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By Kirk L. Prather

Why discuss techniques of accident prod lot on? Would it not be more useful to discuss means to reduce accidents? This discussion will answer these questions by suggesting ways in which effective accident prediction techniques improve the ability to foresee and prevent accidents. Accident Prediction Process The secret to accident prediction is to utilize the tendency for history to repeat itself. The same circumstances and the same human behavior that produced accidents in the past tend to produce accidents in the present and the future. The ability to predict accident occurence in the future by projecting from the past is a statistical process. In a bookmaker's jargon this means "playing the odds" or "the percentages". A horse or a sports team may be beaten on any given day, but by skillfully assessing the factors of past performance and assigning odds, many clever bettors make money in the long run.

Jan 1, 1973

By Walter E. Montgomery

ACCIDENT-PREVENTION work in years gone by has been carried on by many mine managers as a philanthropic movement, but in recent years they have come to realise that Safety is good business and pays tangible dividends. Let us begin with the word itself. We are told that an accident is "any-thing occurring unexpectedly, undesignedly, or without known or assign-able cause'. It is further explained that it is any 'unpleasant or unfortunate occurrence involving injury, loss, suffering, or death", and, finally, "any unintentional or non-essential circumstance". We admit that accidents are unfortunate, unpleasant, unintentional, and they generally happen undesignedly and to a great degree unexpectedly, but to say that they happen "without known or assignable cause" leads us to believe that the word 'accident' is often misused. Would it not be more correct to say that a man suffered a "personal injury"? The word 'accident' in its proper sense implies something over which no one has any control, but when the majority of all so-called accidents are analysed we arrive at the incontestible fact that some act or action, previous or present, was the underlying cause. As long ago as the year 1556 this fact was mentioned by Georgius Agricola, who, in writing a paper on metallurgy, aptly stated, "It remains for me to speak on the ailments and accidents of mines, and of the methods by which they can guard against these, for we should always devote more care to maintaining our health, that we may freely perform the functions of our body, than to making profits". Farther on, Agricola relates in more detail, "Sometimes workmen slipping from ladders into the shafts break their arms, legs, or necks, or fall into the sumps and are drowned; often, indeed, the negligence of the foreman is to blame, for it is his special work both to fix the ladder so firmly to the timbers that they cannot break away, and to cover so securely with planks the sumps at the bottom of the shafts, that the planks cannot be moved nor the men fall into the water; wherefore the foreman must carefully execute his own work. Moreover, he must not set the entrance of the shaft-house toward the north wind, lest in winter the ladders freeze with cold, for when this happens the man's hands become stiff and slipping with cold, and cannot perform their office of holding. The men, too, must be careful that, even if none of these things happen, they do not fall from their own carelessness'.

Jan 1, 1938

By James J. Holmes

ACCIDENT prevention as we know and understand it today is of comparatively recent origin. As a matter of fact, the Industrial Accident Prevention Association of Ontario, which is the oldest organization of its kind in the Dominion, celebrated its thirtieth anniversary only this year. On the other hand, one could say that the history of accident prevention is almost the history of mankind itself. In a general sense, every forward step that man has made throughout the centuries has been largely due to two things: (1) a desire for increased comfort, and (2) the need for safety; and, always, the need for safety has taken precedence over the desire for comfort. While it is true that hundreds of volumes have been published, dealing with the many aspects of accident prevention work, you cannot go to a library and pick out a book that has all the answers in it. Such a book has never been published-we are still looking for some of the answers. However, a good deal of real progress has been made.

Jan 1, 1945

By Michael G. Zabetakis

Effective accident prevention programs utilize a broad spectrum of activities, including meaningful training programs. In practice, such programs must be directed towards specific, defined needs. These needs are considered here for three categories of employees: new, re-assigned, and experienced.

Jan 1, 1983

By J. M. Wolverton

CONSIDERABLE interest has always been taken in Safety-First and First Aid at the Sullivan mine. Even during the early days of development, Safety-First committees periodically held meetings, while lectures in first aid were given to any employees interested in the work. In 1929, a Safety Department was organized, and all accident-prevention and first-aid work was put in charge of a full-time Safety Engineer. An extensive programme has gradually been developed, the value of which can best be indicated by the reduction of the accident rate from 18.4 shifts lost per 1,000 shifts worked for non-fatal accidents and two fatalities for 1927, to 3.24 shifts lost per 1,000 shifts worked and no fatalities for 1936. SUPERVISION All work connected with accident prevention or first aid is under the jurisdiction of a central committee, known as the Accident Prevention Committee, which meets regularly once a month. It consists of all superintendents, department heads, foremen, and shift bosses, and is presided over by the Safety Engineer. At these meetings, the accident records of the previous month are reviewed and all accidents carefully analyzed and discussed. All proposed changes in the safety rules or in the accident tprevention programme are taken up and passed upon. Complaints or suggestions from the Safety-First Committee and the Employees Co-operative Committee, dealing with safety, are discussed and passed upon or a subcommittee is appointed to investigate and take any action found advisable. The question of underground ventilation and dust control, which recently has become a very important problem, always receives considerable attention.

