Document 852X4bgvj6yoEdKrgoYwLap05

1930 TRANSACTIONS OF THE National Safety Council NINETEENTH ANNUAL SAFETY CONGRESS VOLUME X v Pittsburgh September *9 -- October 3, 1930 William Penn and Fort Pitt Hotels Copyright, igji, Notional Safety Council P L A IN T IF F 'S I CONTENTS PAGE Council Officers and Directors.............................................. . 3 Council Purposes and Policies.................................................................................... * 7 General Sessions-- Annual Meeting of Members.............. ............................................................ - 11 Annual Banquet ............................. ............................-.... ....................................... 33 A B C--General Round Table........................................................................... 39 Advanced Safety Engineering.................................... 65 Pennsylvania Dajr-- (a) Community Safety.............................................................. (b) Foremen's Forum........................-..........-...................................-................. 101 (c) Executives' Dinner Session.......................................................................... 110 Fire Prevention ............. -131 Industrial Health Section....................... ............... .............--137 Industrial Nursing Section............................................................ Psychology and Safety..................................................... Accident Prevention. Equipment Manufacturers' Section................................... 249 A. S. S. E.--Engineering Section......................... ...................................................269 Automotive Section .......... -....................................... 349 Cement Section ....................................... -.......................................................-..........365 Cement and Quarry Sections--Joint Sessions............................................... Chemical Section ................................................................................ Construction Section .............. ............. .......................................................... -.......509 Delivery, Taxicab and Bus Section..... ..................... ............. ............545 Delivery, Taxicab and Bus and Food--Joint Session......................................... 567 Electric Railway Section................................................................................................ 581 Employees' Benefit Associations Section.......................................... Employees' Publication Section............................................................. 403 Food Section ....................................................................... Food and Delivery, Taxicab and Bus Sections--Joint Session............................ 735 ^Laundry and Dry Cleaners Section............................................................................749 Index ................................ ............................................ ............ -............... .................--*765 ----- -------------------------- - ajftvc...----- 2$JC I NOTE Volume III of these Transactions, containing the Public Safety ses sions. Street and Highway Traffic Section, Traffic School, Statistics Sec tion, Education Division, and Home Safety session, is being mailed automatically to certain members of the National Safety Council who arc believed to be interested in these sessions. Any other member of the Council may receive a copy of Volume III without charge by re questing it. National Safety Council 20 North Wacker Drive* Chicago HONORARY MEMBERS Association or Iron and Steel Elxctsic Encincl-jis Roesxr W. Cakpuil 85 199 217 OFFICERS (1930-1931) C. W. Bsacouirr. President. J. I. Baxash. Vice-President for Finance. G L- Close. Vice-President for Industrial Safety. Eowau Dana. Vice-President for Public Safety. G. T. HtixuVTB, Vice-President for Busines* Administration. J. E. Lose, Vice-President for Territorial Councils. Gboux C. A. Opt. Vice-President lor Membership. G. E. Sumas, Vice-President for Engineering. A. W. WatiRiv. Vice-President for Education. Dr. C-E. A. Wissiow, Vice-President for Health. Harvey Eu-sxn. Treasurer. W. H. Ounox, Managing Director. 421 621 657 EXECUTIVE COMMITTEE (1930-1931) H. O. Allison, Western Pennsylvania Safety Council. G. B. Avm Past President J. I. BaxASH, Consulting Engineer. C. R. Beakdsiiv, Brooklyn Safety Council. E. W. Bkck, United States Rubber Company. L. G. Bentley, Richmond Safety Council. C. W. Bergquist, Western Electric Co. 70WR5. . WH.. Cameron, Cauprrll. National Safety Past President Council. C. L. Close, United States Steel Corporation. Will Cooper, Food Section. J. E. Culuney, Bethlehem Steel Corporation. Edward Dama, Boston Elevated Railway, Lewis A. DeBums, Past President. Marcos A. Dow, Past President Harvxy Eilctp, Armour Sc Company. Howard B. Fonda, Accident Prevention Equipment Mfr*. Section. B. P, Fowler, Tower Hill School. Joseph X. Galvin, Chicago Safety Council. D, T. Harrington, United States Bureau of Mines. G. T. Htuautfl, Chicago, North Shore & Milwaukee R. R. Co. H. G. H&kskl, Metals Section. G, E. Hill, New York Central Lines. J. BnooK Jackson. General Motors Corporation-. Walter G. King. Past President. 3 4 Nineteenth Annual Safety Congress Frank J. Lanahan, Fort Pitt Malleable Iron Company. J. E. Love, The Delaware & Hudson Railroad Corporation. Burton W. Marsh, Traffic Engineer, Amr T. Mouv, Past President. Homo. E. Nxe&z, Past President. George C. A. Op*, The Detroit Edison Company. Lew R. Palmer, Past President. C. E. Pettibonx, Past President. C E. Rzmxrn, Providence Safety Council. Henry A. Rekincep, Past President. G. E. Sanford, General Electric Company. C- 0. Scott, Past President. GLENN H. Shaw, Electric Railway Section. John S. Shaw, Chemical Section. dwaej> H. Sykes, Mine Safety Appliances Company. R. F. Thalnkr, Flint Safety Council. C. P. Toluan, Past President. A. J. Van Brunt, Newark Safety Council. J. E. Walters, Power Press Section. George H. Warfel, Steam Railroad Section. A. W. Whitney, National Bureau of Casualty St Surety Underwriters. Dr. C-E. A. Winslow, Yale Medical School. Arthur H. Young, Past President. DIRECTORS (1930-1931) Martin Ackerman, Dayton Safety Council. H. O. Allison, Western