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Other Volumes in this (1960) Series 1 U Curt' * Users of this volume will find much value In Hs companion volumes, which offer the complete record of the 48th National Safety Congress! Here is the Rst: VoL No. Title 1 General Sessions and Index to all Volumes.. 2 Aero-space; Air Transport............................. 3 Automotive and Machine Shop; Power Press and 4 Cement, Quarry end Mineral Aggregates 5 Chemical and Fertiliser .... ,. 6 Civic Leadership; Church. Home, Women. You 7 Coal Mining . . 6 Construction: Public Employee . 9 Electrical Equipment ............................ >0 Pood and Beverage; Meat Peeling, Tanning and Products; Trades and Services 11 Glen end Ceramics; Rubber 12 Industrial Subjects Sessions (A5SE).. 3 Labor . 14 Marine ... . . 15 Metals . . 16 Mining . .. 17 Motor Transport; Transit .... 18 Occupational Health Nursing 19 Petroleum . 20 Public Utilities . . 21 Pulp and Paper; Printing and Publishing . 22 Railroad . ... 23 School and College 24 Traffic . . .. 25 Wood Products: and Tactile 1 to 9 Copies S .65 AS ing .65 .40 A5 irm .65 AS .65 .40 her .65 .65 .90 .65 -65 .65 .65 -65 .40 -65 .65 .65 .40 .90 A5 .65 10 or more $ 55 .55 55 55 55 55 55 55 .35 55 55 .60 55 55 55 55 55 5S 55 55 55 55 .80 55 55 Stock No. 02250--1 02250--2 02250--3 02250-4 02250--5 02250--6 02250--7 02250-- 02250--9 02250--10 02250-- It 02250--12 02250--13 02250--1* 02250--15 02250--16 02250--17 02250--16 02250--19 02250--20 02250--21 02250--22 02250--23 02250--24 02250--25 COMPLETE SETS (25 Volumes).. SlOSO $1050 022.10 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, IU. .-Mt6io: 32 or:.50-- n NATIONAL SAFETY CONGRESS TRANSACTIONS VOL. 14 MARINE INDUSTRIES NATIONAL SAFETY COUNCIL 435 NO. MICHIGAN AVENUE CHICAGO 11. ILLINOIS SCF-ALLF-02011 CONTENTS MARINE SECTION (a) On Deck Safety...................................................................... John Kern (b) Engine Room Safety ......................................................P. J. Breen, Jr. {c) Galley and Housekeeping Safety..................................... R. Y. Baillie (d) Its Relationship to Recreational Boating...............Robert Y. Hadley 4 8 10 13 Federal Safety Regulation--Beneficial or Detrimental.......... Robert D. Cidel 15 Management's Responsibility for Safety..................... .......... Clare J. Snider 18 Who's Setting the Course? .......................................... Capt. Robert E. Mackey 22 Preventing Accidents on Cargo Vessels......................... Copt. James B. Rocker 27 Offshore Safety ........................................................ .................. Bruce A. Pfeiffer 31 Safety Features in the New Ships............................................Copf. R. H. LePage 34 Safety--Problems and Solutions................................................C. J. Mellendeci 40 Blueprint for Sea Safety--A Joint Labor-Management Approach. .Joe Algina 43 The Helicopter in Rescue.................................................... Copt. W. W. VenneJ 47 Regulation, Use and Inspection of Inflatable Life Rafts ...................................................................Copt. Arthur W. Johnson S3 A Review of Merchant Marine Licensing Programs. Capt. Roderick Y. Edwards 58 Let's Ship By American Flog ..................................... VADM Ralph E. Wilson 61 The Distinguished Sea Rescue Award............................... Capt. Janes F. Devlin 65 Marine Section Committee Reports National Defense Transportation Readiness.......... Copt. M. I. Goodman MSTS Safety Activities ................................................VADM Roy A. Gcrno Shipbuilding and Repair Yard Committee...............Herman J. Nordstrom Passenger and Cargo Services . Safety Awards Committee . . .................L, S. Andrews .. Capt. R. E. Mackey Membership Committee................................................Carl F. Yonder date 2 66 67 68 69 69 70 CONTENTS--Continued Government Safety Discussion Group.............................Capt. T. J. Fabik 70 Cargo Ship Safety Discussion Group.......... ......................... Robert Coe 71 Tanker Safety Discussion Group....................................... Glenn E. Anktum 71 Joint Safety Discussion Group..................................... Capt. R. H. Smith 72 Great Lakes Ship Safety Discussion Group .Robert E. Kiatsert 73 Safety Information and Poster Committee...................Capt. Milton Breece 73 Vice General Chairman, Great Lakes Area David L. Buchanan 74 Vice General Chairman, Gulf Area . . Robert Rader 74 Vice General Chairman, Pacific Area . . ............................. L. C. Ford 75 Assistant General Chairman, Programs and Conventions. .Harold M. Wick 76 Public Relations Committee . .............Frank Btaynatd 77 Ship Safety Achievement Awards .......................Copt. Jones F. Devlin 77 Statistics and Contests Committee .................Jack L Morrow 78 Report of the General Chairman . . .Robert L O'Brien 78 Officers of the Marine Section, 1960-61 .......................................................... 