Jan 1, 1937

By Daniel Murray

"ACCIDENT PREVENTION in and around coal mines presents many problems of a type which are not encountered in any other industry. This is particularly true of the coal mines in Nova Scotia, where the underground workings are very extensive and the area of exposure to workmen is very great.Roof conditions at the coal faces and in the waste change very rapidly, almost from hour to hour, and it is at these places that the greatest dangers exist and where most mine accidents occur. It is only natural, therefore, that our attention, as far as accident prevention is concerned, should be concentrated •at the coal faces and in the waste, especially in mines where the longwall system is used in the operation •of the seam.It has been said that no hard and fast rules can be set down for timbering at the coal faces and in the waste in the coal mines in this area. We do not subscribe to this theory, however, for the following reasons:On the longwall faces in No. 18 Colliery of the Dominion Coal Company, Limited, where the 'Dosco Miner' has been in operation and where there is a very rigid system of timbering and roof supports, which is strictly followed, only one compensable accident has occurred on those faces from May 2ndJ 1950, to the time of writing this paper, February 3rd, 1953.The 'Dosco Miner' has worked on four different longwall faces in this mine and has mined and loaded some hundreds of thousands of tons of coal."

Jan 1, 1953

By L McCracken

Up until 1990 CoalCorp North Island's accident record was six times that considered acceptable in those NSW operations with good accident prevention programmes. This was an obvious avoidable burden on the company in both human and cost terms.   Late in 1989 an accident prevention programme was implemented with the objective of achieving a 50 per cent reduction in the lost time accident frequency rate within 12 months. The key to achieving this objective was recognised as being an attitude change in the total workforce from General Manager downward. Management commitment and action were seen to be critical to the success of the programme.   Through very basic and simple training programmes in accident investigation, analysis and reporting, communication, on-the-job coaching and in focusing on improving supervision skills, the original objective was achieved.   During 1991 the application of methods improvement and hazard recognition techniques are seen as the logical step to achieving a further 50 per cent reduction in the accident frequency rate.

Jan 1, 1991

By A S. Leitch

This paper is based on the accident prevention pro-gram carried out in the coal mines of Alberta. It defines the role of the Alberta Mines Branch and of The Work-men's Compensation Board, and relates how a safety pro-gram was initiated. The formation of the Alberta Class 1 Mining Safety Council is also described. The responsibilities of both management and the individual worker are then outlined, and the main features of a successful accident prevention program are delineated. T HE purpose of this paper is not to repeat generalities and platitudes about industrial safety, but rather to relate the experience of Alberta coal mines during the past number of years in their efforts to keep accidents to a minimum. It has been learned from experience that many basic principles are as sound today as they were 20 years ago. How-ever the complexities of modern mining methods and the modern man or miner have created problems that did not exist then.

Jan 1, 1964

By Christodoulos Xiouris, Ali Reza, James Karnesky

A rocket parachute signal flare is often used to signal a maritime emergency. In the general operation of these devices, a solid rocket motor propels a metal body to an altitude of approximately 1000 ft(305m).At the end of the rocket motor, a propelling charge drives a signal flare and parachute out of the metal body and ignites the flare, which then burns for approximately 40 seconds as it falls to earth. In this paper, we describe an engineering investigation of an accidental ignition of a rocket parachute signal flare, which caused injury to the user. The components of the flare involved in the accident were inspected via x-ray and microscopic imaging techniques, and compared with those of unfired flares recovered from the same vessel. Chemical analysis of residue on recovered components from the accident flare was also performed. These comparisons were used to determine the likelihood that the actuation mechanism had been deliberately manipulated. In the subject model of the flare, ignition of the rocket motor is accomplished through a percussion cap which is struck by a firing pin. Prior to activation, the firing pin holds down a pre-compressed spring. We present a comparison of the ignition system of the incident flare with those of other rocket parachute flares, which do not incorporate any stored mechanical energy.