Pennsylvania Safety Council. William F. Aedesn, Safety Division, Milwaukee Ass'n of Commerce. J. I. Banasb, Consulting Engineer. Howaro F. Baxter, Laundry and Dry Cleaners Section, C R. Beardsley, Brooklyn Safety Council. E- S. Beaumont, Public Utilities Section. E. \Y. Beck, United States Rubber Company* L. G. Bentley, Richmond Safety Council. A. M. Bequette, Chattanooga Safety Council. C. \V. Bekgquzst, Western Electric Company. David S. Beyer, Liberty Mutual Insurance Company. E. F. Blank, Jones & Laughlin Steel Corporation. W. R. Boyd, Jr., American Petroleum Institute. D, L. Boyle, Central Pennsylvania Safety Council. WttitAM Brennan, Paper St Pulp Section. Robert M. Brucz, Rochester Safety Council. W. H- Cameron, National Safety Council. R. I Catlim, Aetna Life Insurance Co. T. P. Chapman, St. Louis Safety Council. Harry J. Clark, Safety Division, Syracuse Chamber of Commerce. C. L. Close, United States Steel Corporation. Hubert L. Clover, Packers & Tanners Section. Will Cooper, Food Section. J. E. Cuu/inry, Bethlehem Steel Corporation. Edward Dana, Boston Elevated Railway. F. A- Davidson, Chesebro Whitman Company. Lewis A. DeBlois, Consulting Engineer. Jay E. Decker, Mason City Safety Council. Notional Safety Council R. E. Donovan, Petroleum Section. James B. Douglas, The Philadelphia Gas Works Company. Dr. Louts I. Dublin, Metropolitan Life Insurance Company. Frederic W. Easton, Blackstone Valley Safety Council. Harvey Eiuw, Armour & Company. H. B. Flowers, New Orleans Public Service, Inc. Howard B. Fonda, Accident Prevention Equipment Manufacturers' Section. R. B. Fchtuim, Cement Section. Richard R. Foster, New Orleans Safety Council. B. P. Fowler. Delaware Safety Council. H. L. FraCHCR, Automotive Section. Thed. W. FaiEBRiCH, San Antonio Safety Council. A L- Frost, New Haven Safety Council. JoSLrfl X. Galvin, Chicago Safety Council. Sam Ganz, Kansas City Safety Council. Ernest P. Goouaics, Consulting Engineer. W. H- Greknwalt, Woodworking & Lumber Mfg. Section. Da. T. Y. Greet, Etowah County Safety Council. Isaiah Hale, The Atchison, Topeka St Santa Fe Railway Co. D. T. Harrington, United States Bureau of Mines. G. T. Hrllmuth, Chicago. North Shore & Milwaukee R. R. Co. H. G. HenSSL, Metals Section. Chal E- Hill, New York Central Lines. T. A. Horrocks. Delivery, Taxicab & Bus Section. Rush Hosier, Mining Section. Walter R. Houcti, Baltimore Safety Council. E. E. Hvxxtt, Safety Bureau, Duluth Chamber of Commerce. John S- Hunter, Marine Section. Harry D. I mmcl. Pennsylvania Departmeat of Labor St Industry. J. Brooe Jacksox, General Motors Corporation. John Puce Jackson. New York Edison Company. J. H. Jenkins, Dallas Safety Council. Dana E. Jones, Manufacturers Association of Erie. John D. Karel, Grand Rapids Safety Goundl. Ira V. Keener, Pennsylvania Salt Manufacturing Company. V. H. Kurrauea, Employees' Publication Section. Frank J. LamaHan, Fort Pitt Malleable Iron Company. E. R. Lawler, Rubber Section. E. L Lzma, QiilHcotbe Safety Council. R. M. Little, New York Department of Education. We. Lota, Safety Div., Memphis Chamber of Commerce. J. E. Long, The Delaware & Hudson Railroad Corporation. Burton W. Marsh, Traffic Engineer. H. T. Martin, Fisk Rubber Company. Paxton Mendelssohn, Detroit. We. E- Metzger, Detroit Athletic Club. Pbiup M. Morgan, Worcester Safety Couucii. R. B. Mobley, Industrial Accident Prevention Associations. Frank A- Morrison, Detroit Industrial Safety Council. Dr. T. F. Morphy, Statistics Section. C- E. McBride, Fort Wayne Safety Council. Miller McCumtock, Harvard University. J. P. McGrath, Atlanta Safety Council. T. H. McKewkxy, Illinois Steel Company. 5 6 Nineteenth Annual Safety Congress Fred Pvicilol?, Madison County Safety Council. Homes E. Niesz, Commonwealth Edison Company. John A. Cartel, Carnegie Steel Company. E. J. O'Brien, Louisville Safety Council. George C. A. Opp, The Detroit Edison Company. L. K. Palmer, Equitable Life Assurance Society. C. E. PrrnnoNL American Mutual Liability Insurance Company. E. E. Place, Textile Section. Ramsey Probasco, Eastbay Safety Council. F. H. Ransom, Oregon & Columbia Basin Division, N. S. C. C E. Rxppebn, Providence Safety Council. Henry A. Reninger, Lehigh Portland Cement Company.. J, W. Rdddle, Employees' Benefit Association Section. Dr. A. D. Risteek, The Travelers Insurance Company. J. K- Robinson. Lehigh Valley Safety Council. G. E. Sanford, General Electric Company. Charles L. Sawyer, Toledo Safety Council. Otto Schenk. Wheeling Safety Council. Guas. B Scott, Bureau oi Safety. Glenn H. Shaw, Electric Railway Section. John S. Smaw, Chemical Section. John H. Sherburne, Massachusetts Safety Council. Du. L. A. Sboudy, Bethlehem Steel Corporation. John D. Siiuart. Springfield Safely Council. Lee E. Skerl, Oeveland Safety CounciL H. J. Spoerer, Evanston Safety Council. Walter J. Sauces, Safety Div., The St. Paul Association. E. S. Spring, Lehigh Valley Transit Company. J. K. Stafford, Decatur Safety Council. George R. Stepuexs, The Safety Bureau, Buffalo Chamber of Commerce. Ethelbebt Stewart, U. S. Bureau of Labor Statistics. Luuus S. Stores. United Railways & Electric Company. Alfred H. Swayne, General Motors Corporation. Edward H. Sykes, Mine Safety Appliances Company. T. R. Tennant, Hammond Safety Council. R. F. Thax.hr*, ASSE-Engineering Section and Flint Safety Council. Arthur M. Took, The Texas Company. Austin H. Upoyke, Hudson County Safety Council. A. J. Van Brunt, Newark Safety Council. William F. Veccb, Rahway Safety Council. Prof. August Vollmer, Street Highway Traffic Section. Vincent Wakefield, Refrigeration Section. J. E. Walters, Power Press Section. George H. Warprl, Steam Railroad Section. Harry M. Webber, Illinois Bell Telephone Company. S. E. Whiting, Liberty Mutual Insurance Company. A. W. Whitney, National Bureau of Casualty & Surety Underwriters. George Wioua, Construction Section. W. II. WlNANS, Union Carbide & Carbon Corporation. Dr. C.