80 Other Volumes in I960 National Safety Congress Transactions...............Back Cover 3 1960 National Safety Congress MANAGEMENT'S RESPONSIBILITY FOR SAFETY By CLARE J. SNIDER Marine Services Manager, Ford Motor Company . What is safety? As a matter of habit, most uf u. try to define a problem before attempting to solve it. As might be expected, wc have not solved all of our safety problem* at Ford, but we have found from experience that a clear definition, or. as we generally refer to it. a "problem blueprint** i? a valuable aid. Webstet's Dictionary define* "safety** a*: a condition of being safe; freedom from danger or hazard; or keeping one* self or others safe. A rather brief definition for a word that i> in reality a* broad a* life itself. Accepting Mr. Webster's definition. you will note that he clearly indicates safety i* a team responsibility and that team work i* synonymous with coordination; the type of coordination that can only result from pro gram planning and the participation of all. from the ordinary seaman handling lines on the dock to the master piloting a giant ore carrier through the narrow channel* ni the Sl Mary* River. All? Not quite -- since the actual work tasks are performed aboard the ships many mile* from their home port*, it i? conceiv able that many safety programs liave neg lected to consider shore management's re sponsibility for safety. A working safety program involves more than a simple distri bution of a rule book, the posting of posters and the occasional admonition to l careful. The larger or total program necessarily mu-t include the enthusiastic participation of management. W'c of the Marine Service* are fortunate that "safety first" ha? been a way of life at Ford ior a long time. We have available to us a well developed safety program. With the aid of representatives of shore manage ment such as division safety engineers, we are continually in the process of adapting our industrial safety programs to fit the needs of our vessels. We recognize that you cannot simply tear a page from a rolling mill safety- program and apply it directly to marine personnel, since many of our basic problems are unique to marine operations. However, we ltave found that there is much, to be gained from taking advantage of the experience of industry'* and that \vc are not a* different as it would appear at first glance. For example, consider our last two dis abling injuries. In 1956, an engineer wa* seriously injured when he tested a 440-volt circuit with a 110-volt test lamp. In March of J957. another engineer lost a portion of his finger when a fellow-worker struck it with a sledge hammer. Either of these in juries a* well as others that preceded then: could have for the most part occurred in any type of manufacturing operation. A.* an integrated department of the Steel Division. Ford Motor Company, we have taken full advantage of the Stan and engi neering services available to us tor tw' basic reasons. First, when it pertains to safety, we are in a hurry. We can't afford the time spent on unnecessary' trial and error. Today's remedial action is too late to prevent yesterday's injury accidents. Sec ondly, we recognize that if we are to fulfill our responsibilities as members of manage ment. we must avail ourselves of profes sional help in planning our safety program activities. It is our belief that management's princi pal responsibility is to demonstrate active safety program leadership. We all expect the ship officers to provide consistent, safe. on'ikc-job leadership. It becomes our re sponsibility then to proride not only the tools but active program direction. In order to proride }t)u with a better appreciation of that relationship, permit me to review it in a little greater detail. Our medical, statis tical, safety meeting, safety promotion, re porting, in effect, our complete safety pro gram is coordinated with that of the Stec! DivisuTi a* would be the case of any other department. Our statistics are maintained in a manner comparable to other marine ac tivities and as members of the Steel Divi sion safety team. Disabling injuries are charged against the company, and the divi sion, as well as against our department. 