn't satisfied that, he will, he won't let him go oat. instruct anew man. I think that is the ideal auswca to it We MR- RILEY: I pot in quite a number have those racks at numerous places, sod of days with a hand brake instruction car everyplace where vre have grades and have at oar terminals. We would, by buOctm, to use clubs. It has proven very satisfac notify the train and yardmen of a meeting. tory. There are 13 different types of hand brakes mounted in the car. On the power brakes, the toes would come m aad handle then very ewiy, bat we are not having men injure themselves <m power brakes. Oar men who are bring injured are hurt while operating the old style brake in 9 cases oat of IQl In some cases, the brake dob is involved. In this car, we have tbe old style hand brakes, too. We also have brake dubs, and the old tim ers, whom we expect to educate the new men, were tbe clumsiest ones in the opera tion of the ok! style brake. Our greatest problem, however, is to make sore that the brake is in good operat ing condition. Therefore, we have two men working ia pairs, a man on the ground and a an on top. The man on the ground cer tifies to that brake's bring okay before h is allowed to be switched. If it is not m sat isfactory condition, he no brake card on it, and the car goes over the hump. Everybody knows that the car has no brake and they don't let it go down the line alone. MR. HOFFMAN: Contact with fixed structures is another frequent cause of fa- 558 33rd National Safety Congress, 1944 talities and injuries to employees, I am make any change, the section foreman, road- going to ask Mr. Smith to state his views master, and agent are all notified. Every as to how these casualties can be avoided. officer on our railroad is under instructions MR. SMITH: The question was put as to what percentage of the arrtitwit^ of this nature occur to new men. While wc haven't had a great many of those on our railroad, in thinking back over the injuries that have occurred in the last year, we'd say the pre that if he secs any new building .of any kind going up anywhere oo the railroad, he will immediately find oot whether R has been approved. In that way, we try to keep up with it. About ooce m year the special ffisiroctioD^ere reissued, ponderance of them are among new men. MR. HOFFMAN: Operating locomotives Another question was, "How can you get the men to ride facing the direction of movement?" My thought about that is just the same as it is with all safety in train is one of the principal causes of fatalities and accidents to employees, and I am going to ask Mr.'Lowe to state how such acci dents can be avoided. aud engine service. That is, `'put over" your MR. LOWE: I have noticed that in train rule book through education and traiamg. service accident reports, less than 1 per Whenever you get a man rale-minded, you cent of the fatalities in train service acci create a desire in that man to comply with dents were due to or occurred to employees the rules. He is going to be deliberate in while operating locomotives, and less than his actions, and when he gets deliberate in 6 per ant of the injured. Therefore, rise his actions, he is not going to get hurt. total number seems to be well m hand. K Someone asked a question as to what we were doing about Imping up with the loca tion of close clearances. On our railroad, we do not carry in our time tabic the spe cial instructions except three items. Those three items are the superiority of the trams, maximum speed, and restricted speed. All other special instructions are carried in a pamphlet supplementary to the time table. Tbe assistant cwgmerr oo each division is required to check aD of the dose clearances periodically, keep Ms records up-to-date think the greatest number of them are rise result of soeiifantal collisions and derail ments--they cause tbe fatalities--and there isn't modi we car do about that except to see that operating rules are enforced, par ticularly Rule 93, within yard limits. One type of accident which has beta rather costly m our operations this last year was a result of new men failing to secure cars in yards, with the result that they rolled out and ran into oocorning trains We have a method of procedure which whenever a change is made, and in that we hope will stop that, hot generally speak pamphlet of special instructions, there is a ing that is the problem. The answer rests list of all ckwe - clearances, both ride and in dose supervision, and again I say it is overhead. best controlled by all of us in the field That is not the atire answer to notifying a man where there is a close clearance. It might ease our conscience a little bit in the searching for and seeing with eyes that see, and making out your reports when you see an unsafe practice. event some fellows gets knocked off a car, Each of my men and all our operating and it might give the claim department a officers carry pads of paper tn their pockets, little encouragement if they have to defend check off tbe conditions found and tben a law suit But there are so many of them turn those in. His value as an operating that the men can't remember. We do not officer from the safety standpoint u based permit any new structures to be put up largely on bow many of those things he until they meet the requirements of clear sees. If he doesn't see them, he is sot ance unless it is seme rare case, and then awake and U not getting results, and he it must have the personal.approval of the has accidents is proportion. I think that chief operating officer. is our ultimate problem and answer. Each section foreman if he sees a Dew building or anything being gut up along his territory, immediately gets in touch with the roadmaster unless he has had something on it before. When tite contract is made to The principal difficulty for firemen is due to improperly handling water spouts and oil spouts, and that, agam,.is because we don't make them do it right "When we do, we don't have men hurt. Steam Railroad Section 5S9 MR. SCHMIDT {Northern Pacific): In what respect do you use toe report that you speak of in the form of distipliDe? MR. LOWE: Wc don't me it in the form of discipline unless we get ourselves a new officer. It is m indication that tbe officer, also, is not keeping his own back yard dean. If he, in turn, has to go out and find a rule nriatino or does find a rale violation that b wants to hold aa investi gation on, he does, but the report itself is not brought in. That is a company matter, between the officers to whom tbe junior offi cer reports and Ids superior officer. It is our check on the junior officer's seeing tittDgS. MR. SCHMIDT: Does tbe particular officer look for vkifttianr to his own de partment or does be report oo aQ depart ment employees, such as the trainmaster see ing something that the car inspector docs or the car foreman something that the i yardmen do? MR. LOWE: That's right- Any rale violation, yes. My men, of whom 2 lave 9 on the road, cover aQ branches of tbe serv ice, and anything that they ace. A man rial can't turn in a hundred or a hundred and twenty-five a month isn't g*f**"g around. MR. SCHMIDT: But the mao hmwrif who is guilty of toe violation? He is not disciplined? Another feature has been the failure to tuna the angle code before cutting the hose. That, as you know, is a primary function and the first action to be taken in making a satisfactory cut of the cotmectioas. That is due to the inexperienced, usually, and the same thing which brings so many violations of toe safety rules and so many accidents --toe failure of the employee to keep his mind on the task at hand. I might say our corrections on toe Balti more and Ohio for those specific accidents have been a concentrated effort to properly see that our employees do understand the rules pertaining to these details. MR. HOFFMAN: Vfc have not had a fatality hs handling switches for toe past eight years, hut we have had several hun dred employees throughout the country in jured m handling switches. I am going to ask Mr. Butterfield to explain why a man, should get hurt handling switches and why be should throw toe ball of that lever oo his foot, regardless of how many times be may have been warned. MR. BUTTERFIELD: i think that toe first thing that someone should have spoken to me about when I started to work was deflection in ground. There is a possibility that tbe ground next to the tie will be so high that if you bold oo to the switch ball until tbe boil goes down, yon are going to hurt yourself. MR- LOWE: Not m tbe strength of that report, be isn't; bet if they wanted to make a case of it, that is something else. MR. HOFFMAN: Coupling and uncou pling air and steam host also causes a large number of casualties to employees. I am going to ask Mr. Edwards to say some thing on that. MR- EDWARDS: We have found that a great massy of these cases of accidents have been doe, as brought out in tbe pic ture here today, to lack of instruction to the employee or his failure to assimilate toe instructions which were given him. A great many cases of accidents to employees handling steam hose have occurred doe to the failure of the party making toe sep aration of the. hose to tom tbe steam off properly and to have a proper operating valve. We have focmd some cases where that had failed to he carried out and the steam condensed and water came out. The second thing X would ask about is the possibility that the switch is not in good mechanical condition, and toe possibility of its not latching, but of bounding hack and bitting me if I am not dear of the switch. As a new employee, I think someone should speak to me" about toe fact that if I have one hand on toe lever and toe other band on the <banlc of tbe switch I may do as some of our mhn have--put my finger in the latch along with the shank. Tbe next thing that should be mentioned is clearances, and by clearances 1 am think ing of clearances between tracks, and also watchfulness in observing pasting traffic, Then 1 think the position that a man stands in should be checked.' I know that we have a lot of accidents which do not involve slipping, stumbling or falling, and in each instance someone has been injured by a spring. They have done the operation time and time again, and yet this injury occurs 560 33rd National Safety Congress, 1944 and it seems to me that there probably is something m the position that a man takes when he throws a switch. Tnridcntally, I have never known of any man who ever threw the ball of a switch on his toe who did it a second time. I know that I didn't. It seems to me that the answer is alert* ness, and the only way yon can get alertness is through education. Wc have a system of checking on our men and turning m reports of improper practices, which has ban, spoken of here, and in addition to dial we have three other things that might he of passing interest One is what we caQ "round-the-dockmeetings." One wwk I work from tight o'clock until four--moss are bankers' hoars. Then the next week I work from four o'clock until midnight, and that isn't so bad. The next week I go hade from midnight uadi eight m the morning; and that is fust the thing I was doing 21 years ago. We get our men together and go over not only recent accidents but "draw the men out" to had out the accidents they remember, cither to themselves or to someone dy* who per haps is working in the vicinity or who has retired or died. The only way accidents ara'be stopped is through education, and edneation is no good unless there is enforcement, and that comes around to owe officers who watch the men and turn hi the unsafe practice reports. Unless we do that sort of things we will never conquer this type of accidents. MR. HOFFMAN; Accidents is train service and highway grade crossings are causing a large cumber of fatalities, and injuries. We will ask Mr. Bogue to tell how they can be prevented or materially reduced. MR. BOGUE: The highway and grade crossing accident U something that has been continually with us since the automobile. The year 1940 had the largest number of killed or injured of any single year begin ning from that time up to 1940. Daring the five years from 1930 to 1934, there was a yearly average of 2,592 people lolled and 4,322 people injured; and during the next five years from 1935 to 1939, there was an average of-1,531 lolled per year and 4J86 injured. However, beginning: with the year 1940 and up to the year 1943, the number killed in grade crossing accidents rose. In fact, the average is over 1,600 a year and the number of injured is also higher. Naturally, it was expected that with tire restrictions on gasoline of the past two years, the record would be materially low ered. We had 5349 total casualties re ported to the Interstate Commerce Com-' mission in the year 1943 as against 6,100 in 1942 and 6^00 in 1941, but when you con sider the large number of ears *ht were not on the roads and the slower speeds, you would naturally expect better results than that. That is one type of .accident that does not cause a high employee casualty list, and yet, going back to 1935, there are just about 65 to 75 employees involved In injuries or deaths, That, of course; is usually where the locomotive b derailed or a gas tank is ruptured fire envelopes the engine or tcasu. The National Safety Council has for the last two years had an active committee on grade crossing accidents. It has worked with several of the states through law en forcement bodies, and the program has doubtless brought some results; but we have still before us the need for enforcement. As a general rule, my observation has been that engtnemen do pretty well in sound ing the crossing whistle, but the greatest trouble seems to be that so many automo biles get on the track or right up to the track before they realize where they are. I think it is somewhat of a fallacy to say, "Well, he was trying to beat the tram over.* I think that is not true except in a limited number of cases. Usually the automobilist finds himself right on the trade before he realizes it The highways are properly marked and it is the man's own fault Nevertheless, the drivers are all human, and we have got a great deal to do, together with the public agendas, in securing obedience to "stop" crossing signs and respect for the crossing protection signs that the railroads have put is. If the driven will be alert to what they arc doing they can themselves reduce . this terrific total. MR. HOFFMAN: Miscellaneous train service accidents are canring a large num ber of fatalities and injuries. Many of which are caused by soddm stopping-start- Steam KaUraad Secttan 561 tng lurches or jerking of trains, locomotives or cars. I am going to ask Mr. Smith to explain what can be done to reduce or elim inate such accidents. MR, SMITH: I think the reason we are having a number of injuries due to such causes is because of the fact that we have so many newly promoted engineers, and they haven't had the experience m handling air brakes. We do have some fellows who ride in the caboose like a loose potato. They will invariably go to get a drink of water, it seems, about the time that the man is making application of the air brake. That, again, takes some education, and we are carrying on a program daily with as air brake instruction car, trying to get our en gineers all educated is the handling of brakes. That is something we are going to have to fight right along and we are getting new types of brakes that the men are not familiar with. MR. HOFFMAN: There is great pub licity given to train accidents, but not nearly as much to train service accidents. In the year 1943, 65 per cent of the fatalities to employees on duty resulted from train serv ice accidents rather than from train or non train accidents. Forty-five per cent of the reportable injuries for those three classes of accidents were tram service injuries. / Textile Section Executive Committee 1.344-1345 General CAmpmum--Jobii J. Bovoa, Safety Committee, W. J. Dickey A Scnu, Inc., Oelli, fure-CAuHriM*--David Z. Waujy, Peerless Woolen Mills, Rossville. Ga. Secretary and News Letter Editor--E. G. Padgett, North Carolina Industrial Commission, Raleigh. N. C Engineering and Safe Practices Pamphlets Committee Chairman--H. E. WtLMAUS, Marshall Field & Co, Spray, N. C. Health Committee Chairman--D. A. Posceu, Marshall Field Si Co, Draper. N. C. Membership end Publicity Committee Chairman--W.` H. Tayug*. Merrimack Manafactnring Co, Huntsville, Ala Program Committee Chairman--*11- A, Rosens, American Mutual Liability Insurance Co, Atlanta, Ga. Committee on Cooperation with Trade Associations Chairman--F. H. Smrooao, North Carolina Dept of Labor, Raleigh. N. C. Visual Education Committee Chairman--S. F. Kpaeau, Liberty Mutual Insurance Co, Charlotte, N. C Off-the-Job Committee Chairman--G. D. McCenev, Liberty Mutual Insurance Co, Charlotte, N. C- Memben-at-Large-- J. E. Burst, Johns-Mauville Corp, Manville, N. J. FkAJtoss Bethoke, R.N,, Firestone Cotton Mills, Gastonia, N. C. B. R- Baown, Colombia Milk, Inc, Chicago, 11L H. R. Got, Beacon Manufacturing Co, Swannanoa.^L C. Axtbok S. Johhsow, American Mutual Liability Insurance Co, Boston, Mass. *F. E- Mnain. Liberty Mutual Insurance Co, Boston. Mass. *W. B. Weaves, Marshall Field & Co, Spray, N. C T. A. Wnacas, North Carolina Industrial Commission, Raleigh, N. C Stuff Csmamdumt--A. U. Bax-tzek, National Safety Council, Inc, Chicago, Hi. 563 564 '33rd National Safely Congress, 1944 Textile Progress in Safety By NEIL NELSON . Sxfcty Engineer, American Sfntnal Liiixiitf Buoronc* Co, (Paper pnaented by L. M. Bakery In the year 1844 a great stride forward was made toward safety m the textile in dustry. The Factory Act was passed and this legislation applied only to the textile, industry. It contained broad and sweeping reforms and also provided for enforcement of regulations. Four factory inspectors were appointed and paid by the Govern ment Factory surgeons were provided for the purpose of examining workers under sixteen years as to their physical fitness for employment The employment of children reluctant to accept this new reform but time bas proved its value and industrialists an among those who now appreciate most the gains that have been made mice its incep tion. State Labor Departments, the U. S. Department of Labor, casualty insurance companies, the National Safety Council and industry have teamed up in a gigantic effort to stem the tide of accidents and disease resulting from labors. In the short space of thirty years the progress made has been steady and sure. under eight years of age was prohibited in the mills and employment of female labor was restricted. Special provisions were in troduced for safeguarding health and pre venting accidents. To control accidents arising from clothing of women aid chil dren becoming cangbt in machinery, guard ing of machinery was introduced mad aaade compulsory. In addition, no children, ymmg persona or women could be emgdciyed ha dean machinery while in motion. The act also provided for investigation into camra of accidents and ae up penalties for ma chinery unguarded after notice had been given by an inspector that the condition was deemed to be dangerous. Thus we go bade a period of one hundred years to find in actual legislation some of the important points which we are still trying to get instituted in a well-balanced1 program, of accident control today. Even at that time pre-employmeot physical examina-. tious were a requirement in the biting of certain individuals. The added dangers at-t tacked to operation by female labor were recognized and safeguards provided. Not many years elapsed from thejSme of the new inventions by Margreaves and bis col leagues to the establishment of mills in the United States. In all departments of the mill accidents resulting from machine operations have been curtailed. Hazardous machines like cards and pickers have been equipped with mechanical guards over treacherous points of operations, the deadly knives of shearers have been placed safely behind barriers, extractors have been equipped with interlocks, and so on. Driving mwbMfrm has undergone considerable changes for the better, machines individually driven by elec tric motors are fast displacing the old belt and pulley system operated from overhead ffog ilmftwtg Slid* wfc3c in ^ 5;Afar hmB* there is still room for great hxtprovenezt, the over-all progress is caoosragiqg. Aco- denis attributable to these factors have shown considerable decrease during the past pears. Hazards produced by the carnal lifting of heavy warps and beams have bees partially controlled by modem mr.ltodv Electric hoists operating oa overhead tracks now wind their way throogh departments* picking op their load at one point sad de positing at anothrr with very fittfe exertion or effort. There are stiD opera tions which wodd benefit from soch tfdp sent znd'l bm no foabt bat that the w* planned ware zoom of the latere ini in corporate sods equipment to lift the m- During the latter part of of the 19th creaszngiy heavy warps on to the loom*. century conditions began to improve and some of the more progressive txnSs saw Better PMmtirqr the advantages of better and safer wofiring More thought and pfenning is hang ghrtu conditions. However, progress came slowly by management to x^D byoat rotation of until about 1911 when Workmen's Compen machines is better proportioned, te man sation laws were enacted in several states. dimensions, thus bringing aboat better Today, most if not all states have such .boasdaqng sorely one of die moat im legislation. Industry at first was rather portant contributions for safer Textile Section 565 conditions. Modern mill construction of concrete and steel has been a boom to mam- teosoce problems. Window area has been increased with more natural light and bet ter ventilation. Good lighting is a definite afly of accident prevention. Many of the older mills with this still a problem may find great assistance in the new combina tion of modern electric lighting and scien tific application of paint. Experiments have proved that even the dingiest corner with \ its lurking sinister shadows can be brightcoed tike sunshine with paint Machines painted in two-toned colors bring out the dangerous points of operation and moving parts in such vivid detail that operators no longer strain their eyes and nerves to pre important condition is the response of the man doing the job. What progress have we made in training and education of the mils hand to do his part in the march of Safety? It has long been recognized that the key man in this training program is the Overseer. To the mill hand the Overseer is the company. Whatever bis actions are, whatever he takes, good or poor, to the man under him, that is the position of the company. In safety, as with all matters con cerning production, management must lay out a program for the mill hand to follow. It is not sufficient for the personnel director to thrust a printed set of safety rules under the nose of a nervous new employee and expect to send a safe worker into the mill. vent injury. This same painting has also Accidents earned by unsafe working prac contributed greatly to better honsekkeeping. tice is just another way of saying accidents Experiments have shown that when a sim rarniod by bad habits. We iQ have some, ple bench vise has been printed a bright and even for the most ktfriBgcat it takes color the usual chaos on the bench was time and pcactice to overcome them. Train transformed into order, and when dingy ing and supervision are afafai--ij the rc- corners are brought out from under the iponribfKty of tee Overseer. Even today shadows they no longer become the reposi when labor condition* arc so acute, that tory for useless junk. So far 1 have discussed mainly the prog ress made in the control of mrrhankri Isardw bat it should be understood that. ia the textile industry less than 25% of the aedhats recorded are from mechanics! cams. The predominance of aoodmts in the ao-mOad non-mechanical group (which of comae oom accidents by agendes ocher rmppanabsSty still holds. Any Overseer, rngfhrr with his second and third bauds, do fmiitulr a safety intaw by good super-- virion, encouragement and commendation to Ms hdp that with no other safeguard wiQ materially improve his accident experi ence- Add to this the mechanical and main tenance vigilance winch J mentioned earlier aad the improvement will be even greater. than direct marhme operation) demands Supervisors can learn much in the mutual drftiifr attmtioc because no matter what exchange of ideas and information and iaipiuiaw'1i are made in the guarding of where meetings are frequently held for irhlaciy; if the factors governing this Vank discussion of problems (with a will- group are not controlled, then the progress mguess-to-be-shown attitude evidenced by of safety w3l stall. X have already mentioned the improvemeat m mD layout and contributions to better Knaarlivfping, bat unfortunately not al oib have faOy extended themselves in teas reaped There are still too many con ditional of poor mafntenaoce that cause tm rreaaaiy accidents every day: badly worn doors and stair treads, stairs without adepan hwvh iiK leaky pipes and faucets, dripping ot! from overhead motors and dahhc, rickety ladders and platforms, tmgoorded devator landings and so on. A con top officials) the safety program wifi live and thrive. Another indication of leader ship and interest is provision of adequate first-rid and medical facilities. Most of the large mills have very good facilities with registered nurses on full-time duty and periodic visits by medical doctors. Not only does this assure all employees of competent and sympathetic treatment in case of in jury, but it plays an important part in as sisting them for better health all around. The medical program is hound to expand as we make further -progress. stant nnaniTgu is necessary to control these Just recently I read a magazine article fnaJlkwi. Many mills do a splendid job; entitled, "The Weave Room Is Under it ta hoped that many more will follow suit. ground.*' It described a new textile mill, In the last analysis of safety the most which is unique and revolutionary in de- 566 33rd National Safety Congress, 1944 sign. A two-story brick btiiidrng approxi mately 12ff x 100', windowless, and one com-, pletc floor below the ground level. On the ground level is a cotton spinning room aad underground is a complete weave room. The idea was to build a weave room under ground so that the walls would not be sub jected to the wide variance in temperatures -from day to day aad season to season. Provision was made for humidity aad tem perature control. For lighting; daylight fluorescent lamps are mounted in coatissootss troughs in die ceiling which are designed to give maximum tUmninatian at doth level. The ceiling of the weave room is insulated so that a conversation at slightly louder than ordinary tone can be carried on with the looms tn operation. Floors are standard maple insulated against moisture condensa tion and die wall interiors are faced with salt glased tile which needs no parating and helps to diffuse light. Machines are modem and individually driven with motors. The entire mill * a safety engineer** pradbr. After reading the article and viewing the pictures, X tried to visualise their safety activities. A management so propmw must have had safety a part of its pcogi am I could see the firm's outlook on this ab ject not as an added chore to be indalgid in when .times are normal, hot as pm of the broad piastre wherein aU are prolrrtrd hi a well-ordered and efficient scheme, of prodnetats. What the Supervisor Should Know About Accident Prevention A. G. PHELPS Ftraocmel Director, Brandon. Cocpocwtkm, GrecemBcv & d First of all, a supervisor should know enough of the facts concerning accident history, statistics and theory, to know- who ips not attained the state of w*4 M often referred to as "Safety (V--cir--i^ as a matter of conviction. that accidents are Along with tbe cacrrkskn that ACCI in the main, PREVENTABLE OCCUR DENTS ARE PREVENTABLE, the su RENCES. In one of our plants where the pervisor should know that be is the hey frequency rate had for several years aver man in the prcvcotiocf of acr.bfctos, pd aged from twenty-eight to thirty-eight we that his is the primary RESPONSI inaugurated a ten minute session devoted to BILITY. He must know agasci ia sad* an explanation of accident statistics, theory fashion as to amotmt to fins conviction, of occurrence, and education of supervisors that the invMliM of accidents is ms of on the preventable nature of accidents, as the direct obligations of MsaagaacsC. is part of the regularly scheduled monthly general, and of Supervisors b partindsi meetings. Very little else was done at that The supervisor must know has place in time, or for several months later. This was toe scheme of ORGANIZATION, awl toe started in July of 1943. The plant had its ORGANIZATION itself. Otherwise he first mouth of no-lost-time operation m No- cannot know his responsibility or toe scope vexaber. It had one lost-time accident in of his authority---for one roes with the December, 1943, and its next lost-time acci other. The very scheme of toe Ofy,nirWke dent is August. Apparently, it will fi"h of his department places fmxx m toe past- up the current accident accounting year with rim of AUTHORITY and RESPONSI not more than three such lost-time accidents, BILITY. He must know that las entire a reduction to less than ten per cent of department depends upoo him for its or the five year average. This was not the ders and its contact* in the work of the only measure taken. However, it is'my firm other departments in the plant. He Is the opinion that the developed conviction of each Rader, asd bis is the mpcnssb&ty fer the and every supervisor that accidents art pre integration of the work of his department ventable, was mainly responsible for the in with that of the others to form a har auguration of a successful safety movement monious and productive whole: in that plant. There is not now a single fore But production, alone is not the whole of man at that plant who will not argue long his responsibility. There must be SAFETY and loud upon the subject, nor is there ooe along with production. And in order to Textile Section 567 attain safe production, the supervisor must bow may things. Same of these are:--* L The mechanics and requirements of production--in other words, the job itse,r 2. Tbe limitations of his workers m a physical sense. 