-E. A. Winslow, Yale Medical School. F. B. Winslow, Birmingham Safety Council. J. M. WoltZ, Youngstown Sheet & ,Tubc Company. A. L. Worthen, Quarry Section. Harry E. Yockey, Indianapolis Safety Council. Clayton P. Yoder. Erie Safety Council. Council Purposes and Policies The fundamental purpose of the National Safety Council is to con serve human life. It seeks this goal through a continuous campaign of accident prevention that is nationwide in scope, applies to all lines of hazardous activity, and directly or indirectly reaches our entire citizenry. It is a non-profit organization, non-sectarian, and free from political affiliations. Since its organization in 1913, it has won respect as an essential national institution. Inseparable from accident prevention is the Council's work in im proving health conditions and preventing vocational diseases in Amer ican industry. Today there are 5,500 members, representing every state in the Union, and many of the Canadian Provinces. There are 600 foreign members. The membership includes industrial corporation- firms, individuals, public officials, schools, chambers of commerce, clubs and civic organizations. About 70 per cent are industrial concerns, including the big steel companies, the oil companies, practically every railroad in the United States, the automotive industry, and others of outstanding importance in our national industrial field. Thus the National Safety Council is like a fruitful tree with many branches and firmly imbedded roots that reach out in all directions, lending strength and permanence to the organized safety movement. Pioneering in Safety The history of the Council is an absorbing story. Unfortunately it cannot be detailed here. Suffice to say that the First Co-operative Safety Congress was held under auspices of the Association of Iron and Steel Electrical Engineers in Milwaukee, in 1912. and, as a result, the National Safety Council was organized in New York the following year with fourteen members. During the first year the member ship increased to 971. The pioneers of American safety went to work on the sound premise that accidents were an unnecessary part of our social order and that through application of proper remedial measures they could be avoided. They set about to nationalize this theory, and to develop the detailed methods and materials through which'accidents could be prevented. The members of the organization now are more than ever convinced that accidents are unnecessary and that they can be and are being prevented. Striking examples of reductions in many different fields during recent years prove this contention. 7 8 Nineteenth Annual Safety Congress Results of Organised Safety Since the National Safety Council was organised in 1913, the na tional accident death rate in all Helds excepting motor vehicle has been reduced 30 per cent. The motor vehicle accident problem is a comparatively new one, yet there are evidences of progress. Recent studies show that accidents among commercial vehicles have slightly decreased; that grade crossing tragedies have not increased during the past year; that deaths of school children have decreased; that deaths in states having effective license laws with centralized ad ministration and in cities having community safety councils have increased much less than in other states and cities; that deaths to pedestrians of all ages throughout the country increased very slightly last year. These facts indicate that engineering, educational, and legal remedies for the highway accident problem are producing re sults where conscientiously applied. Since the National Safety Council started as an industrial safety organization, the best results are to be expected in this Held. Here spectacular achievements have been made. ' The steam railroads, for instance, have reduced accidents among employees 60 per cent dur ing the past 13 years. A group of our largest steel industries have cut their accidents 90 per cent since 1913. During 1929, 33 plants of the Portland Cement Association went through the entire year without a single lost-time accident among thousands of workers. Two, three, four, and even five year Mno-accidentM records among smaller plants and in certain departments of the larger plants are not at all uncommon. Along with these reductions the whole psychology of accidents lias changed. Employer and employee both look at the proposition from a different viewpoint than they did 15 years ago. Accidents now are really out of date. In many plants they are considered a disgrace that casts a cloud over good management and efficiency. There is very little room today for the careless worker in modern industry. Looking Ahead The safety problem is a universal one--and always will be--just as long as human beings inhabit the earth. Safety applies to everybody and to everything, physical or material; to every human act, to every man, woman, and child. It is only natural, therefore, that the idea which seems to have so firmly taken root in the United States should branch forth into other countries of the world. Organizations similar in purposes and activity to that of the National Safety Council have sprung up in many countries. Council posters have been widely Council Purposes and Policies 9 copied for foreign use and several Council publications have been translated into other tongues. All of these are hopeful signs of the times in the world of Safety. The National Safety Council is still young--as institutions go. A great amount of worth-while work nas been crowded into its short life. Foundation work is always slow, whether one is building safe skyscrapers or safe men. The National Safety *0000011 has been digging away at the bed-rock of public consciousness. It has made real progress and its achievements furnish ample inspiration for con* tinuing its humanitarian efforts. To bring the accident situation under control there must be a wider interest in the Safety Movement; a much larger membership in the Council, and the active co-operation of all industrial, business, civic, and governmental bodies. Cooperation The purposes and policies of the National Safety Council are not always understood by those not in close touch with the Council's work. To meet the need for a brief and definite presentation of the Council's objectives, the following has been approved by the Execu tive Committee as an official statement of policy: "The National Safety Council's objective is the elimination of acci dents to men, women and children, as being deplorable, unnecessary and wasteful. It seeks memberships, cooperation and contacts to insure that its services may provide the instrumentalities and finances to accomplish this objective. "Through education it seeks to demonstrate that the safe way is the right way and the best way, from the standpoint not only of human satisfaction but of social efficiency and economy. It seeks those ways and means for safety that satisfactorily fit into the prac tical affairs of life. __ "Its financial policy is to return in service all moneys received, so operating without profit, and to undertake only those activities which can be assured of reasonable permanence. Much of its ad ministrative personnel consists of volunteer workers. "The National Safety Council holds itself open to give fullest and most cordial cooperation to all individuals, industries, organizations, communities, states and nations that are in accord with the principles and objectives of the organization, and the National Safety Council likewise asks and seeks cooperation from all these in carrying out its purposes.