18 Marine Industries In order to graphically outline the shore influence on the safety program currently in force on the three vessels making up the Ford fleet, we have prepared the following <lides: Safety Meetings. In order to make ship board safety more meaningful, responsibility for safety meetings is divided into three basic areas. A mate, an engineer and the *:eward are designated as safety meeting cliairmen ior their respective areas. Records are maintained to make sure tliat each member of the crew attends at least one formal safety meeting per month. Crewmen attend the one-hour meeting? on an over time basis, that is, they ar paid for the off-duty time spent at the safety meeting. This payment helps underscore in their minds the fact that we are sincerely inter ested in their safety. assure you from experience that a poor rec ord of safety* meeting performance is con sidered to be as reprehensible as a bad cost performance. Safe Job Procedure. In addition to the formal safety meetings, each vessel partici pates in the Safe Job Procedure Program. The chairman selects a simple task and with the help of the crew, examines every aspect of the selected work task in search of way* that a crewman could be injured and what he must do to avoid injury. In a surprising number of instances, our crewmen have helped us find a safer way to do a job. The chairman outlines the safe job procedure on this specially prepared form which he in turn reviews with other crew members. The Safe Job Procedure Program has proved to be an effective method of creating job safety awareness and teaching crewmen tc think a job safely through. A* is the case with any successful meeting, safety meeting agenda* are prepared in ad vance. An important phase of this prepara tion i* the time allotted for crew partici pation. Although we are fortunate .. have at our di*posal a large quantity of "canned** material, we have found from experience that when the crewmen participate in the meeiings. everyone profit* from it. Particu lar care is taken in selecting the chairman in order to appoint the person best qualified to conduct the meetings, one who has proven that he can maintain meeting disci pline in order to prevent the meeting* from becoming monthly gripe sessions. Safety Meeting Report. A copy of a re port submitted by one of our chairmen is forwarded to my office and the industrial safety section. The names of those crewmen ha>mg attended the meeting are recorded and checked against a master sheet in order to make sure that every man has been con tacted and attended at least one formal safety meeting per month. The safety meet ing report is ior record purposes only, and the chairman include* only a brief outline of the safety meeting topics reviewed. A monthly report is prepared by the division industrial safety section indicating the safety meeting performance of the 19 opera tions and staff areas comprising the Steel Otvision. These reports have a tendency to keep us on our toes since they are re viewed with us by the Divirion General Manager at his weekly staff meeting. I can Safety Log. At this point, it might be well to impress upon you that although wc have found divisional safety program integration to be both natural and beneficial, manage ment has not failed to recognize that in many respects our departmental problem* are different. The Steel Division safety pro gram was purposely designed with provi sions for considerable departmental freedom in order to encourage the growth of depart mental safety activities tailored to fit the needs of a particular operation. Our close association with the steel manufacturing staff areas has not resulted in our losing our identity. On the contrary'* *t has served to sharpen the contrast. Each department has its own specific rules. Our Marine Serv ices Safety Log is regularly distributed and reviewed with each crew member. A few of our more obvious departmental rules are; No man shall go over the side without a life jacket and attendant. No man shall work over the side on scat fold without safety belt securely attached. All personnel working on deck must wear hard hat*. All men must wear goggles when grinding or chipping. All men must wear glove? and life pre servers when handling lines on dock. No one is permitted to stand on railing*. No one shall enter tanks alone. 