3. The psychology of tbe individuals comprising his working force. 4. Tbe plant sa-ety organization and the various aids to accident prevention which it is equipped to reader. 5. Tbe care, guarding, and maintenance of machinery. 6. Knowledge of how to plan for accident prevention. 7. Some knowledge of carnal analysis and record keeping. 8. Sufficient knowledge of first aid to enable turn to mtuzmise the injury effect of minor accidents. 9. Sufficient general knowledge of mod ern industrial relations to enable him to imbue the individual worker with "Safety Consciousness." 10. Proper training methods. A Scdsty Color Coda lor the Textile Industry By RUSSELL SOEPBKARD Technical Service Enyim.r, The Fuat Company, Cleveland Color as a means of conveying messages through tbe eye*, Co the brain, is not new; bat imfaauy has been slow to adapting this iuxBimi to Ha safety program. Though <nr eyes, we gain 80 per cent of oar famrlnh and also control a HSoe asianont of oar body- movement; Che sane of sight as a means of conveying safety messages, therefore, is axil chosen. Color can be racognual at a greater dis tance than the printed word, aad when given a dtfaalt meaning, it. tells the Story at a tangle glance. Far rvample, looeanitive engi neers have a system of colors and symbols woikcas have faulty eyes; roost of the de fects involving visual acuity rather than form and color. Fortunately, most of these defects, ttoadc* to medical and optical sci ences, can be cured by proper diagnosis and fitting with glasses. One eye condition winch cannot be corrected is color blind- nets ; about 3 per cent of women and 8 per cent of men exhibit color blindness in vary ing degrees. Tbe more common form in volves tbe confusion of red and green, but there are eases where other colors are coo- fused, and also cases of total color blind ness. It is well to note, however, that most color-blind persons have a keen sense of to milrral^g ` the a system of colored flags to signal other ships* When toe traffic light flashes rod, brakes screech as numerous cars come to a sudden stop. Recognition is instantaneous. Tbe wayward motorist who crashes a red fight is quickly conscious of hi* wrong doing, though be may not be aware of the brightness and are able to distinguish dif ferences not noticeable to the oonnal eye. The appearance of colors under various lights is an important consideration in the selection of a safety code. The color of say object or surface^ is due to a selective ab sorption and reflection phenomenon. When white fight, which u <*- nposed of the vari dangers involved. ous spectrum colors, reaches any surface, Our ability to see is dependent on tbe part is absorbed and lost and part is re following factors: L The Site of the Object 2. IbrofiM ofExposure 3. Brightness flected. Tbe particular wave lengths of the reflected light gives the visual sensation we call tbe color of that object and the amount reflected determines tbe brightness. A white object reflects nearly all of tbe fight while 4. Contrast 5. Conditions of theEye 6. Appearance ofColors a blue object, for example, reflects only tbe blue portion of the white light. If the lighting in your mill is other than normal, colors suggested should be chocked Color BEndoens under tir*t light to determine if they still Seventy-five per cent of the garment retain dentity. Here also, toe use of 568 33rd National Safety Congress, 1944 symbols is a. valuable addition to the color code. There would seldom be a case where both color and design were not distinguish able. A safety color code satisfying all the requiiemcnts and conditions above has been developed and is proving of great value in the held of safety engineering. Faber Birren,1 one of America's foremost color au thorities, in collaboration with H. E. Williams,* chairman of die Safe Practice* Pamphlet Committee of the Textile Sets turn of the National Safety Council and other industrial safety engineers, has worked out the details of the code. Six basic stand* ards have been chosen as a useful and prac tical color code, namely; yellow, orange, green, red, blue, and white (black or gray). These colors were chosen for the following reasons: Their traditional use, their attraction, for the eye, their ability to provide con trast, and others. Appropriate symbols were assigned to each color making the system complete and flexible enough to suit the requirements of the safety engineer. spot indicates the location of waste con tainers; white comers in steir landings re duce the tendency to discard refuse m these corners; clean white suggests "keep dean.** Too great a'use of highly visible cokes s* to be avoided as they tend to be distract ing and a superfluous use lessens their value as a warning for the purpose intended. Color Use* RED--Symbol, Square Red should be associated with fire protectiow and fire protection equipment. Suggested Uses 1. Fire buckets should be painted red. 2. Faint a square on the wall or a band oo the post to indicate the location of fixe equipment Faint floor area to discourage blocking 1 Code numbers on sprinkler mains and post indicator valves should 6* m red. 4. Sprinkler pipe fittings (sot spray heads) ihay be painted red or the whole Hoe may be painted if ntsnsaace or fixe regulators so require. Red has long been associated with fire protection equipment and is so widely ac cepted that its use is obvious. Orange, rather than red, was selected as the danger signal because of its higher visibility and to prevent confusion with fire equipment. Yellow, because of its visibility, is used as a warning signal to mark surfaces or objects one might strike against; also, stum bling, falling or tripping hazards. It is also used for traffic markers for restricted areas where more than usual caution is required. ORANGE--Symbol, Triangle or Arrow Orange should be nsed to mark raarbtnr coated or electrical hazards. Suggested Uses 1. Interior of switch boxes, pond boards and home boxes so flat they cm be easily spotted if left open. 2. Interior of mariiinwiy guards to indi cate lack of protection whoa reranwd. 3. Exposed pulleys, gears, etc. 4w High voltage areas, etc., by vat of symbol to designate sadi areas. Green is the traditional safety color and is used to indicate the location of safety and first aid equipment Blue has long been used to warn against starting or moving equipment that is bong worked on. Its use should be restricted for this purpose and to designate condemned equipment or equipment requiring care in starting. The erection by repair crews of a round bine sign with tire words "DO NOT OPERATED in yellow serves as a wanting to indicate repairs are being Trade YELLOW--SymM, Btmd or Alienate Black-YeUaat Strifes Yellow should be used to muk strike ygitnWj or tripping haaxds. Suggested Uses L ProtrucEag surfaces or parts, 2. Cashing*, edges of floor pans, etc. 3. Low beams. 4. Crane and hoist hooks. 5. Edges of low tracking: equipment White has been used to promote sanita tion ami to direct traffic, also to mark stor age areas and aisleway*. A white star or A To indicate changes in floor level, edges of platforms, and pets. *7. Railings, or ends of hand rails. Textile Section 569 A Stairway approaches; edges of movabtfe steps; risers and edges of off-standard steps; circular stairs, etc. 9. Conveyor parts at hazardous levels. 10. Aide marking around hazards. Eye Fatigue Too great a use of these bright colors will not only be distracting, but may cry <rWott'* too often and so defeat the purpose. Their use should be confined to specific purposes and places. 22. Aisle obstructions, etc. GREEN--Symbol, Cross * Green is the traditional symbol of safety and should be used as such. Suggested Uses 1. To indicate first aid rooms (green cross usually}. 2 First mid equipment cases and location. 3, Containers for gas masks, goggles* Aside from their use 2a promoting safety as wanting signals, there arc other consid erations for the use of colors in promoting safety. Perhaps the greatest single cause of accidents is fatigue; and anything we do to reduce fatigue is beneficial It has been said that tired eyes make tired worker*. Let us consider then what makes eyes tired. Poor light, or poorly directed tight cm cause eye strain with the resulting fatigue, bat even in good tight; if the contrast be safety suits, etc. 4. Safety showers. BLUE--Symbol, Circle tween the seeing task and the background is wrong, virion is poor. Dr. Matthew Lnckksh,* considered one of oar greatest authorities oo the science of seeing, states Blue is used to suggest precaution. that die "brightness contrast between the A bine parkcr to be placed oo equip ment for temporary repairs or permanently when operating caution Is required. The addition of an appropriate legend "E>0 NOT OPERATE, ETC," in yeflow is rec ommended where suitable. thing looked at and the immediate back ground should be a* high as possible.'* "Thu immediate background area cover* only a one degree angle in the field of virion. The brightness of the surroundings, tip to a 60 degree solid angle, should be the same or slightly lower (never higher) Suggested Uses L Equipment temporarily shut down for main. 12 Equipment being worked on as a warn- ' than the visual task.** "A circle, equal in diameter to the distance from the eye to the task, gives roegfafy a 60 degree sohd angle. Beyond this, the brightness ratio can be mater without seriously affecting vision.* sagagaxBtt starting. Faint, because of the wide selection of 3. CiaMdsiiswjJ equipment. colors and light reflection factors, is a valu 4 Valves not to be operated. 5. Electrical controls to indicate work on the line or where caution should be ob served m starting. WHITE, BLACK OR GRAY-- able aid in creating proper brightness and color contrasts. In most cues, the contrast of the visual task in the one degree Carrie of critical vision is fixed and cannot be changed; therefore, paint of the same brightness as Symbol, Star White is used to direct traffic and to pro mote good housekeeping. Use white om dark floors; gray or blade on light floors or walls. this area should be selected and used to maintain uniformity out to the periphery or at least to the 60 degree solid angle limit A complementary color to that of the object may be used if it has the same brightness or tight reflection factor, thereby Suggested Uses t Traffic lanes. 2. Aisle markings (for hazardous areas, tending to focnx the vision to the seeing task and also to give color change which is, in most cases, restful to the eyes. Grayed colors, rather than pure colors, are best use ydk>w). 3. Location of waste receptacles. 4. Areas anxmd waste receptacles. 5. Corners. stated in this instance. Glare is another condition which tires the eyes and saps the strength. Workers should never be required to face windows, ex- 570 33rd National Sajety Compels, 1944 posed lights, or cootrading ureas. Any minaries, the general plant lighting has thing wc do to reduce the contrast ratio brought up to a point where we can nw aids seeing and reduces fatigue, A light consider the use of color, especially On the will hare less glare against a light back walls, thus creating a. eheerhol, ground than against a dark one. If the atmosphere and providing a change of pace walls are light, a window will be less glar which is restful to the worker. ing. In many cases, a shield; can be erected to cut oat troublesome glare, lights can be suitably shaded *nd mils can be given the proper color treatment. In general, plant interiors shook! be as light and soft as possible, with white oo the ceiling and light tints oo the walls as the best aid to illumination. A darker dado A fact which is usually .overlooked in can be used, providing the reflection factor saaag problems, is the opening and the of the wall color is not more than twice closing of the pupil which regulate* the that of the dado. This will look neat and be amount of light entering die eye. The pupil ` easy to keep dean. In general, grayed col reacts in four or five oce hundredths of a or? arc used as they are more restful and second, going from dark to light, but reacts more baxmomoua. In corridors, rest rooms, much slower in going from light to dark. etc., use colors which provide a change of If a worker is working on a dark pace. Cool colors, such as blue and green, or dark work and then looks up to the are calming. Warm colors, such as tan and window for only a second and then bode to coral, are. stimulating. Blue, stippled oo the his work, it will be a few seconds before windows may reduce the temperature a he can see clearly due to the slow accom couple of degrees, hot the psychological im modation. In general, anything we do to pression emphasizr* the difference, aod the lighten surfaces and objects In the line of worker Teds cooler. Wall colors with tints vision is beneficial. of blpc and greea have the same effect. In Much has been said about **Better Light rest rooms, tints of coral and rose scan to Better Sight," and the good results of in please most womens while blue is the choke creased light have been satisfactorily dem of most not onstrated. In the Textile Industry acting is. in most cases, both very important and diffi cult and requires good light. The use of mill-white paint to augment the lighting * fiW Buna, Color Coning. 300 (!M Aww. New York Ckf. *H- 3. WflUwo*. Safer S*>***. Mhniwll VwM ft Co.. Sct. Noctk Otfolmm. is well established. However, with the ad ^tb*orOnryii.J^LMSdTciaWti. lOtinctfoCr.wLfMmhJfeNiwrdaSaVwukd, vent of fluorescent lighting and better lu WEDNESDAY AFTERNOON SESSION * October 4, 1944. Prrndimg: Jogs J. Breen, See'y., Safety Committer, W. J. Dickey & Sons, lac, Oeila, kfd. Emphasize the Benefits of Safety By THOMAS K. SELF ItaW Dir. ITagli wring Mgr., American Mntusl liability Iannmce C, Atianto, Gs. What CDpnectioo is there between oar in stinctive desire for self-promotion and oar desire to tuhiauze the occurrence of acci dental injuries? There is an inescapable conaactioo; failure to recognize it is often the primary reason for our bewildering failures to get a more widespread accept ance of safety principles. It is necessary. therefore, that wc develop our approach on the premise that people more readily accept ideas when those ideas are presented m such a way that the personal benefits are made obvious to the individual. Proper em phasis of tbe benefits of safety is therefore a- most Important phase of a safety pro gram. Textile Sector* 571 In getting action on an organisation-wide (this, tnckkxxtaUy. is a most is every in barns it is necessary that the action be in stance) what does our plan have to interest corporated as one of the company's op the top executive? Will h grow new hair erating policies, otherwise it may be local on bis rapfatty enlarging bald spot, or will ised in one or more departments of the it improve his golf game? Hardly anything oegamiration. It is only logical, therefore; quite that personal but nevertheless we can that greater and more lasting results will show him the extent to which he as an be achieved if the initial contacts in setting iadxridual will be relieved of mach tedious safety sdess are made ia the executive detail work; that bis organizatkx) as a whole group of the organization, This will insure will function more smoothly, and more effi that the safety effort, once it gets onder- ciently ; that considerable personal credit ,way, will be uniform throughout the or still oocne to him; and that (study aside ganization through top management's desire from the humanitarian angle which we may that accident prevention be made a part of normally take for granted, hU firm will the company's operating policy. save many through a writ conceived and properly conducted plan of accident pre It would be a great relief to aQ of ns vention. if the problem of injecting safety into a hwWtf orgamzatkxi were as simple as Let's assume that our organization we explaining safety to top raanagwiwaat There are trying to help is an average one in itftlot mote to it than Uat Most of oar which top management is interested in safety textile manufacturing firms have been n to the extent that quite a bit of wishfol famines* for many yaara. Daring that time thinking has been done about accident pre certain procedures have become babruod and vention pfaxs a few sporadic attempts to get in many imtaiirc* thoae procedures have safety work going, these attempts baring included a mimmmm of attention to accident bogged down as a remit of inadequate hazards. Habit and tradition are aerioos planning and a lack of proper direction of obstacles to a good safety program became the effort. After a few sach false starts most such programs axe of necessity con top management usually will throw up their trary to established cnatoms in the plant. We bands and back away from the effort doe nBcmriocobf resist changes and we are to the detail work involved and their tiaort likely to sty it curt be done when a change total ignorance of what to do and how involves faster*upturns hr our established to do it. A properly developed plan of thinking processes. Whether setting vac- accident prevention activities will relieve om damn or something that seems as management of this difficulty. It is seldom intangible as safety, we mast first, figura that we. find that top management is un tively at lost, get oor foot into the door willing to go along and actively support before the sale an proceed. What better safety if we can make things easier for wray b then* to ease the resisting pressure them by giving them proper tools in the on the door than to display the personal form of a workable plan and then showing benefits that will come to the user of our them how to put the plan in force without commodity? confusion and with a minimum of executive time and effort Emphasis on the latter Bant&ta of Safety to Managoamnt usually gain attention. Now what does oor safety idea or plan have m the way of benefits for the execu tive that witt arouse interest aod enable us to get a fair Iwrfang for car plan? Before answering that qoestion it would seem derirabde to develop a mental outline of the avaSabl* benefits and then carefully select the oamandiag one for initial presentation ns as Sucggest-CTcatmg approach. Assuming that onr safety plan has been carefully tfaocgght oct from the viewpoint of tailoring it to fit the weeds and capabilities of the particular organisation we are dealing with Next, how can a well organised and effec tively conducted plan of accident preven tion increase the efficiency of an operating organization? It is generally recognized by those industrialists who have experienced ffie transition from poor to good accident records that labor - management relations have improved, there is better coordination between departments and more cooperation between individual* as the accident record improves. Stating it a bit differently, it is almost a physical impossibility for a poorly run, jncfficieDl business organization to dc- 57Z 33rd National Safety Congress, 1944 velop an accident record that will compare favorably with the accident lecord of an efficient organization. And, since the same methods make both production and safety dick, smoking out the reasons for poor safety records brings out the reasons for poor production records jn many cases. Who gets his name in the paper, his pic hurdle as the operating superintendents and other top bracket supervisors usually fall into tine. The benefits to these men are in the form of personal recognition by top management for good performance of duty. However, this emphasis should come from the top of the organization through the usual channels as further evidence to the ture in the trade magazine or i$ invited to upper bracket supervisors that safety and address the local civic organization when production are inseparable. a particular plant does an outstanding job. of eliminating industrial injuries? It is usually the top man in the company. And, m'mo&t cases, top management deserves the primary credit for a good accident record as the accident record in any plant is no better, on a comparative basis, than top management warns it to be. By the same yardstick top management deserves the pri mary blame for a poor accident record. The opportunity to avoid tbe stigma of callousont to human suffering reflected by a plant** continued development of poor safety rec ords should be an additional incentive for the executive group to invite and support effective safety work in their organizatioc- When we reach the supervisor directly responsible for small groups of rank and file employees, it Is Quite important that the extent ifet these individuals can benefit from safety he strongly emphasized. This group, being only ooc step removed from the rank and file worker, thicks along lines quite similar to the of the work ers. However, hi las supervisory capacity he has definite which ta no fashion are similar to the responsibilities of the adMAal workman. If be is pos sessed of the average man's ambition be will appreciate and snake nse of every op- portnhhy to maprove Ms chances of pro motion. If his performance in matters of Why should executive management have accidflai emend is made a part of those axa economic interest in acrideet prevention, opportunities, the hrwSfi of accident-free looking at the matter from a purely cold operations within Ms jurisdiction are obvi blooded dollars and cents viewpoint? Even ous xo him. Here agdn these benefits mmt before industry was faced with aa acute be emphasised by management through or- labor problem, accidents created problems pniatkn dwnnith, sot os a directive hot of replacement of skilled employees whose in sods a manner that there is left no un services were interrupted or terminated by certainty regarding management's interest. accidental injuries. Also, not mU .accidents involving potential but no actual injuries to workers can be dismissed with a ihrug. 'Quite often accidents due to the same causes result in serious damage to equip ment and protracted work stoppages hut through fortuitous circumstances there are no personal injuries. I have deliberately stressed top.managemeat's part on the premise that what man-agement reaQy wants m die way of safety is usually what management goes after and gets. It is only logical that the more we as safety men are able to stimulate execu tive mangament** desire to prevent accidents the greater are our contributions to the success of the plant safety work. The cue person carrying the greatest re sponsibility for the safety of the individual worker is the worker's 'immediate taper' visor. Hence that supervisor Is the logical person to depend upon to get and hold tbe safety interest of tbe task and file work ers. If we do a good job of arousing and holding the active interest of the supervisor, ' tfat interest will he communicated to tbe workers if the supervisor is worthy of Ms title. The benefits of safety to tbe worker are mancrocs. His physical weU-being; the retention of his carping capacity and Ms place in die home and community are bene fits that accrue to the safe worker aod can be contrasted with the physical suf fering and the monetary hardships affect Beoefite of Safety to Supervisees and Employees With executive management actively in terested in safety we have passed our highest ing the worker and Ms family that invari ably result from serious injuries. Scut plants Inure seen fit to emphasise safety benefits tu a more tangible way through monetary avoids or bonuses to all fcm- Tcxfd* Section 573 ployces of a department for each month of- Occident-free operations. That method might be likened to the Chinese custom of paying tbe doctor only while the patient is well. But, like the Chinese medical ar rangement, it provides a definite incentive for accampKctencnt and its. works where it is property administered. A good selec tion of signs and word pesters available to industry is another good medium of stress ing safety to tbe worker. I-oolring at the matter from a broad point of view we must realize the need for arousing and maintaining active interest in accident prevention from the top to the bottom of the organization. Without this interest do amotmt of effort con produce lasting results. This can be accomplished by showing all members of an organization how be or she will personally benefit by doing every job safely. A satisfactory amount of safety interest can be aroused and maintained in any organization if we study the problem carefully, plan our ap proach logically and make full use of the ideas and material that ore ours to use. Safety interest alone will accomplish noth ing unless it is properly directed and co ordinated in order that the interest may be transformed into directed efforts. Wisn ths TexiSe Worker Germ Htssom K. W. WINKLES Aaristent Pxofenoor of Electrical Engineering, Nocth Caroline State College of Agzie&hnra and Xngmooriag of tbe Umvaarwty of Nocth CsvoSaa, pW|* N. C. Tbe records show that nearly one and one-half tiroes as many workers arc killed by off-tbe-job accidents as are killed by work accidents. When tire low frequency and severity rates of the textile industry are token Into account, it Is reasonable to assume that the ratio of off-tire-job accidents to work accidents Is much great er. However, this is not the whole story. An accident in tire family usually means time lost by the worker. It always re sults in decreased production and low efficiency on the part of the worker. In tire textile industry the time lost by workers became of accidents in tbe family, is {volubly greater than the time lost because of accSdcats in tbe mill Ttte textile industry as a whole has made aa rniiiMe record in is attempts to redoce the mxhfciit frequency rate. Re cently m North Carolina two mills were honored for completing five consecutive years of operation without a lost time accident. Many other miffs throughout the jndustiy amdonbtodly have equally good records. Three records exist be cause management and supervision hare untiring efforts to prevent accidents, and tbe worker has cooperated one hun dred per ccst Xt is regrettable that off textile atiBs rewnor bout of such fine records, but it b hoped that continued activity w3) improve this condition. It would be interesting to know the number of days lost by these mills having low frequency rates because of off-the-job accidents. likewise it would be interest ing to know how massy accidents oc curred to ponbm of the families of the workers m these mills. There is no dcrubt but that an inspirational safety program in the plant w3t in many eases have a desirable influence on the attitude towards safety m the home. Unfortunately, in many mills the safety program it not inspirational. It is tailored to fit the util). It is built around machine guarding, a rale book, and specialized activity. There ts very little in the program that the worker con apply directly in his borne. This point can be emphasized by refer ring to a certain mill In North Carolina. The training director wanted to include a tea-hour general safety course in his pre-service training. The safety director objected on the grounds that a ten-hour course is entirely too short to give any effective safety instruction and hence it would be a waste of time. A ten-hour course, based on creating interest in safe ty, would have a very good influence on the worker, both on and off the job. Management is too often inclined to take the attitude that the company has no responsibility in what happens off the job. If tbe worker's home is to be safe. 574 33rd National Safety Commss, 1944 then it is op to the worker to make ft safe This assumes that each worker has the ability and initiative to organize and maintain a miniature safety program in the home. Certainly management should realise that time lost by a stalled worker because of a home accident means finan- dal loss to the company. Management should also realize that very few men have the ability and experience to organ* ixe and maintain a safety program, even for the home. Hence there is no justifi cation for the assumption that the average textile worker can make his home safe, particolarly when he is away from home most of the day and the safety interest in the community is low. opportunity to promote borne and school Safety. First, it has a safety organization which can be easily expanded to include home and community safety. Second, it has access to certain forms of safety literature which can be integrated into rnmmwrty safety education. Third, prac tically B mills have a certain number of supervisors who have completed the mscty-iir hoar safety engineering coarse sponsored fay the Department of Labor. Many of these men would give entheriastie support to a.community safety pro gram!. .It is believed that if management of the mill really got behind a home and school safety program, it would not take long for the average man or women in Fundamental* Axa Came the community to appreciate the value of the program. Fundamentally, a safety program for a community or for a school differs very little from a safety program in a mill. The elimination of unsafe conditions and unsafe practices are the primary objectives of each program. Both programs must be built around education, and the same fundamentals of accident prevention will apply in each case. In the mill the pro gram must have the active ^support of top management if it is to be successful. Likewise