- NINETEENTH annual safety congress NATIONAL SAFETY COUNCIL Annual Meeting of Members Monday Morning Session September 29, 1930 C. E. PETTI BONE, Chairman President, National Safety Council The Annual Meeting of Members at the Nineteenth Annual Safety Congress was called to order by C. E. Pettibone, vice-president and manager of the Engineering Department, American Mutual Liability Insurance Company of Boston, president of the National Safety Council President Pettibone: The Nineteenth Annual Safety Congress of the National Safety Council will now be in order. Our deliberations will be opened with prayer by Dr. Hugh Thomson Kerr, Pastor of the Shadyside Presbyterian Church of Pittsburgh. The Invocation Dr. Hucb Thomas Kota: Almighty and everlasting God, the light of our lives, the hope and the home of our hearts, we desire to acknowledge Thee in all our ways and in all the events of life which befall us. We thank Thee for the good will and the fellowship of men and women, and we thank Thee (or this gathering of those who have the best interests of the people at heart. We pray that Thy blessing may rest upon the deliberations of this convention to the end that human life may be made more sacred and secure. We thank Thee for the growing reverence of personality and for the value of human life increasing down through the years, that the life of a little child, that the fife of an obscure man or woman, is of infinite value, not only in Thy sight but in the thought of society. For every movement that makes toward human betterment, for every social up lift, for every way that leads us into the thought of helpful service, for increasing good will, for everything that makes for an increase of happiness in human life, we thank Thee, and we pray that men and women,everywhere may work together to the end that the world in which we live, that the age in which we pass our lives, may be better for our service, for our thought, and for our concern for others. Let Thy blessing, we beseech Thee, rest upon our country, upon our President, upon all who are associated with him in the affairs of state, upon the Governor of this state, upon the Mayor of this city, that all who lead and guide and fashion public opinion may love righteousness and hate iniquity. And now may these friends who have come from distant parts of this country find a friendly welcome and a wholesome hospitality here in our midst, that we may know each other better, and in Thy name may work together for the good of others. We ask it in the name that is above every name. Amen. 11 12 Nineteenth Annual Safety Congress President Pettibonk: Your secretary having advised the chairman that a quorum of members entitled to vote is present in person or by proxy, the Chair will now be glad to entertain a motion to dispense with tlie calling of the rolL Do 1 hear such a motion f (A motion was regularly made, seconded, and carried, that the roll call be dis pensed with.) President Pettibone; You have all, doubtless, been deeply impressed with the cordial welcome we have received from our magnificent host, the city of Pittsburgh. Pittsburgh has had a reputation for many things. If you call Pittsburgh the "smoky city/' loyal Pittsburghers will tell you that smoke is indicative of industry, and it follows tliat to keep this industry and this smoke there must be community life, Uiere must be culture, there must be many people at work, with places to play, with I>omes to live in. with schools for the children. Pittsburgh is not ashamed of her smoke nor of her steel nor of her magnificent temples of learning, and above all she is proud of her civic unity and character which hat been moulded through the leadership of many distinguished sons. Pittsburgh is demonstrating to us delegates gathered here for the Nineteenth An nual Safety Congress what leadership and what civic unity can contribute to social progress. Here we are for the first time in history partaking of the hospitality of this great city which has, since the beginning, acted as nurse-maid to the safety movement, and which has contributed to this movement a most generous nurture. When Pittsburgh said she would entertain this Congress and show the world how she feels about safety, she chose a number of her most eminent sons to see that the job was done right. One of these 1 have the honor to introduce to you today, the chairman of the Committee of Citizens responsible for doing this job so splendidly. Mr. Edward T. Whiter is vice-president of tlie Pennsylvania Railroad, and like ' every successful railroad man I ever knew, he loves his career, which started at a telegraph kpy. It is with pleasure that 1 introduce to you Mr. Whiter, who will deliver the address of welcome. Address of Welcome By EDWARD T. WHITER Chairman, Steering Committee, Pittsburgh Safety Congress; Vice-President, Pennsylvania Railroad, Pittsburgh, Pa Pittsburgh is to be congratulated that it was selected as the place in which to hold the Nineteenth Annual Congress of the National Safety Council. I trust that those in attendance, when they leave our city, will carry with them friendly and kindly recollections of a most successful convention. Any program essentially idealistic and humanitarian, such as that presented by organized safety effort, stands in constant need of ardent recruits. To the average enthusiast the movement may not. seem to offer a direct profit return, and he is apt to let his interest lag in favor of more pressing personal affairs. Yet we all know the safety movement must be expanded and