is the first time such seminars have been held, and they hold much promise for the future. This year's progress in the safety training of union offcials is much greater than in 1960, when 27 such courses were held with 548 participants.

Consultations with union officials also far exceed those in 1960. In 1961, 744 such consultations were held, as compared with 344 in 1960. Consultations were primarily for the purpose of providing information and resolving conflicts regarding the safety provisions of maritime employment. These consultations, often at the international level, have created a better understanding of the Bureau's program in administering its regulations covering longshoring and ship repairs.

Services to the Maritime Industry

Under authority invested in the Secretary of Labor by Public Law 85742, amending the Longshoremen's and Harbor Workers' Compensation Act, the maritime safety program of the Bureau has been carried forward in 100 or more ports throughout the United States. This program is served by 17 district offices as shown on the map.

A summary of specific program activities is tabulated below:

Summary of maritime safety program activities

NOTE: The relative number of each category of services in longshoring and ship repairing reflect in general the relative number of man-hours of employment under the act, i.e., 81 million in longshoring, 54 million in ship repairing.

The safety and health regulations were published in two pocket-sized booklets, one covering longshoring and the other on ship repairing. Printed were 50,000 copies of the former and 35,000 copies of the latter; most of the copies were immediately distributed. The printed copies included a few amendments to the original regulations. Among these was the requirement that employers notify the Bureau promptly of fatalities and serious injuries so that accidents can be investigated without delay.

The cargo gear certification regulation went into effect on September 17. This required that all non-U.S. Coast Guard certificated vessels must

meet international standards of cargo gear testing, and examination and certification before they could be worked. Despite the 6 months' delay in the effective date of this requirement, more than 158 vessels from 27 foreign countries arrived with incomplete or no certificates. Two-thirds of these were encountered in the first 3 months and the number has steadily 3 decreased during the past two quarters.

A great deal of time was spent by the field staff in inspecting certificates, handling the many requests for information and decisions, and following up on compliance. This work required familiarity with the certificates and requirements of many foreign governments and affiliating agencies. Because of the limited number of agencies available in this country, it became evident that the Department would have to act as a "national authority" in approving certificating agencies. Regulations covering the necessary criteria and procedures are being developed. In the meantime, interim approval was granted to a number of agencies and companies following evaluation of their activities by the field staff.

Additional mendments to the longshoring regulations clarifying some of the original regulations and setting requirements for the guarding of lift trucks and other powered vehicles were drafted. They were submitted to the industry for informal comments, redrafted, and then discussed in a formal hearing in June. Final action is expected during the next fiscal year.

In anticipation of extending coverage of the safety regulations to shipbreaking, a study of these operations was conducted and a preliminary draft of pertinent regulations was prepared and submitted to the industry. The comment received was used in preparing a second draft for consideration in a formal hearing. The promulgation of shipbreaking regulations was held up at this point of development pending a clarification of jurisdiction.

At the same time, a number of proposed amendments to the ship repair regulations were drafted and submitted with those on shipbreaking. These involved problems of toxic and explosion hazards aboard vessels. under repair. Investigations show that this area needs a great deal of study and research. Further definition of the term "competent person" in regard to maintaining gas-free and nontoxic atmosphere also proved necessary, and definite standards are being developed to assure the competency of individuals in this work.

In all cases of amendments, except those of an administrative nature, the Bureau has followed its practice of seeking the widest possible notice and comment before promulgation. The only change in procedure is to hold a single hearing in Washington, rather than several hearings around the country. Since the bulk of the testimony is written rather than oral, this in no way limits the opportunity to comment.

One variation was granted from the regulations. This involved testing and certification of certain types of heavy lift derricks. The sense of this

variation will be included in other forthcoming gear certification procedures.

The regulations require that employers keep records and report data on man-hours of exposure and injuries in employments under the Longshoremen's and Harbor Workers' Compensation Act. The Bureau of Labor Statistics receives these reports, calculates and compiles injury frequency and severity data for individual companies, ports, districts, areas, and the national totals.

There has been a considerable lack of understanding of the reporting requirements with resulting difficulty in obtaining data as to the extent of disability in individual cases. The Bureau of Labor Statistics, the Bureau of Labor Standards, and the field staff have directed their efforts to obtaining complete and consistent reporting. The results which were obtained for calendar year 1960 are subject to some error, but it is expected that a satisfactory degree of uniformity in reporting will be obtained during 1961. The national frequency rates for 1960 calendar year were 131.8 for longshoring and 39.3 for ship repairing. These rates represent the number of disabling injuries per million man-hours worked under the acts and do not reflect the man-hours in related employments in the same companies ashore, which would include office workers and other relatively low-hazard Occupations.

While there has been a high degree of compliance with the regulations by the majority of employers, further action was necessary in a few cases. Court action was taken seeking to restrain two ship repair yards from continuing operations in violation of the regulations. In one case the restraining order was granted; in the other case, it was denied. No cases were prosecuted under the criminal procedures contained in the act. Training sessions and safety meetings have increased in number and attendance as the initial need for concentrating on inspections and enforcement becomes less pressing.

The Bureau and the U.S. Coast Guard have cooperated closely. This has practically eliminated any duplication of effort or conflict in jurisdiction in a situation in which the line of demarcation is extremely narrow and in some cases ill defined. In carrying out its responsibilities for the safety of maritime workers, the Bureau has also maintained close working relations with the States as well as with other Federal agencies such as the Army, Navy, Maritime Administration, and State Department. All of these agencies have interests which are related to maritime safety.

Cooperation With Other Organizations

The Bureau cooperates with national and international organizations and other Federal agencies interested in establishing sound safety standards. It is continuing its program of developing authoritative occupational safety and industrial hygiene standards through participation in standardsetting activities of national organizations. The Bureau now has member