Document qbNM4JVGdMm2N39qD840DxVG

FILE NAME: National Safety Council (NSC) DATE: 1963 DOC#: NSC209 DOCUMENT DESCRIPTION: National Safety Congress Transactions - General Sessions -Vol 1 Volume 1 \ \. National Safety Congre: Transactions Ri.e copy JAM 311974 ANNUAL MEETING OF MEMBERS CONGRESS BANQUET LIST OF EXHIBITORS GENERAL INDEX OF ALL VOLUMES :. * NATIONAL SAFETY COUNCIL 425 N. Michigan Avenue Chicago, Illinois 60611 Ritiinmd Section nangcd''lo allow 70 per cent to be pat 'Mth fund. In California this year fie .are passed an act providing that, asIljenvise agreed, the cost of niaintsis_^V -crossing protection works sheefit by the California Public Sf'vrr lission between the railroads and : bodies affected on the same basis a Ision of the cost of original constrjcHowever, the bill w ai pocket-ve:: he legislature had adjourned. reasoning behind this legislation s and convincing. One of the most rt- brochures by t\e Committee in 4 of Life Prograi\i puts is accuracy it says: \ ere is a growing awareness that tl:ct real difference in principle between e ' public funds to defray the cost < lights, traffic signs, guard rails aac lent markings and similar devices, ant . of public funds to protect the sa=e of traffic as it goes over railrea: ar statements were made in the tesaiciore the I.C.C. by witnesses from s i "f the country. State and localpulS: '. legislators, railroad people for bed i-i management, safety council ofnciaA. pal, county and state authorities, tie : nl others expressed the same ser.dAnd the most important pronouni the subject was that made by Henry I.C.C. hearing examiner, in tie fie has proposed for adoption by tie -'ion. A fter hearing all the evident! "Vst comprehensive investigation zi which lias ever been conducts:, nor Vinskey said: * highway users are the principal :t- of the benefits flowing from rrT' grade separations and from sj-ecd n at rail-highway grade crossings. ;s reason the cost of installing an; ning such separations and protect: is a public responsibility and shoo: need with public funds the same v traffic devices." oner Vinskey has thus voiced an a;r> e average legislator understands. h every case where the facts are laii he state lawmakers the vote in sercorrcctive measures has been unart- nearly so. Tiie magnitude of the cost figures, for an i;;reciable number of new installations of jn:eniatic devices makes it clear that, as a " ideal matter, the railroads could not be expected to bear the burden. A genuine retribution to safety at grade crossings can made by formulating some means by viich public funds may be obtained and anl to build and maintain structures and vices which will automatically protect the rotor vehicle driving public from its own icily. Earl F. Campbell, managing director of the California Traffic Safety Foundation, ;ct it very succinctly in his testimonyJifjjore. e Commission when he said: "Rail traffic is a part of the over-all facTuadon and safety blueprint. Large sums lave been spent by the railroads in providing remedial measures designed to achieve maxiram safety. The public has a major interest a rail-highway accident controls. These conrols are created for the benefit of the driv ing public, and therefore it would seem only jest that the public should pay for controls sfiich are an integral part of the highway system. This would represent only a small part of the total highway cost, but would sccelernte the building of safety into our expanding and urgently needed highway sys tem." If we are to have and to use both a na tional system of railroads and a national sys tem of streets and highways, crisscrossing each other at thousands o f places, wc must, to an increasing degree, spend what it takes to insulate each system from the other. The tremendous gain in motor vehicle use and the need for rapid, efficient transportation over both systems makes this imperative. To do the job would take that which seems to railroad people to be a very great amount of money, yet a sum which would be only a small part of the whole highway budget. Being realistic, we know that the only place to turn for the amounts necessary is to the public^ treasury. The sooner the funds are made available and the gates or other protec tion installed the sooner we may be able to reduce to a minimum the death and destruc tion at grade crossings. So it becomes clear that the role of gov ernment in grade-crossing safety encom passes at le ast tw o very, im p o rta n t projects, namely, an enforcement program, consistently followed, to induce compliance with laws and regulations requiring motor vehicles to stop at, or operate with adequate care at, railway-highway crossings at com mon grade; and, secondly, the appropriation of public funds with which to build and maintain an adequate number of grade sep arations and automatic protective devices at grade crossings in order to further insulate from each other vehicles moving over high ways and tiiose moving over railways. THE IMPORTANCE OF SUPERVISORY TRAINING IN THE RAILROAD INDUSTRY i By M. A. N U G E N T | Supt. of Safety, The Southern Pacific Co., San Francisco c | Our subject of discussion is one that I | feel the most important subject in any safety I grogram. Due to the far flung operation of C i railroad, it applies more to the railroad in\ custrv than any other, and that is the "Imv gortancc of Supervisory Training in the Railroad industry." We read in various periodicals of up grading railroad officers. Many railroads are ending them to universities throughout the country with the thought of making better managers. I have no quarrel with this policy. But, we have thousands of supervisors and officers on the railroads who are not given the opportunity of attending universities, although they hold responsible positions in management. These people are supervising still more thousands of employees. Our dis cussion today is aimed at that group. A pro gram of this kind will pay oil in higher morale and fewer accidents. 3i3 . >, 1963 Xiilitmal Safety Congress This group is (he hardest group to sell on safety and 1 will attempt to -show voti some of the reasons why. They are always under pressure to get things done with greater efficiency and less waste and they may feel that they arc somewhat over worked--and possibly they arc. In their preoccupation to get things done, they may feel that the more pressing mat ters reduce the necessity of carrying an ef fective accident prevention program. It is often a burden to cope with all the matters they must deal with. They give the greatest attention to those matters that seem of im mediate importance, so safety matters ,,wait for an occasion when there is more time. But, all too often, that occasion may never arise. You may not agree, but after 48 years of experience, holding a variety of jobs in the operating department, I have observed with keen interest the actions of various super visors. I believe the success of any program will depend on the ability of the supervisor to carry the program down to the rank and file employee. Who else is close enough to the w orker' to do the safety job? The worker considers he works for the super visor, not the highcr-ups who are miles away in some glass temple. If the supervisor devotes a few minutes a day checking equip ment and safety practices, he will instill in his men a safety consciousness that only a supervisor can do. There is no more effective way of selling safety to railroad employees than through the supervisor. Unless he is imbued with ideas regarding safety, he will never get the safety program off the ground. Safety and morale will always come from the top down, f roiT! the botfo:n ijn _-\c for CIS tllC supervisor is concerned; this must start with top management, but it will only reach the rank and file employee through the su pervisor. Supervisors are the key members of any effective safety program. Their edu cation is of primary importance and will have a decided effect on the job of training employees. Proper education will instill confidence in the supervisor and build him up in the eyes of employees and will make him a better supervisor. If a supervisor expects his workers to have confidence in him, he must have confidence in himself. This will not only be recognized by employees, but will also be recognized by the supervisor's su periors. We speak, for convenience, of acci dent prevention as if it were somewhat apart from other duties. It is not. It is part and parcel of the total job. A job cannot be done effectively if equipment is damaged or employees are injured. You have heard the saying, "He's a good supervisor, but he has a bad accident rec ord." The most effective plan or the most effective method of prevention is for the supervisor to make it a part of his daily duties. A well directed safety program re quires of a supervisor a more effective role in accident prevention. It is management's responsibility to train that supervisor. There are several questions now before u s : namely, what can be done by manage ment to train supervisors? This group here today has had many ad vantages over the on-line supervisor. Man agement has come a long way toward edu cating this group. But, this is of no value unless we take it home and make it effective with onr people. Your attendance here (a: management's expense) is a part of your education. The question before us, today, is how best a supervisor training program can be carried on in the railroad industry and how can we best do the job of training. Last year I gave some of the highlights of the program on the Southern Pacific Since our training program has started, the ratios have continually been downward. Evaluation of this program is given by Mr. Miller, on page 17. Haw borer, master I feel l accidcn existent My f> responsi when I geles l ' Through juries i that sonorder. Pacific >. confrent ferences tcrial ns and empl correction see and c to issue < perform s confrent' of our s>.! interest i three-year our ratio program ' success. In leaviu Terminal, the capacii two differ' in a positi" the Sotitln satety dep: supervisor' all line off., bulletins h, liousekeef ir analyzing reporting i participatif : and en fori, seeing and Safety this informa tal confra i These meetn twice a ye.m railroad. A! \:i t y v w-, - i ; 1 - .` . v i v $ - V tft-U V\l ; Av.'