the success of a community safe ty program win depend on the active support of the leaden of the community. Who are these community leaders? In general they are the local business men, the local city or town officials, the school The average textile mill can promote off-the-job safety is. many ways. Each community will differ from every other community, and hence the plan suggested here may have to be modified in many cases.. Geographical, climatic, racial, and populating factors will have to be con sidered in each cant Bat the fundamental objectives wzU be the same in all cases and many of the problems of organiza tion and promotion will be the same. If a **^*a*> atitl has a safety program in operation the following features can be added: L Appointment of a committee on home safety: teachers, the ministers and the active This committee should consist of men church workers. Very few of these have or women who axe interested in safety, had safety training and hence cannot ap who own their homes, and who live near preciate the value of safety education. the general center of the. community. The Recently this writer offered to present a safety him and talk at a local church gathering. The leader of the group re plied that they had had a safety lecture about a year ago and she did not believe the group would be interested in another. members of this committee should be in terested in civic problems. They should have access to any publications oa safety which the company receive*, and they should feel free to use projectors or other equipment owned by the company. A local Parent-Teacher Association group decided that the ten-dollar fee. for the National Safety Council's School Mem bership was. too expensive. These points show that the leaders to the average com munity are not safety conscious, and that if the worker is to be safe off the job, some outside force must be found to stim ulate safety efforts in the home. The average textile mill has a great 2. Appointment of a committee on school and playground safety: This committee should be made op of men or women who have children in school. While the activities of this com mittee will be very similar to those of the home safety committee, it is felt that the magnitude of the problem will justify separate committees. This committee should have the same access to equipment Textile Section S75 and publications recommended for the be modified to fit any particular com borne safety committee, and in addition munity. In many small towns the textile the members should have the opportunity mills famish employment for as much to visit the school during school hours as ninety per cent of the working popu and thus take an active part in the pro lation. In these towns the attempts of gram. To be most effective the commit the company to promote community safe tee members should be permitted to make ty should find willing cooperation. In some of their writs, on company time. the larger town* and cities the problem 3. The company would pay the mem bership fee of the National Safety Coun cil School Membership for the local schooL The cost of this membership b b more difficult because the homes of the workers are usually scattered through out the city. Here the community safety program could begin with the school and only ten dollars and would probably rep resent a very small percentage of the cost of the company safety program. This membership would serve as a stimulus for both the home safety and school safety then work back to the homes. In many cases several textile nulls could cooperate in a home satiety program. Thb co operation should find many opportunities for rivalry and contests. committee ms its activities deal with safe The war has shown us that we cannot ty both in the borne and in the schooL afford to let accidents decrease our pro It b believed that no single expenditure duction axed thus prolong the war. In would return greater dividends to the dustrial safety has been improved and company in the form of reduced time loss accidents to workers reduced by vigorous than the investment in the school mem promotion of safety education. But thb bership. emphasis has not been directed to home A The company could supply homes safety and a* a result the past years rec with safety literature. This could be in ord shows about 24,500 workers killed the form of poblicatious from the Na in off-the-job accidents, and a much larger tional Safety Council and from the in number temporarily or permanently dis surance company, and mimeographed ma abled. These records alooe prove that terial produced by the company. For a there U a great need for off-the-job safety very small cost a safety calendar could promotion. From a national point of view be provided for every home. accidents must be prevented to shorten 5. The company could promote an an 'the war; from a humanitarian point of imal gm-togetber, probably in the form of a picnic, where accident prevention view accidents must be prevented to pre vent physical suffering and from a spir could be tressed through games and con itual point of view accidents must be pre tests. Safety awards could be given at thb meeting and the records and activ vented so that no man or woman will have to endure the anguish when acq- ities of tie various groups and committees . dental death takes a loved one. Promo could be presented. It b believed that tion of off-the-job safety b both a chal thb type of meeting would do a great lenge and a responsibility, and the textile deal to create interest in safety. industry can accept the challenge and shoulder the responsibility by expanding PnrMsms Always Vary its safety program to prevent off-the-job The five suggestions listed above could accidents. i 576 33rd National Safety Congress, 1944 Getting Active Participation by Top Executive* In an Aocxden! Prevention Program A Symposium XHinnfoii Leader: H. E. Whumb, Engineering Cqit, Marshall Field 9c Ca* Spray, H. C A. LABOR-MANAGEMENT COMMITTEE MEMBER MARTHA PITTKNGER Avondale Mills, Altxandsr City, Altlmt Oar Labor Management Committee is not a "War Baby." This committee was origi nated daring peacetime by the Chairman of the Board of Avondale Mills, Mr. Donald Comer. We were then thought of as a Mill Committee. To date the safety record of the BeveJle Plant is three million manhours without a lost time accident We have not dreamed op this record--we have worked for it-- and we are striving to make even a greater record. Some of the actual benefits resulting from the members" suggestions to prevent accidents are: 1. Safety guards have been pat around looms at the end of the alleys. Safety guard has been pot at the box plat form of the quill stripper. Motors also have safety guards. 2. Unprotected fast motion shafts in the Picker Room have a red safety cap. which stops when corning in contact with a person's rlotM-g 3. Self (filers have been established on all line shafting. 4. Holders for bp pros have been pot ax the back of the cards. 5. Slanting window srfia have been put in the Spinning Room. 6. Larger bottle containers have been placed throughout the will. 7. Fang have been put in several depart ments. 8. Smaller wheels are to be put on trays holding oil drams. This wBl prevent, the oiler haring to stand on rile slippery rhh of the tray sad wifl save ofl. 9. Chains have been put at the runway leading from the miH and are put np when it rains so that the employees win use the step*, thereby, preventing falls. a SAFETY DIRECTOR DAVID Z. WALLEY Personnel and Safely Dir.. Peerless Woolen Mills, RossviBe, Ga The executives of a plant are definitely sold on safety when they employ Safety Director to design, systematize and stimu late a workable and effective safety'pro gram. The responsibility of management, however, does not end there. They, too, most have a designated share in the pro gram if it is to be truly adequate Ways to Axeman Management'# Xutescat Since executives are most easily influ enced by what they can fee in black and white, an appeal to the eye or through the printed word will he the Safety Director's best method in gaining their interest. First of all, use attractively prepared graphs and charts which explain as briefly and con cisely as possible the plant accident reposts and waste records. Secondly, nse selected slide film and movies which illustrate and put over in a very few minutes more than the average Person can in a lengthy con versation. Thirdly, nse selected short topics from safety periodicals; and finally, use State and Federal laws which were node to help protect the working man. The Safety Director should be well versed in both types of law in order to interpret them in telligently to management Textile Section 577 "The black and white method," however, is not the only one which the Safety Di rector can nse advantageously. There is not a single top executive in the United States who is not realty sincere in wanting his' employees to have a safe place in which to work, or in wanting their families to "kick" the employees will get when the management personalty awards the prizes, other publicly or privately, in his office! For continued results, such presentations should be publicized with pictures in the bouse organ. As for the house organ, one cvmw place avoid needless suffering because the bread, too much emphasis on the safety articles winner had an accidrnt in Mr plant. Tims which it contains and which are signed by tiie humanitarian standpoint is often effec a plant executives tive in enlisting the interest of manage mentIf the morale of the employees is affected by the high frequency or severity of acci dents and needs a boost from a psychologi cal viewpoint. mnngiimrnt is always glad to lend a helping band to reassure them. Training Within Jetarf, the insurance agent and Safety Engineer, as writ as other outside agencies; are often a big help to tiie Safety Director in arousing manage ment's enthusiastic cooperation. ffemtits Gained If the executives actively participate in the accident prevention program, the em ployees will have a much safer place in which to work, as an executive will see and suggest immediate improvements that possibly the Safety Director was just hop ing for in the near future The supervision of employees will be much improved and their instructions will be more thorough with regard to safety. The first aid and medical facilities should improve in the Ways w--Actively Participates same ratio; the morale of the employees One of the most mmsnosi ways to gam will be higher; and the fear from financial the active parthapatioa of management in loss doc to accidents will decrease. a Safety Program is to invite the execu When top management participates, the tives to the safety meetings. Their presence foreman will also benefit, as be will have proves to be a great asset, arousing the a more regular work force; his operating interest of all present. costs wifl be lower; in all possibility his Many companies have committees to make production will increase; and he will have regular tours of inspection throughout the more pride in his department. plant Needless to say, an executive adds ' The rewards to management will be much prestige when he accompanies the greater cooperation from the employees committee cm its rounds. and foremen and a lower cost per manu A number of plants have schools for safety instructions. The attendance of these classes by management will not only en courage and reassure the other participants hot will also transmit this feeling of en thusiasm to their fellow workers. factured wait The snooeas of the Safety Diredor'a pro gram is assured when management and labor, with a unity of purpose, fight for a common cause--the war against accidents. A safety contest announced by a signed letter from a top executive arouses a spon taneous, contagious interest. He will en joy tremendously serving on the committee to choose the winners- And think of the Other speakers presented the points of view of superintendents and foremen. The symposium dosed with a discussion led by Mr. H. Williams Women in Industry THURSDAY HORNING SESSION October 5, 1944 Printingr Maos SwKTt, FkU Dir., Womaa i Quid Labor, Indurtri*! Gonmimion of WiaanWi tffimwhec, Wts. Work Injuries of Women By WL D. KOSSOSIS CWtfi IndustrialDirv Borom of labor Stat*Mk% XT. S. Dq>t of Labor, Wtahittoa. D. C. Whenever men gAlln, tbe dbowiioo-- if continued lone enough invariably gets around to tbe subject of women It is en tirely normal, therefore, that tins Congress also pay attention to this subject during its closing session. Women have played an immensely im portant role in industry during the last four years. Next to hoys and girls of school and college age*, women have been the largest reservoir of the labor supply needed to replace men tlrawru into tbe armed forces and to enlarge die crvQsan labor sup ply beyond normal peace time needs. Be tween March 1940 and Fdmaiy 1944, tbe number of women in our labor force in creased from 13jOQ6jOO0 to 16*630,000, or by 3,6W/I00l Of tbe country's entire female population between tbe ages of 14 and 64> nearly 26 per cent were gainfully employed early m 1944. That means one woman out of every four was working outside tbe hornet Most of tbe increase came in tbe age groups above 34 years. Tbe increase in tbe age groups below 35 barely' exceeded the expected normal peace time growth. But tbe increase in the age groups of 35 years and over was ooe and one-half million* in excess of tbe normal growth. Two and coe-balf million women were added to our civilian work force in the single year between April, 1942 and April, 1943. To fully appreciate what this means, it should be noted that this gain in tbe female labor force equals the gam during the entire decade between 1930 and 1940. With the sharp increase in the relative proportion of women in our civilian labor force, it was inevitable that they should suffer more disabling work injuries than before. Although there are no cotnprcbeiH rive figures on this subject, tbe statistics of state workmen's compensation boards are illuaimating. In fUxnois, 3,077 injuries to women work ers were reported an 19401 (This szaaber, incidentally, does not bdode (Stabilities of less than right days* duration, and probably does not represent more than 50 per cent of the total of dtsahting injuries.) la 19(3, 6*792. Whereas these injuries in 1940 com prised 7.9 per cent of the total injuries re ported, they comprised 12.4 per cent in 1943. hi Wisconsin, the reports to tbe Industrial Commission in 1940 indicated that women had 7.1 per cent of all reported work in juries. In 1943, however, tbe number of injuries reported for women was nearly three times as large, and amounted to 14jD per cent of tbe total. In May of 1944, they bad risen to 17.1 per cent. The experiences of other states tdl much the same story. Tbe upward trend in tbe total number of accidents to women was inevitable with tbe sharp increase in their employment. How does tbe accident record of women compare with that of men? If overall fre quency rates are an -mdiration, tbe experi ences of women workers generally axe no worse than those of men, and frequently they are better. 580 33rd National Safety Congress, 1944 Data Scarce The most frequent complaint voiced was Data on the accident' experiences of the difficulty of getting - women to wear women workers sire scarce. Few plants proper shoes^and adequate protection for find it necessary to compile separately the their hair/ In one plant, women workers injury rates of their male and female em refused to wear -protective caps furnished ployees. To get more light oo the problem, by the company because they were all of the BLS canvassed a number of plants and one color. Only after the company had pro received usable data from 68 establish vided a variety of colors, and gave each ments. These covered a wide variety of woman the choice of the color she thought activities, most of them in manufacturing. most becoming to her, did* the company Tndnflrrij for example, were 8 plants in the succeed in enforcing its safety rule. paper industry, 2 in aircraft production and plants in the printing; salt, tractor, chemi cal, trailer, steel conversion, and rubber in dustries. Another report commented: "We have experienced some difficulty in getting gixis to wear hair nets or safety caps when working with machinery. We have Vtn The frequency rates of these plants bear only partially able in ovocomuqg thk out the statement made earlier about the taken to overcome this lave fayw Msgefy aoddent experience of women. In a group to persuade them that their ap of 5 paper plants in the Fast, the composite pearance while at work would not suffer frequency rate for men for 1943 was 15.6. and flat it certainly would stud! less That for women was 11-3. For the first six chance of being fry ether aera months of 1914, the frequency rate for men tions/* rose slightly to 15.9, and that for women Another report commented: "Have went to 12.6l difficulty iff getting women to wear For another paper plant, this one in the covering and steel toe safety iboes. Have middle west, the 1943 rate for men was 3&0 succeeded about 100 per rrt* m <--< cov and that for women 112. For the first six ering and about 50 per cent on the weararg months of 1944, the rate for the m*n re of safety shoes." mained practically constant* (3Ql6) while that for women rose sharply to 295, bring ing it up almost to the level of the men. And still another - --Strict c&forucrocDC policy seems to be the aobtiou; women prefer to dress and act differently In a metalwoxkmg plant, the compara from others of the sex." tive rates for men and women daring the first quarter of 1944 were 43.6 and 31.6 respectively. Daring the second quarter, the rate for the men dropped to 36i2, while that for the women went down to 5.L For a sizeable group of rubber plants, That the danger from unpippcr hair pro tection is'a serious one is attested hr the figures of the New York Stale Department of Labor which reported fat 1943 dkrrtti serious head injuries to women when their hair caught in revolving machines. the 1943 frequency rate for men was 14.9, against a rate of only 6.4 for women. Most of the reporting plants indicated that the accident frequency of women work ers was as good or better'than that,of the men. In response to specific questions, a large proportion of the plants indicated that On the other hand, one safety director made tins significant "Whcs properly trained and selected for the job, I find they' are cleaner *>d more safety conscious than men, possibly because of their desire to prevent any tajmy fat may detract from their feminine With this attitude they also pay particular atten women took, time out for injuries which tion to their safety equipment and use it normally would not cause men to t . * time constantly." off. Similarly, they indicated that ..omen tended to report to the first aid room for treatments of minor injuries which men tended to ignore. The trick apparently lies in persuading women that their appearance omlsieU ffrf plant depends on proper precautions inode the plant. - On the other hand, a large proportion of Incidentally, the employment of women the plants reported that there was no dif sometimes results in work injuries to tww> ference between the sexes on both of these - The' following experience of a foundry is. questions. a good illustration of this type of h3-y3T*f Women m industry 581 For a number of years, this foundry bad employed three male welders. These men were well trained in the safety funda mentals of their jobs. In all the years of their employment they bad never experi enced a welder's flash. With the advent of the war, one of die three men left. Unable to replace him with another man, and with orders naming high, the plant hired a woman welder, (k the very first day she reported for work, both of the men welders reported to the firstaid roam for treatment for welder's flash, An analysis of the plant reports and the reports of state workmens compensation boards indicates that, on the whole, the types of accidents suffered by women* are not substantially different from those nfertd by men. A plant that is safe for sea gen erally is a plant that is safe for mm However, there are some ddocaoei One difference is that women appear to late a greater susceptihtlxty toward dermatans -vben exposed to various types of rhr--i cals. Again, they appear to he more mbjeci to strains than max 1fleet |kih do not put them at jobs that npnt hemy lifting, and, as you know, state tews fre quently prescribe the madmmm wigfot women may be required to Sft In mam plants the jobs performed by vtwa hawe been ^tailored" especially for dm Chherv use than only for selected < stiff others do not use them M of the nature of the work ptrim Ttlin Ji--tiing The analysis of the acridrte experience of one of the reporting pfous--a large paper mill--is Duriag aa tit month period, women in this adl had M disabling injuries. Of these. 5 wen sCfaias due to lifting.. But 8 accidents, fully one- third of the total, were doe to dipping and falling. The accident experience of women an shipyards, about which I shall tell you more shortly, sheds a tittle more tight on these slipping accidents. Work on the ways requires a good deal of walking around and stepping over air hoses, electric tines, and various other materials lying around. Safety engineers in shipyards frequently made the observation that women had a greater tendency to slip or stumble because their home duties have not accustomed them to lift their feet high and to dimh over xmpedaenents. While this *effects better housekeeping m the home than is usmBy foond m many industrial plants, and cer tainly in many shipyards, it nevertheless malt women more prune to these types of accidents. All of this, and much more that could be said, adds tap So the well known fact that it b t stumriy diffsnfl* to introduce into industry aadbom of persons--both women and nw whn have never worked in industrial pfoats before; who are a tittle nervous and apprehensive about their new employments, and often are considerably confused. The shritflfi I have quoted thss far ap plied primarily So --wnfiftnrinj: activities. In these, as 1 have pointed out, women were plaord at join for which they could readfy be trained. Some of these jobs were espe cially irhrtcd for them or tailored to their needs, A few of the reporting plants how ever. mde it dear that women performed the same jobs as men and under the identical CteAfloas. And even hero their accident experiences were as good or better than those of the men, In nearly all of these plants, however, women were performing routine and repe titive operations. What happens to the in jury record of women when required to perform work which is not of this char acter was brought oat in the shipyard study to which I referred earlier. The U. S. Bureau of Labor Statistics made a study of work injuries to women in 9 forge ihipjirdi, The study was con ducted at the request of the Maritime Cotnwuswon. The purpose was to find out if amubwts forards for women differed appccrisMy from those for men m shipbuild ing; d in what respects they differed. As you know, employinept in shipyards has giowa caocmomly during the last few years. Mote of the new workers had never worked in shipyards before. Consequently most men and aff of the women were green to their jobs. Many-of the new men, how ever, had worked m other in/ustrial pur suits, while many of the worn "ime from homes, offices and salesrooms, without any prior plant experience. Work on the ways involves a good deal of daubing; bending, stooping, stretching and sometimes woridgg in cramped post- 582 33rd National Safety Congress, 1944 tioos io crowded or dose quarters. At these jobs women are somewhat at a disadvan tage because their nasal modes of life and work do not harden than to these more strenuous activities. This is particularly true of wefdtog and burning operations. For a total -exposure of nearly 38 mil* lion hours, male welders averaged 41*3 dis abling injuries per million employee-hours worked. The frequency rate for women welders, with a total exposure of more than 16 million hours, was 64.6. In other words, for every 2 accidents to male welders, female welders experienced 3. Their acci dent performance was about SO per cent worse than that of the men. In only 1 of the 9 yards was She record of the women welders better than that of die men --and even here the difference was not very great, as the comparative rates of 41.4 and 36.9 Indicate. On the other end of the scale, the rate for women welders and burners in one of the yards, with an exposure of 1,135,000 hours for these female employees, was as high as 123.4. In this yard, however, male welders, with as exposure of over 2 million hours, also ran up the surprising frequency rate of 92.4. A somewhat similar situation was found for assembly operation*. Men averaged a frequency* rate of 58.5--women, a rate of 74.6. Disparity Disappears When we shift from these types of op erations to those in the electrical shops, where work usually is light and repetitious, the great disparity between the frequency rates of the sexes practically disappears. For the yards surveyed, the frequency- rates of male employees in this department aver aged 35.6. The comparable rate for women workers was 39.1--still somewhat higher, but not appreciably so. Part of the explanation for the adverse experiences of female employees in weld ing, burning, and. assembly operations lies in the lade of industrial experience al ready mentioned. That part of it may be due to a tendency of women workers to take time out for injuries which men would not regard disabling, is suggested by a comparison of the ratios of nond.isibling injuries in 3 of the yards. For 511 dis abling injuries, men reported 41,065 noodisabling injuries, or 80 for every disabling injury. For 425 dibbling injuries, women reported 19,960 nwvSiatiiwj injuries, or 47 for every disabling uuy. With the job hazards the same for both sexes, it is rea sonable to suppose that mac* would have about the same propnctiwitt wmber of pondisafeh'ng injuries as die mm. The fact that the ratio of nnndimbfiag injuries to disabling injuries was aeaify lake as high for men as for women, or putting k con versely : that women had twice the number of disabling injuries per ljOOO nomSsabhsg injuries as the men, strongly imrivih that many of the injuries for which women took time off were the land which men would have disregarded and woold have staged on the job. The study, among other things, indicated that in Shipyards women were apt to pay less attention to the necessity for first aid, which apparently is another reason for the lower ratio of nondisabling to disabling in juries. While they absented tfwmsclvcs from work more often because of injuries, they apparently did so frequently without reporting to the first aid station. The per cent of work Injuries which resulted in infection was 2.6 per cent for men, and 4.4 per cent for women. This is contrary to the experience of manufacturing plants, many of which replied that women re ported for first aid more frequently than men, and generally were more fastidious and concerned about themselves. In ex plaining this point, the safety engineer of one of the yards pointed out that women generally were much more careful than men when they first reported for work; and that this was particularly so If they attended training school. But after a while the cau tion wpre off, and the women were as bad as the men. Just another instance in which familiarity bred contempt. An analysis between the unsafe acts in volved io shipyard accidents pointed to some interesting differences between the sexes. In the assembling department, the unsafe pulling of welding lines caused 2.9 per cent of the injuries to men, but 9.5 per cent of the injuries to women. On the other hand, the insecure gripping of objects, or taking a wrong hold, was responsible for 3 U per cent of the Injuries to men, but only 4.8 per cent to women. Hen appar ently disregarded their persona! safety to a greater degree than woman by not tiring personal safety devices: fully 33.8 per cent of their injuries resulted from this unsafe Women at Industry 583. act, against cruy h5 per cent for. women. On the other hand, women were more likely to assume unsafe positions or postures: 37.3 per cent of their injuries were due to this act. against 28.3 per cost for their male co-workers. Outstanding in this group of unsafe acts was the one 1 referred to earlier: inattention to footing, which ac counted for more than three quarters of the injuries ta this group, against only a fraction of this for the men. The statistics for the welding and burn ing operations tel) much the same story. An outstanding feature m these operations is the differences in the injury distribution be* cause of the failure to wear guggle* as a protection against ffying particles. Oaiy 4.9 per cent of the injuries to women wet traced to this unsafe act, as 127 per cent for the men. But 4i) per cent of the women's Injuries were doe to Improper shoes, against only 1.6 per cent for the men. Women fell more frequently oa level surfaces than men. Out of 1,066 disabling injuries to women in welding operations, 15.7 per cent were due to such falls. Men had only 9.4 per cent of falls out or a total of 1,554 injuries. Sumlariy, women had a greater percentage of falls to lower levels, exceeding that of the men by ooe-third, as the figures of 162 and 122 indicate. But women generally protected themselves better from- Hying sparks. Against 14.0 per cent of the men's injuries due to this cause, women had ooly 95 per cent. Except for these differences, the experi ences of men and women were much alike. Because of women's greater .tendency to wear improper shoes, they had half again as frequent injuries to their feet. Men's feet were injured an 1&3 per cent of the injuries to welders and burners, but women's feet, 15.5 per cent. The same difference was noted in assembly operations, where the percentages of foot injuries to women was 15.7 per coat, against Hi) per cent for men. Women also had relatively more back strains, almost half again as many as the men. In welding and burning, the relative percentages of baric strains for women was 32L2; that for men, 8.2. These figures were closely matched by those for assembly work, which were Hi) per cent and 73 per cent. In summary, what may we conclude from those experiences? Id my opinion, the following is a fair approximation: A. In manufacturing plant* in which most work is repetitive and does not re quire much moving about in congested areas and no heavy lifting, and m which workers are subject to fairly continuous supervision, women are as safe or safer workers than men because-- L they are more apt to follow instruc tions closely; 2. they are more concerned about their kicks and more afraid of getting hurt; 3. they are anxious to make good and to prove they are as good as the men; and 4. they are less apt than men to show off by taking unnecessary chances. B. In heavier operations, such as those in assembling, and welding and burning in shipyards, which require considerable mov ing about and working in awkward or strained position, and for which direct su pervision is more difficult, women's accident experience is worse than that of men. The principal reasons for this appear to be: 1. that women's muscles are not accus tomed to the types of activities in volved; 2. that women are more apt to fall from elevations; and 3. that women have a greater tendency to fall over obstacles because they are not accustomed to step or climb over them. With the end of the war, there is apt to be a sharp curtailment in shipbuilding. Similarly, roost of our manufacturing plants will return to the production of peacetime products. In these plants women have demonstrated by their performances during the last few years that they have earned the right to be regarded as safety minded, if not more so. than their male co-workers. 