19 S-FORD-149 v t -k k 1960 National Safety Congress Ladder watch is to be maintained at all ship's officers for every accidental injury times. requiring first aid, indicated that an alarm All decks must be kept clean. Instruments. Aside irom the posted ship general safe practice?, one of several spe cial devices used to provide our crews with the safest possible work environment is ior example, portable combustible gas indicators. All below-deck areas arc checked for com bustible gases before welding or oxygen acetylene cutting is permitted: In addition, a bunting permit signed by the arc depart ment is required before welding or cutting is permitted anywhere on the vessel. All tanks or bilces are checked for the presence of noxious gases or the lack of sufficient oxygen with the aid o: instruments before crewmen are permitted to enter. Hard Hets. In addition to the mechanical safety devices, an important pliase o: our safety program is the personal protective equipment provided or made available to our crewmen. For example, all men work ing cn deck are required to wear hard hats provided by the company. WT.cn we say all. we mean literally everyone, including ship officer?, dork foremen, and myself when I go aboard. ing number of our crewmen were injuring their hands while handling cables. We have long had a rule that crewmen are not to handle lines without gloves. In order to im plement the rule, we recently included in the ship stores a supply ot leather gloves which are available to any of the ship per sonnel at the company purchase price of SS cents per pair. Inspections. Ship's officers are prompt tc correct unsafe practices and conditions as they are noted during day-to-day ship routine. However, we recognize the vital importance of a regular formal inspection program. In addition to the usual Coast Guard inspec tions, division safety engineers complete a formal inspection of each vessel once each month. A report of inspection findings is promptly forwarded to my office. Of course, many of the recommendations are completed by the ship's officer accompanying she safety engineer during His inspection before the report has reached my desk. We have found that these inspections by shore personnel are important, since often our crewmen and officers have learned to live with work practices or conditions that they have found Safety Shoes. Without a doubt, the most to be hazardous. popular item of safety apparel is safety Suggestions end Proposals. We take ad shoes. Crewmen purchase at the wholesale vantage of every available means of en price attractive, quality-made safety shoes couraging ship's personnel to participate in from a large, well-staffed company shoe their safety pre-gram. One effective method store located less than 100 yards from the has proven to be the suggestion and proposal dock. We will never know iu.-t how many of our people have escaped injury l*ccausc they were wearing safely shoes. Eye Protection. We arc currently in the process of fitting every crewman with ap proved eye protection. Notice I said "ap proved eye protection." That is. the eye pro tection provided is specifically designed to meet the. needs of the various work classifi cations. In addition to the approved eye protection, crewmen may elect to purchase, at approximately half the retail cost, pre scription safety spectacles from a local dis tributor who has regular office hours at several convenient locations throughout the Rouge Plant area. This is in preparation for a complete eye protection program to be inaugurated seen. Clozes. A review of our supervisor's in program. This program prorides crewmen with a monetary award for ideas which im prove ship efficiency* arid add to its safety. Bv far the largest number submitted pertain to safety, many of which arc adopted and the crewmen paid. The money paid crewmen for effective safety suggestions is another method of impressing upon them our sincere interest in their safety. Officers receive ci tations tor submitting adopted management proposals on safety items. Competition. The Steel Division has es tablished a departmental safety award sys tem. A keen competitive spirit is main tained between the individual departments. A competitive departmental safety perform ance report is distributed each month. De partments haring worked a million hours without a disabling injury are recognized hy providing every employe with a token vestigation of injury reports, completed by safety award. Of course, this is in addition 20 Marine Industries :o our participation in the National Safety Council contest. Incidentally, when wc were fortunate enough to earn the National Safety Council Award oi Honor, additional Quarters. Bunk ladders and safe room furniture has been furnished. These are but a few of the safety precautions taken to make living safer lor the crew. copies of the award were purchased so So far we have only reviewed the posi that wc could prominently display on each tive side of our program. Ol course, wc, vessel. Safety Promotion. Many different types : safety promotion arc utilized. Since cur V<r?citalitics arc different, we do not all like everyone else, have our day-to-day problems. Unfortunately. ?ome of these re cur all too often. Drinking. A disconcerting problem is that react to promotional material in the same oi excessive drinking ashore and sometimes manner. Some of our people, for example, trill take the time to read accident reports distributed among the crew. Others will not. i"cr that reason, wc use a variety of ma terial ranging from poster.