intensified if the needless sacrifice of human life and limb is to be successfully challenged. The progress we have been able to make in promoting safe practices In some branches of our national industrial and commercial life is offset, in the public eye, by au increased number of casualties on the public streets and highways. The daily record of dead and maimed is disheartening and makes one feel that In spite of all that has been done to impress people with the perils and hazards of our modern life, a distressingly large number of them remain at heart almost untouched by the safety message. Annual Meeting of Members 13 The pity of such a situation is that this relatively small percentage of thoughtless and unsafe people not only decimates tlie reckless element, but constitutes a daily menace to other persons of all ages. The safety movement has covered only a fraction of tlie ground it must eventually traverse. The percentage of people not yet safety-conscious seems to be so large that the job of making personal contact with them calls for informed recruits who will be enthusiastic about learning, living and teaching safety. The process of educating the average man to protect himself and his companions In the industrial world is an unending one. Yet, considering the fact that accident prevention effort gained the status of a nationally organized endeavor less than two decades ago, it has made great strides in winning respect in substantial and powerful quarters. From tlie start it has paid dividends in human lives and limbs, and it has many more ardent supporters today than at any time since the inception of the movement. While we are pleased to take note of results obtained through the more intensive practice of safety measures, all of us still feel that the accident rate is much too high. I not only think that it can be cut, but 1 feel that it will be cut. One reason for being optimistic is found in the results of a recently completed survey covering one hundred industries. This survey establishes the fact that the safest industries are the most efficient and the cheapest in production costs. This fact is not going to escape the notice of those who are applying more than ordinary pressure at this time for increased efficiency and lower costs of production. You may rely upon management not to overlook the assistance it can secure from a vigorous prosecution of safe practices, and you may likewise be sure that management will view with high favor all those persons and agencies giving assistance to the safety movement. We are told authoritatively that the indirect costs of accidents in industry amount to four times the direct cost; that is. that the expenses directly measurable in money outlay are but a fraction of the total costs incurred by both the employer and the employee as the result of each industrial accident. Studies of the causes of accidents are giving us many illuminating clues. We know that accidents do not merely happen. On the contrary, they arc the direct result of some inefficiency. Often, it is revealed, the inefficient practice has gone on for a long time unprotested and tincorrected. When these facts are more generally under stood and appreciated, safety wilt he almost certain to get fresh impetus from man agement solicitous to stop the leaks which now waste profits. Competition is grow ing keener and promises to become more so. Under such circumstances the search for profit-saving agencies will uncover more of safety's latent virtues with respect to production and distribution costs. Management is never able, however, single-handed to make a success of any pro gram that involves enthusiastic and pains-taking cooperation on the part of the whole body of employees. In this safety movement workers will have to contribute some of the zeal. Success hinges on tlie effectiveness of personal appeals. There are in stances where notions of long standing have barred considerable classes of men from participating in the safety movement as they should. Unsafe men have been shielded by fellow-workers who felt reluctant to make a report which would have led to in vestigation and corrective methods. Conspiracies of silence have existed, and probably still exist in many places. These conspiracies quite possibly have cost safe men their lives, along with those of the unsafe onei, and have multiplied the widow and orphan population along with the infliction of staggeringly large losses on- in dustry. Any discussion of safety principles necessarily must include reference to the axiom, "As a man thi.iks so is he." The careful employee is not an incidental happening; he is the product of thoughtfulness. This quality of mental alertness is colored by the employee's home life, his reading, his conversations, his friendships, in fact by the whole of the contacts he makes with the world ahout him. When he is confused 14 Nineteenth Annual Safely Congress in his thinking he tends to let down on the discipline be hu imposed upon himself as a protective measure. When we make the observation that sanity in thought must precede sanity in action, we are not stating anything new, but we are saying something that is often overlooked. Safety programs have failed of their purpose for lack of mental prepara tion on the part of the employee. The promulgation of rules and changes in rules will of themselves not be wholly effective unless they are explained to the extent that the employee understands and appreciates them. There must be advance decision on his part that safety is desirable and valuable for its own sake. If the worker is disturbed in his thought, his decision about the value of safety, or any other matter, will be imperfect and his actions correspondingly so. Great strides have been made to protect the worker in spite of himself, and many devices are largely fool-proof, yet in the final analysis educating men in safety will bring greater results, and this education must go oq constantly. President PcmaoNS: I should like to read a letter from the White House, at Washington, addressed to your president. MI deeply appreciate the value of the National Safety Council's efforts to prevent the frightful loss of human life doc to preventable accidents in industry and else where. The death by accident of almost one hundred thousand persons in one year in the United States is a