584 33rd National Safely Congress, 1944 Safety in the Training Program lor Women Employees By RUTH M. LEACH Vico-Praadest, International Bioiom jfiddnci Corporation, New York City In 2 years and 7 months of participa whether for men or women, I believe we tion of our country in Worid War II, ought to take advantage of the sendees our Armed Forces suffered losses of 63,- of our best psychologists. It makes a 000 killed and 46,000 missing, a total of great difference bow we put ideas into 100.000. The death toll of our civilian the human mind. Sometimes a negative population by accidents in two years and idea will have the reverse action. One of seven months at a current rate amounts the factors of psychology which can be to more than 240,000. used to advantage in safety education is I do not wish to belittle the heroism the power of suggestion. I believe we and sacrifices of the men and women in should emphasise the importance of mak our Armed Forces. When we consider ing positive suggestions. This is a matter that their losses have been borne by about of repetition rather than reason, of din 4.000. 000 on the fighting fronts, and thening an idea into the mind until the mind civilian accident rate applies to about 125,- reacts in a certain way without thinking 000,000 people, we get some idea of the about it. Through posters and slogans terrible risks taken by those who are fighting for the preservation of our lib erty. From the standpoint of society, we say a thousand times "do it this way." The manufacturers of chewing gum, as pirin, and other commodities, are willing thousands of useless death are of like to spend millions of dollars to apply the consequence whether caused by war or by accidents. My part in this discussion is "Safety in the Training Program for Women .Em power of suggestion. Prizes for safety posters and slogans are money well in vested, for siot only do they develop safe ty ideas through the power of suggestion ployees." Obviously, this, area of the ac of those who see them, but they also de cident prevention program comes Into the velop a vast amount of safety-thinking foreground at this rime because of the on the part of those who submit ideas in influx of women into industry io connec tion with the war effort. In March, 1940, 9,000,000 women were employed; now there sure nearly 18,000,000. White I believe that the great ma jority of women will return after the war to the status of homemakers, there still will be at least two million more women at work than ever before in peacetime. When we consider the program of safe ty for women, one thing which can be said is that in any event the women at work are likely to be safer than they were before. For of 9,200,000 accidents annually in this country, 4.600,000, or one-half of the total, are home accidents. The number of deaths from home acci dents is 30,000 a year compared with 18,000 occupational accidents. I cannot conscientiously go on to discuss job train ing for safety without getting in some statement in regard to the need for edu cation to make our homes safe. Psychology in Industrial Safety inch contests. Psychologists have developed many types of aptitude tests. Probably the work which has been done in placing men in various branches of military serv ice will prove most valuable after the war when the experiments in that field can be studied and analyzed. It should be possible .to devise some reasonably simple tests to determine whether or not an Individual is prone to carelessness, and by ihi* means it should be possible to place such persons where there is less risk of accident Pride in the group, the psychology of the "team" in accomplishment, is another approach to the safety program. To a visitor at the main plant of my own com pany at Endicott, New York, one of the ideas which usually makes an impression is the signs in the various departments of the date of the last lost-time accident. When a department displays a sign such as "This department has not had a lost time accident since 1933,** each individual For the safety program in industry. worker in the department feels that he Women m Industry 585 does not wish to be the one to spoil the record of his fellows, la fact, be may feel more strongly about that than about his personal safety. Faxtfcereaore, there is a tendency on the part of dm older workers to watch aad Wp the begiawrs to avoid hazards aad tbs ei*a*s the departmental good starafiug. Foramen Hqr In the last milimii nothing can take the place of a good bmas. Foremen who are trained in sifi*y work aad who are made to rca&ae das safety is as im portant as prodaom, can do more than any other agency an aadteasa safe prac tice*. But here agwn psychology is im portant. Saying "doaV aad "bawling people out** if thy da. ift aec the method which makes foe succsml The fareraaa should feel that it as Ms doty to help people rather than to boss these. Foremen sbosdd of cswn km regular courses m irridcaS pteweatio*. AH em ployees shoafd be brought Into these safety studies form that to that For that purpose I believe. satfag a better than motion pictures or afids*. Whan yon tell a worker, for example, ahnut the danger of sauntering down the factory arsW while reading a blueprint, the teSug does fittie good unless the beam actsnUy visualises that worker reading the blueprint and bring run down by a trade coming up a cross aisle. With a motion picture we can create the proper mental image and pot it directly into the anod of the per son being taught. I cannot get away from the falsity of negative ideas. Al ways show people the right way ^rather than warning them against the wrong way. Safety for Women Woehos There is a difference in the safety of machine for men and for women. Wom en, on the average, have less physical strength than men, and an operation which may be safe for a man who must exert only 50% of his strength to perform, may become hazardous for women wbo must exert 75% or 80% of her strength to perform it. Women cm the average are not as tall as men and the levers and wheels at a height to be used advan tageously by the average man may be slightly too high for the average woman. Surely we have come a long way to the improvement of machinery. I believe it would be a good idea if twyoee of as could u -inionsd/ see a moving picture of the eifhisr dag d the sariy 19QCTt with its ovifhmd shafting and tying belts. The first aadanof iriitj device was the ftram wtiMa few Meismnrises, suggested by Stephana** in HQ ao re- about accident* in tie shag f terinf shifting and tying Mu, wtinf was tone until >912 Mm a smnft gros of of the Association of his and Saasl Elec trical Engineers an r.r--i trr a ggegr-- for the reaction of aehaeal acodinfu. Out of that meeting grew the Mm which lead to the nrgmirminn of the Ifanneal Safety Cowrit Safety adoration of employees and the development of safer tools and --chines have shown encouraging results, in 1913, tiie year is which the National Safety Council for Industrial Safety was organ ized, the death rate from accidents m the United States, that is for all kinds of acci dents, was 9SS per lOOjOGO population. In 1M3, despite all of our rush of mar work aad the expansion of the most hazardous occupations, the rate was 723 deaths per 104X000 population. 1 War that something further can be accomplished in remodeling some of our machines especially for use by women. We can reduce the physical strength re quired to operate them and we can make them more convenient for women to op erate. Knowing the initiative and inge nuity of our makers of markmc' tools have no doubt that marked improvements will be made m the postwar equipment of this country. Before dosing there is one point to which I wish to call ittratiop with reaped to the safety record of women. In March, 1940, the eon-agricultural employment in the United States was 36^600,000, the work-week averaged 38.1 hours in that year, and the deaths from occupational accidents amounted to 17,000. That is an average of ooe death from an Industral accident for each 4,100,000 man hours worked. In the year 1943, the av erage rum-agricultural employment was 3S^0000, the work-week was 45.5 hours and the number of occupational accident 5S6 33rd National Safety Congress, 1944 deaths 'was 18,000. That is, -there was one occupational accident death lor each 4,800,000 man-hours. 1 realise that these figures are somewhat crude in that the factory work-week has beeii applied to all non-agriculturaJ workers. But there is no doubt that the number of deaths from occupational accidents in propor tion to the number of persons at work and the hours worked by them was lower in 1943 than in 1940. Between 1940 and 1943 millions of men were taken from civilian occupations for military service and nearly nine million women left their homes to take over jobs in industry. These women were almost entirely without training or experience. Every kind of work was speeded up. In the speedup of the war effort, we have placed millions of women in industrial jobs in place of milions of trained men, yet the death rate from occupational accidents has actually declined. So far as X can see there are only two possible conclusions to be drawn from that fact: Either women are inherently more conscientious and careful than men or they respond much more quickly to training. Probably both coodttsioos Ire justified. But there are further reasons for believing that women do respond more quickly to training. From the 17.000 occupational accident deaths in 1940, the number increased to 18,500 in 1942 when large numbers of inexperienced women began taking over industrial jobs, but in 1943/ despite the further- ncrease in em ployment of women and the further in. create in hours worked, the occupational aedident deaths declined to 18,000. That augurs well for the future. In stead of the increase in employment of women in industry in the postwar years being a special problem from the stand point of safety, it becomes a hopeful sym bol. With more women in industry after the war than we had before the war, we may reasonably expect our safety pro gram wilj be stimulated and improved. I do not hesitate to predict that we shall find them setting the pace of industrial safety in the postwar years. Monqgmfnt of the Pregnant Woman in Industry By 1ST. COU XL D. MUDD Boat Surgeon, Su Antonio Air Service Commend, AAF, Kelly Field, Tna The old saying that there is nothing new under the sun is just about true with re spect to the problem we are about to conrider namely, that of the pregnant woman in industry.. There -is hardly a thought, an angle or .fact of this problem which has not been quite fully covered, either ha publica tions of official agencies or by specialists in the field of obstetrics, gynecology and in dustrial medicine. Women are in industry in larger numbers than ever before. They arc not changed because they are in indus try, nor is the process of pregnancy changed. But there is one thing: that is, or should be different. An industry manned by women is no longer or should not be, the industry manned by men. Personnel methods change; safety,.industrial medicine, sanitation and hygiene are dunged by wom en, and especially pregnant women, being in industry. The Koad for Female Workers The need for female workers began long before die war ha the period we then -*** the "Present Emergency.** A form of prosperity descended on the country as a re sult of the increased industrial activity in cident to the War in Europe and Aria and more jobs for women gravitated to jobs normally performed by men. In the begin ning the jobs taken by women were of the traditionally light type but as the shortage of male labor became acute, women took on many jobs of the heavier type m trades, manufacturing, transportation, etc. The shortage of manpower in recent has necessitated the hiring and continued em ployment of many pregnant women and the experiences resulting therefrom will be of value in the handling of this problem in the future Women are showing that they can perform efficiently not only the traditionally light jobs bat also in. heavier jobs and that pregnancy is not a serious bar to efficient performance of duty. in December, 1942, 12^00,000 women were at work in industry m this country. Women in Industry $87 About 3,500,000 were added during 1943, tipathy was so great we employed a full and by July, 19H, it was <tfimated there time woman's physician to perform these were 16,449,000 women employed m gautful examinations. Her findings have demoo- occupations, exdesrve of agriculture. The started the wisdom of that decision. The distribution by age of the female labor examiner should be thoroughly familiar force as of March, 1944 was, isder 2& with the industry or plaot to which the 13.1%; 20 to 24, U; 2$ to 34, 23%; applicant will work in order that the ex35 to 44, 21.5%; 4$ wsd over. 235%. Tins ataamation will be worth while and the appli included 40CU3Q0 wirmplnyrd. cant or employee have confidence therein. The birth rate as the United States has increased every year hoc the low m 1933, when the rate was the lowest in the history of the United States, vis.: 2&6% per IjCfiDt to 1942; when it was 21% per MBOt The rate has begun to drrnm and every mouth of 1944 is lower than for the eowrespoodmg month of 1503.* It ibodU be noted that the rapid waitiwt rise In birib rate was due to more women hang ckir first baby,, while the birth race in fiamflhes with five or more children hns cnrinnl its pre-war downward trend. Is spite af de increase in wartime babies, totjr Mas m the United State* seem doomed. The conch- Whether an employer wOl accept a new applicant who is pregnant is a matter for each employer to decide. Certainly be, as weS as the employee herself, has a right to know whether or oot an applicant is pregnant, if it can be reasonably determined. During the present manpower shortage the hiring of trained women m the early weeks of pregnancy would seem to be indicated. But to hire an tm trained pregnant appli cant would not seem to be justified. In the abeoce of manpower shortage; the fairing of a known pregnant applicant would hardly ilia justified males* she has ncmsnal quali fications for a specific job. ood is that toe yomog wnmen who one bet ter aide to withrtind wash vkfle pregnant form the majority or cases n ptvgniww women at work. At Kelly FMd. Texas, a Serf* more %; of the 184300 employees ace women. It is interesting to noee chat 99%% of these women are married. Varions estimaies of the pregnant women ran from 3% to 6%. Therefore; it is estimated that there are 480,000 to 960,000 pregnant women m indus try. Until all industries adopt a sensible and wholesome policy with respect to the pregnant employee, it win be impossible to determine the extent of this problem because many, if 'not most women, in the face of an adverse policy will conceal their pregnancy as long as possible. The entrance examination of all women in industry (in my opinioo, which is not based on any War Department policy), should mdode a careful pehric exammatioo. We should consider onr health education to be in ** f*l we ***** say that women will request or at least consent to complete riamemtion at time of employment. Needless to say, the exanuser most be rmnpetvnt to perform t&e examination. At Kelly Field, we learned very early in the present War that there were hundreds of women bemg hired who never bad an examination, and the an Bohcy with Kcspvct to Pregnancy This paper is oot oacccrscd with the vari ces policies that may exist with respect to employment and oontiimfri employment of pregnant women but it is. concerned more with suggesting what should be a proper policy for the good of all oooceroed. T -fuel that the War Department has adopted a splendid policy with respect to pregnancy. It is contained in War Departmast Circular No. 286, Sect. IV, dated July 10; 1944, ra brief it provides as follows: **A pregnant woman should not be em ployed after the 32bd week of pregnandy or abould not return to work until six weeks after delivery and then only with the ap proval of her physician. They should re port their condition to the Industrial Medi cal Department what pregnancy is deter mined and then report tor examination aod/cr consultation every two weeks. The cudostrial doctor will then report to the employee's private physician any unfavor able conditions. The pregnant woman should not work between the hours of 12 midnight and 6 am nor more than 48 hours a week. Wher possible, two ten aemute rest periods should be arranged. They should not be assigned to work requiring heavy lifting or 7U, S. Dnt f Cenatn*. fidrem of Com, Unrititr Viur Slitrxka Bulhkaa--VoL . No. a-- A*f. It, 1944. 588 33rd National Safely Congress, 1944 strain or work which ia the opinion of the industrial doctor or employee's family physician would constitute a hazard. Ma ternity leave should cot jeopardize the em ployee's job or her seniority privileges un necessarily." This policy was arrived at only after considerable consideration and study of all existing information and recommendations. It is a fine policy and is recommended to you for your adoption. In addition to the above; it is suggested that the pregnant employee be assigned regular hours. The above quoted policy was followed August 1, 1944, hy a War Department Civilian Personnel Circular, No. 96, which deals with the subject of the pregnant woman in industry. I also agree heartily with the policy contained therein. In effect it states: "Special consideration should be given to tbe utilization of the services of women during pregnancy. Inasmuch as their em ployment is temporary, they will not be assigned to work requiring extensive train ing (ten days or more). They will not be assigned to jobs inimical to their genera! health. With proper precaution on the.part of the placement officer and with employee cooperation in making the fact of pregnancy known, assignments can be made with mu tual benefit. When ever possible, the serv ices of employees who become pregnant after employment will be utilized to the maximum extent consistent with their con dition. The determination of the work they can do should be made only after consul tation with the medical department'orwith the employee's own physician. The Medical Department or Civiltan Personnel officers should so far as may be necessary assist employees in making contacts with estab lished community agendcs giving prenatal advice and care. No employee will be asked to resign on account of pregnancy. Ia the event it is not possible to utilize her serv ices she should be placed on maternity leave." Effect of Policy The employer who says he will continue the employment of pregnant employees will be well advised to have a highly qualified doctor or group of doctors <m his pay-roll. It is difficult enough to diagnose pregnancy in first six to eight weeks thereof, even with the cooperation of the patient. In these early weeks diagnosis is fraught with maty errors mud concealment is easy. We have overlooked for years that miscarriages oc cur most readily in the first three months of pregnancy, that is in the so-called first trimester and least often In the second three months or second trimester. To refuse to continue employment to pregnant women will result in women concealing tbdr preg nancy in the weeks that their safety is most often endangered. It also results in an un known, but possibly large, ntimber of abor tions. The end result is that the industry suffers the loss of an employee. The em ployee's life and health and that of the baby are endangered and the community itself suffers. It is reported that in the years 1936-19(0; 751X000 deaths were due to preg nancy and childbirth. This is a challenge to a Democratic nation. Tbe rtAzfion of this death rate should he our goal. This tremendous loss to society should cease. Unless all women are to be ndafej from industry and this is neither practical, ad visable or possible; everything must be done to encourage room to report their condi tion to management and tbe taner must make determined efforts to place the preg nant employee properly. I was able to find very tittle information relating to compensation losses due to em ployment of pregnant women. I reviewed the lost time accidents of die San Antonio Air Depot since March, 19C, and was en able to locate a single instance where preg nancy had been tbe cause or contributed to a lost time accident. Women are prone to be. more, careful during pregnancy. Tins may be* the reason for sufih a good safety record among them. In one state it was found that ou the average only two claims a year resulted in cases associated with pregnancy. There may be some m this audience who have different figures on this. Work Supcrvixaon of the Pregnant Woman The eraM+aimmt of pregnancy which oc curs as a result of an improper altitude to wards this problem makes it impossible for die industrial doctor or nurse to provide, or. advise the provision of, proper work supervision of the pregnant employee. Ox the contrary, a wholesome policy regarding tbe pregnant employee makes it possible to place her properly. In general, tbe pregnant 589 womao should avoid heavy iftiag, standing, continued bending, : posure to tone snlwtaius, tions, occupations sense of balance, as for * ladders and stairs; power-driven, wood-* other machines where there is hazard. Pregnancy throws an additional hand an all organs of the body bat aaandy on Hn liver, kidneys and tlSod forming Wg*M Therefore, toxic rnbVarvrt tine effect (hate organs should be avoided din ing pregnancy.. Some of tbe more common are: lo4 and compounds thereof, radio active substances, turpentine, phosphorous, tacrcnij and its compounds, carbon monoxide, Ofkn^H sulphide, chlorinated hydrocarbons, volatile oils and explosives. It is not safe to assuror that a pregnant woman can work m a toxic wiwUnrc be cause the concentration in the atmosphere is "safe" for m1 persons because socalled "safe links* are not safe for the pregnant employee. So ranch for the physioiopcsl factors affecting she employmeat and placement of the prrgnanf employee. There are purely fhjikd factors as wefl. During pregnancy variations occur in respiration and poise rate. Tbe work of the heart is increased, the volume of blood b movement and mnirdir power are de creased. Research has shown that the safest and most economical loud to lift is about thirty-five per cent of the body weight. Is preguaacy this ratio shoold be markedly reduced and the constant carrying of any appreciable load, particularly upstairs or on an should be advised against State Unfits, as for example, those of California, should never be exceeded at any time. Riveting and the use of other pneumatic tools are occupations that should be avoided during pregnancy. Limited studies of these occupations have demonstrated the possible damage to the pelvic organs that can re sult either directly or uxfirectiy, even in so called "normal" women. In order that jobs may be rnSahe for tbe employee who becomes pregnant, a con tinuing study should be erode of all jobs in a plant or industry suitable for soch em ployees in order that placement will be readily effected when necessary. It baa . and 1 believe it to be rea, that there should not be a "preg- ie, one where a large k of pregnant employees are at uuk The psychology of such a situation Iffuffft Supervision, of the Pregnant Employe The medical supervision of the pregnant fUploytt is we& outlined in a joint staicOkuC made by the GnkLren's Bureau and the Women's Bureau of the U. S Depart ment of Labor b !9C In brief it suggests that adequate prenatal medical care should be available for every pregnant employee and the employee should be advised how smd where she can get sack care. The same hours of employment referred to previously are suggested in that report, except that the forty hour week Is preferred to the forty-eight. Tbe types of employment ad vised against are referred to substantially, as I have stated previously, and a manimum of szx weeks leave before delivery should he provided for. This is a good baric program. It needs some elaboration how ever. I am sure that all of us agree that the private physician i* the key-stone of a proper obstetrical program in or out of industry. His prerogatives should not be sidetracked. If there is a doctor in the plant or shop employing the woman, he should immediately determine from the em ployee whether or not she has a physician and 'if she has not to advise her to select one at once. Having selected her doctor, it should be determined which plan will be tbe most practical for prenatal care--the Smmwl'rate supervision of her physician, that of a local health dime, or an industrial prenatal dink. The hours of work, distance from her physician, ability to pay, willing ness of her physician to delegate prenatal supervision to a local or industrial clinic, are factors determining the choice of pre natal service. Under present conditions, with scarcity of private physicians, difficulty m transportation and fix day work sched ules, prenatal care ha the larger industrial plants are greatly to be desired. This pre disposes tbe willingness of management to provide this service atui the ability and will ingness of industrial physician and manage ment to conduct the dime. It should be self evident that the very 590 33rd National Safety Congress, 1944 continuation of employment itself is de pendent upon the opinion 2nd wishes of the employee's physician and the industry and the industrial doctor should be protected by having oa file the'agreement of the em ployee's physician in this regard, or at least, a letter to the employee's physician explaining that her continuation at work is his responsibility as well as her cessation of work, providing; of oonrse, that tender no circumstances will employment continue after the thirty-second week. Even though an industrial clinic does pro vide prenatal care, the employee's physician, mast responsibility for such factors as test for syphilis, pelvic measurements, care of intermittent disabilities, and the broad direction of the prenatal program. The industrial or health agency clinic should concern itself with continued proper place ment, general dietary advice, advice as-,to clothing, exarnrrntioo of the mine; check ing of hemoglobin level, and possibly bleed ing time, and determination that the employee is cooperating with her own physi cian. Mental and personal hygiene Should also be considered. A form letter should be prepared and handed to each pregnant employee outlimag the policy of the con$afiy the services that are offered, the cooperation between the industrial doctor, health clinic and private physician and any other matters peculiar to the particular industry or location. A careful history form should be pre pared and the employee, for her own "bene fit, urged to complete it honestly. History of previous miscarriages, abortions, tox emias of pregnancy, and difficult deliveries, should advise against continued employ ment Such conditions as malposition or premature detachment of the placenta, sad continued vomiting are contsamdiotiftca for continued employment Interesting studies now being made on the factor m human blood will, in the near future, afford ex cellent evidence as to the possibility of xmscarrtages in some cases that heretofore have not been understood. These experiments have gone so far that-miscarriages or a serious disease of the newborn child can be predicted. Tins is a complicated subject that need not be further discussed in this, paper. It can be seen that the control of the pregnant employee in industry is a complicated matter, requiring the coopera tion of many people. It would be advisable, therefore, to form a committee to be known as the "Women's Health Sc Safety Commit tee** or some other similar title to consider this and similar problems- In 194 we