-, accident re- jorts, films and specially prepared recall material as utilized in an intensive Yellow aboard ship by the crew members. Drinking on our vessels is. ot course, strictly pro hibited, but we have known crewmen to smuggle intoxicants aboard in their luggage. At our heme port, plant guards arc alert for signs of intoxication on the pan of employes returning frem shore leave, but Flag program conducted approximately one some oi these escape detection and are a year ago. Incidentally, wc found that cut- serious safety problem when they get aboard. idc companies such as insurance firms, arc Personnel. A threat to shiploard safety : valuable source of promotional material. may be the caliber or degree of proficiency Materials acquired from the National fiaicty Council Iiavc proved to be an im portant contribution. Wc do n-*t restrict promoticnal materials to marine >ubjcets. ': seme present day seamen. Many of these men are slow in understanding verbal in struction- and must be closely supervised by the officers to protect them from injury. Wc arc as interested in crew safety dur Rejections. We have had to reject these ing off-duty hours and at home as we are men as they come attonrd. We also find many while they arc on duty. Therefore, wc regu are too old and of small stature, factors larly distribute, for example, traffic safety which, when coupled with their slow rate material. Wc recently completed a thorough i>: comprehension, makes the performance visual aid and demonstration program on : f ordinary ship tasks dangerous. mvuth-to-mouth resuscitation. Seme o: the accompanying materials distributed were -pccincnh'y designed ta taken cr railed Promotions. Ot course; the lack of quali fied personnel in the lower classifications makes on-the-job promotional training a home. more difficult task. Consequently, we must .VctnfrftjfttV. Maintenance schedule? are regularly reviewed in order to reduce to a minimum an> dangerous repairs that would otherwise become necessary while the ship :< under way. Particular attention is paid to electrical equipment such as switch- carefully consider the drifters who move from ship to ship for the higher classifica tions when openings arc available. The problem oi disqualifying the unsafe worker is becoming more difficult all the time. Wc ordinarily receive the cooperation of the loards. winchc?. etc. All such equipment is maritime union; however, these men arc thoroughly inspected, adjusted and repaired continually trying to get back into our fleet. where necessary by specialists during ike Despite these problems wc have made winter lay-up. definite safety progress as has die marine Materiel Handling. Wc know trent expe industry generally. rience and tiifs is true in industry generally, We are confident that by working to material handling is a hazardous activity. gether. assisting one another wherever pos Wc have attempted to improve material han sible. by taking advantage of the experience dling aboard ship and from dock to ship by the installation of electrically operated hoists. Ship freight elevators are regularly inspected and their use restricted to spe cifically designated individuals. of others and with management assuming its rightful responsibility ior charting the safety program course, actively participating in its administration, we will continue to witness a decline in our accident rates. 21 1960 National Safety Congress Marine Industries V In somroao" the following are of equal Enforcement for moral reasons as well as good practical It is surprising how often the main safety importance for a well rounded effective safety program: Education Promotion Cooperation Inspection Recognition We have tried to work all these into our safety program in order to accomplish our goal of a perfect safety record each year, business reasons, tliat you can give away or share responsibility for shipboard safety with any outside person or group. Operat ing managers who have kept a fleet run ning over the years know its problems better than any one else can: the condition effort is directed toward the conditions of equipment and structural layout aboard ship. And yet well-proven statistics show