challenge to the resourcefulness of the nation to devise means to eliminate this disastrous loss of both economic assets and of preoous human life. Most of it is preventable, and your educational campaigns to teach the methods of such prevention are worthy of all praise. "Yours faithfully, "(Signed) HERBERT HOOVER." The President's Address By C. K. PETTIBONK Vice-President, American Mutual UsUity Insurance Company, Boston, Man.] President, National Safety Council It augurs well for the vitality of the safety movement after seventeen years that we meet to renew friendships and to pledge our faith anew in one another and in fe cause to which so many of us have dedicated our lives. To the members present, to those absent, to our hosts, and to the many friends we are making here 1 bring the good will and greetings of my associates in (he Executive Committee. To our Pittsburgh members and friends we are etprciaMy grateful. I know that appropriate expressions will be presented to yon by ear Resolutions Committee to commemorate the invaluable services you have readtnud to the safety movement and to us all by die bomUful preparations you have made lor our comfort and convenience and by to os the hospitality of fin entire community. V/t can never repay the deht we owe. but oor hearts uv foM of apIpreshcioautilodn.like to epitomize in a few sentences the facts about anrkVm prrwetew. This is a fitting time to ask ourselves if we are making progress. You aa hud people who will always say "yes," and you can find people who will say *ns" TW accident statistics, unless carefully analyzed, may be Interpreted either way. TVunr have been increases in street and highway accidents. We do not know whether hour accidents are being stopped In appreciable numbers. But we do know that in Mfi directions there have been reductions and wonderful achievements by sour roads, Industries, and communities and we can prove statistically great poffiu sa specific divisions. Annual Meeting of Members IS All social progress is slow, but the significant fact about the accident prevention movement is that It is becoming better understood. The interpretation of it by many agencies is developing a deeper interest and stability, and the already known principles and technique need only be persistently and continuously expanded to have safety become nn integral part of our every day living. Reductions in accidents will never come like avalanches. Good safety records are usually won after battling with the problem for years. People must be con vinced that accidents have definite causes---that they doo't just happen. Employers, public authorities and others having influence must have the will and desire to apply themselves seriously to the stopping of accidents. We are encouraged, therefore, by the indisputable evidence secured here and there that accidents can be practically stopped. We have the good records of thousands of industries, the 60 per cent reduction on the steam railroads, the 11 per cent reduction in child accidents last year. There no community that has made an effort for safety which has not made some outstanding record of safety achievement. The safety movement has reached that stage where It cannot possibly stem growing. But the growth is like that of a tree. The yearly accretions may not be noticeable, bat the roots are ever sinking deeper and the brandies are ever spreading wider and reaching higher into the sky. But 1 am here to tell you more specifically what the National Safety Council has been doing since our last Congress to encourage its members and the thousands of others who are cooperating in the world-wide safety effort Plans have been carried out on an even larger scale than last year. In spite of the business reces sion, your Executive Committee felt that every worker and bis family bad to be protected, whether in the workshop, in the home or oq the street. Employers and others have been encouraged to keep up their safety work, in spite of necessary economies and the human tendency to spend little on even absolute essentials. To the credit of our volunteer workers and the large majority of our member ship. there has continued die general effort to protect life and make safety progress. Community councils have been maintained with unusual vigor, and the attendance at their meetings has shown a growth over last year. This is also true of the regional meetings. The membership demonstrated its improved accident prevention work through its increased interest in our annual Industrial Accident Statistics re port. There was an increase of 40 per cent In number of employers who are re porting to us their accident experience. Our five monthly publications have been improved in contents and appearance and there has been an increase in circulation. A complete revision was made of our poster service and the new catalog for 1930 showed 783 varieties of posters in stead of 200 kept in stock for members* use. To comply with the demands of mem bers and others in foreign countries several publications of the Council were translated into foreign languages. Our Spanish and French booklets are now being distributed in Mexico, Central and South America, in Quebec and in France. I regard this evidence of safety progress as extremely significant. The expansion of the technical industrial pamphlets has continued.. ' Oar activities in safety codes have been maintained. More than 10,000 consulta tion rcqacjts have been cared for. The sectional organisations, have had hundreds mi tefiigs; their News-Letters to members and their preparations for this Congress have haaa of awinal interest and value. The American Petroleum Institute has crnmmmA to fiainct the secretarial work of the Petroleum Section, proving again tea aaf foe unato assistance to all of the sections. Our first committee to write A tea pan] policies of the Council has rendered a service that will be useful to me eiuiaatrstnt fortes and succeeding committees. The hhutriil Health Division has expanded its service in an endeavor to in- asah iairtw in the factory health problem. Fifteen hundred copies of its monthly 16 Nineteenth Annual Safety Congress News-Letter 4iavc been distributed to physicians, nurses, executives and safety engineers. Technical studies have been continued, and a great deal of material dis seminated through the Council's owd publications