formed such a committee at the San An tonio Air Depot and, I am sure, it has had a wholesome effect Where there are preg nant employees, proper rest rooms, eating places, rest periods, and uaatportatiou, medical facilities have increased significance. Such a committee can dig into all such problems and exert a tine jnffucnrr on health, safety and morale. It must be expected that the extent of absenteeism in the case of the pregnant woman will be greater than that of the noopregnact, m spite of the dimtnxabed ab senteeism that results from ccjration of menstruation. This increased absence can be controlled somewhat by the health edu cation andMOoutrol methods referred to pre viously in this paper. The pcegnaal em ployee who is on a sax-day schedule should be permitted an occasional half-day off to $ee her physician, for example; rather than to arrange for night appomtaneata. It is not the purpose of this paper to draems the assistance to be gives - the pregnant employee who has small children to super vise in her "free" hours. The cowimittre we referred to previously should look into tfais also. Day nurseries have sprung up m every large city. We early sour the need for them in Saa Antonio and there are sev eral in operation. The nurse or doctor in Industry should carefully evaluate the prob lem of tor mdividual preguant employee In the usual case cootmtiatiou of woek by such employees with small children to be cared for on a "second shift** at borne is an almost impossible task and other ar rangements than industrial employment should be worked out. It seems to me that it Is the duty of every employer to encourage bis employees to subscribe to an insurance program whereby doctor bills, hospital costs and loss of time from work are compensated for. If at all possible, each plant, in my opinion, should subscribe to some ooe plan in order that by joint action as low a cost as possible can be arrived at Such a plan should pro vide for reunbarsemeat of average costs of delivery and for loss of time from work. Women m Industry 591 The absence of anxiety, stress and resultant worry decreases absenteeism and lowers mortality for both mother and baby, and induced abortions- The good of the entire community results. Maternity leave should be the privilege of every pregnant worker and she should retain her seniority as of die date of ber cessation of work. It Is noted that some onion contracts provide for a continuation of seniority *dtiring maternity leave. Her job should be protected for ber for a rea sonable time after defivery. This agree ment will vary according to local custom and thinking on the subject. The United States Department of Labor has suggested a standard wording for asks rewtfracte con cerning maternity leave. It embodies sub stantially the program we have outlined herein. Saturn to Work The new mother should not return to work prior to six weds after delivery and should not return ra say case until her physician approves. The lariating mother, of course, should not work. Whether there is war or peace, women wiU continue to have babies and they will continue to be employed in industry. When the labor market is good, I feel that preg nant women should be discouraged from accepting employment but the wisdom of having a blanket objection to continued em ployment of pregnant women results m the videos circle wc have mentioned before. There can be little reason for promptly releasing a pregnant employee until her physician or the industrial doctor or both decide oa ber release. Many writers and speakers oa this subject stress the matter of the investment that the employee repre sents to management. I don't fed that any definite estimate of this investment can be made. The figure of gSO&OO b most often stated. It is not good business, therefore, to release such persons until it is necessary. An attempt has been made to outline a broad program which has been found ac ceptable to labor, management, insurers, guveminent agencies and specialists in the field of medicine. Wood Products Section Executive Committee 1344-1945 GmtW Ckatrmtm---R. F. Caujwbll, Frost Lumber Industries, Inc, Shreveport, La. FicrCAe'iman--Louis GiAZta, Dierks Lumber & Coal Ca, Kansas City. Mo. Vicr-Ckmirmrm (Western Region)--Tk Kznra, Crown Zellerbach Corp, Csihlamrt, Soerrtorj--M. C. Goamm>. General Electric Co., Erie, Pat. Jfcmr Letter Cmmumttrr--Jack Dunham (Editor), The Mogd Go, Lmrisvilfc 1, Ky. vSX D. Jemkxks, British Columbia Timber Jk Shingle Manufacturers Assn., Vancph u; B. C, Canada X. E.QonK Edward Hmw Lumber Ox, Hines, Oregon. Cast. H- Risk, Southwest T.timber Mills, Inc, Albuquerque, N. Mex. bewray flnniffff Jams lxn>Dtt>Cl (Chairman), W. T. Smith Lumber Co, Chap- ^ Abu CXtAMTS Jans, Bftnmxoons Casualty Co, Chicago. HI. am Jons, The Snrty Manufacturing Co, fnc, Chicago, ID. F. L Minnt, Menominee Indian Mills, Neopit, Wis. Ctfsa* n PlEAtst, Sfeewart Research Senice Ltd, Vancouver, B. C, Inter-County Safety Asia, Tacoma, Wash. C--mffrr Axrava CLotubd fCAmnwanA The A_ W. Berritt Co, Bridgeport, CSU , Kmrhtrr HwafictBrim Ca, Naperville, ID. JL EC W&LMXli Gate City Sash & Door Co, Ft Lauderdale, FIs. 5tlifiiai( Commdttt* Tckitj Guza (Chairmm), Dierks Ijnabgr A Coal Co, Kansas Oft, If* rtiatl F. BcaXDMza, State Industrial Accident Commission, Salem, Oregon. V. L American Seating Co, Grand Rapids. Mich. Fwirr Ciwaitfw--R. W. Hutchihsoh (Ckairmtm), Wood Mosaic Co, Lomsvflle, Ky. R. E. Bnif Oossett Lumber Co, Croasett, Ark. C. R. Ertxac, Potlatch Forests, Inc, Lewiston, Idaho. Progrwm CommitUi--Chamjes Jokes (Chairman), Bituminous Casualty Co, Chicago, HL Amna Guamm, The A. W. Barritt Cb, Bridgeport, Conn. ML C. Goawiuft General Electric Co, Erie, Pa. TD Kmtn. Crown Zcllerhach Corp, Cathbmct, Wash. *inai W. Kmsac, The Mengel Co, Louisville Ky. E. A. Mavis, American F.xcelslor Corp, Chicago, HL M&ahr Commit1 H. W. Beeguc (Chairman), The Surty Mamrfacturiug Co, Inc, S. L. Jr, Snow Lumber Co, High Point, N. C. Vitmd fiafr Cmwffrf C B. Cannon (Chairman), The Snrty Manufacturing Co, Inc, *0. C. Bccjau, RCA Victor Dxv, Radio Corp. of America, Inc, ramri>n N. J. F. W. Butnr, Employers Mutuals, Wausau, Wis. S. T. DmssALZ, The J. G. Brill Co, Philadelphia, Ea. *. Sots Faika, Greater Grand Rapids Safety Council. Grand Rapids, Mich. J. H. Lg. Rockford Screw Products Co, Roricford. ILL J. C Wbjoh, Lumbermens Mutual Casualty Co, Chicago, UL Sing Rjefresrototkj*--Glen F. Gmmw, Naliooal Safety Come?, Inc, Chksgo, IiL q^tfiiirilriiifii 593 594 33rd National Safely Congress, 1944 TUESDAY AFTERNOON SESSION October 3, 1944 PmUino: Gel CHAntMAir S. T. Dmuit, Safety F-ng., The J. G. Brill Co, FbiJaddphia. Fa. Safety m Wood Box Manufacture ByUfACK DDNHAN SeEebr Diecaar, Tttt Mwd Co. Iooinat^ Ky. For the benefit of ijxrobrrt who are set with wood box manufacture, I should Uke to tdl yon just flow our produc tion lines run on tins particular item. Lumber for the wood boxes as slopped into our mills from Ac south. Safety be gins at our unloading platform* m our lumber yards. T-umber haxuTVr* wear heavy leather gloves and leather sprats to protect themselves from slrrers. The Irmber is brought from the car directly on the Sowecators. These lotverators are kept at working level while the lumber is being unloaded from the car. This does away with the xm~ necessary lifting and makes the job easier and safer. The lumber is then polled by winch from the lowaators to electric traafer cars and then into the dxy kiln*. Oar dry kilns are automatic m operation with sliding doors. Tbcsc doors are all huug so that the guide camiot come off tbe track. After tbe lumber is dried it is again placed on electric transfer cars and is either placed in dry storage or brought to the swinging cross-cut saws. Again this lumber is placed on a lowcrator at tbe saw so that the saw operator does not have to bend over to lift heavy planks to tbe saw table. Rack cross-cat saw is provided with a guard and exhaust hood for removing saw dost. Automatic Switches Help ` We have stop-switches that automatically lock on the saw boosing* when saw is stopped This prevents the starting of the saw and accidents while blade i$. being This material moves from the saws to automatic' rip saws which are chain fed and guards are placed over the rham *o that tbe helper cannot reach into them. Kickback fingers are also installed on all rip saws to prevent the kick baric of slivers and dun pieces of material. Stop switches are placed on both sides of die rip saws so that either tbe operator or the helper can stop tbe markme at wiU. From the rip saws the material goes to Lmderman machine*. These machines it* quire qaagtet coverage of catting heads and guards must be used to prcvuut kick baric* from the automatir feeds. Stop switches are placed at the three operating points of these machines. From tbe liadermatn martiinr* the mate rial goes into the Striker planer. We have placed gravity toavtjw* front the lioderman machines to tbe planer. These elimi nate danger of strata and hernia because the hardier ts at working level and does not have to be lifted from tbe floor. These planers are provided with excellent chip breaker* and hood guards over die planer. The hanber then goes by conveyor from planer to the dooble^d equalizer. The ma terial being too light in weight it was nccrysuy to place spring hold-downs on the tgiuKcer to pxuuX kick backs. The heads on the equalizer are uvnplrrrly covered by guards extending into the eiliaaW system. Aafi4rick-barit* have been instaTbrt on the outride of die saw* to prevent the kick bat of ofhL The material ovnkg from die equalizer is placed on flats and b routed as nrarted by hydraulic hoist cotumonly known to most lumbermen as a doOy. Sides and ends from the cqualrnrr ore rooted then to the printing pjinn These printing presses are foil automatic feed wft all gears and ropers conrplrtriy cnwiri with guard*. Danger Points Art ftM Oar nailing machines are set ap into a unit production line equipped with roanjon from one machine to the nest Danger powfls snefa as the hammer bars and bold downs are painted red and each operator is cm* Wood Products Section 595 fully instructed as to tbe danger of injury movements, etc, occurring m tbe from,these two painted port* of the machine, plants. Lock type stop switches have been placed on tbe *"***** facing the operator so that when machine is stopped there will be no danger of tripping tbe machine from the foot pedal Tbe cods of the box are bored for rope We found it necessary to change layout on the lines not oo<ce but on several occa sions setter both production and Safety. In the case of guards for the equalizers tbe matter mechanic along with the opera tor, the supervisor and the safety director handles on single spindle automatic boritag tbe spring hold downs, the anti- machine*. To f&aovtr die danger of bring kick back features and movable hood guards caught by bits all boring is dooe in boring for the cutting head* This was quite a prob jigs. I would Eke to fsava box Tnantifarterc lem due to tbe fact that cutting on the for just a few miautr* to say that boring machine varied from 2" to 54*. Universal jigs, even they are costly will do joints were used in the exhaust pipes above more to nurrasc efficiency and safety on boring machines than most any other thing yon can do. We tie now wing boring jigs as all multiple spbvflc boring machines ss wtQ as the angle spindle throughout our mill*. the frame of the machine so that what the head* were moved from ope position to another, tbe hood guards traveled with tbe machine beads. Nip Points Are Guarded After the boxes arc assembled they are Another trouble spot was the use of nail carried by cmieycc to tbe stain department clinchers. These machines were built in our We use a water mix Dowiride stab*. As own shops from obsolete glue spreaders. All 'm know DowfchSe causes a severe skin genre had to be covered, tables welded to ish when It comes an contact with skm take-off side, and motor belt* completely surface*. To prevail das oar people who covered. Measurements were taken to find mix this stain wear gas mask, complete the nip point on tbe rolls, and metal guards face covering, heavy rubber aprons, rubber were so placed that the fingers could not shoes and rubber glove*. The people who reach tbe rolls. In fact tbe tip of a finger are dipping die boxes into tbe stain wear robber shoes, rubber aprons and rubber Stores. They keep their faces and necks coated with a protective cream. i* from the rolls, when pushed against the guard. But, Jet's leave the machines for a bit and see how the personnel was trained to The boxes move from the stain depart-. handle old obsolete machines on a new job. ment by conveyor to final inspection and Route sheets were carefully studied to from inspection to shipping docks they are find the sequence of operations. The safety moved by four wheel push trucks. department then made job break-downs of I suppose you wonder why I have talked each operation listing the operations step try marhmef up to this point. I was trying step and also listing hazards involved with to impress you with the fact that layout, each operating step. This not only showed design, engineering and guards do have their the method but made it possible for hazards place in the plants. to be eliminated before the job was started. We are vitally interested in machine gtmfdtdg but we are more interested in lay out, method and safety ttaintof. When a new job such as the wood box was started Naturally as tbe production on the boxes began we ran into faults. These were cor rected as found and soon a smooth operating department was in production. we immediately approached both the Engi To do this it was not only necessary to neering and the Production departments as train the foremen; it was necessary to train to the layout. With layout print* available women, cripples and new employees to do k was very easy to spot `"tight places,* aisle their jobs both on tbe machines and in hand bottle necks, machine sparing, trucking room work. hi roarhtar areas etc. We at The Mcogle Company are very fortunate in having an alert management and a Chief Engineer very interested m tbe Safety Program, so that the Safety Department has a hand in aB Goggles of plastic were issued to the nailers and to people working in the nail ing area. People were taught the correct torthod to me a claw hammer, to bold it by the cod of the handle to prevent palmer 596 33rd National Safety Congress, 1944 surface blisters and to use spiral screw drivers so as not to ptocb the hands while operating them. I believe what I have told you about our safety experience in box making ** applic able to any wood working operation. The machines must he guarded to prevent hands and fingers being injured in transmission and feed mechanisms and at the point of opera tion. Layout and mounting must he planned with safety as well as efficiency m mind. Good job mstructioa and supervision com plete the job. All these steps are necessary to safety. A New Safety Code for Woodworking Machinery By HBNBY G. LAMB Safety Engineer, Amncsa Standards Association. Nssr York City On February 25 of tins year the ASA approved the American Standard Safety Code for Woodworking Ualiirty. This is a revision of a previous standard winch was approved m 1930L Perhaps the moat fundamental change between these two tinrwmeats was brought about through an action of the Safety Code CnTchimf Ovumiftoe which enlarged the scope of this inject from "woodworking plants** to "woodwork ing machinery." The prerrioas document ap plied only to phr*** which went primarily engaged m some form of awodworitiafr whereas die present dnrumrat is now in tended to apply to woodworidog imrhwr ry wherever loriwd fkauw of tie wide use of a few woodworking marfikmt. snob as, circular saws, band sews aad jointers at the shipping and mahitBnace departments of marry large plants, this change is a definite broadening of the scope. As far as tie terhniral Pnrnw of the standard is concerned, we believe that the CXXmxuttCC has donC an it job in bringing this document into con formity with present developments' in the art of woodworking aad the guarding of these wMctimM, Tbe committee has prepared tins document to be partiadariy helpful by preparing not only tbe text of the standard code, but also as appendix winch disemses many of the important items and gives addi tional suggestions for the prevention of cer tain types of acodcata which could not properly be included in the approved stand ard Perhaps one of the most iatemdsf things we could do this afternoon would be to the reasons behind some of the provisions which have been included m the code. Warns of Ciuwdug Tbe present docarnmi inefndes a wtioo on plant layout. This section is particularly important for woodworking plants which at Ike past have bad a tendency toward crowd ing and where accidents tmdoobtodj have ben caused from employees loving so mad in aisleways Sn order to operate their ma chines. Tbe standard also pm many sug gestions on the construction of machines such as providing saw frames with Until* cast into the frames in order that too large a saw cannot be mounted on the mandrel. Whereas the standard recocacaendt ndhridcnl drive for each ***, they ckarty recogmre that away plant* are still work ing from belts, pulleys aad overhead shaft ing. Tbe standard has Specified that where belts aad shafting are wed a locking type belt shifter or an equivalent positive device shall be used to prevent the accidental start ing Of tbe The speed for circular saws was given considerable discussion in the committee. It will be recalled that the previous standard contained a table of speeds for various size saws which was based upon a maximum peripheral sraed of 10,000 fpm. Tbe old code also provided an additional tabic which was permitsable for so-called high speed saws based on 14,000 peripheral fpm, It was brought oat in tbe committee nxr rings that the safe spaed of a saw depended a great deal upon its construction and also upon its tensioning by the manufacturer. Eva the same blade might, under one tension, be good for only 10,000 ipoL, whereas if It were reha&nnered by the mamifartmci it might be entirely safe to use it at a higher speed. The revised standard lias, therefore; Wood Products Section 597 stated that circular saws shall not be oper mechanical hanHijng equipment, or hydraulic ated at a speed in excess of 10,000 fpm. equipment so that the rets may be drained especially tensioned for higher speeds before the logs are removed. with tbe maxiitium speed etched upon the The section on operating rules has been blade by the mamifartcrer. considerably extended from the previous As far as guarding the point of operation Here the most prominent change is oooocrned. tbe section on circular rip and croeaetzt saws has been brought into line with generally aerrptod practice providing has been a requirement that all cracked circular saws shall be removed from service. Tbe appendix includes quite a discussion of for a bood aad spreader aad nandricfcback this subject of cracked saws. This is of fingers. It b also specified that the bood shall be automatically adjustable to the tiiklnwts of the wood being cot. Perhaps the comparatively little importance to small saws, let us say less than 10 inches or a foot in diameter, but when you consider the most radical change m point of operation larger saws up to three or four feet in guarding has been with regard to swing saws. In the past tbe hoods on swing saws bare beat mounted rigidly and bare been diameter, each saw blade represents a con siderable investment and if such a blade cracks the owner undoubtedly would want to cover tbe top half of the saw to do something in order to save the blade. and the oiiik cad of the arbor. Tbe pres ent standard states that the hood shall be triaged at tbe bade and provided with an ctiaaka at the front so that whoa tbe sow is seaanHd So tbe bade of tbe table tbe bond wal rise oa tap of tbe fence, and when tint anw is mmad forward Ac hood will drop as tow aad mania In contact with, tire In the past many people felt that if a small hole were drilled or punched through the saw at the base of the crack it would pre vent tbe crack from spreading further into tbe body of the saw, and there is no ques tion but that cany times tins procedure did produce tbe desired result. They prob ably got their idea from people who did the same stunt in order to repair steam boilers back in the old days. With the ^hanging 4 Is Advised far As jointer guard ' in sack a way as W sac mi tbe old mutton4eg ad a hood which will adjust |p aad vertically in ac ordk being performed. This j--tirnforly because of fearing wide boards where prrwjrg; down oo the board, ib hail. Here, if the out to one side and does thn Sop of the board, then any board or snddro movement operator's hands onto the fcafioretbe horizontal swiag- to its position over times tins situation also has changed. Today vbm a crack develops in a boiler, a welder is biought m and he welds the crack. By the same token, we are told that today men with the .proper land of experience are able to weld cracks in saw steel. Unquestionably the mw manufacturers have also found out more about tbe causes of ended saws and U is. therefore, possible in most cases to prevent these saws from cracking in the first place rather than to repair tbe crack after it has developed. In the appendix it is recommended that; whenever a crack de velops so that it is visible to the naked eye, the blade should be repaired either by weld ing the crack or by grinding the teeth all around the saw so as to dimmate the crack, or by cutting a slot into the blade to en tirely relieve tbe pressure oa both sides of i of the standard the crack and at the same time by cutting Tbe biggest other slots arotaad the edge of the saw in i is concerned with tbe order to.keep it in balance. It is also recom o altui rets and mended that whenever a saw has been either j pits as order to prevent an employee. welded or slotted, it should be rete&sioned front faffing into a vat filled with hot water. by a skilled sawsmith. It would appear that Here several skenuto methods of operation cue of the important casses of cracking is are provided; saeh as, special non-slip floors, from a saw heating up, either due to im liftiMbeks aad life fines for the operators. proper tension or improper set of the teeth. .598 33rd National Safety Congress, 1944 Tbe sectional committee has provided one other feature in this standard which we be lieve will be of real help to safety engineers, particularly to those who have had com paratively little experience with woodwork ing machinery. This has been the inchmoa of sketches of seme of the point of opera tion guards. In tbe case of the swing aw hood which I mentioned previously, they have even included three sketches in order to show the relative position of this hood with the aw at rest at the bade of tbe table, tbe aw part way through a piece of wood, and also with the nose of tbe guard resting upon the able at the completion of the cut. It is hoped that this type of illus tration will be bdpful in rimaliriag the operation of some of these guards. ProbaUy everyone here at tins meeting is interested m preventing accidents from tbe use of woodworking nrarhwwf. Although this standard has beat prepared by a com mittee of technical experts and although the final document has been printed and given wide publicity; h win not do much actually to prevent accidents until the ideas which it presents are carried down'to tbe mamijwnwit and the *** in riit phmt so that these idsas are put into practical appli cation.' Here is where you men can do a real iob which cannot be done by an ASA Committee or any cat else but yeundm. THURSDAY AFTERNOON SESSION October 5, 1944 Presiding:' Gemzxai. Chaik.scaw S.' T. 'DtksnAix, Safety Eng., The, JT. G. Brill Co^ Phila delphia, Pa. * Malang-.the Sawmill a Safa-Place to Work. By B. F. CALDWELL Attorney, Promt Lumber Industrie*, Inc., fflirowjwrt, la. One would assume, from tbe subject assigned to sue to present to you today, that a sawmill is not a safe place in which to work. None hot an amateur would venture to say that it is. SawmiHfng is one of the oldest major industries in tbe Nation. It has never been safe work, and, to be perfectly frank with you, I don't know how to make it .safe, but, I am going to try and give yop some of my ideas on the subject which I have long had in mind. Consistently, year after year, logging and 1timbering are on the bottom of the list in both frequency and severity. Why is this so? Briefly, there are three basic causes; I. From the raw product, to the fin ished product, there are probably more actual band and machine op* orations in the manufacture of lum ber than in any other material. Z There has been tittle, if any, im provement of the means of mechan ical process in this industry for many years. X Logging and lumbering are now, and always have been, a low Wage industry, and a large per cenTdf the labor is unskilled. It win require but a few moments for me to show briefly bow many actual hand operations, and machine operations, are necessary in Ihe manufacture of the fin- _ isbed product. The first step is the brushing of the area in which the logs are to be cut/ They are cot, divided, then skidded and' bunched by means of teams, or* tractors, at the points where they are to be loaded on trucks, or the log train. When they reach the mill, they are unloaded at a ramp, or dumped into tbe pond, depending upon whether they are pine or hardwood. They are then floated, or boomed, to the log chain, and carried into tbe mill to the log deck, from which they are Jacked over to the carriage. . Tbe log is placed on the carriage and Is passed through the saw. Boards which are sawed off are stripped and. go onto the live rolls, which carry them, to the Wood Products Section 599 edgerman, who passes them through the edger. Boards are near guided to the trimmer table, and cut into various even lengths by the trimmer news. From there they move on the green chain from which-thcy are pulled and stacked on jitneys or wagons. The neat step is to the* yard, or kilns, depending upon the kind of lum ber. Tbe lumber which goes to the yard is stacked, and that which goes to the kilns is pro-stacked .on loin trucks and then dried in tbe kilns. After drying, lumber which is to be shipped rough goes directly to the car bnt if it is to be shipped dressed, it is carried to the planer, where It is dressed, and bandied, is some instances, and then sent to the dry shed, or to the car. . much initiative. Generally, such units are not standard accessories. The many types of machinery used in the various departments -of a sawmill, are of a type which can be used for an indef inite time, provided that replacements of used parts are made, and that certain re print are periodically made. They are somewhat like an old Node! T Ford, it will run just as long as you keep it in repair and instail new parts. Because the machines are of this type, in the major ity of instances, when a new sawmill is built, the builders will scour the country for machines from mills which have cut out, or burned out,- and when tbe new mill is finally built, its machinery will have been in use for many years, in other mills. It can be readily* understood why these practices, and conditions, are de In this process, the material is actually handled 29 times, and passes through 22 machine operations, or a total, of 51 dif ferent operations. This does not include the hrefdental operations- of -saw filers, millwrights, others, engineers, . firemen, ckan-up men, tram-repairs, and many others. terring factors to safety. It is rather difficult to explain why the fact that this industry is a low wage in dustry has anything to do with the safety of its employees today, but to one who has had tire experience I have had with sawmill employees in accident prevention work, the reason is readily understood. Now. with each of these operations, We. in the sawmill business, are faced there are one, or more, exposures--in per with difficult competition, so Hr as the forming; each step, one or more .workers labor market is concerned Our workers are subject to hazards--in each process, have left our mills for higher wage jobs. there are those temptations which the They were replaced by young 4F workers, unthinking, or chance-taking employee by old inexperienced workers, by.colored will not overcome. I do not know why there has been so little improvement in the'machine, or me chanical process of the manufacture of lumber, nor why labor saving derices, and methods, have not as extensively entered this field as in other of our major industries, bat such reasons, whatever they are, go beyond tbe scope of this paper. At any rate, the same equipment is being used today, in the manufacture of lumber, that was used a generation ago* AH Higb-Speed All machinery m use in sawmills is high-speed machinery, and in any high speed machine, wear is greater, and re placements and repairs are more fre quently seeded. Chard units to sawmill machines, saws, etc, must be purchased separately, or devised and made by the foreman of the department, if he has that women, by farmers during off season pe riods. When the labor scarcity first began to appear, most of our still managers would give u employee a release if he would .ask for it. But, the practice of securing releases became so widespread, that soon the managers had to refuse to let any one have a release. As a result, when a worker would ask for a release, and it was refused, he would go back on the job because be bad to. There prob ably have been many instances when such a worker wonld actually want to be fired It did not take many of the workers long to realize that they were not going to be fixed, and some of them took advan tage of that fact. As a result, extensive absenteeism very frequently tears up our crews and leaves them short