that less than 4 per cent of all injury is caused by equipment failure. The remaining 96 per cent is caused by "man failure" in the cl the vessels, the nature of the cargos, form of haste, inattention, carelessness, and the peculiarities of the trades engaged in, ignorance. How to assume responsibility in and, most important, the composition and these important areas? To proride leader WHO'S SETTING THE COURSE? characteristics of the crews aboard ship. ship toward teamwork aboard ship where Solutions to problems are not found by each individual understands that accident By CART. ROBERT E. MACKEY Asst- Mgr., Operations, Marine Department Texaco, Inc., New York City parcelling out responsibility. It is time to 5iop blaming the unions, the C. >. Public Heaith and others ior our difficulties. e must accept the responsibility for safety and injury' lead to personal loss? That acci dent and irjury affect all by lessening job security? That sustaining an injury is avoidable and unnecessary, and ill becomes A seaman falls out of a bosun's chair The American Merchant Marine simply and strive to uncover the proper answers. a professional seaman who takes pride in Once we have put our houses in order, we his work? and breaks a leg. To him personal safety has suddenly become a vital matter. He'll make sure that he doesn't fall out or a chair again, at least for a while. In a larger sense, the marine industry is can't afford to pay the highest wages in the world, build the finest, most comfortable vessels, and continue to pay far and away the highest settlements for illness and in jury claims. will then be in a position to insist on the cooperation of others. A labor union, as the certified representa tive of the employees, may and should play its proper role in challenging management's These arc ideas, or concepts, that must be understood and agreed upon by officers and men aboard the vessels before they will be acted upon. Management's chief responsi bility, you see, becomes one of teaching, or /: X k continually falling out of the chair, being `'hurt" year after year by the rising cost of claims and insurance premiums, as well as the bad effects upon morale whei injuries occur. What steps can be taken to prevent the recurrence of this undesirable situation? What courses must we sail to avoid inef ficient operations and needless costs? And who is going to set these courses? Before trying to answer these questions, let's look at the extent of the safety prob lem facing the American Merchant Marine. Statistics compiled annually by the National Safety Council show that marine transpor tation ranked 3Sth among 40 American in dustries rated in 1959. With regard to frequency of disabling injury, only coal mining and lumbering fared worse than we. \\ itn regard to severity ox disabling injury, we were next to low man on the totem pole, only the coal miners sustaining more severe injuries in 1959. Looking at the matter in dollars rather than statistics, a close friend high in ma rine insurance drcles has given me his care ful estimate that in a recent year, the cost of claims to the underwriters has been in The picture is not all black, of course. Many of us here who have attended these meetings year after year and have gone back and influenced our managements to plan and work and spend for increased shipboard safety are convinced that good progress has been made. But the record has been uneven between different com panies. Many outfits have set up very ef:relive programs; others havei't done as well. We hope and expect that the com panies that arc lagging will catch fire and forge ahead. For to put it frankly, the weak links in the chain may cause us to drop the load. Insurance gets more costly for all of us. companies with good and bad records alike. Seamen untrained in shipboard safety circu late throughout the industry which puts an added burden on the vessels that are con scientious about shipboard safety. Areas of poor safety performance in the industry be come the targets of governmental or union action which is not selective but tends to interfere generally with management func tions and responsibilities. Which leads me to answer my earlier action in the field o: safety to obtain changes they feel advisable. At the same time, the union should cooperate in every way possible to reduce injuries if they are sincerely interested in the welfare of the people they represent. But, and this is a big "but," it was never intended, nor do responsible labor officials propose, that unions relieve management of its proper function of managing. Let's keep this dis tinction clearly in mind. I'm not going to challenge you with this idea