. ' P i 2,*, J'U ty*- t MMM Railroad Section .t o n the job of training By D. K. M IL LE R S Asst. Supt. of Safety, The Southern Pacific Co., San Francisco instill confidence in ^ j j l d him up iii the eye? make him a better , supervisor expects his i.Hfidence in him, he must i;i himself. This will not .1 by employees, but will u by the supervisor's sti- for convenience, of accias if it v>ere somewhat duties. It isyiof. I t is part ie total job. A job cannot :y if eq u ipm ents damaged . injured. >d the saying, "He's a good '.e has a bad accident rcct effective plan or the most 1 of prevention is for the ake it a part of his dailydirected safety program reervisor a more effective role ention. I t is management's . train that supervisor, vcral questions notv before it can be done by manage- upervisors? ere today lias.bad many ad:'ie on-line supervisor. Manine a long way toward eduip. But, this is of no value it home and make it effective ic. Your attendance here (at expense) is a part of your Having worked in such positions as la borer, boilermaker helper, switchman, yardmaster and then 16 years as a line officer, I feel that I am in a position to evaluate the accident prevention program that is now in existence on the Southern Pacific Railroad. these conferences. The information discussed in these meetings, as well as at quarterly staff meetings, served as a basis for a train ing program. However, with tile number of employees being promoted to officers, this is a never-ending program. My first experience in assuming complete responsibility for a safety program came when I was superintendent of the Los An geles Union Passenger Terminal in 1953. Through the large number of personal in juries recorded, it was definitely apparent that some type of training program was in order. A representative of the Southern Pacific safety department set up a series of conferences with all supervisors. These con ferences were set up on a weekly basis. Ma terial used covered the past injury record and emphasized the causes and means of correction. The supervisor was trained to see and correct unsafe work practices, how to issue orders, how to train employees to perform specific duties, and how to conduct conferences. It became noticeable that most cf our supervisors began taking an active interest in the safely program. Within a three-year period, we were able to reduce cur ratio from 20.90 to 3.36. The training program was largely responsible for our success. In leaving Los Angeles Union Passenger Terminal, and moving out on-line again in Another important procedure we use in training supervisors when revising one of our rtde books, or planning some modifica tion in our safety program as it applies to --the--transportation, mechanical, or mainte nance of way departments, is to arrange for a meeting of a certain number of line offi cers with safety department personnel. In the case of ride books, a committee com posed of line officers and safety department personnel sits down and reviews the rules thoroughly, and revises them in the final form for printing. This has been going on for several years now, and we believe it has proven very beneficial in having a line su pervisor feel that lie is playing an important part in shaping our safety program. One of the most important programs of the safety department is the responsibility for selection, control, and subsequent use of protective equipment for all departments. These include protection for head, eyes, body, feet and respiratory protection: and clothing for protection against corrosive and toxic substances. The department recom mends purchase and use of such materials the capacity of assistant superintendent on as creams and cleaners for p r o te c tio n jbefore ns, today, is how two different big and busy divisions. I was against occupational diseases such as derma -dr training program can be m a position to see the training program on titis. In November 1957 a catalog was issued me railroad industry and how lo the job of training, gave some of the highlights .m on the Southern Pacific, ining program has started, the ntinually been downward. this program is given by Mr. :e 17. the Southern Pacific in its infancy. The saietv department siartcd to issue periodic supervisor's accident prevention bulletins to all line officers. Material contained in these tulletins included such subjects as good housekeeping, personal protective devices, analyzing accident causes, investigating and reporting of accidents, gaining employee participation, audio-visual aids, safety rules and enforcement, on-the-job training, and seeing and correcting unsafe practices. Safety supervisors, when disseminating that contained all approved protective equip ment. and use of anything not stipulated in the catalog is prohibited. Of course, any new equipment receives consideration amireplacement is made where warranted. To obtain a uniform understanding all over our railroad, the safety department conducted educational conferences with all supervisors and trained them in the use of protective equipment. As new equipment is issued, supervisors are again instructed in this