handed Now that we have considered is a broad manner the three underlying rea sons why this industry has such a high 600 33rd National Safety Congress, 1944 frequency and severity rate let ns see what the cue should be. It would be very ixnpractical to consider for even a moment reducing the number of hand and ma chine operations, installing new and mod ern equipment, and raising wages exten sively. We cannot approach the problem by such means. Therefore, the alternative most be to cope with the situation by means of more practical methods which are available to us. Up to this point, this paper might pos sibly appear to yon to be an attempt to justify the accident experience of this industry, but such is not the fact. I have gone at length into the difficulties with which we are faced in accident prevention in Logging and Lumbering, or SawmiBing, in order to convey the idea that we are, in this industry, greatly limited in oar activities in attempting to reduce ac cidents, or in malting the sawmill a safe place in which to work. Now, here is my partial solution to the problem. Generally speaking, there are three baric, specific causes of industrial acci dents in this industry, the mechanical cause, the personal cause, and a combina tion of both. A very large.percentage of the accidents are the result of the latter two causes. To illustrate this conclusion, here is a short summary of the accidents that occurred at one of our mills, em ploying about 300 men, during the first seven months of this year. Some are Lost Time, and others No Lost Time. As I read this list, you can draw your own conclusions as to the causes involved: Cleaning up saw dust with broom and got dust in eye. Stuck axe in log and it fell off on foot. While loading rail, it dropped on foot. Jacking up truck, and jade block jumped out and hit eye. Went op on boiler to cat off steam, and while coming down, slipped and struck arm on hot pipe: While tightening bolt, wrench slipped and hit guard. Operating rip saw and saw struck stick, throwing it out and against op erator. Prizing fly wheel off starring motor and fell against track. Trimming box (lock with pull cross cut saw and finger bit saw. Transferring Inin car* and stepped in hole in tram. Walking across loose sill on repair job, and sill slipped off foundation, throwing man to ground. Unloading green oak off buggy, and it slipped off wheel. Pushing load of lumber, when pine fell off on foot. Carrying decking, and slipped on wet ground. Cutting hub off pulley with chisel, and chip steel hit eye. Repairing steel boom, and hit hand instead of punch, with hammer. Feeding shorts to moulder and tripped on short piece on Soot. Placing lumber in car, and posh in nun shoved in another board before loader was ready for it. Rolling lumber buggy by shoving on wheel, and catight thumb between wheel and load. You all will agree that most of these accidents could have been, prevented by the correct personal factor and this fact is true of the majority of our accidents. Therefore, since most of our accidents are the result of the personal cause, our main activity should be directed toward, the elimination of that cause. Mr. Caldwell then presented many in teresting points on preventing the per sonal causes of accident*. These included good supervision, education of foremen^ instruction of employees and activities for maintaining safety btocst' Wood Products Section Safety In Sash and Door and Planing Mills F. A. FRBDERICKSON Chief Factory Inspector, Industrial Cowmitcoo of Wsoaosa 601 Woodworking machinery and tools have many such managers and employees used hi the sash and door and planing today. mills have undergone the same careful Regulations were adopted by the vari development on the part of the raaoofac- ous states and the insurance companies tnrer as has the machinery and tools in to provide safety devices for these ma other classes of business.' The quality of chines but it was still difficult to secure the steel used in the various types of the cooperation of company officials be saws and cutters, and the design of the cause there were few, if any, manufac machines themselves all have continued to turers of point of operation guards for improve Automatic feed has replaced woodworking machines. It was necessary hand feed on most of the machines* The to enlist the help of employees in de constant urge to improve the saws; cut signing guards for such machines as circle ters and tools and the design and meth saws, jointers, shapers and planers. ods of production no doubt will go on I was surprised at tbe results obtained .until the hazard to the operator will be by workers, taking hold and working out entirely eliminated. safety devices. Most of the guards were There are those in industry who wtU crude looking and made of wood but they say, "this is a beautiful theory" hot im prevented injuries. I often inquire of a possible of accomplishment. Yet, prac superintendent who the employee was tically all machines and tools now on the who had designed a guard or furnished market for use in sash and door plants the idea, then find this employee and show improvements and changes, which compliment him and possibly suggest have helped to snake the operator's job some slight improvement. easier and safer. I believe if you will follow this out in Back in the year 1918 when I first your own plants you will create in the became interested in safety, it seemed minds of the workers a pride in their that every employee of sash and door work and a real interest in the preven plants and planing mills had fingers on tion of accidents. hands aihlmg and that even included st*~ A foreman of a plant employing about and foremen. 250 men and women recently said that Accidents were occurring at an alarm guards are all right for the big shop where ing rale and very little was done to pre there is quantity production but that an vent them. It seemed to be the general this shop where a variety of work is done opinion of management and men that on the table saw; for example, dadoing, very little, if anything, could be done to grooving and notching, it is impossible to prevent accidents in woodworking plants. use a guard. It is an accepted fact, how Accidents were looked upon as necessary ever that a rip or cut-off saw may be evils accompanying the job. 1 felt then guarded effectively by the installation of that there was a job to be done. The first problem was to sell tbe man agement or owners. It was difficult at first to sell them safety because they- had been operating for many years without any thought of safety. This was also true of employees. They were reluctant to ac cept suggestions from anyone. They felt any safety device would interfere with production. They believed their efficiency would decrease if they could not always see the tool they were using. We still an automatic guard which completely covers the saw disc over the top and sides and automatically adjusts itself to the thickness of the material being cut, together with a spreader to prevent the material from bending on the saw and preventing kickbacks* Many of these saw guards are on the market today and have prevented many injuries. They are considered by the safe ty engineers as the type of guard best suited for ripping operations. Some em- 602 33rd National Safety Congress, 1944 ployere feel however that when they hare purchased these guards they- have done their part since they have complied with recommendations made by their factory inspector or their insurance company. They don't consider that this saw may be cook! have performed the operation with lest effort and with safety. Next to the circle saw as an accident maker is the wood shaper. Again, many operations are performed on the wood shaper that rightfully should be done on a be used for other purposes. They may moulder or sticker. These machines are install dado knives and cat a dado in a usually fairly safe became the catting heads sash or frame or do any other operation are covered by exhaust hoods and the feed where an automatic jrpreader-type guard ing is automatic. can not be used. The result is, the guard Many operations can, however, be done is removed and nothing provided to pro> safely on shapers if serious thought is tect the employee from contact with the given to safety. An eadosore guard cm cutters or saws. cover die revolving knives and head, allow The point is Chat' present guards for the circle saw are not aB-psrpose guards. If the saw table is used for operations for which, ft was not originally intended, then I would urge every employer to secure a guard -to meet the job be is going to do oct this saw. This it true of both cross cstt saws and the rip saws. ing only space under the guard for the work. It this type of guard cannot be used, a. form to bold the work can be buiit with substantial handles entirely protected by a barrier aromd the front and rides to pre vent contact with the knives or spindle. In neb eases it is n--s*iy to provide a form to fit each particular job. If this is done; the shaper can be made as safe as The circle saw is responsible for more any oiber*of the woodworking machines. injuries than any other marfame m the Another seriooi gralrer is the woodworking industry. Here is an anal bri feed jointer* Nine oat of ten jointer ysis of- W'aodmr accidents in ten se accidents can be pinujifad by efficient lected sash and door plants m Wbcuma guarding. The bjsrics occurring on jointers for the period 1940-1943. AH these plants do not all happen at the front or feeding had a good accident experience. Eigfcty- ride of the gangs bat often occur oa the trine of three ewe*'occurred at the point knife head at the rear of the gauge- Both of operation; 25 occurred from kickbacks, 7 occurred from contact with belts and pulleys. The circle saw eases were the largest in number,, with 62 cates, of which 39 occurred at the point of operation and 15 from kickbacks. There were nine shaper accidents and four jointer acci dents. all occurring at the point of op eration. ends of the knife are required to be pro tected with automatically operated guard*. Tbc most commonly used type of gourd is the automatic wing type guard. This guard, most of yon know, fa operated by feeding the material to rise'guard, forcing It oat to the .width of the material being cut. This guard 1ms prevented many acci dents, especially when jointing edges, brcaiase the space between tbe guard and fence fa Invest*gat-- Accident narrow but m in surfacing the Hat ride of material this type of guard will not protect Only recently, I investigated at) accident the operator should a board kick back. A/ to an operator who eras dadoing a window arch. The slots were $* deep and fir* wide. The arch was 5' hi diameter - sod kkkback often causes tbe operator to coxae in contact with the knives before the guard closes. A guard winch, when edging, would 4s// wide. He was holding it against the gauge with Ms left hand and trying'to feed it with his right hand. The end where he was feeding was almost through and the other end, after malting the circle, toached him ou the shoulder. He became frightened and his hand slipped onto the dado blades. If the operator bad' set an atrafficry gauge be forced bade to the thickness of Use ma terial and, when surfacing, would be raised so as to ride the stock fa safer. Such guards can be secured. There are operations where a permanently fixed guard completely cov ering too knife head could be used- This, however, is for the employer, through hfa superintendent and foremen to decide, de or fence on the opposite side, it would have pendent on the work performed on these helped in guiding the material through and Wood Products Section 603 I have mentioned in this paper the haz smaff plant i$ not high and this create* ards connected with some of the machines a problem because tbe management has not commonly used in the sash and door wm! been sufficiently sold on safety and therefore planing wills. I would mfas my calling if I failed to imxrtioa slipping which fa often, the cans* of operator* being injured on ma- file frequency fa high. This fa true of all small plants us other industries as well It becomes a real job for you and me to -sell chineay Tbe floors around and in front safety to the small plant. of woodworking machinery often become worn and sfippeay bereave of saw dust and shaving* from the machines and coostaat movement of the operator in front of the machine. There are * number of ways to guard against this hazard which are inexpensive and simple to provide. In some sasb and door plants coarse sand sprinkled in ginc or other adhesive act the fioor, rubber mats, and heavy gravel roofing paper securely fined to the floor are being used. Where rubber mats or roofing paper are used special precautions should be taken to replace than when, worn so that they will not be a tripping fraraid. Hazards are not great on band saws, stickers, moulders, ootebers and mortises*, because for the most part they are auto- maticaQy fed and the cutting heads are well protected by exhaust hoods. In oar State of Wisconsin there are zasny sash and door and planing mills, some of which are large plant* employing many In tbe larger sash and door plants man agement can areally be made safety cocsqdcuu To a degree you can sdi them the idea of providing the guards for the point* of operation on machines and provide the necessary guards for belts, pulleys, feed rolls, sheaves, gears and other moving parts. But m spite of the fact that they seem ready and willing to provide these safe guards, they scobs to feel that they have gone as far as they can go. Management m many plants does not realize that safety means more than providing protection for tbe man against tbe hazard of the machine. Tbe management should ! insist oa the use of all safety devices provided. Thfa fa x problem of safety education. Woodworking machine accidents, taken as a whole, are definitely preventable. Many of the sash and door plant* using every type of woodworking machines,'have made some oatstanding records. hundreds of men and women. In the past I am convinced that the real reason why year, 1913, 1600 accidents occurred in the woodworking accidents are not bring less whole woodworking industry. There cases ened or prevented is that we are not stress- are only those that come under compensa mg the engineering part of tbe job along tion where injured snffered a loss of three with the educational part. or more days times Of tbe 1600 cases, 409 or 2S% of the total occurred in sash and door and pfanhsg mills If all cases were considered, many more would be added and the lost tune would be materially Increased. Woodworking machines need to be given oar major consideration as they produce a great number of injuries. They are widely used So plants other than tbe sash and door and pfaring nulls. A large proportion of the woodworking gquipmegt is in use tit small plants where there is tittle or no supervision, where die men operate than t prill without any regard for safety. We must consider engineering, the instal lation of safety devices on the machine by the manufacturer and then follow with safety education. They most go hand in hand. In the installation of guards, it is neces sary to provide the heat guards obtainable. 1 lave found that home-made guards which have not been properly designed have sometunes caused accidents. When considering the installation of point of operation guards on woodworking machines, the first step should be to call * in an engineer who has has many year* of experience in designing point of operation protection. A good safety Skiff. Not High device fa the most inexpensive in both The ridil of the average operator in the Ufe and service 604 33rd National Safety Congress, 1944 Safety in Plywood Manufacture B, W. MURRAY Safety Engineer, Hartford Accident and Indemnity Company There are two parts to the problem of safety in plywood manufacture; The first is that of veneer cutting, which I think you will find covers more territory, and its op erations have more people employed than does the other end of the industry, namely, the matching and glueing end of the busi ness. This statement is made guardedly, however, as I have no facts or figures to back up the statement The only reason I make it is that in the Middle West most of our large exposures are engaged purely in the field of producing the veneer or sheet materia] for the plywood itself. Other sections of the country such as the Pacific Northwest and the South may have both operations in one plant. A successful safety program in a ply wood manufacturing plant, or in a veneer cutting plant, rests primarily on the man agement going oat all the way with no reservations whatever regarding the pre vention of accidents. The only way it can do this is to realize that accident preven tion is a part of production---That an in jured -workman represents a mistake m the production pltmnmg and scheduling. When and only when this attitude becomes the polio' of the management, then you are going to have your machinery of proper type and have such machinery safdy lo cated and guarded. In several plants I am servicing, there is an enforced rule that no new marhioc can be placed in operation tmtil the safety director has approved its location and safe guarding. This removes the possibility of the machine being operated m an unguarded condition. The supervision must also learn that the responsibility delegated to them by manage ment for efficient production means that production must also be as accident free as possible. One plant in my territory has adopted a plan whereby every accident is investigated whether an injury to a worker results or not. This is meeting manage ment's responsibility for safe production. I think the primary work in an industry such as the veneer cutting industry is essen tially that of removing physical hazards. This means the mechanical guarding of machinery and removing hazards in such work as the handling of logs, veneer, band trucks, and cases. The more this can be done; the surer you are to reduce ampu tations and sprains. ' `I'he log yard is a place to which too little attention is paid. Men are often placed at work here who are too old for the job and are allowed to work without sufficiently dose supervision. I know of no place where a death or a bad injury can result faster than when unloading logs from trucks or railroad cars onto the log piles and when taking togs from storage piles into the mill. In this* connection, attention should be given to hand tools, especially ranttvyJ^ During the past-year its one plant, we have had two bad accidents as the result of canthook handles breaking, and, in both cases, the canthook was bong against the grain. Only the blacksmith or tool repair man who knows wood grain and has had experience in potting cm new handles should be allowed to rehandle the canthooks. He should never use handles that are pulpy. The hook point or gaff should be kept sharp and be node of a good grade of tool steel, properly tempered, and straight pointed. Chains thodJ be Wfiomtly handled, in spected often, and the books and points kept m first class condition. Cables on der ricks and jammers should be carefully watched and replaced when they lava 25% or more breakage. To determine this break age the maintenance man can establish the prrrrnttge by taking the somber of wins broken per complete twist, and the formula used is: # The Wires Broken Total Ka of Wires K 100 = Percentage per Complete Twist When fids percentage is 25% or over, the cables most be replaced, and wc do not rec ommend catting oat the broken portion of the cable and splicing a new piece. The entire cable most he replaced. Some of you gentlemen may think that this is a Wood Products Section 605 drastic measure. However, how many plants in this particular time have a man who is capable of splicing the wires so that they can be positive that the cable will not break? having the logs properly prepared so that the bark is soft, and the installation of mechanical equipment for handling the logs from the vates to the peeling room and from there to the veneer lathes. log piles Drained Efforts should also be made to sell work Log piles should be on solid ground and be kept drained. Often drainage water is allowed to run under log piles. It takes no stretch of the imagination to realize what would happen were an unbalanced pile of men on the idea of hard toed shoes to pro tect their toes. The same procedure which I discussed at length regarding the canthooks should be followed in maintaining the peeling spuds. logs, some 20 to 25 feet high, to tip over Workmen should not be permitted to or roll onto a group of men adding to double up on the same log, or in other or taking off the pile. This happened only words, two men should not peel the same a short time ago. The only reason no log from opposite ends. The reason for men were caught was that it occurred on this is quite apparent because the slipping Sunday when no one was in the log yard of a spud m the hands of a workman can near the pile. cause -severe cuts and injuries to other Log vats are bad actors. The covers workmen. over the vats must be constantly policed Housekeeping is very important. The and kept in good condition. Broken boards floors should be kept u free of bark as should be immediately replaced to keep possible even though it may mean the hire men from breaking through them. The of a workman to do nothing but dean the workmen should be equipped with hip boots if the large, flat vats are used. To date, only slight progress has been made in this section of the country to find a successful method of eliminating the vapor over the vats m cold weather. The layout of the vats, however, appears to bold possibilities. Bolts are placed m one end. and the logs are taken out the other end onto the peel ing floor. The peeling floor or peeling room can then be pmctkalb ventilated be came it can be effectively heated. With the log vat loaded from one end. and the removals made from the other, it is not peersary for workmen to walk over the vat lops to remove logs- There arc sev eral effective barriers which can be placed over the location frqm which the logs are bring removed to keep the workmen from slipping into the vats. Steam vats which are rapidly coming into general use greatly eliminate the acci dents sneb as scalds, etc. This has been found so true that their installation and use can be recommended for the dimnotion of accidents that result now from hot water vats. Of course, this may raise the question of steam scalds; however, these steam vats are so bttilt and so ventilated that work men do not come in direct contact with the steam itself. The problem of preventing accidents in the peeling room is largely a matter of Boor. Veneer lathes, because of the heavy driving units, should have the driving mechanism totally enclosed by solid barri cades. or the individual gears and drives guarded by suitable enclosures. The thread bars for the spindles can be effectively guarded by slipping galvanized furnace pipe over them and anchoring than in place by stands from the floor and brackets on the machine. It is preferable that the log cores be dropped from the machine onto an in cline so that they will roll clear of the base of tbe mariiinc- Veneer clippers present the greatest haz ard of any machinery used In this industry. A volume could be written regarding the elimination of hazards on these machines if were to cover them all. I will only endeavor to touch upon the ones which have proven most frequent. tJlm the punch press in a metal industry, the most important part of a veneer dipper is the dutch. If repeats are to be elimi nated, attention must be paid to tbe adjust ment of the dutch and its maintenance, ppily inspections should be made of the machine by competent maintenance men so that the desired operation can be accom plished. I think most of the owners of dippers have had considerable difficulty with opera- 606 33rd National Safety Congress, 1914 tors and their hdpcrs getting cot in the knives of this machine. At the present time the experience proves that basically the hand operated dipper is the safest because a two-handed device can be most easily in* stalled. It is my frank opinion that the retain of the foot trip pedal by the manu facturer is a step backard. The reason for making this statement is that with the man using the foot pedal, there is no way of keeping the workman's hand* occupied and out of the path of the knife daring the clipping stroke as yon will find when the operator is using the hand trip machine with the two handed device. Gourd* Imhdkid It therefore seems apparent that point of operation guards will have to be installed in order to protect both operator and helper. If you will refer to the blackboard, yon mil see I have sketched a number of point of operation guards which have bent de veloped in Wisconsin to do this work. AH of these point of operation guards, however, are defective m that when the curled veneer is fed under the dipper fcxnfe, the operator or helper has a tendency to posh the veneer under the knife with Iris hands, thereby standing the chance of getting his fingers clipped off or getting badfy cat fry rtiuiag in rnnurt with the knife even though the blade is stationary. The State of Wisconsin has recently de veloped a standard for distance* m guard ing the point of operation on dippers which has proven effective. They require that the guard be a maximum of 1J4 hcfaei above die table and a mmimnm of 4 fache* away from the knife. It is quite obvious from this requirement that this removes the workman's hands from the danger zone of the knife. Considerable difficulty Is met in some plants with the trimming of the veneer on die take-off side. This can be easily remedied by building the take-off platform a maxtnumi of 54 inch away from the cutting blocks. I might say at this moment also that point of operation guards should be built on both sides of the knife. Considerable difficulty has bees encoun tered during the war in obtaining the proper type of whetstones on which they sharpen knives of lathes and dippers. Several plants hi our territory have de veloped wooden blocks with handles cc them on which they set the whetstones so that the mm sharpening the knives will aot get their hands too close to the blade. It is not good safety practice to endeavor to whet knives wbco they become too dull. They should then be removed and ground. This about cover* the field of mam haz ards found m the veneer cutting od of the plywood udwtey. Now we shall dis cos* briefly the matter of Axyxag, aialrhiny, and glueing of the ent veneer, and rite final processing of the finished plywood. Most of the atodtuii m and arocmd dryers are the outgrowth of impt--nrd feeding and take-off processes. Tins re sults in sore back* sod arms due to stoop ing and reaching plus the fact tintt the chyers are act at aa mmofortiMc level for the men and meases engaged in feed ing smf jylrpng off tb V-- The small which are packed up m the-fingers and haads of the propie haw- *bfs opccatioa caasc minor These cm* he cfimaueSed to soase eSat &y taping the fingers with aJhrasi tape. Closes have not proveu a rarer wful macdj for this difficulty. Proper vcotSstioo of the room he which ovens are located is uacasmj cipcaafiy hi warm weather when there 1* a chance of heat prostration. Salt tablet* should he provided for the tuipiiijrci* use hi this department. Tbe veneer glueing mad the veneer spik ing machinery as constructed today presents fittie or iso danger to the operators. The feeders should be protected syaw* contact with die feed wheel*. - however. The glaring process and the type of glue ing presses tuied vary a great deal from plant to plant, *ad this Is largtly a matter of dose consideration given to the opera tion and the proper setting of the veneer pressing and damping machines. I have presented only the mechanical side of this problem and have omitted all reference to the education of workers. Em ployee education is indeed important but management's, first consideration should he given to the plant safe. Safety Exposition Exhibitors EXHIBITION HALL--SHERMAN HOTEL Alphabetical List of Exhibitors of Industrial Safety Equipment Aetna Casualty ft Surety Co^ Hartford, Coco. Insurance Underwriter*. American Abwhre Metal* Co, Irvington, N. J. Safety Treads, Abrasive Paint*. American ABwrfe Co* Ioc* Buffalo, N. Y. Industrial Safety and Fire Protection Equipment. Aancitcuo-L^Fncacv-Po--rwte Corpu, EhdiB, N. Y. Fire Protection Equipment American Mai Cocp* Toledo, O. Safety Mattings and Switchboard Matting*. American Optical Co* Soutfebridge, Man*. Industrial Safety Goggles, Respiratory Device*, and Protective Clothing. American Safety Tank Co* Itenme City, MuSafety Fuel Tank* for Trucks. Ampflo Metal, Inc^ Milwaukee, Wia. Bayllhua-Coppcr Noa-Sparkrog Safety Tools. Automatic Canteen Co. of Awmc*, Chicago, UL Food Service*. Brack A Lomb Optical Cut, Borhwter, N. Y. - Safety Lcnwv and Goggle*. Boar Manufacturing Co* Ruck Island, HL ' Motor Vehicle Inspection and Correction Equipment; Static and Dy-Namic Balancing Machine*. TTnjaiinn Electric Mfg Co, Be* Pfcdaaa, HL Industrial Lighting Equipment; Call and Wanting Devices; Punch Press Safety Device Equipment. Buyvc-Campbell Co^ Dadtit, Mid* _ . ,. . . Face Shields, Welding Helmets, Safety Tongs, Gnnder Guards, Inspection Lights, Protective Clothing John H. Brock; lot, Springfield, Masa. Protective Creams and Hand Cleaner. Brown Shoe Co^ Chicago, HL Safety Shoes. R. H. Bohrfae Cou, Chicago, JQ. ,,, .... Safety Equipment and Allied Products for Construction and Maintenance Work. K. D. Bullard Co* Gan Franouco, GaL Safety Equipment. Borrouglw, Wellcome ft Co. (U-8A-) Newt York, N, Y. First Aid Equipment. 