of full management responsibility without offering some suggestions, based on practical experience, as to how it can be brought about. The first thing, and this is most critical, is to create a suitable climate in which to work. To do this it is necessary to recog nize that the men on your vessels arc your employees, and should l*e treated accord ingly. Seamen are changing with the times. They are first-class citizens; many are purchasing homes and cars, are educating children, have continuing responsibilities. They don't quit a ship on whim. These propagandizing, or selling, if you prefer that word. Lct me outline the planks in a safety campaign that Tcxacomarine has worked out over the years aimed directly at put ting the safety idea across, gening it ac cepted and acted upon. The five planks are good supervision, indoctrination, investiga tion, inspection and group meetings. Before describing these activities briefly. Jet me say that none of them has been developed to" a point where we are completely satis fied with :t But we arc convinced we are heading in the right direction because there is a part to play in each of the activities for the unlicensed man, the ship's officer, and for management. Good Supervision--Few will argue with the importance of good supervision. It's basic, although not easy to achieve or to evaluate. You will agree that a good super visor is one who gets his people to do what he wants, when he wants it, the way he wants it, because they want to do it. This is not utopia. You can expect it of a good supervisor. the neighborhood of $/0 million. Eventually, question and to develop briefly with you a men, who comprise a Urge and growing Go aboard one of your ships, ask around, through increased premiums, the shipown personal working philosophy I hope you segment of American seamen, are the ones find out how many department heads know* ers will foot this bill--a sum large enough will consider carefully. who will work with management, it they the names of their men. A good supervisor to build nine or ten coastwise vessels and You and I, marine management. are the are given progressive leadership--leadership knows not only their names, but something to provide for as many as 450 additional ones who must set the courses toward bet which is compounded of consideration, about their backgrounds and experience, jobs for American seamen and officers. ter shipboard safety. I just don't believe. recognition and respect. what jobs they do well or poorly. 22 23 1960 National Safety Congress phooa and subsequent participation in the successful rescue of her crew. The presen tation is being made in the course of the annual meeting. Two ship Safety Achievemort Citations of Merit were issued this year. One went to the tanker Gulflube of the* Gulf Oil Cor poration for taking a crew off a disabled yacht; the other to the motorship Western Pioneer of KunbreU-Lawrence Transporta* tion, Inc, for taking off the crew of the wrecked Canadian fishing boat Queen Kath leen, in heavy surf oft Unimak Island. The Western Pioneer citation was presented in Seattle at the October 19 meeting of that port's Propeller Club. The Gulflube citation has yet to be presented The newly instituted certificate oi honor, for American-flag ships which have gone two years or more without a lost-time ac cident, was conferred this year on 27 cargo ships and tankers. Texaco, Incorporated, owned fifteen of these, and six other steam ship and oil companies were represented, as follows: Alcoa Steamship Company, two ships; Lykes Bros. Steamship Company, three; Sinclair Refining Company*, one; Tidewater Oil Company, two; United Fruit Company, one; and United States Lines, three. The top score reported for any ship, as of December 31, 1959, was that of the Texaco tanker AV Jersey: 2,174 consecu tive acadent-free day's. All 27 certificates were presented at a luncheon held in the New York Yacht Gub, October 4, i960. REPORT OF STATISTICS AND CONTEST COMMITTEE By JACK L. MORROW Safety Director, Grace Lines, New York City Two items of interest to the membership arose in 1960, both relating to the existing structure of competing groups in the con tests. Eari.v this year, upon announcement of the results of the dry-cargo ship contest, the question was raised as to whether the Panama Line should be in the private op erators* contest or should be transferred to the government group. This question was discussed at length at the executive session in New York last spring, with all sides gives an opportunity to present their argu ments. It was resolved that the Panama Line be placed in the government group, effective with the 1959 coolest year. The second