information, conducted interdepartmen its proper use. While it is difficult to deter tal conferences with all line supervisors. mine exactly howmany personalinjuries /' These meetings were held on an average of have been avoided through use of protective twice a year all over the Southern Pacific equipment, we know a substantial reduction railroad. About 900 officers participated in has been made, due to the fact that wc arc/ 17 1963 tSalunwl Safely Congress not experiencing the number of injuries to heads, eyes, hands and feet as we have in the past. In addition, complaints with re gard to respiratory ailments have diminished to a great extent. In addition to litis type of education, for mal education is offered to a select group of officers and employees who are seriously considered to have definite management potential. Naturally, they must meet various qualifications such as age, seniority and past educational achievement. Each candidate must also demonstrate leadership ability and show signs of positive evidence of making the Southern Pacific a permanent career.' - In addition to the programs mentioned, safety supervisors are allocated a portion of the railroad which they continually police, assisting line officers to carry on their acci dent prevention program. To gain employee participation, such de vices as picnics, family night meetings, luncheons and dinners are held periodically all over the railroad. With proper planning, we have found these functions very helpful in the establishing and furthering of an awareness of safety. Undoubtedly, we are making some prog ress in the safety program in that over the last five-year period, we have noticed a de cided downward trend. From every indica tion this progress will continue and should place us in a very enviable position as com pared with other Class 1 carriers through out the country. Despite the fact that our ratio is showing a continual decrease, the field of accident prevention is fertile and training of the line supervisors must be con tinued to alleviate the number of fatalities and injuries that are still substantial. In continually analyzing the injuries that are being sustained on the railroad, it appears obvious to all of us in the safety department that unsafe work practices and disregard of safety and transportation rules are the major causes of all accidents. We have employed several outside organi zations to come onto our property aijjl make detailed studies of our facilities and work processes. We have spent millions of dollars in making the recommended changes, many of which included built-in safety devices to e lim in a te human error. Despite these changes, we are cognizant of the fact we are still dealing with human beings and emotions, which must be controlled through an educational program. We realize each in dividual is a unique being. Psychologists tell us that in spite of this, all human beings have a definite basic be havior pattern. In our opinion, the acquisi tion and application of this knowledge is the challenge to safety in the future. On South ern Pacific wc are planning to hold educa tional conferences w ith s u p e rv is o rs to acquaint them with these basic behavior pat terns. This will enable them to understand and recognize changes in the basic behavior patterns of those who work for them. In our interdepartmental conferences and staff meetings that we are now planning, we are emphasizing several rudimentary as pects of basic behavior patterns to make the line supervisor more aware of his responsi bility. Such things will be covered as: 1. Learn to listen--keep your ears open and your mind open. Get the men to talk about themselves and their work. 2. Learn to talk effectively to individuals and to small groups about safety, company policy, department aims, etc. .1. Learn to see -- keep your eyes open and your mind open. Look for [toor condi tions, unsafe practices, ways to improve your department. 4. Learn to teach. Much of a supervisor's job is teaching others, not only bow to d>"> specific jobs, but also how to supervise others. 5. Learn to feel--not to develop a sense of touch, but rather an ability to feel whst others arc feeling. Perhaps "empathy" woali he as good a word. 6. Learn everything you can about people, about the company policy, about the work of your own and other departments. If you are well informed on these matters, the first five will be easy: For many hamlet of C 100 yards bcl of the Baltin my fond met: the foreman a tained the rig. toreman was .. it was a day got my first rn the section gai and he took a : who yet todav "Mike." I recall that miles by mote, oi-way. As the years industry in e.w> the great fle.xt. vehicle. Today no longer ride with the long dt their car from ; pass. Many raA :o the use of port their main: This has bn.: km- and brings in Highway Oi Previously. fa ir t .ace of d' concerned with . automotive trafi'i Today, when t o their place . . >:f all the com,." -igltway transpo: Let tts look for problems, l'irst vehicle is an iud' your employment. . an outside sours kke to have to : let's consider wi... Important factorderation in the s ill not permit it-