and others; addresses have been made under many auspices, and booklets, like MThe Healthy Worker/' have re ceived very wide circulation. There has been commendable progress in our public safety and school activities. The two new sections. Street and Highway Traffic and Statistics have developed rapidly until the membership has grown to national proportions. The Public Safety magazine has keen enlarged and has increased in circulation. Tlie Council partici pated actively in the National Conference oo Street and Highway Safety and will continue to work with and support It for another year. The Annual Statistical Re ports have grown in scope. The study of the engineering problems, preparations for getting more vigorously behind the drivers' license law, and similar activities are going forward day by day. The first joint committee meeting with the American Automobile Association brought about the standardization of school safety patrol operation. . There has been the same effort to encourage other national associations to undertake definite jobs for safety. The school work again has been financially supported by the National Bureau of Casualty and Surety Underwriter*: and committees have been active during the year in bringing about adjustments in the safety work the Bureau wishes to do on its own account and in cooperation with the National Safety Council- One of the necessary steps in Home Safety has been taken by the National Bureau of Casualty and Surety Underwriters in setting up a fellowship under which will be made the first thorough and scientific study of home accidents and their remedies. The growing interest of the Women** Clubs and Parent-Teacher Association proves anew that the country is ready for a real home safety campaign if only the Council can provide the needed leadership. The entire program of the National Safety Council can be embraced in the words "Public Education.** There have been many unproved services to the general public during the year. For example, the third radio series brought in thousands of letters of appreciation and had a weekly distribution of 20,000 copies of the speeches and playlets. The newspaper and magazine press of the country, including particularly the Associated Press, United Press, and Newspaper Enterprise Association, have released our news and educational material. Every field of industry has been touched through 150 special articles prepared for trade magazines. To date the Council's "President's Medal" has been awarded lo 178 persons for saving lives by the application of the prone pressure method of resuscitation. To produce all of this stimulation, encouragement and practical suggestion, we have eternally before us the problem of organizing and financing our activities. Al though thqre are over 1,000 voluntary officers and committeemen serving without recompense in the line of this national duty we have undertaken, we have to give continual attention to the problem of staff adjustment and office accommodations. We have established in the new. Civic Opera Building of Chicago the first really complete plant to accommodate our headquarters organization and to facilitate and improve the work in our printing, shipping, multigraphing and other departments. Our New York office has been continued and its service has amply proved its worth. Our most vital and important problem today is to secure more funds lo expand our organized educational drive to meet the needs of members, community councils, and the general public. Wc need to intensify our activities; to strike deeper; to broaden our fields. To do these things our resources should be expanded. Our experience through seventeen years leads us to say that beyond peradventure the doubling or trebling of our resources, and consequently our activities, would unques tionably keep alive thousands who otherwise would be doomed. This has also been a year of considerable adjustment in our relationships and Annual Meeting of Members 17 organization structure. One of our most important studies has been to improve the relationships existing between our national organization and our territorial councils. The resulting report should help to bring these community councils and the national organization closer together and expand the service of the national in the communities. Five years, perhaps, may see many changes in the way we carry on this work. It will always be a problem to any national association whether it should reach the individual directly from the central office or depend upon tlx many contacts possible through local institutions. It is vital that we ask ourselves "`Where arc we going and how far can we ru in this accident problem ?" The 1929 death rate per 100,000 population was about 79.9. There were 97,000 deaths--10,000,000 people injured. The increase did not occur in industry, or in the home; and wc know that in the school age group fatalities decreased II per cent last year. We all know that the cause of our greatest con cern in the accident problem is the motor vehicle. Thirty one thousand deaths caused by this single type of instrument cannot be accepted as a necessary part of our routine existence. What can we do about it? My answer is that we must forget that we are in dustrial men when we go to work on this job, and recognize the universality of this outstanding appeal for the support and interest of all of our citizens. No one has yet produced an all-inclusive remedy for this increasing accident problem. The Na tional Safety Council is not yet powerful enough to effectively influence every man oq the streets, judge on the bench, joy-rider, jay-walker, city administration, national and state legislature, commercial vehicle operator, and other* whom it is necessary to influence and educate in their personal responsibility so that they will take an active part in the program of life conservation. The street and highway problem lacks the control we have m industry. We must first make the public understand the seriousness of the accident situation, and then organize effective leadership. We have got to impress every man, woman and child in the country. The National Safety Council is sorely in need of additional 'money for the educational drive which will lead not only to a demand for necessary legislative action and intelligent engineering for public safety, but