607 608 33rd National Safety Congress, 1944 CarbisuJpboil Co, Htllut, Tax. Antiseptic Emulsion, Ointment, liquid Soap. Canlox Coqx, Chicago, IQ, Fire Extinguishing Systems, Fire Trucks, and Mobile Extinguishing Equipment. Celanese Celluloid Carp* New York, N. Y. Plastics for Safety Devices. A. B. Chance Co, CeutruMo, Mo. IJvc Line Maintenance Tools and Equipment. Chicago Eye Shield Co, Chicago, HL Head and Eye Protective Equipment Columbus-McKimion Chain Carp* Tomwanda, H. Y, Chain and Chain Hoists. C-O-Two Fire Equip. Cot, Newark; N. J. Carbon Dioxide Fire Extinguishers, Hose Units, Manual-Automatic Systems, Smoke Detecting Systems. Davis Emergency Equips Co* Inc* Newark, N. J. Respiratory Protection. Combustible Gas Indicators, General Safety and First Aid Equipment. Dickson Safety Products Co* Los Personal Protective Equipment. CaL > Diodol Co., Kalamasoo, Mich. Ointment, Protective Creams, Salt Tablets. Docksoa Carp*' Detroit, Mich. Industrial Head and Eye Protection. C. B. Doigv Co* Westport, Com. Fungicides, Protective Creams, Skin Cleaner, Catting Oil Germicides. Dugas Engineering Ox, Marinette, Wis. Fire Protection Equipment. Dunn Products, Chicago, HL Industrial Protective Clothing Made from Rubber, Asbestos Cloth and Leather. Duo-Safety Ladder Corp* Oshkosh, Wfa? Safety and Fire Ladders, Ladder Shoes. R. L da Pool de Nemours ft Co* Inc* Wilmington, Del Hand Protective Creams, Industrial Hand Creams, Neoprene Products, Rayon Yarn. Eft}. Mamrfactnring Co* Philadelphia, Pa. Resuscitator Inhalator and Aspirator. Elliott Sendee Co* New York,N. Y. Foremanship Training Material. Bulletin Board Displays on Safety, Quality and Waste; Suggestion Systems. J. H. Emmoo Co* Cambridge, Mass. Automatic Resuscitation and Respiration Equipment. FinneU System, Inc* Elkhart, XruL Floor-Care Machines and Floor Treatments. Franklin Rcncarch Co* Pfdhidriplna, Pa. Anti-Skid Floor Maintenance Materials. Genenil-Dcftrait Corp* Detroit, Mich. Fire Protection Equipment. Safely Exposition Exhibitors 009 Goodyear Tire ft Rubber Co* Akron. O. Non-SUp Surfacing Materials. Holooanb Safety Garment Co* Chicago, HL Protective Clothing Made of Asbestos, Leather and Fire-Proofed Duck. Hollywood Turfann Product* Co* Chicago, HL Protective Headwear for Women Industrial Workers. Hynaon, Weatoott & Denning. Inc* Baltimore, Md. Mercnrochrocae and Thauris Lozenges. Industrial Glove* Co* Dutmlla, HL _ t c ... Protective Qr.th?ngj Gloves, Mittens, Headguards, Leggings, Flame-Proof bmts. XntemihMOil Otj*"****"" Products Go* Chicago, HL %# - --- I . . .1 111 turn VJUmHM r r* T.t.m.tim.1 SbOC Co. St. Loo!*, Ho. Safety Shoe*. Iron Age Dir. H. Childe ft Cct, Inc, Pittsburgh, Ps. SiMy Shoes. C. Waite Jones Co. Phiiidelphda. Psl Industrie Knitted Specialties, Protective Clothing. Jmddn Safety Appliinct Co, lAxmiOc, Ky. Safety Guards for Punch Presses, Splint Type Stretchers, fnahite Htnufit!urip, Co. Chicago. HL Safety Cans. Safety Flashlights. Electric Lanterns. Karel Pint Aid Supply Co. Chicago, HL Industrial Hospital Supplies, First Aid Supplies. Kaystanr View Co, Mcadvin., gn. Iadnstrial Vision Tests. Welter Ktdde A Co. Nor York. N. Y. FSse Freventioa amj ExtzDgmsbing Equipment and Systems. gi~h.n Sefety Products Co. ClcvvJsnd, O. Protective Clothing Gloves and Goggles. Ktear-Vu Products Co. Ncwatk, N. J. Safety Caps, Hair Guards, Arm Guards, Aprons. Walter G. Lcgge Co. Inc. Near York. N. YNon-Slip Floor Polishes and Treatment, Non-Sparking Floor Treatment. Lehigh Safety Shoe Co. Inc. Allentown, Pm. Safety Shoes and Rubber Boots. _ Lien Chemical Coep. Chicago, HL Soaps, Cleaning Compounds, Disinfectant*. Insecticides Deodorants, Maintenance Supplies. Ligbtfoot rtetwte Co. New Yk_ N. Y. Powdered Hand Soap for Industrial Use. Lom llfr. Co. Inc. Inrtjaiwpoli*. Ind. HaeWbyte Co. Kenosha, Wis. Wire Rope and Wire Rope Slings. Thom McAn Safety Shoe Co. New York, N. Y. Safety Shoes. 610 33rd National Safety Congress, 1944 B. F. McDonald Co., Lot Angeles, f>1 Industrial Safety Equipment Medical Supply Col, Chicafo, HL First Aid Kits and Supplies. - " Mcili-BIumberg Coxpw, New Holstein, Wis. Safety Line Markers for Roads, Streets, Airports, and Industrial Plants. Metropolitan Life Insurance Co., New York, N. Y. Life, Health, Accident, Annuities and Group Insurance. Melflex Products, Akron. O. Flooring Materials, Treads and Standing Mats. Mflbcm Co, Detroit, Mich. *` `/ Protective Creams and Plastic Safety Clothing. ' Mine Safety Appliances Co., Pittsburgh, Pa. Safety Eqnipment for Personal and Plant Protection. E. R. Moore Co, Chicago, XIL '' Work Clothes for Women. National Safety Council, Inc., Chicago, Cl Services and Material for Safety Education. * .,v, National Society for the Prevention of Blindness, New Yock N. Y. Conservation and Utilization of Eyesight in lndustry. ; ., k - * ^ - . f Oil-Dri Co. of Amnia, Chicago. HL Oil and Grease Absorbent. Oaoz, Inc, Sara Francisco, CaL Athlete's Foot Preventive- . : . .... -- ; r. 1 G- H- Rickmod Mfg. Co. St- Lonia Ha -' Skill Cleansers, Soap Di^pctocn, Cleansing Cream. IkUat SwffcMwt Co. Chicago, 111- Y .. Safety Ladders, Scaffolding and Work Stand*. ' - Phiter Mfg. Co. Hfirit, N. J- Sj ' O Maintained Air Pressure Liquid Fire Extinguishers. Fretectoeeel Chicago, m Safety Delicti for Hazardous Liquid*. Pyrene Mfp Co. Newark, N. J. Fire Extinguishers, Compounds and Systems. - - >. .= tx:f-- ; . ` ; ,. ,'i -tv .c-v/m . Bose Mff. Co. Denver, Colo. Industrial Safety Equipment. Safety Clothing & Equipment Co, Cleveland, O. Industrial Safety Equipment. Safety Kngiwiug. Mew York. N. Y. Publishers, Safety Engineering Magazine. Safety Fim Shoe Co. Hoftiaton. Mass. Safety Shoes. W. H. Salisbury A Co, Chicago, HL Linemen's Rubber Protective Equipment. A. Schrader's Son. Brooklyn. N. Y. Pneumatic Safety Control Devices. Safely Exposition Exhibitors SeUsirem Mfg. Co. Chicago, HL - Face and Eye Protective Equipment. Spencer Turbine Co., Hartford, Corns. Industrial Vacuum Cleaners and Dust Collecting Equipment. Standard Safety Equipment Co. Chicago, HL Personal Safety Protective Equipment. Stepan Chemical Co. Chicago, HL Skin Cleanser. Sttmshooa* Signs, Ine. Denver, Colo. Accident Prevention Signs. Tbe Strauna Co. Pittsburgh, Pa. Personal Protective Equipment. Sugar Beets Products Co-, Saginaw, Mi* Sirin Cleanser and Cleaner; Non-Slip Floor Treatment. Sorty Mfg. Co. Inc. Chicago, HL Safety Appliances for Machines and Underfoot Hazards. <L H. Tennant Co. Minneapolis. Mizm. Floor Cleaning Machines, Floor Seal and Floor Wax. Trimont Mfg. Co. Roxbury (Boston), Mass. Forged Steel Safety Tools. United States Army, Washington, D. CO. S. Safety Service Co., Kansas City, Ho. Industrial Safety EqnipzneuL Wagner Electric Corp. Brooklyn, N. Y. Industrial Hydraulic Brakes. Wahlart Products Carp. Brooklyn, N. Y. Industrial Safety and Fire Equipment. Watchcmoket Optical Co. Inc. Providence, R. I. Industrial Safety Goggles. Waeeriy Petroleum Products Co. Philadelphia, Pa. Oil Absorption Material. Weaver Mfg. Co. Chicago, HL Automatic Brake Testers "Safety Lanes." Went Drainfeeling Co. Long Island City, M. Y. Personal Protection Safeguards and Plant Sanitation Products. F. H. Wheeler Mfg. Co. Chicago, BL Protective AppareL WiQaoo Products, Inc. Pending. Fa. Personal Protective Equipment, Instruments. 611 I INDEX Ahacfibectsa: Central of Abaaataew* of tbc Wfl Wrote (MmU), 290491- _________ Mdbofe of CwSwH^ Atentasim la a Payer le- AcSfct AcjS' an&tio fac Mb m4 Toan Wotkrrt jXeuerh), 379-M}. Acokenl PwtM Cwimu win wax ufinafiTtrirr tCeOmsh 131-1*2. ., . Analyst* of AtfMinh as ts Length of Stnitt saf vJjZR*hlIZ`Ji<L*- t*bTM. i>-- 577-5*6. lateral Beeards of Off^t-Job AoddoO. had DfKuaoa- 59J-J97- coat Dmlofonrotf Indostml Accident lr- proting Manroifr od lojwy Kata Calcalatiaaa fLmmff. 15-10. Stems of GmJ Safety Iteori. Faad Dtsaaame. 222-2*1. A Stnulrai Aeddent Cam* Qaicjficataoa Syste ViIk ef Accident VaHsrir* Atubd* in TUmiii mm AtcTfaai Fwwtin Program (Sttwmrl), A* 47* AjSSacu.*w STnwccTai:c SAdaStnj*ts ef Cemant and Qaarxy Aeddear Inciitpcc. 114-112. Soc^AiicrafC Marwfaetaee. Aircraft Manufacturing Section: Annual Kepmt (C^ter), 26. Mtwutti, 22*42. nftms. 22. American Aaaodataoo of gailtoeds; Greetings from Satiety Sttdoa (Gejdhttf*)* 2*6. SE-Eanoecsiag Section: Joint Scuton with Cheat* leal Seedea 242-127. Mhrates, 63-67. 62-66. Brport of Genoa! Oumtou. 66-67. pfTp.w.7Jlhwt of the>Satiaty Fngfrxwr OmjTile tto Pint (BixJtr), 217-226. ,, Ames. C. C.: Safe of Ptbesgias in Ship* bnJdwwg. 51*-510. Aroemnsitioo. See *a!ctifts. iledrrft* Me). Gear. J. W.: Safety Cooaciotiaow in Axssy Ground Forces, 76-79. , dafmta, Dr. O. L; IndmUj'i Put b t Program far CbotroUing Venereal Disease, 252-255. Assonal Meeting oTMttriws, Hi. __ Atmnnmf 7- Plmwit of War Cistjbw To- Aar and in Pntwix Tcawmnt, 17-44. ^/Lfftmdh. tuurt Problems and Hazards kt free A^SrSZZ?k?S?&o** A. aTM, Sessw. 44. Imiodwctaoe Snwdi at Aero* Srntna, 69. Aalo1m02t.he taf MtAitt Sbsy Strtia; MsetArs. 12* OActo 02-46. Awurda, Sac Ccotab; Bcwacda. AM to Jua-. *. Air Tfsnawrr Airplane Dango as It Alms hxWv ttil] fifth; (Dmeiu), 4*>fl Airport Taic Sytens. Fud DaevsMoa. 9H0. Coopt HiwA. Pawi Docbsmd, til-62. rywalA Tjdhtiag, Panel Disown, 61. Kd of Tmt ef landing Gear oo Aedtfeat fte- taesCT. nod Ptacewieo. 6*. fits Ittnnl Do* to Omcrowdbig of Hangar. Panel Diemioo, J7-ja. faiintritf Safety in nwqpi Air Operations CTjUr), ladbn Paint Hsmtk Paod Dbcuarion. til. Safety front tbc Gcoand Op (TnratJ, 79-4*. Safety in Oiokw Cntod Opnlna (Herr). A Safety Program for Wooes in Arrets* 1 tj*&/k^CIeaning Paint from AupUaei. Panel Pucuwion. 24. u__s_ JCTdca*e no lstmii Pud Discussion. 60. Windshields Drttafii .to Witbctaad Impart of PrfA fmmtl Droctuoaeo, 60-61, Fork Sn&tis for Airplane Macatcoiace. Pud Dunamtan. 4*. ArTnayort Seedoa: Wmeta, 4J-63. l~ ' ret Hov foe Army Fioterti its a (Better), 3640. ------- ---------------- for die Safety Pnginrrr (Tras~ nil). 55-56- A Practical Amotdi to the bfostnil Demahtis Problem (Bill). Jl-24. Safety Is Sound ftrmnna (WeedSeed}, a/-o Selling Safety to* EizqpJoyces (Dsj), 41-42. OmemM, T. S.~ Cormioa of fionbamt its High Pro- am* Gas Walls, 45*440. , ibary M8*n. See labia Iroauy., ___ _nut> A> C-' Ia*<ottoor of Safety to Woabs and JnsortUQ of VotMB to Safety, 11-14. Baomm. Mfr-tll. _ Uem da* Army Protacts Its Women BarfAa/, P. C.: A Plant Program to Jk Aace OA-tbojob *12-346. Btcbteld, R. A.: An Analysis of Quarry Hazards. Rtlter^Cmrlr Hazards Obtemd in Western Metal ihww, *71-576. Berry. G. H.: Opening Bamadri to tbc Power Pic** Section,'466. 2. * ItanwiLiltbtt of tb* Safety EagbwKt Ootside tbc Plant, 217-220. BUecbmrd, L. A.r Aocideat Prcrcoboo m Paat-war Goostoactioo, 202-206, Blutbr, See Explosive*. ,_ BUeis. D. R.z Safety Tnualog for (be New Bco- PIC7CC. 213-216. __ Beruti. JL S.z Conservation, of Manpower Ibroogb Pmcadoo of Acndcots Off-tbe-Joo, 424-464. Flans: -Boobs Sntm fee fttnwn ia Ti Trimming Work (Asplem4i)t 446. Bqx Mamtfacture, Sae wood KSndacts ImdoWry. Pnd: .Saort ef tbc Statistics Corwrutlte. Riper and Palp Section, 401-403- 613 614 33rd National Sajety Congress, 1944 Btxeibiag Appinttu: Elurttoetioa of Harmful Sabat* nee* ra Ctenpcnaaed Air by Filter Type Rrapiraters (White), 52$. ' ----- ` for use in Sacke Filled CtCtnlfti Type Et*riir*a*ai foe Shipyard Job* (Whin), 323. grub Air Milh fear Use m Wodc on low Praserc Css Kaks (Eli+fem), 4*7. Prate friaa from I^neoQote Cua of Sens Crude) (WsOinmiJ. 444-450. Safety EEmaifamatIf for Men Salnc liab That Hwc fHfadf tIle_taewdeMd Oruamwndiiiane* ((JtrTaitJill**), 322, _S_t_a_n_d_s_rddse f> or Bsc St* leuted ran MCMX **,.*>. r* See Canatewctian hfooy. ~ ~cAen nbfog Safaty (Callins). 549. $* aiee tWr Boras: Cnenfe Bi domSTib Tfo. Plod Cdforff. JL f.: Mefcfog tks SrwAi a Safe Mice to Week, yw f--. CsJaades, So Xabkar IndaOra. CmakphaU. Gear**: Oo f the ftilw. 206-102. CtSgi sCvti5w3tlfo. had Carhop Hsaarrifo; SforipteMo at Hanafal Sfo _ atvoos Jo Cda^mad Atc if Ktter Type Eagii * rites (Whim), 32$. Pmseifsa Ijiteir Ctiks Hontwifo fonjCu Mains ffforwA 417. Cenr, Jt- JL: food Muiwt of the Afonh Ifilfo factaiine Swrirva. 2L igtf Mmu ir l . 115-123. ImIjim at Caaaot and Qterry _____________ . ir ofte (Adams). 114-115. An Aislyfo WOhpt Inflate* (MmhtaU). 119- Ts^UMonaM fonssteta* lifcijr (Lthmaj), 121- *'Ifeofe Hand Teals flMO, UfTt?. . CbgVfoh laspntmi fi thePaanlry rfo>fo|/f -lirplftoiiflhwi | Tsilfo' ChsiMHB {F**sl**s), Ue Scsaioa sri , i-m. -ICpStn. 09HL Officers. 129- Cb--ioil WsJVc Dinted fonn, 145-157. Chnpiak OevasaJ Wain m a Cmm at Meat, - - and Pi* ia*fia ($U*a). !lf7. Chwaicvl Vm* Taaabfo m4-------1`--. . foa m lannnrCnpagri Mat of Vfor pffteTi f!l Vaw hr Cnaitetteg fate foisbtc h-rMfott fjfahtei. 134-TJ5V Tndfoiif water nip ml (Maitaam). 145-147. A .MnctioJ AilJL* the hi hatihl Dm*. h^^ilVSltf^V Wtete* (Marti*), Sxfo Dfoanl of UrmUc tef/n Tank Gate* (SUmi^tL tihlS. Safe Dfottei f Miramifr Upfo and Salafo W Baodeg (CaU). IS2-154. eiry. Mua hi he hfotenoMfone 1___ _____ of fradteBc Bnbhw/Idanp;, JM-m Saa ilt* jpedfe ChavKal- t'lotmr /{_ _g_ - a Accident r* nMi. ficatien SySfto. 2$*-259. Qediof: Tbt Brimaud Vovas m Brimm* Htburi a Workers to Wear _________ _w _................r, jjj. OccepeHoaal "Pcrnaatiris tb Bar Food indw^ry fStihaarteJ, 237. Safe Vaiui Apparel for Women ao Aircraft "` ` t (Fax), *3*34. ____ Fcstl ntff' Hat* ftfoef Gtcca with e Croa (KmrJJ. JIO. . Sshtr SampoMar foe W*a rli wifi Wodfcsag ** vase . Hot Metal (Whita). 322. Safety EmomM for Man Snlfo Tsais That Hnt -'ddXS^dGsUM (Whba). 322. Mast Packing Sadayter on Use i Gfo*cs sad mrd O Shfo** Hs3s3s1s.ds is 'tbe'MaaafuS` sit'^`it:e**&'*d :MoCsibaas al Synthetic Uter (Schwmrx), 30fc74*: Use <f Hard Hats in the le--luf fohsBt fFrt* Mar). 4U. <Jpll4. 414-413^16. * ; ' So also Giorcs; Robber Fiwtmm Bsmeaeat; SUey Bfteinvi Shoes. Qal Mmmg. So Hiving lodoatry, QNd' Minfog setW: Job* Sen Section, 167-177.. Mmotra, 139-195. Ofocov, 159. Cahh. Us Salt Dmml of flaaoUr Liquids and hifo by Bomtap, 152-253. .. Gar. T. /..* PtidefteotS fee the foan a;E. Rrsiateat Contracdbo, 209-211. ,, ' * aod Uuravtxs; Wksi to Expect non gS.tf.W.T. (YtOali. 466-470. ' Cattias. T.P.s Adttetit&g Safety.- 34?-4$S . CaUims, Mai. Cam. I- Us Acddots* Ttlttian te Ac War BtofG iitfMH ' `` Colon: Cnior as aa - Aid a Acmdset TteteWa (Aimsmwrth). 532-534- ,, Color Standard* for lofotay frilnaard^ SiWM. A JtMr Cobr Cede for toe Textile- UtiMxj (ShaphamJ). 567-370. Use a* Color on Rmway*_. Panel Diutuaiinn. 60. joamu_tte__c_s_:__H___e CritdCteM> ml m4 Hsadlteg df SaftSy . la CM90 Plaati, Paper lQh. etc. (Yarn), (WhSS*). 374-975. The Safety and the labor Uaite. Pvhc! Disaateion. 273-275. 27S-2B1. . Secrets of Good Sahty BocanL had Dlsannon. 222-251. See al** Safety- Gtevnoaity Sefeer Caoncil*: local Safely Ovarii* Indning (Fartay). 317-391. ... . ifiininaa See Enelom raxiabeof. .. . . _____ Air by Filter Type BteyiraTnu CnMafrhMr*3isicn*i>: The Elect of Wartatec Shmrf- nhF Coostradfoo in Oal li fin aria* (Haareaait), 440-445. Comnaction lnduatey: AeeSdnat Ptentioa in Post- natGomtsaOioi (Btamebrnt). 202-206. Dabbation of Prenaua* am Cafirilte (Afotut) fGmxLaahl. 202. Trmntiiwi of Acdietb in Uaa of BafldoMU (t~k). 190-202. .. Sat alee Cranei; Marina latently: tapes. Comteaction Section; Hiiiiatei. 197-206. OUtrawr 1*7. Catenas: The Gtyon Irdnby Afodv Accident* (Fatlart), 116-Ug. . ^ gHwaastean of Xaptesfoas Safoty CcwJina ao.rfs (StHaain, 74-76- PoUie Utilkks Sdtey CmML 492. En, matt. -Index 615 Use af *~**<4* r to - Milatent in Sahny. Panel DbCterioo. W-Tte. ... . _ Coooanrinm- Safety as I Sac It. Syapautup. 421-450. ^ffcjTg. A.t Tctchtog Safe Pole Oirnhtnp TS- nfV-m 479411. CcMTteinrr Ctetreawo of Eqaiwneu in Kid* Pnrare Gas Wails (fiaeaa), 43*440. , . ^_ M^ha^eo *-*5^*jCoCTopoa ^or Guolnc lao-De*t Cn, K. T.r Ttainlag* far Proper Use of Pint Aid Ike Ceterml Enfant. 211-212.- Cranes: Proper Goggle* for Crane Opentorv Working li^ili|lnM of^i^^dry CraacsMa (PtriUtt). Crattfl^ML^"The lsmafotke af Accidents to Dtetete FaBdasata) Ciww. IV-20. Crass. C. >..* Acridenr Ombol in Pmccsaiag VyaCynoide: focfoDbpwl1^ Cynnkfo PUling Wastes (Maskia), 146-150. Daakr. H. A- Anrttul Report of General Cbttrmsn of Steam RaOtoad Settga. 335-336. Elmirs, P. P.: Airalaoe Design aa l Alcdt in- 0aj. H. B.r Srilmg Safety to Ematoyaas. 41-42. Dtehts, : Hamiaa Mast Be HBanutams^ iv- .iL^n * Gases Oamisay. C. R.: Nmsfag EsJuas m Imdsvtrf, 264-267. Draafotcy in ladostry. See Health Sapemsfon. Dcsaatstat. See Hnlni Huvii rViritate O. A:: A Wadueg Plan far Traiatqg lfoar. 169-174. DisnpUaa: Dteoplfoe aa a Mftna at Enforcing Use af Safety Beonocst. Panel 'pkoaum, 333. DDHiuribsliinMe f.o.r.---------------V--i-o--l---T--jte ~ Raiitcad Safety _ Rwlaa. * P5apn-e1l(-hDrueAasdsos*foeoa.-t-"5P4r9o-a*. P*o*l Ditto- 211.2*2. '- Sat also Rule*. Drinfo, Philip aod SUus, Lt. Maewkhr Cbabet of TTrldfor riiimri TTVy and How, 254-JJ9. Drams. See Tanks. Dammam, 1mkt Safaty In Wood Box Manafittaw. 594-596. Dteta; Date"Control Jo thr foodn (Farshan). 339. Son* Soares* of Error in Dost Sarnriling /Mlrhmt- SeteamalsomVeOntthilaanti)o,n35a4n-d35f1c.numt i Sooaedoi af Safety: Can It Be Done Batter? /MatrUi). 124-121. Darcct and ladirvct Coats of Mine Aceukste to the Ojpcnten and tbe Coteteaajty (Patahaa), first Asd Redoees Afddatet Pwqyicj and Srority fo Che lettiBf Moby. Piiomsoo. 413- OfAt-Jot Tmkari and TheLr Signifiaace to la dmtry (Fartay). 317-391. XesaSts te a Safety Program aa Sifofrts'Soeaj Btaiaesv (W**dh*aA), 77-31. Secrets af Good Safety Record. Paani Ducnanoo. 222-231- EJnorioa af WaeVmtei. See Tnlnkig. Indasby, See PaMsc Utilities. Electrical): Control of Electrical Haaardv in Open Pit Mining (ttaadrkAi). 339-563. Coat of Electric Blasting Stiliao (F^aatar). 366. Dsnteti of Shade in the Electrical lodoftry (EUasam), 4*t-4t9 Electric Blntina Uedegraand In Matal Mines (Wraxrt), 366-571. Grooadi^ of Porteble Electric Equipment (Ntitaa), Hintii in Shipyards Doe to Electrical Inrtsila- dam. Panel Dtscaw'ca, 314. Tn ai i--irit for Raanoring Brelccu Elwuit Both iro Socket (Wkii*), 322-52J. light Trtireniiated t foe Eye at Night from an Electric Are (Whitt). 323-324RrBtalacsad' oCgircinuse--Msata*l -Mli:nS_a_tr*a.y DCimmamiOtBi_ . inl3A69LE-3fla7r1ci t.oc Safe EiaOrical Equipment for Um io Processing Synthetics (Jamti), 313-31a. Rtiatam, H.J.t <*DewJ Men Draw No Pay/* 416-490. Elite. G. W., fr.; Trtsaasscr Acddcnes, 543-346. Emp&oyeei: ia*"*fi** of Safety to Employee* (Stlf), Carrying tbe Ball in Safety--'Worker (MHHattoa). Discipline for -Etepleyac* .Violating Railroad Safety EnJeL Panel Piacsssioo, 549, 339. How to Improve tbe Development of Safe Working Habto (MsAUittar). 549-554. Safety as 1 Sac It. Syutecamra. 421-422. Se^emaoc aod Fauamn EesponaifatUty (Sprinkle), Saa also Eaaployaa* Maariegc: Employtx*' Publi- otinai ; laylpycu; Older WedttK; Per- EcBpbnra' Meitingi: Oflaaitd Shop Safaty Coco- Vczate Open ilaatlagi. Panel Ducsatioa, 547. * Employees* PnbUestioa*: Paltatm as Safety Advertise ment (Ceilms). 341. Plate Mgarww and Bulletin Dinneaco Foundry Safety (Faesharg). 341. Eagloymate. See Feraoood; XAdilitifoa E.SJ4.W.T., Sms Zndostriai Safety Cocoes. Eagmccriog Sactfon, Sae A-S^E.-Engineering Sec tion. Eogxmexs: Arofoe PrrrcnUoo m Postwar Caastroerion " (Blaathmat), 202'206. Aoddoit Puiaaeian PUna foe Pote-Waz Change*. 437. Cwtywg the Ball- in Safety (Usiik*). 96-94. Cooperation af Safaty Pngmiar and tbe Die De signer (WmIkfmlh*m),4T2. Eatawirfi Safaty a* aa Openoag Milky (Grttra), 306-309. The Put of the Safety Dirainc m the Safety p*t"" Panel Dtacwafon, 277, 211, 212. Postwar Probtami for tbe Safety Engiusar fTrai- ttU), 33-36. Iduoadiip Between -tbe Safety and Production Department*. Pend Piwiinioo. 141-144. Ramooiihilfrirt of the Safety Engineer la the -ftatwarXra (Stamms). 473-479. tM.iM.iaiftiriwi of tbe Safety Eagiaacr Ootelde the Maot (BmUr). 217-220. XteeoofibOity fo Ettahliihiog Safety a* Integral nrt af Operation.. Symposium, 4JJ455. The Safety Engineer a* a Salatoan. Sytnpoaram, 424, 424. Seen** of Goad Safety'Record. Panel Ducunino, 222-231. Selling Safety (Shan). 213-290. What Place SbanJd tbe Safety Supetvlror Occroy Id foe Otgaafoatiag Quiet? Srrrmtenap. 433-437. What to Expect fnxa EmVX (Y*U*t)> 466- 470. aSac Ssdkaajt Syrteoi*, Sat Veteiluioc and Bxhwnt %*teraa. Szslacfoou Mlintiintag lack Denting and Otbex Diaateer Puvaatatlva Ueutntt jb fialfok Shift Otettiwil (Wkktdhm). 146142. Mteaodi Uacd lo Pmrnt Irofankm* m Frocmkg Syntbetks (Janas), )13L 616 33rd National Sejcty Congress, 1944 Baploenres: 1.. JI1-3II}. Omaksl VMft3 m * Cm of Km. uJ Pm i fin (Simm), 136-137. Electric Blma ill fi HIII i ia Ureas Mb** HmSo&ifSf Jtfa raw. - ------------------------------ Wires fa the Mut ShooU Miser lAfuries Bt Tmud> Pod lWa. SB. SSS. Sw also HhIA SmonaMi Nana. Fmegsirff. Hod Tools, 115*119- niiOTinliji limb; Safe TV--irelef FliwiUi Liqtwi sued Solids hr Baaag SthtT BmiiacitfarMm friiia tab Tfast Have Ud/toM GotoUm (WbSiJ, 33SL Sot sl*o SolveOTa. . Ummigtm.W. /..* Gab Caw* Sbjr. J4S-H}. Ikon: hare* uaiii Woodworks** Mbrniy {FrUtrickstm). 40. _ Nam DmbrmMi ia >I|a Tty flma (Gmtj), Orcipmlwil Damiiiii ia da M srtf'si1&% h. <**. Ut%W tm *> Mk ml.| i W~Whg ItoCTW. 1-- tV r iiii'i.. a-- r aPPS***-- *iS3L?i _ _____ fag tffa . mmh. Fella: Paffioyjfmsfa off * Uawli |a Toot In **^8glZ5,-%gZi F^otTSot vUd rhnhii aadt Mb . 107-2X2. lie*___P__n__a__a__h_a__:___________ __ _______as a Caw al fin, am* Pimiii ITut*iiiiui5i far Ac Paac b KmloatuC Go- /Cai, MP-7H, "raJtarAJW. , t^ w , .Hmid* OUwd in Wote Mad Mbs Iamw o Wt lamed baa Xcact Km BpaoM (BrntinJ. 207-209. Msiorabfag lode Dadai nd Other fttmttbw Uaam ia Maided* Shift Oprearia* (Whit- tehrJ. 146-142. Si> DimiomI of Itiaoublc liquids aad Solids fay Buaii fCfattJ. 152-134. . _' Safe Hmijlmc of LajubJ PetmleoB Csm (TSomst). 45C-4J3. Safety ia Fnoccoing Syntnctki (ItMts), 51>-31o. Training fat Proper Utt clKgt Aid Fire Control jfrpilj--r (Cix). 211-212. Firearms: How the Sana Forces Sandy Safety (Ltrtb). 49-73. Safety Design sad _ of Anoy Qrdniocr (Hmdj), 72-74. Fiat Aid: Pint Aid to Be Gmo aa Injured Wobr. I DiawaNL f37S. a loot Ac DahHBW ibtf (Mulbi XWi lagsaa a# uama'i Bvofcimafat itthmmK 4*J- SlTa Ua m Ac IA /ZavJL 397-MX. - ~fT-jbr^ 153*144. A Strt--liswl Acdbt < (CitfrJ. M4g. Sm---- r (JpriuiU/, Training /or failncd Wriaiww Forsnsrw. Foot Disomisa, 335-341. Tniunc of raewa bo itooim Psmuda. Wraith* Sapcnint SbU Kaov 4mt ifdfad Pantetios (BStlfs), 966-367. Forjhtn, H. A.: Sale foundry ftiboo* Classing, 355-541. fcoDUO. Sat Metal Industrie*. f#x. A. M. - >1 Safety Pragma for Vdh la Air- aift llafawmaocc, 52*37Fndtrickm, F. A.i Safety 2a Saab cod Door w4 Idle. 601*603. Faroes, 5er Guo; VeotilatioA 4 fahiat Syjtnms. Index 7 PoUoalog from Soar Crude* (XFUlfsmtJ, 446i/tbcpoul of Flamnublsr ted/u Toxic Goa Safe^ttw^io^^^of^^LiqocAad Petroleum Gases (Thomdt), 430-433- , . _ _.- Safe Practice as Related to tbc Gts lot Surrey (Hrrrimgih*trJ, 493-497. .,, Xotks a Cubon DisAU liac. Panel Diacusaon. Vadbtao Tecbaitmes ia Coo] Miocs (Krrcooic), 165*166. Sa daSKdfc Gti. <^HoGac: Uktmsi Sulfide Corojim of Gasoline (VUUmti), 447-445- *U2. Saperrisiea Nesoaaxy foe Heavy Pna^td HaadUng Job. Pal Dbcossioa. 331-359. S. $.: FxeseetxUOQ of Scmnd Slid* rum. Another Look at Areldcnb . 49?-499. _ HmtJj. Brit. Gt*. H. ..* Safety to Design and Use ot Amsy Ordnance. 72-74. H*rt. Crtfi. /- A.* Are Muiocrt Still Learning Safety tbeHard V?*y? 305-306. ., ,, . ffa^Z TP. C.i Taaanrotk of Industrial PbyskoaQ and Nurse Gats Jlaalti. 262*264. HmJttt. Dr. T. l~- Diiommo of Paper by Dr. Clifford Kuh. 246. . _ ,, w Health Hazards: Cootrol of Weldier Pome*--why aad Hem (Fqu aod L>rr*itr). 256-259. __ Deaor* of Shock to the Elsctrkal IsdoJtxy HaSbua io "Wood Bo ManoHx^dToL^cd'ki 'Western Mml Miner (Brlstr), -- mw.1 ISC.: lactocrial Nneso--Applicatioft of yaAiAv 367-26S. - " ^ Gh AbaorptioD of Ultra Violet aad I Rays (irbitf)tJ24. , ,, , bn if Roil** m Stopbeddmc (Amu}, : ub tT-- Padua*E__t_Brs-lo.j-o.s oa Use of 6 Mm Glon.t _P_a_n__elDDisicxvwnaaoo. ^3313.1,3393*3- Isbfacr PtoOKtirc gqafocaot; from Safety Seabo. ____ ___ I with Vtsaal Scirey ____ ___ a V**1! Iwbtizal Pleats ^la*Oaoc Opwteo Wutbmg at 2*?i jjt far Safety Gastfe* C^bat), ___ _ ^______ ________ __ _ the fadmstrul !l|jN^hMad fafautriil Efaacaqr. : GoA Ctawiri Safety (FI--mi*m). SSJ'tttVESl oJZZl the of Accident Gutae Ciomiria* fa fa Isnis r------- of Tablng TcAeVpr*. 70-73 Gmmt. G. G.t 9*mHkh Stitty as a Operas** Gfa6N?'l^fa^1Vpt tecuttot for Gifadiog Tools odr SmaryWbrnbCWbiu). 3?3- _ . . Gtmlmm, F. JL.* Honan Behavior a ladaAT. cJ%?V.* ..* DbtriboCioci of Pressures oa Coffo* duo* (dbnet). 202. _ -- <Mrny. S. W.t Cbwniril Wastes Caoibc Troeble of raaaiToiti i frrir an Insurance Ceenpaoya Kfar/Vicv. 147*r4. H J-ti Or. A P..* A Practical Approach to the lafatiiil Da rnsa.iljs PrAka. 31-34. Handicapped Worloera. See XahibUrtatioo. "fa isns ^r^r^usr?sf Feeemaa'a Steer of Prohlaxu b Handling Mate rial. hod Cnxunioa. 330*351. M*|K--* o| ld*f Xailrood Out. Pud Docmno, fafe^Handling of MiMiii fa Wood Bex 34aeo* facturc (Dmrmm), 3P4-395. Hazards of Hydrocarboo Compotmas fP/p* kmf. 434-437. , ^ ^, Hydrocen Solfide Potaootog ham Sour Cradea (WtULauJ. 449-430. ., UtDittsKfif of tba Pregnant Woman m Industry (MmJJ), 356->93. Qccepatsonal Dermatitis in tbc Pood lodostsy (Sfbwmtx). 233*237. .a _ A Practical Aporoaot to the Industrial Deonitrn PkAIotT(HJj). 31*34. Safe Handling of FdhagUs in StupbuDdinc (Am**), 315-320. Ow Hazards la the UunlMtait and Processing of Synthetic Robber fS(btritm), 3M-305. Hnln SopenrisMai: Doaipiy m tb< laductrai Healta Pcopam (GeUbZrw)7~}*6-'2*9`. ' , _ Healtn Hcsaares as a Part of the Safety Program. Syaaticauam. 422. 4Z7< 430. _ Aa lodestxial Holds Program for Prcstot Dry In famy (Kxb), 241*246: Dixsaylon (HxxUtt), __ . _*art io the Program for Cowtrailing Venereal Diwm 292-233. --** of the Pregnant Woman m Industry (A0M). 3SS-991- .. . ^ M ^fUftra.1 Aspettj s Applied to the Proper Place- ateU of Was CaaualtM Today and ia Post-Wax Turnarm* (Lmtz), 59-93- , ..... Nc Tends ot Treafeaaot of Iodascnal lajurtes (UAmbUJJ. 369 272. V .ihnieg Bho aw lodoittf (Drmpttj). 264-267. Twumdc <4 lodoixiial Phrxiciaa and Nane Gets Resale* {lUtmdl. 262-264. _ ,, Sot also Eyes; First Aid; Norses; Physical Baa- laarioos; RabahtUtadae; Wosaa Wo*k*s- KetflMO. Sot Breariuoa Appamu: CZotbmc. . HtnJrirtx, F. L.: ContToJof IhAnlmwA Open Pit Mbhag, 339*50. ... ffmwffav. D- R; Safe Pndia aa ttUtsd to the Gas la* Survey. 493-497. Highway fmamman 5cr GcmtnXto JudoXrj. HrkhAttbdm. G. X..* Proper Timbering Procedure Where Tender Bwf Is Encountered and Mobile- Leading Machines Are Employed, 194*195. Hoists, Sec Chains; Duo; Rope. HtJmhrJ, Dr. B, C..- New Treads in Treatment of Industrial hjoda, 269*272. Homo Safaty. See Otf*tfae-Job Safety. HtrUiltr. C. B.: Horn to Use tbc Haodkzppcd War Veteran Safely. 317-321. ` ^ Hoars of Labor: Analysis of Acclaesds as to Shut sad Tim* of Day (rtaberg), MI. House Oipu, Sec Eraptoyas* N>uciHnni. Housbotpay: ^Inr Dcrdopmoits ia Non-Slip Floors (tit Access to aad Work Places. Panel Dis- cussaoo. 313-315. Safe Foundry Practices (forth***), <937, f. f.i Safety fa Overseas Ground Oitoaoa, 44 46. Hydrocxibocu: Health Hazards of Hydrocsrhoa Com* Hj.liSe-'siuisiriijf&i** Hrto-ci SJl* Poi- aorUag boat Soot Crudes (witittmr), 446-430. 618 33rd Notional Safety Congress, 1944 HjrdnMUiaoQC wnnlt t* Mitrafidtse goJ Proceoiog of Synthetic Rubber (S(btmti), 303* 50*. lUmt* I- l~: Dagst of Wfcat Is Good Plant lighting sod How to Secure It, 531-531. Illinois Society far tbe Prevention of BluvWn ; Prutial ujxtitocn vi|b Vtail Jumv Smiot Xadtnd to Sqm,U Industrial Muu (Grmdlt), 329-331. ladnifaatl HalUi Stoion. 241-239. Isdvfcu! Nmicf Sedoo: kitstet, 261-272. Officers, 261. Industrial Rrlirions, Sue Boons But; Cosoittm; Pertooml. Industrial Safety Courses: Safety Course tor Bitu minous Coal-Mine Wotken (Qmemam), 191,193. TtsXcufi* foe Labor lytuntitint on du Safety CocuaiMt Paad Duemuore, 279. 2f). Tuisioc far Pwptf Lite of Pint ilia fue Control (Cam), 221-212. What to Expect from E.&M.W.T. (YtJJaw), 466- 470. Inspection: Chain IiMpetiMU in tbe Bonadry ffsO- iarg). 340. Crane Impaction* In tbe Foundry (Fanhtrg). 341Safe Practice as Related to tbe Ces Leak* Survey (Herrimgihwm), 493-477. Visual ExtBiutHa of Pipe and Fittiag* of High Pressure Css Wells (Bmaw), 439-440. Inter-Americas Safety Coniol. 47. Ipvrvrigatioc of Amifanh: Tbc Isrertigitioc oi Acri- dots to Detrtrofnt PuruMtemail One (Crathy), 14-20. A Streamlioed Accident Cause QisucMioo System {Gum), 234*239. /usemat: What Is New After tbe War. 106- Jdtrru, G. 5.: Bnckhmst Photo-Elastic Eaperimaata- tioo, 174-177. T. I. T. See Industrial Safety Courses. Iskfisa, F. A: Our Safety Ir^wniiiiliia'ti. 342-343. fames, H. C.; Safety m Procawreg Synth*ki, 313*316. Lehar eeU Safety Santa, 273-204. labor UnioQs: Garxyiag* the &i] in Safety (AUlirme- t*n), 99. C^SL%^ ut" SMn"J Labor end Slimy. Panel Ducusion, 273*204. Tbe Labor Union and (be Safety Program. Syvpriver. 427-420. Secrets of Good Safety Record. Panel Dsroxxn, 222-231. Totajog for Labor Ramsaotitms on tbc Safety _ CanahK.. Panel Dkcuokre. 279*203. Lamb, if. G.: A New Safety Code (or Woodworking ` Machinery, 396-390. Recent Derekremmte n lodmtrial Acrideat Rc- ^te^iog Methods and Injury Rate CelcuJations. I athmti, SB N.s Iftdiwata in Lam Pretention, 404-4W. Leech, X. M.: Safety in die Training Program foe Women Eo^doyec*. 101106. 1leather Tndnirraa Suction. See Meal Packing, Too- tuf sod Iwfatf Sfp|^n 1ft, X. L; Mon to Man on Sc 337 297*302. Xraurejv Toy Managrenent latmc a Safety, Lank. Af/. Gam. A. L; Acceptance of Ptsringoisbnd Seme* to Safety Award to Atmy Soviet Faeces, 104-103. How the Sereice Boreas Snyb Safety, 49-72. Lkdika^JL* Cr Omyiag the Rail In Safety Safety lifting: WtSfat &it and Tfdeint of >!** for women workers (Fax), 33. 