item was recently referred to the General Chairman and relates to a resolution by the Tanker Safety' Discussion Group that the separation of the govern ment and private operator groups should be eliminated and that they should all be in competition with cadi other. I under stand this was referred to the Vice Chair men far their views, but has not yet been resolved. REPORT OF THE GENERAL CHAIRMAN By ROBERT E. O'BRIEN Vice. President, Operations, Moore-McCoraaack Lines, Ia&* New York City The Marine Section of the National Safety Council has continued, during the present year, its activities is promoting safety* in the marine field. The spring session, winch was held in New York on March 30 and 31, was most successful, and the nine papers presented during this session were very* informative. The Ship Safety Achievement A*ard for Meritorious Service Saving life at Sea, jointly* sponsored by the Marine Section. National Safety* Council and the American Merchant Marine Institute, was presented in the dry-cargo division to the Blue Grass State of States Marine Lines and the iformacteal of Moore-McCormack Lines. No 78 Marine Industries awards were presented ns the passenger or tanker divisions; however, certificates of merit were awarded to the Gulflube of the Gulf Oil Corporation and the Western Pio Second--Ashland Oil & Refining Com pany, River Repair Terminal Third--The Pittsburgh and Conneaut Dock Company neer of Kimbrell-Lawrence Transportation Incorporated. Certificates of honor for ves sels completing two or more years with out a lost-time accident were presented to 27 vessels representing seven dry-cargo and Stevedoring Division--General Cargo First--Kauai Consolidated Terminals, In corporated Second--Castle and Cook Terminals tanker operators. It is significant to note that 15 of these vessels were operated by Texaco. Incorporated. The distingished Sea Rescue Award was presented to the USNS Sgt. Areher T. Third--Hilo Transportation and Terminal Company', Ltd. Stevedoring Division--Bulfe Cargo First--Union Dock Company Gammon. Second--The Erie Dock Company The awards for best papers delivered dur Third--The P. & E. Coal Dock Company ing the contest year will be announced later in the program. We were geests of Alcoa Steamship Com pany at a luncheon on the 19th of April in connection with the presentation of awards in the privately owned cargo-passenger ves tal category for 1959. Alcoa Steamship Company was the winner of the first place award. The second place award went to the United States Lines, and the third place award was tendered to the United Fruit Company. Ocean and Coastxrise, Tanker Division First--Atlantic Refining Company* Second--Tidewater Oil, Eastern Division Third--Texaco, Incorporated intend Il'atrrmeyr Decision First--Tidewater OU. Eastern Division Second--Sun Oil Company On March 10. through the efforts of Charles A. Culver, the Marine Section Ses sion of the Delaware Valley was held at the Bcllevue-Stratford Hotel in Philadelphia. After an opening welcome address by your general chairman, papers were delivered by Frank O. Braynard, Director, Bureau of Information. American Merchant Marine Institute, and by Robert D. Gidel, Chiei, Safety Division. U. S. Department of Labor. On May 3 a luncheon was sponsored by* the American Waterways Operators at the Whitehall Club, New York City, to honor the winners of the 1959 Barge and Towing Vessel Industry Safety Contest. Awards were presented to representatives of the winning companies by your general chair man. During the spring of this year, a four-man committee appointed from members of the Third--Texaco, Incorporated Tanker Safety Discussion Group met with Cargo and Passenger Vessels--Inland Wti* siem First--Wyandotte Transportation Company* Second--Ford Motor Company Third--The Cleveland Cliffs Steamship Company Shipbuilding and Repair Division (Heavy) First--General Dynamics Company Second- Maryland Shipbuilding & Drydock Company Third--Todds Shipyards Corporation, L. A. Division Shipbuilding and Repair Division (Light) First--U. S. Steel Corporation. Marine ways Coast Guard officials at Washington, D. C to discuss plans for the proposed film on shipboard fire fighting for the tanker indus try. We are deeply appreciative of the U. S. Coast Guard's efforts in cooperating with us in this matter. In closing my report, I wish particularly to think Harold M. Wick for his assistance and guidance. A special thanks also to Warren D, Lind say, Safety Director of United States Lines, for his fine job in editing the "Newsletter.** My thanks also to all who have con tributed throughout the year in helping me to carry out the work of the Marine Section.