By Christodoulos Xiouris, Ali Reza, James Karnesky

A rocket parachute signal flare is often used to signal a maritime emergency. In the general operation of these devices, a solid rocket motor propels a metal body to an altitude of approximately 1000 ft (305 m). At the end of the rocket motor, a propelling charge drives a signal flare and parachute out of the metal body and ignites the flare, which then burns for approximately 40 seconds as it falls to earth. In this paper, we describe an engineering investigation of an accidental ignition of a rocket parachute signal flare, which caused injury to the user. T

Feb 1, 2020

By Andrés Galarza Flores

En la minería metálica subterránea se desarrollan casos frecuentes de accidentes por gaseomiento a través del monóxido de carbono y los vapores nitrosos. En este sentido, el texto describe un programa de seguridad que comprende la higiene industrial, la composición de los gases nitrosos, su origen en la industria minera, los límites permisibles de los vapores nitrosos, el reconocimiento y evaluación de los gases nitrosos en las fuentes conocidas, los vapores nitrosos en el organismo humano, los casos de accidentes con vapores nitrosos y las medidas preventivas.

Nov 20, 1978

The first metal-mine accident-prevention course was prepared and published in 1942-45 as a series of seven miners' circulars (Nos. 51-57). The scope of the course has been broadened, revised, and brought up to date, and it is being published as a similar series of seven miners' circulars on accident prevention in metal and nonmetallic mines. These circulars are: 1. Accident Statistics (Miners' Circular 51), dealing with general statistics on accidents and injuries at metal and nonmetallic mines, including causes, costs, and the uses of investigations and reports of all accidents.

Jan 1, 1957

The first metal-mine accident-prevention course was prepared and published in 1942-45 as a series of seven miners' circulars (Nos. 51-57). The scope of the course has been broadened, revised, and brought up to date and is being published as a similar series of seven miners' circulars (Nos. 51-57, revised) on accident prevention in metal and nonmetallic mines. These circulars are: Accident Statistics (Miners' Circular 51), dealing with general statistics on accidents and injuries at metal and nonmetallic mines, including causes, costs, and the use of investigations and reports of all accidents.

Jan 1, 1957

The original manuscript of section 2 of this series of miners' circulars devoted to accident prevention in bituminous-coal mines was completed in September 1944. At that time roof bolting had been tried with some success in the lead-mining district of south-eastern Missouri, but information on the subject was so fragmentary that it was not included as a method of roof support. References to roof support in bituminous-coal mines, therefore, were confined almost entirely to conventional timbering methods. In 1947 the Bureau instituted a research program and intensive study of the general problem of roof control, which emphasized roof-bolt application. The rapid increase in mechanized mining following the close of World War II provided the impetus for the Bureau's roof-control investigations, because the vertical supports used with conventional timber restricted the maneuverability of mechanical face equipment, and the industry wanted to explore every possible method of eliminating interference with the production cycle to gain full advantage of mechanized mining. Moreover, the accidental dislodgment of vertical supports greatly increased the roof-fall hazard. As roof falls have killed and seriously injured more mine workmen every year than any other cause or classification of injury since records have been kept, the Bureau assumed this investigative leadership with the prime objective of substantially reducing the annual toll from falls of roof, including falls of rib and face.

Jan 1, 1958

The first metal-mine accident-prevention course was prepared and published in 1942-45 as a series of seven miners' circulars (Nos. 51-57). The scope of the course has been broadened, revised, and brought up to date, and it is being published as a similar series of seven miners' circulars (Nos. 51-57, revised) on accident prevention in metal and nonmetallic mines. These circulars are: Accident Statistics (Miners' Circular 51), dealing with general statistics on accidents and injuries at metal and nonmetallic mines, including causes, costs, and the uses of investigations and reports of all accidents.

Jan 1, 1955

The importance of the Broken Hill mining field may be gauged from the fact that since the discovery of the ore-body in 1883, till the end of 1931, approximately 43,000,000 tons of ore have been raised.The lode covers a length of 31 miles, and in places is upwards of 300 ft. in width. The ore, as at present mined, consists of an intimately blended mixture of lead and zinc sulphides with silver and gangue minerals.Structurally the lode conveys the impression of a huge longitudinal arch (when viewed from the east or west), having its apex or crown near the centre of the field, in the leases of the Broken, Hill Proprietary Co. Ltd., where the lode outcropped at the surface.The minimum depth of the lode in the Proprietary mine was some 500 ft. from the surface, but huge undulations, having an average pitch of 45°, carry the extensions of the arch gradually deeper, to those places where active stoping operations are now in progress in the workings of the North mine at one extremity, and the South and Zinc Corporation mines at the other. The depth of the lode from the surface, as exposed at present, is approximately 1700 ft. at these extremities.The structure and physical character of the ore-body, and its containing walls, are so complex and varied that almost every type of mining problem is met with.