36. T ighrieg; * Djgere of what Is Good Plant T iatitiai sod Hcrw to Secure It (IHht*}, 331-332. PractkaJ Experiences with Vuul Survey Secvice Ren dread n Small Tmfaorhl PJama (GraMe), Pzocrer* (toggles fi N__ig__h_t_(_w__S__k_af),eF* f^C ** Sec also Colon; Em. Iioameo^ ^Sae Pnbffc Utilities; IilQn Pimaciive loading and Uolaodieg,' go* Handling Material; ffyrcafc laddby. logging: Aarinadas and Inttadn of Woods Satty (Yawmi). <06 Ry. HMlahEDgmrtkrei mlanmillB! Safe Hane te Work (CoU* watt), 170 <00 Sadat? a Won Cere Tfgg'ag (JGamm), 410-116. Statistic* of Topical Logpng Aea&auL -- shun. 433. War Labor Board Safety Directive to fadfic North* wot Lnobormg and logging lachatty. - Products bdaCqr, Laadmoau: NcCritiao end ZndnstmJ (Gaadbemrt), 249-231. Roper piirr.mcnt ox war usuidn teen and in Port-War Tomorrow, ihL JCm/ko, P. C-: Indactioa Program for Men ood Warns, 342-343. Kerjer, W. D.: Aims and Rnponribilhies of tbc AJLSJB.. 66-67. Karri. H. D.: Good Muotteitxe--Good Safrey. 309* 312. Kramer, Ted: Safety m West Coast Logging. 410-416. Kmigka, Ls. Cam. E. P.t Cuanipgmob of Con* doctors. 312-323. .Xosserit. At. D.: Work Injuries of Women. 379-503. Kricatic, Sttphem: Ventilation Techniques in Coal Mhim 165-166. Kwh, Dr. Cfetard: An Industrial Health Prn..m for Present Day Indartry, 241-246; DbouiiM (Hambtt). 346. MtAUuttr. H. A: Hew to foenre tbc Methoift.SaXfe. WJo.7drsio3ge Diiyw*l o'f C' yuede Piecing iiMKWaaisitwes*, 140-130. lfn}iri| That Pi rtVicreim In aSafrer Ctent b a Vital Part ofScPLmt Safety Prugrem. Debate, 290*396. SdUag S*ft*T <SA*j). 203-290. Sec also Sailing Safrey. Maiotalnlag latent la Safety Stmian. 203-296. Index 619 ^l^i*<infM,r Aorideots Caused by Haadltog Tin, cod Timber. Panel Ktcmipo. 330. Bake ' Lupeaiso foe Railroad Safety, rase! Dti* eucriect. 357. Ctenotr Bnutta from Raitrotd Taea. Panel Da- DbdyliM fix' Eiilrocd EoploToa and Foremen VVrioolleeHtc^g Safety " * Panel Direxxrioa. 349. Good Maretenaaen* How to Pi ewd 1. Mm from Flyrng sioe, 341-342. Maw. of Iriog pPn.--4 Can. Pond Ditcrtwien. NrenTeain Atotert (MrNiMiaor of Equipment and Store*). Paad Direnreicn. VM-349. Proper toedeig of Pmh Cue. Panel tVwmtwon. 33A Protection of Ebcmw Working on Froet Sod Throttle. Panel DeaqnM. 347. _ , ho__t_e_p__o_a___o_f__E__n--gdoTm Warinn_g orae TTorey of Loco- motive R-dt-- nad Diacorpon, 347. Records of Reportable Railroad Maintenance Acci dents to Dtefnor Cameo. Pend Docureioci. Meat Packlna fodostryi New Devdopmeob to No- Stip Floor* (Garry), 320*330. ., Occnpotional Dmnatitu in tbc Food Zndsrtry sJSM^mpiaroa^el'Vt* of Steel Mesh Clowe and lUrd Hitt. Panel Diacuaiioo, 331. 333. Ptckjmg, Taaaias and Irwr Indcitma Sec- rioo: Mmotea. 327-334. Mtke*, i. G.: Ciiposal of Cbotixal Waates by Con'vretaog to Salable Br-Prodacta. 134-13). MtnWHt. W.: Can It Be.Done.Better?, 1.24-121. Metel Indoatticrt Cacrfing the Ball is Safety--Safety Cwi^TdreBdl Worker (MJOrextam), FlSr Type Reapingor for Ckaning Carttagi (WUtt), 323. , .^ ,, Medical Amo as Applied to the Row Pisco* r---u ejf war Okmmb Today and hi Pert-War Tocanffow (Letts), 19-93- ._ Plaecmeot of War CireiWm today and o Poetwar Accident, Safety Cow War* Hard Hats Fasated Grm with White Cra (Xaaat). 310. .. . . A Safrty flail1 re for Women in Asrczxft Mam- (Fas). 32-37. Swgerviirere Mcmwiy for Heavy Freight Handling JA hadDMea. 530-399. Takxg for Rwd Mainteoaoce Pdmsam. fud Diacmrirei, 339*341. See Ranroad*. Man h Mare on the Job Scream. 297-302. Management: Semite of Safety fSatf), 371-372. . -- ** Safrey -- Safety Director Caattttyykk<gg the BRalil kitf Safety--Worker (MiUimva*), Coorearitico of Mamgfmtnt and Labor n the Safety Pngon. Panel Dbaname, Z75-2B4. fTmini Active Putrexpetmo by Tog Inofim in ore Acdlart hettafoa Program. Sjioiicaiuoi. 376-577. InjnnnuilTiflitini of Manamcoeot in Aiding Safrey &ttkea (,SXaaaartf, 477-479. Remonafficlity of Key PaopW ire Frodnrtion and . Mitegarent Sjpareioriw, 4)5- Sofaty as I See ftT^ymprekim. 424-423. Tbc Safety Sapcxvane Uodcs Direct or uartnai ........ ......1 IfaaajniMnf Synyeirinm, 433*437. Seem* of Good Safety RacanL Panel 222-231. Too Mamgzmeoe bteat in Safety (Lakaary), 121* 124. Marini Indsetty: Am IfiriiWiri Still Lwuroog Safety the Hard Way? (Hart), 303-306. , flnriry Dkb of Cowductoca (KmS*kt), 312-313CarerpT f WcUire Pnram Why and Hear (Msts and Drimkerj, 2j52J9. Good niiW"'"iiT Good Safety (Kerr)}, 309-312. Grpnodiag of Actable Bcdridl Bquparet (Net- jam), 324-323. An ladcatrial Health Rtogam far Present Day indkrtry (Kmk), 241-246; Dbcaapare (Kasim), 246. Relative Advantages of Slimmed and tWroleu Hdoete (V^Sa/TsiS. Safo Acotn to Shoe and Work Hun. Panel Diacanwa. 313*31*- Sife Haodlteg of Fbealn in ShipbreOdtBg (Ames), 31A-320. Semite of Good Safety Record. Purer Pucanaon. (Bartkal). 343-346. Propesr Piaccroeot oof \W--a---r--C---a---jo---a--h--m looay and to Pmet--WWar Temonow (Saaetk), *99.. Slfo Fooad*r7y Practicmal -- Pcoraerriog -- Shikonute -- Oonisg (PankertJ.J" Safety Mamtot for Bu Hot Mrtsl (WhhaJ, 322. Swrete of Good Safety Retted. Panel Drecortioa. 22^231. A Streamlined Accident Cure QiwfialM Sy<* tern (Ciaiar), 734-239. See alse Power Presses. Metals Seamn: Idatea. 553-332. Opening Remarks o1 f General Cbahtsea, 337-33*. MMumtfem. KemrnHm: Conyiag the Bail h Safoty-- Worker. 99. Mima*, E. 5.: Report of Cbinrea af hbUc UtQtom Mmtag Industry': Coettml of Bestricsl Hasrd* In Open Pit Mining (Htm+hkiJ, 379-36). Dicut and Indirect Goat, of Mm* Accidents to the Opcntms and the Commanity (FaUkaa), 176- 196. ra.ti'ir auakf Undecgivaad in Metal Manas (Wearer). 366-371. ,, ^ rreiilateantii Cawici of Acddows. had Ware- mm, 377-346. Hazard* Obaarvnd m Western Metal Mines (Balter). 371^76. , '. ^ . Job sad Safety Tmeaag for New Employee* (Zaxlimgtt). 167-169. ._ _ MaMihm lock Drtm and Other-Disaster Pre- veutatioa XttM Iftklpk Shift Opentiacv (Whittaker). 160-362. ___ ^ ,,r Am Employed (WSrnhMAmJ, 194-193. ^ Return dicret u4 Stay Come** m. Zloctric niiirine in Metal Mam Dkwwn. 369*371. v-Ak.r* Phata Flartir Espettmentattoo (Jarrett), Safotr Cinw for Bitreiainrwt Coal-Mine Wodcan (Qjataam). 191-193. Some Sntecsa mi Soor m uo jam read Others), 334-556. Typm of Swkcfon lisod on Power Ororits for Tfodcrgeoood Bfastiag, (Weeaar). 567. 370-371. Ventiladoa Techniques 10 Coal Mines (Mirkana), 163-166. A Working PU* foe Training Miner* (DSasmem), VW^inn and os* of Personal Protective Equip* swat (Wkkt). 32B-324. . ^ ^ A Wacrrejca Labor Union'* Work in Siupysni Safety Prcgmeoa. Paad Drecussmn. 276. . Week IniteMB to Woman m Shipyards (Kasstm), 361.363Marine Section: Minutes, 303-323. Officers, 363-304. Itmimif Section: Joint Seaainn with Coal MinWig Scaiea. 367-177. Miootcs. 333-3*4. Officers. 333. Prereoaed. Data Sbaate for the Mining Stem. Minor lmorres: ^^cmity of Reporricg Ail 2Cooe Icqiutcs- Panel Dbcsmo. 331*532. 620 33rd National Safety Congress, 1944 Where in the Pleat Stmnld Ifinr lajua Be F*&d DooMtiM, 1JZ-JJJ- Mahlmm, F. V.: h^Mtro} Wjaac Dinnl, lti-l<7. Marian, fi. B. * Qryinrriaa Sifay KnbtitK iad inuportaiido, 4)443$. Martry, ft. B.i Iiw and Miraut (Atenct). 97. Motion Pictures. Sn Visual Education. Motor Vehicle Iodamy: Carry in* the *-w as Safety --Alter DiBnadlol iintSsJ*afdoihtya)~. WStt-eftE. (MiUmpaa), 99. Medial Amcb u Atfiitd a the Rtyu fbct> meat of war Citirtfeg Today sod ia Fart-War Tomorrow (Latz), I9^J. Pbranrat of War Cunattic* Today end <a Portoar Tomorrow (Atmutramt), |7-tt. Proper Placatoent of wax CiWo Today aod fa Pott-War Tomorrow (Smith), 99, Madd. Is. Cat. ff- D..- Maaiarcaent of the Ptaxuat Woman in Industry. 306-391.. Marray, B. W.r Safety u Plywood Muuifirtm. 604-606. N National Dcfceir: Accident ftrmtiaa CooitmtioB (Biamtiard). 202-206. Accident PKeantioa ia die Amy (Sptttar), 103104. Aaideab' Relation to the Wax Effort (CaUmt), 130-132. Ate^brioea Sgl Irarnru* Sdey the Hud Way? Qo*| Remarks at Army Srisiwi (Amrmad), 04. Dsttafoidd Service t Safety Award to Aoey fonce fenn (SatwvR and Ltrth), iM-lib. The H*a of Wartime Standard* of Gear n oa latetda/Mrarmi/, 44M4S. Haw the Army Pmttrtv Its W (Bmk*r). 36-40. Hew the Service Pbctaa Supply Safety (Uni), 69-72. Ramans Mast B* Huenaaita riant fPndnvl. 7-0. Ta lirtrial Safer h Panl^ Afc OparatkM (Tjtar), Safety f*nnaririnnrar an Army Gnaaad Fma (AmJmtwJ, 76-79. Safety Ptijp and Uac ef Army Qadninnr (Hardy), 72-74. Satey tmm the Cmif Up (Yamat). 9. Sate^h OmaaaOmM Oyafiun (Bajt), A Safety hatina lax Wanaan an Aircraft Uiick* nance (Wat). >2-57. What t l^at from L5-M.W.T. (YatUl). 466* 470. See alao ffmlretvay Indaatrial Safety Ceanaa; Plant hSTFort-War Pi*anic;'Refc*hd SAehaaa National Salary Canarib Board el Dantm, VT*VI1. tin BeaXvn-X fin Vao of Par Reachme hflpw (SlhlwtU), 3-6. Hooanxr >fi atim X. Haraana Must Be II--anirimro (Baatiam), 7*4. OC-tha-Job Safety Buns (Mamth), 4614&. Ofian, IV. Paue Pmrodeab. X. Tnutcei. XV-VI. Saltoa, H. W.i Gronodisf of Portable Electric I^mat, 324-323. iVibrr, N/.' Tamila BepcH in Safety. 364-366. JHauncmwr ftjp Hamids in thf RiaoteOm and PtocewAf <7 Synthetic Xdte (Scimmtx), 3*6- 307. New lauleyerr Accidents to New Employ-- in TpSSSmfranhog). 341. ^ ltodomoo Program for Man and Wca fWmm), 342-343. Jofc and Salary Tniwe for New Bmptoyoa* (ZtiUngtr). 167-169. Roterd* of Reportable Railroad HsfrouMam Acodeftt* to Datcrraloc Cram; Paatl DifCaaaiaa. 347-349. A Safety .Program for the New layliyn Pawl SiJety^TVafelac for the New Pflipr (Blewh). 213-216. Sekrtieo and Use of Panowil .ffonrp- auat (Whitt). 320-324. Sellio* Safety to Eaquoywca (Day), 41-42. Sternm* the Importance ol Eeritetia* Uhet In jures. Panel Daconsa, 351-3)2- A Working Plan for Tnuuo* ICaca (Dmtgmam), t6?.174T See .also Tttiuof. HtwtadS, P. L.The Effect at Wartime Standards el CMtNtuoiM is Oil isfinab. 440 443. Skat. N. C.: Pressure Vend Hnard in Pood Plants. 231-233. Nona; todneriil Hum Awlfatm af biebhtiy (GAtrsam), 267-26*. New Trends in Treahcsat ef fadatfrisl kjares (HalmUmd), 269*772. Tbe Mum's Part in Selling Safety to the Cm* plane, had Dacwtiaa, 331*332. M'`'My Ethics la fiAeir (Damhsry), 264-267. Tneaaedc of ladnbal I3iicaa and Nmt Gat* Remit* (Hoard), 262-264. See ako hot Aid;; iH*"ea"lt*h S" femuea; ffcrpcal Era tarnations. Nutrition, Sae Poods. Occapeittiioful Disease*. See Healthy Umnb. or-ttf&we-jjob Arriikti: Coomrietiue el lliiuywx iMatb Pnnunion at Ato'JnH Ofdie-Jal fffvna?}, 430-464. Inceadvaa foe Anadiot Of-ttojd Aebdeett. Pud Dacaatoa, 393. ladutriil JUconW ol Od-rino-Jon Anifah. had InSaSy^BfffntfSity In Procaotisfl; Of-de-Job Safety. Pud Doomtoo. 392-394. 041 the Jab Arr:lcn and Thdr SieafSraocr to A ^rtar^Viroaro^to lX'Off-drt-Jfeh Aedd--> (BarthA). 343-346. WWa the Taoriila Vdw Gent He-- (Wtmhitr), Who Should Be Ba nonidda for tbe Off the Jd PiDcras? Panel Ducnsne, 394-393. Off-tbe-Jeb Scaaiee. 3*7-397. Older Woikai: Records ef lacctdh Bjutnaad Maiattauncc Accidaata *o Oatacawna Camara. Band Dhroimwa, 347-M9. Oceuio Mining Aaasdaiion: laddant KwtElntic Bxpecao--catiaa (famtt). 174-177. Qnwblwo; Accuhat l^cMintlan ia Rataat CanatnaioQ (BUactard), 202-206. Accidents' Rrlation to the War Effort (Calthu), Bn^ufaa tba Burfits ol Safaty (SAf), 576-573- Boendry Safe Ptutkn (Par/harg), 34s. Good Mirntmatier---Goad SnfatT (KttH). 309-912. Labor** Part in ebe Safety Ot^abatoK. P--d piacnadoau 273-214. Safety to west Coast Iraainn (Mitparr), 410-416. Tim Safety SepwrriiOt'i irari m CoacAwMiCin^ Ham ___ ____ . i (Martm), 434-433. Sacrvts of Good SaXdy Xccocd. Pend DoceiWM. -222*231. O'X.amk, /. Oywaing lentib, Cnenl Chair* naan, iletilt Sectioo. 357-33*. Index 621 Plant proteaioa: Hmidi Ofcacrrcd ta Western Metal pans td^h>lp SacSum: Joint Scnion with PuJp- ^wood Leasers Group and Wood Products Sectwo. 406-416. MasWW*. ^99^450- ' Committee (Brama), 401* Pa&cr Indutrr: Acockmt Statistics is tbe Paper and ^uSTfoSery for 1943 (B>amt),4MA, __ The C^'^**"* and HudUroa of Safety m Carton Piano. Paper Kills, me. (Yaus), 4X6-421. Ifcaoesl of Chemical Wastes by Coowtm* to tflihi. Hi riTwIam (Mahrr). 154-153. Safety as I See It. Sympoeum. 421-430. PapS PimfacS^ffcats Grnuo Sosioo,. 416-421. fjtk, K. F..- Prercotien of Accidaotj in Use of Boll* Fnkty^S* B^cSfohe-Job Ardtew and Their Si*- oibcance to Indmtry. 3*7-391. Wrsooal Factors: eon&tnwjiamin " *" Aocidmrt Cause. Pud DanoieQ, 2*0-211. Pevdogaama of Sefc Attitude* /5wo6;.9-10* Effectiveness to Loo prevantioo flnxWiJ. 404^03. How to IflDBCOrC Che Dmkyratct of Sate wort- n-S:Industrial Noma--Application of hyctehy (Gtk- Uw^ni Kuans (Alotrscl) (Barlrj), 297. Kan to Man un the Jab (lath 297-502. . New Trends cn Traasnent of usastm! ItoUW psychology as an Aid to the Porenmn (Tajlm), XaUtioQ of Attttsdes to Safe Perfonaanee of WoA- Pud DtaCuteioa. 3*6. Rnrinnidiililin of the Safety E^tnm OaXsadc the rLu*(Bixl*T). 217-220. . -. , Srfrtyjfttoblgpr^and Frotrcss m the Gas Zodnrtry When Sm Soviet Rctnnu to industry (Kiehardtam). 301-302ffnnH Accwhot hywlcn n Aney Air Service Dapntsi (Marin). 39*40. Riw__u__l___P_i________Empcaant* See Breathinn Appa- tstws; Oothiag; Glove*; C***re; Rubber Pro- ----- -- *--'---cat: Safety Eepupcwts Shoo. _______ _____ j U*c tbe Hand>apycd War Vet- owe Safdy (Banrtln). 517-321. rijiiifnp aa u Aid to tbe Foreman (Tsjtor), 522-327. hu^flaa ladtoer: The Accident Pjttcntiao Pio- ia the wuhiim Dcputomt (Mmtma), r.awiI Him af Manpower Ttomb Prevention of Aodfoes Of-dirjeb (Bi '* Ceoenea of Equoacnl Walk fftaraw;, 43*440. . , # ^ The Effect of Wartime Standards of Cocwtructieo in Oil Rcfincnm (Haarramh), 440 443. Maaltb **----* M Hydrocarbon Conpwodi (fif- (urn), 434437. , C.L. Handlhm d T upeafiml Petroleum Gases (Ihtmai). 45043). Sow Crwdea (WiWmmi). 446450.. ^ TTreireg Aoreknt EVercntroo into Opantiecu. r^SrSSuTt&d. 431464. HR m 431. >M. A CL: What tirt Supervisor Should Koow Ahte Accident Piirtntioo, 366-367. PhpiCal Dtofaqa. See Rcbabalrtatico. rijlre^^r^lr^ir ~ of HyArooiboQ G&w Active Partidpatioo by "Tmm V--in an Acmdeot FRttetoa PtO- - , 376. Platacni Pinwwt of Cyuudr Plittof Wastes (AUeJUt), l4*-130. Plywood Manufiaam. See Wood Products ladurtry. FeUkaw. W. N.c Direct and Indirect Cows of Mio* Accidents to the Operators and the Community, 17S-199. . . .... Faltard. Af. C. -- The Gyp-- ladoetry Attacks Aca- denfe, 116-11*. ._ Poet-wux PhafiiBft Acddent Prevention ta Postwar Cocumctioo (Bfaatkmd), 202^06. TTi ulririmm*! fat the fiewt at fitrlsiais! Coo- stiorrirm (Cat). 209-211. . riii i mmi of Wax Camahies Today and ta Postwar Tomorrow (Armttraag). S74S. Poatwar Problems foe the Safety Engineer (TratuU), 35-36. Propci Placement of War Ciwibrita Today and in INMt-War Toawtov (Smith), 99. MaapoodbiSkiea of the Safety Engioeirr as tbe Post war Era (Smart), 475479. What Is Nrw After the War (Jmnray). 103-111. Poatees: Advertising Safety (CaUiaj). 347-M9Type f hams useful n Teatht Industry, lhs- cmioo. 412. 414. See abo Ballwin Balrii Puwar Pros Section; Minutes. 46)472. Oficta, 465. Power hum: Die Daeagn fee Safety (Waihimtham), 470477- See also Metal Indnrtne*. ... . Pressure Vcseris: Preeoarc Vend -Huard Pbtet (Steal). 231-235. - Psychology. Sec Feoonal FacSotS. . ,,, m- Food Prises. Sec Boevs Plan*; Reward*. v Pablkr Saictyr Direct and Indirect Cost* of Mine Acodms to the Operators and the Coomnoity (FaUkar), 170-190. See alao 0*-**m-n*> Safety. _ .. ___ Public Utilities: `TW Men Drew No Pay (Film- m). 4*6490. ,,. Hanrd* in the Uadctgronad Electric Dbtetbonoo System (ElmxtaJ. 4*7. 4t*49. ., PnMinMa of G-rfvit Slide rum. Another Look t AcoJaet (Hamaatnd). 49* 499. - Problems sal rlsxsrds in Taae Tntwi.it* Wock (Aifiaadh). 4*24*6- ,^ Rnapoetisbclibcs at the Safety Enguwu m tire Post war Em (Sumart). 477479- ^ ., Pisokc *a IdstoH to the Gm Leak Survey (Htniamikata), 495497. Safety Problems and Pruqmo aa tbe Gas loduttry 492494. ,k Teaching Safe Pole rnmrang Tcduuqm (Carhen), 4794*1. Public Utilities Sacoon: Minutes. 473499. Oficare. 473474. Report of Cbatrman (Miatr). 473. Itgrt of Statistical Cceimwittua ftkantaw), 490- Pohlicky: Aifertkior S*tey (Caldat)i >17-349. Industry's Respenbttifey in Poeotei.ng Off-the-/ob Safety. Pud Dfoooiiao. 392-394. Off-tha-Job Safety Tiomm for a Small Coenpray (Bamtii). 462464. Pnljtwood Lacscrs Group: Joint Saw.inn with Paper and Pain Sf***--1* and Wood Product* Section, 406416. Quarry ladutery: Anatytes of Croat end Quarry Adfeat gaptewac? (Adams), 114-113. . An Asatytie of Quarry Hiarc* (B**h*aldj, 1*9- C*n It Be Done Bettor? (MarriU), 124-128. , y. The Gfpcton fuhini| Attack* Aaadant* (FalUrd), 116-11*. 622 33rd National Safety Congress, 1914 Top MuucffiM btaat in Safety (I. tWtm-j), 121124. __ ____ Mine Worker*; 191-19J. Ljuiy SectionG. Ml* Radio Broadcasting Actrvitia: Vac of Public Address System ha Inacuoy (Taylor), 523. Railroads: Accidents 'Caused %T Getting Do d Os Cui and Locomotives. Fine) Pmunion. 596, 5 57. Clearance Requirements. Paoel Discussion, 33*. Comparison Oynb'm Futon. Fatalities and In juries of AxamOA Kailitiui in 191* and 1943 (Daake). 535. Kc~ to leopra-FS tfa DwclcJSSiSSt of Safe WflBWg HiUnfMcAJUiferj, 549-554. "Keep 'em Rolling'*_--_-cRl:ailroad Slide Film, 544. NoO-Train Accidents (Mifaneroor of "* and Statioo). Panel Dnri-miuu. 337-542. O"ur Safety "Resmim-b..i.l.t.t.i.a....(.JWaiaasrtam'), 542-543. Railroad Hand Drake Accidents. Panel Dtaoutloe, 337. Safe Practices is Handling Switches. Panel Dis cussion. 559-540''Strode and Roo Onx" Acd4cnb. 535-554. Tiopuie Acridaote (Elite). 345-546. See also Grade Gtottaaga: Miiatmoce. ItfritmtkO bdwtrr: htaoic Vaod Hazard in Food Plants {Hi**}), 231-233. Rahthriftstioo: Hoar to Use the Hindiggyad War Veteran Safely (HasHttae). 317-321. Medial A*poas as Applied to d Proper Place mat of War CutuJtxi Today and in PM-Vit Taoocrav (L*U), *9-93. Pknuat of War Cn--lties Today and m Postwar Tomorrow (Armstramt), *7-**. Proaor PUamot of Wax Csmaltim Today and * mWtf Tomorrow (Smith), *9. The Psychiatric Vimotat fTattmaa), 954). IdubiiitadM of tk* lituaxo Vstirsn (Strmarl), 474-477Whta tbc Soldier Returns m Industry (Richards**). 5*1-502. BAAiljHrinn SWSSOO. 501-502. Rtimhaed, H. F.: Safe Dapenl of FlmmLk and/or Tout Gski. 150-152. Respiratory Emuatst. See Irtatfakf Apparatus. Kcspoeriburty: watpviiihiliiii i of the Safet.y Enaggiaear So the Patton* El* (St*mmrt` 475-479IffflBoiibtiitiB of the Safety J gmecr Outride the Rant (god**), 217-220. Responsibility for ImUiAiay Safety ms an Integral nut of Operation. Srsponaa. 453-455. See also fnirnw: Foremen; Management. Resuscitation; Pole-Top and Other Rowmritatioo Mcthodt (Elias**), 4*9*490. Bevird*; PnmtnieB of Esplosiwcs Safety Conte it Awards (StilmtU), 74-76. See also Boaos Plans. Richards**, A. S. and Others: Soeoo Sources of Error RhtZJuZ L,r&}`'o\*K^'mmt the Soldier JU- tunas to Industry. 501*302. . Rope: Determination of Breaks** In Wire Cablet (Marray), 404-403. Ran, Li. Mamich and Ebrakrt, Philip: Cootal of wtlfsat faan- W&y and How. 254-259. Rubber Industry: Accident Cootrol in Psocaniug Syn thetic Rubber (Cr*u). 509-512- Banbury Moo Hazards it Proemang Synthetic Rubber (Crass), 510-511. r.i^Ae Hazards m Procuring Synthetic PrfihrT (Crass). 511*512- Safety in Processing Symhetia (Janet). 515*514. Saaets of Good Safety Rawed- Panel Haww, 226-239- Skin Hazards a the Manufacture and Proem!ag t^oi Svctthetk ldiic flrima). >0650*. ____ ___H__n_t_r_a__s .. Wodeeca oe S>ym-.fertic Rubber Banbury Mixes* (Schmmtx), 500. Synthetic Rubber Mill Hazards (Cmss)., 309-310. _ Valcwnn Hazards a Pm itsting Synd (Crass). >12. _ Rubber Fraanlu Safety hyupunt to Avoid Baeir aoA (gthm/mj. 4*7-400. Rribbpr Section: End*. 905*527. ini*.? Taw mlifiriifftiii and Usaflm of Safety in Canon Plants. Paper Milk ptc. (Ymtt), 414-421. Forrign I-anguagt Rule Snobs for Railroad Work* era. fun Dtscaimmn, 54*. StM*f, C- J.t Safety Pntlw a Gas Industry. 492-494. S Sabotage. Sea Plant Protartion. Safety Codes. Sae Standard*. Safety Dimtcss, See Eegsumxt. Sthw Eqtuwntt: Fryiig--a* * TWt Have HddT*ded Instrument for Irmgiiog | Sockar (White). 322-R2J. Sdtrti--'fed Urn of Pnniiil 1 (Whin). 320-324. Usr of Safety EemmM an i line Wwk (SUatm), 4*y- Y&lue of Safety NaifMl at in c (KtpnerL 411. hGi nolaoa bbTcuuhtnet hAsmmSnna-tgui_o^m_;. S Safety sufmeat: Dnakfmnt af Sdt A (Smhh). 9*1*. Safety Stunts: Srlife* Safety (Shay). 2*5-39*. Aomtismg Safety (CaltmuJ, 347-449. Sash and Poor Mnh. Sac Wood Pmdarti ladoatry. ffiunnilla, Sae lagpig lodoatsy. Sow>;^Fatter Tm lufdraoar n Use of Radkx Sows MUkte'tl* SMill s hh Mac* to (CmU- Door and Plum* M&b (Fred- tricks**), 601-402. , Saim m Use of Sewa In Woo^ Bo* MsoofeOar* (D**m*m). 594. SaMaUxz Scaffolds for Use in Cfeoomg Cut Ham AtrpUnes. Panel Dfecmmon. 5*. Sehmaro, Loafer Occupational TbrntHti* a the Food Industry. 235-237. Son Hmusds m the Rmfemrt and Psocening of Synthetic Rubber. 504-50*. Hazards: Aaihm af Saaonol Htssrds in OS-tfeJtb Safety * (Hmurik). 440*461. Swing for Safety tirmno. 539-554. Self, T. E.i Fondmrfze tho Bcnddsof Safsty. 570*573. s*ni Safety: rffarttwmaoa cu Low Punation (Lashmet), 404-403. Empbasiz* the Bnrirt of Safety (Stlf), STO-573- Inaportana of Reporting All Manor lanuim; Panel Uocumb, 331-332Safety ax I See 2u Irapcma, 421-450. Safety Problems sad Program n the GsJ laduetry (RmafJ. 492-494. Selling war (Stay), 2*5-290. Sellfe* Safety to EmtopB (Day), 41-42. Stw..m...a...:...i.u...x..&....r.a...sofofHHyyddroigigeenn<(* a-Se--we-rs and "Drams (--W.i.t..t.i.a. msr)i!.4W44U*. Skate. /. 5.: Chennai Wastesi ai s a Cause of Firm. and Prvraotiop, 154*157. Shay. Coamt: SelUr* Safety. 2*5-290. ShaphaaeJ, EtustUi A fmifety Color Code foe the Textile Industry. 547*570. Shipyards. See Manor todamry. Index 623 Shoes: .Calk Shoo R> tbe Xogimg Ipdastry (Ktparr), Cwnpnltnrr Use of Safety Sheet by th* Feremmn. fead Duaawn. 354. of Safety Shota, ^oel Diacwrioa. 334* TTyypxes mof F"o..o..t..w..e...a..r"MHooat ESactna is PTMlevantiag Slipping VWM 'Shorn? Fuel Dxxcutrioa. Sec uiamn O....n...t.h...i.o.wit,: -Ro>b*b-ar P1 iotactive Equipment. Smith, T- F.t Divdopaeot of Safa Atitww, 9*10. Smith, William: Proper PUorfflrot of War Carnaltus Today and to Foat-War Totnuuow. *9. Sweke: Khtr Type Rtspirafea for Protection from feafe (When). 323. _, Ta--iwrrn~ Sktu Hazards Id the Manufacture mad 'Procrniug of Synthetic Rubber (Uhwartx). 505* 504. - - * ` | SolfouaZ*: io the Maa- ________ sod Frocaani of Synthetic Rubber (Sehmttm), 505-506. Solvents; pise Hazard of Solvents Used io Froeemieg H^Sri^Hmi^of^H^drrcmdioo Compounds (Up beat, 434-437. Sue alio Rtmoable ligoiai. Spaoa*. Li. William: Accident Prrrentioo /UHJ. KAWB-*1l%94n. . thq 5|n iubfe. if- O.t Supervisor and Foreman. 135*135. It an iianil Coku Standards for Iadustty (Asatwmth), lluciiaatr Standards for Goggles. Rcspaston and Gas MaAs (Wkht), 323. _, A Mew Safety Code for Waodmdh* Machinery ffmmh). 596-59*- ...... ^ Static Eladttitity: Way* af Elaunstiag the fiat Hazards af Static Efertnaty in FMcasieg Syn thetics (Jams). 515-316. . ._ Smfea Railroad Smaioe: Ancmii lipoct of General Chairman (Daaka), 539*334. Highway Railroad Grade Ooasmg Prograo* (Ftm- Stnaari. t>. C,: P~*r*-*-*rt-'1of tbe Safety Engi neer in th* Pumwit Era. 475-479. Stilt**!}, C*1. lah*s `Annual Address. 3-4. Diatingaisbed Service tz> Safety Award to Army Soviet Forets. 104. Honorary life Mwariwrrhip Natiooml SafOy Goeacft, 103- ., Prntntvtk of Eiplnanq Safety Cooewt Awards. 74-76. ,, Stiukts, Sac Safely Rinati Shan Haxarda in tha Manufactuv and Proc- Mkag of Synthetic Rubber (Sthmatn). 505. 506. BnWitiifrr Th* Edna of Wartunc Stiadinu of Coo* taction la Oil Knoaic* (Ntmeaatb), 440-445. Salfice: Dupont of Owrairal Wmjgcs by Coovetciag iels hliMt By-Products (Miner). 154-155. Diaaidr. Hazards of Sulphur DiexRla Wsoning fraaa Soar Crude* (WtUiams). 447. Synthetic Taifmam, Dr. F. F-: Tbe Psychiatric Viewpoint. 93-99. Tajiks: Ckaaiog of Tanks or Tub Cm (Williams), 446-450. f^.ofnr Tanks Cootetnfeg Hydrogen Solfide Vapors (WnCemi). 446. . Hydrogen S16dt Corrosion of Gmrulsoc Rw-Dora TanJt* (Williams), 447*44*. Robbor Cement Tanka- for Safe Processing of Sjo* thetics (James), 515*516. Safa of Liquidad Petroleum Gases (Thamet)/f}Q-4}3. Safety Equietneat for Men Sralio* Tanks That Have Heldlmded Gasoline (White), 322. Unloading Soar Crude Tank Cars (Williams), 446. Tamttng Section. Sea Meat Parking, Tanning mod Leather Industrie* Soctioo. . ,_ Tartar, H. C.: Psythology as an Aid to tbe Foie* man. 522*527. Taetb, See Health Supervision. - Telephone and Telegraph: Pmentatiun of Sound Slide Film. Another Look at Aoodcnt* (Haeaa- f*rd), 49*-4f9- Temperatures: Safety in Overseas Ground Opaatioo THap). 44-44. Textile lodadjr: Gctbog Active Participation by Top Esctutrvcs m an Accident Frerantiua Pro- grant- Sympotium. 574-377. A Safety Color Code for tbe Textile iodoJtry (ShtphaarJ). 347.570Tortile Progress in Safety (Htltem), 564-966Uodcrgroond Weave Room. >46. What tbe Supervisor Should Know About Accident Prevention (FhtlptJ, 566*567. When the Textile Worker Goes Home (Winkler), 973-575. Textile Section: Minutes. 563*577. Ofioen, 543. Thames, if. Safe Handling of Liqadkd Fetio* Icraitt Gases, 450-455. Tharas**, B. A.: lcMrt of Stitieifil Commlttca of the Public Utilities Section, 490-492. Tobacco Zodcntry: Secreta of Good Safety Record. Panel DixaniM. 227-22*. Tools: Canthowks (Merraj), 604. Grounding of Portable Electric Equipment (Htl- tam)T324.325. Handung of ^ggg Hooks. Dimanoa, 400-409. How n ProtH lomries to Muntceuioif-Vay Men Item FInog Steel, Maots. esc Patel Dis* cawinri. 341-542. *, and Hazards b Tree Trimmiag Wock (AtpSmmdh) 4*4 4*6. Unsafe Hand Tools (FketrraUJ. 1U-1S9- Whir*--rj fer Sharpaamg vaoccr Lathes and Qioynis (Mstnay), So6. See tins Saws. Trainhag- Gas it Be Done Better? (Merrill). 124-12*. Foremen Training in Antident Fmeatna. Sym posium. 437. ___ , How to Improve the Pertfopmcnt of Safe Wock- a* Habits (McAUintr), 5^*554. How to Use tbe Handicapped War Yataeao Safely (Naistller). 520. Instruction g Brake Usage by Meins of Hand Brake Car. Panel Doouuoo. 557. Job mod Safety Tniowg foe Mew Eoaplwyco (Z*jH*t*r), 167*149. Job Safety Training m tbe Organisation. Panel - DncusMo. 2*2*2*4. Flacrmrnt Of War Casualties Today aod b Postwar Tomooow (A**um*k). *7-**. Safety CeeMckiuiannai m Army Ground Force* (A*d*n*e), 76-79. Sefety rv*lf and Use of Aany Ordnance (Hardy), Safety ton th* Ground Up (Yams), 7943. ^ Safety m tbe Training Program for Women Em ployees (Leach). 3*4-5*4. Safety Trairuog for da New Employee (Bitmts), 215-216. TeachLog Safe Pole Climbing Tcthciqnes (Carhtir), 479-4*1. Training lot Railroad Maintenance Foremen. Panel Discussion, 539-541. Use of Accident Cause Summaries ca tbe Imjxureoenl of Tai&kig Tccbniqoas (Grtmwaaa), A Woekiag Ptas fbc Teamiog Miners (Diarmae), 169*174. See also bdotml Safety Courses. Transaction*: Use, XI. Tret Triwing, Sim Public Utilities. Trespassing. See RaHrasdt. 624 33rd National Safety Congress, 1944 TiMistU, U. B.t Poatwar Prebkxas for the Safety Enqioftrr. 35-36. TjUr, <f. t.r IaAatiiil Sa&dy a Fotetga Air Op* entuee, 4649. (fasted State* Military Serrate*, Sec Nation*! Pcfra*. Vexerto{, See Wood Prrxfr.rts bJwfar. Vcterul Dcscaaca. Sc* Krafcfc SapcmttM. VietiUtiaa tod frfarm Sptnfli: Control of Weld- u* Pufflca-Why tad tUrw (Saif ud Driaisr). 2J6-Z59. PrcCaotiaas in tat Hincliae to4 StM|t ct Scot Crudes fVWMwj. 4CM&. Ventilatioo for Foe fiQtimwi ia Pmfan Syo* tktia (faauf. 314*316. VcobLaboa Ticwioia io Cod Miw (Kricawic), 163 166. T VietuI Edactljoa: Cm It Be Dem Batter? (ManSB), 224*121. "Keep 'em tsllW-ltiW SSde PXm. 946. mMcd of Miifltcntixt" hantttito, 937. pjewrtatioa of Scad Slide Pflit. Ilrttwr look: at Arqdanrr (ttsmufmd). 49* *99. Sofaty fuse Bevinr. 3tt2. Sound Slide Film as Meant of Training Boilioed Miiflttftiaa Wbn.a had Dtsanueo. >41. Tadiiot Safe Pol* Cllircax Taduuma (CarhrM). 479-491. tie of Motion Pktnms ia the learn* Iduttjf. Ducuumo. 413*416. "Why luk Voar liftrHKotto KeM; 999. w Walhiatham, Thames. Pie Prttya far Safety. 470* 472, Wallty, D. L: Gettiox Aahre Particitation by Top Executives ia an Accident Pmcnoon Pnitni, Symposium. 376*377. War, Sec National Defense. Vmvr*. J- W. and Others: Some Sovran of Besot io Dost Sampling. 334-359. Wester Chcminl Waste* as Cion of Kmc, and Pivrxntkm (Slew). 136-137. fTtgnraT Wastes Caovng TeodUe cad Cenylilnir. from an Iranranee Company's Point of View (Garuej). 147-149. Duraoal of Choraini Waste* by Ceemthf Io By-Froduett (Maher). 134-139. Dimewai of Scrapings (tom liitram Dials. Plod Dacanua. 62. Iadortrial Waste Pupanl (Mahhtam), 143-147. Safe Dnpoaol of Cyantdr Flatfag Wastes (Machw), 149*150. Safe Dcfeol of BmauUt and/or Tease Pars (9.shsbari). 150-132. Safe Diitooi of Fliramihfc liyiiii ami Solafla by Barnrag (Cell), 192-134. Wearer, Lamar: dearie Uadagi ril ja Metal Uino. 366-371. Welding: Aerideat Statinier far Men and Women Weldets (Kantril), 32-3<3. Coctrol of Weidie* Fiiaee Why cod time {*& cod Mdir). 296*239. Flub Glasses nr Welder* (Whit*), 324. WeldcOj Lma tt had Die 313-316. Whit*, XL E.; Suactioa ud U*t of Pmnatt Pr*~ tctlm Etpupeneat, 320*324. Whittaker, J. W.i **!?****"%* Bod: HaScj cad Other Disaster fttwintitht itotam In Mmtfa'pk Shift Operations. 160*162. Williams, P. D.i Soar Cdbl 446-4>0. Willierauaa, W. C. id Others: Some Soexccs of Error io Dost jiatBia. 394*336. WsahUr, . W.: Whenthe Textile Vector Gem Book. 373-975. Women us Irntodif 5**oion. 579-591- Veata Woden: mom the Amy hofcrtt Its Woman Wadna (BarhtrJ, 56-40. Uuwant of the Wcaaea ia Indartry _ S(MAfmkifid)J,T386-991. Stray io the Tsana* ~Praam* for Women 'Em- yluj-- (Loath), 344-5K, A Safety Procrun far Wen I* AAiisasft Uaiotr- _nanoc fF), 32*57. ________________ losottiax of Safety to Wacom Ifid haymMt f wem* to Safety (ttmemiag). 11-14. ujfcrsys-.Wood iVodnfla Tndnrtty: Gmrfal of Kid (Mmray), nSmt !Machhra ad Bad*f Machine SaJoy (DmAA^SNendrS1:e5J96d5y95G. o* far ' ((LLmaWmthhil.. 596-39S. Poior Boom Hnank fftonrl. 695. StMy io Plywood KioAowt/Ama/, fo. .. Safety ia Sadi ud Ooar md PliaTqi MDa fBrad- mrdmT, 601-4O3. Safe* Wad Bon Kenfirtaw fflimaA 394- WVeoaoOdf STfaaarptaasr SoftlfylimjKnn fbXtoaaiglfAtJ4. 96*9. 9AML Wood PraOnm Sieriia. hat Satin dh fdoamf tegn Cray and Ibpm ml h^l mm*. lfm If. 393 <06. wfifiEii.Tk! M b ! of Mioc Adipca w da Qe--dy fftltlicj. U9S Yam. s. r.: The CaMcnia _ Sefwy ia Carton Kama, Paper lOk 421. YaUat. J. I.: Wbst Co Bnatt Cm XI 466-470. Yearn*. XL Safety. - Toons, lam. (raw. A. Kl Up. 59-93. Ztiimttr. A. U.: Jab aal Sdoy Tahoe fv Mow Erapiojacs, 147-169.