Jan 1, 1932

By Charles D. Clarke

Para mantener el drenaje de las instalaciones de las bombas en Cerro de Pasco se necesita un aproximado de 3700 galones por minuto. Empero del total de los 3700 galones por minuto, 2500 es agua ácida y el restante; 1200, es agua dulce. Por tal motivo, el objetivo del siguiente trabajo es revisar los problemas de mantenimiento de las bombas -en tanto represente la consecuencia del agua ácida de las minas-,para reducir los costos y las causas de deterioro, asimismo reparar en las corrientes extraviadas como causas corrosivas serias, que necesitan ser adecuadamente protegidas desde el momento de su instalación y supervisadas periódicamente, Por último, aislar adecuadamente las bombas de las corrientes extraviadas, reduciendo la posiblidad de la acción galvánica de los equipos eléctricos instalados a proximidad.

Jul 20, 1955

By Ross Goodman, Jean-Luc des Rivières

The Ohio River Tunnel Project encountered multiple unexpected geotechnical challenges which, continuing to develop over time, hampered excavation completion and impacted the cast-in-place final lining technique and work execution sequence for the entire project. The continued degradation of the excavated hard rock tunnel conditions led to a unique, dynamic, geologic setting that forced the project to innovate new and adaptable measures allowing for a conventional cast-in-place liner to be completed in a safe and timely manner and minimize delay.

Jun 13, 2023

By C. H. Wyndham, N. B. Strydom

INTRODUCTION Acclimatization of the labour force to heat is an integral aspect of gold mining in South Africa. A recent survey revealed that about 250,000 Bantu mine workers require to be acclimatized to heat each year. Until 1965 men were acclimatized by means of one of the Chamber of Mines methods (introduced by the Human Sciences Laboratory in 1953). This type of acclimatization was carried out underground where men shovelled rock in hot stopes under careful supervision. However, it has become increasingly difficult in the last few years for mines to provide underground the conditions of work and environmental heat required for adequate acclimatization to heat. In examining an alternative to acclimatization in underground hot stopes, the Human Sciences Laboratory carried out a trial in 1965 of acclimatization in an air-conditioned climatic room on the surface of a mine. The new procedures developed from this trial have been so successful that there are today 26 climatic rooms on different mines. These rooms have been built following a design proposed by Mr Hodgson of the National Mechanical Engineering Research Institute1. Approximately 85 per cent of the total number of men being acclimatized each year are put through the new procedures in these climatic rooms. This paper gives an account of the problems which arose and how they were solved, the inter-relationship between physical conditioning and climatic room acclimatization, the prodecures developed for elimination of labourers with low maximum oxygen intakes, and the advantages of climatic room acclimatization. CLIMATIC ROOMS The majority of the climatic rooms (twenty) have been built on the surface, but a number (six) of mines preferred to establish their acclimatization centres underground in order to decrease the initial costs involved in the construction of such facilities. These underground climatic rooms are usually located near shaft stations in redundant haulages and they can accommodate from 200 to 400 labourers, thus eliminating the need for multiple acclimatization shifts. Figs. 1-4 illustrate various aspects of a surface climatic room. PROBLEMS WHICH AROSE IN INTRODUCING CLIMATIC ROOM ACCLIMATISATION There were four main problems which arose in connection with the introduction of the new method. These were: (i) The type and rate of work to be used. (ii) The air conditions required to obtain optimum acclimatization. (iii) The duration of exposure to heat each day and the total number of days of acclimatization. (iv) The methods of cooling labourers with high body temperatures. Shovelling rock would have been the desirable type of physical work to employ, but the air-conditioned space required to accommodate large numbers of men and the difficulty in standardizing the work rate in shovelling led to the decision to employ instead the work procedure used by the Human Sciences Laboratory in acclimatizing men in the Laboratory. This is the lifting of the body weight against gravity when men step on and off a bench. It has the advantage that large numbers of men can work physically at the required rate in a relatively small space (120 men can be accommodated in an area of 70 ft by 21 ft) and the cost of construction and ventilation of the climatic rooms is thereby reduced. Also the work rate can be standardized by varying the height of the stepping benches in relation to the individuals' body weights. The next problem was the air condition to be used in the climatic rooms. The Laboratory's research experience in acclimatization led it to choose an air temperature of 89°F (with the air almost saturated with water vapour) and an average velocity of air movement of 100 fpm. This air condition was combined with a work rate of 1,560 ft lb/min (oxygen consumption 1.0 litre/min) on day 1, and the work rate was increased gradually over the period of acclimatization to reach a work rate of 3,120 ft lb/min (oxygen consumption 1.6 litres/min) on day 9.

By Lee W. Saperstein

P.L. 95-87 contains explicit demands for land-use planning in its reclamation and designation sections. Both sections require recognition of local land-use plans; however, the sections are not well integrated. Accommodations to these planning requirements may be found in suggestions based on British mineral planning practice. Better links can be created among local land-use planners, the state's permitting authority and designation office, and mine designers. Mining companies should take more interest in local land-use plans and in resource inventories; states should consider devolving to local government responsibility for accepting mine permit applications and designation of unsuitability petitions.

Jan 1, 1982