also to careful driving and walking habits. We must expand our facilities and energize action in every direction to prevent the'despair of futility from sapping our courage and under mining the morale of the safety movement. ( If the motor vehicle accident problem is primarily one of organization, then surely "other public" accidents, including those In the home, which all together are stealing 43.000 additional lives every year, demand the same treatment. Again this Is an educational problem demanding strong leadership. I have said that there was an 11 per cent decrease in deaths among children of the school age group last year. What a tribute to safety education, and what convincing proof this is of the necessity for finding organizations in every community and those of national influence that can put over a program of education 1 The school ac complishments compare favorably with those in industry. Wc must find a simitar structure in community life which will prove to be as effective in reducing street sad highway and home accidents. Aa I close 1 want to pay my tribute to the thousands of workers who are making the safety movement in our country a practical success. I have in mind our di rectorate, our officers, our Executive Committee, our community organizations, our sectional and many general committees, as well, of course, as our staff. I remind yew that we lost during the past year one of the committee of five who drafted the Constitution and By-Laws of our organization, a continuous worker for the National Safety Council from Its Inception until a few months ago. Mr. David Van Schaack occupied every office in the cooperative structure of the Council, including the presi dency for two year*. He was nationally known to everyone interested in the cause of safety. We mourn his loss. 18 Nineteenth Annual Safety Congress As I give up the presidency to my successor, may I say to our entire membership that it has been a great privilege to have served you and to have helped toward the accomplishment of your great objective. I have had a fruitful experience, and I have had much generous help and friendship from you all in the attempt to do my duty by our organization and by our country. President Pzrrr&QNE: The Executive Committee having appointed three in* spectors of election, the Chair will appoint them men also tellers of the election. These gentlemen are: J. E. Culliney, chairman, 1. V. Kepner. and S. H. Slaymaker. The next stem on our program is the reading and disposal of the minutes of oar last annual meeting. As the minutes have been printed and sent to you, a motion will be in order to dispense with the reading of the minutes. May 1 have such a motion? (A motion was regularly made, seconded and carried that the reading of die min utes be dispensed with.) President Pettibonb: We will now have the report of the Nominating Com mittee. Mr. John B. Gibson is chairman of this committee and will present the report. Report of the Nominating Committee Me. Gibson: Complying with your instructions,* we the Nominating Committee, appointed by you, with the approval of the Executive Committee, and as provided for in Section 4 of Article VT of the By-Laws of the Council, and as further provided by Section 5 of Article VI of the By-Laws, present herewith the report of nominations for Directors to serve until the annual meeting In 1933. The following list has been approved by the Committee and is submitted herewith: R. 1. Catlin, assistant vice-president, Aetna Casualty and Surety Company, Hart ford, Conn. Harry D. Immet, director, Bureau of Inspection, Department of Labor and Industry, Harrisburg, Pa. The names of the following Directors whose terms expire September 29, 19301 are submitted for re-election: E. W. Beck C. W. Bergquist Dr. L. A. Shoudy E. S. Spring E. F. Blank Dr. Louis I. Dublin Ethelbert Stewart Lucius S. Storrs Ira V. Kepner R M. Little H. T. Martin Alfred H. Swayoe A. M. Tode S. E. Whiting George Opp Prof. C.-E. A. Winslow Very respectfully yours, Nominating Committee J. B, Gibson, Chairman President Pettibonb: No other ticket having been nominated, under the provi sions of our By-laws a motion to close the nominations is now in order. (A motion was regularly made, seconded and carried that the nominations be closed.) President Pzitibonb: As there have been legally nominated just enough men to take the places of those Directors whose terms expire and to fill other vacancies, the Chair suggests, in order to facilitate the transaction of our business, that the secretary be directed to cast one ballot for the candidates named for the terms for which they have been nominated. T. H. Cabbow (Pennsylvania Railroad, Philadelphia); X move that (be secretary be directed to cast one ballot for the nominees. Annual Meeting of Members 19 (Tbe motion was seconded end unanimously carried.) President Pettibonb: The secretary is authorized to cast die ballot. Secretary W. H. Camvbon: The ballot is cast, Mr. President. President Peitcbone : The inspectors of the election who are serving as tellers will report the result of the vote. J. E. Culliney: Mr. President, 2,085 votes have been cast for the nominees, more than is required by the By-laws. President Pettibonb : The report of the tellers show6 that there have been suffi cient votes cast for the nominees, and none against. It therefore gives me pleasure to announce to you that these gentlemen have been unanimously elected Directors of the National Safety Council for the terms for which they have been nominated. Wilt Mr. Arthur T. Morey, chairman of the Resolutions Committee, report any resolutions which in the judgment of that Committee should be entertained by this Conference. Report of tbe Resolution! Committee Mr. Morey: You will each find In your chairs a printed copy of the following resolution, which is based on no mere gesture, but as a sincere, earnest thought of this Congress: "WHEREAS, Accidental deaths in the United States are increasing at an alarming cate, taking a toll last year of 97,000 lives with 31,000 motor vehicle fatalities, 23,000 deathf from home accidents, 23,000 industrial fatalities, and more than 20,000 acci dental deaths in public places other than streets and highways; and in addition to this carnage was added a total of 10,000,000 non-fata) disabling injuries because of accidents, and 'WHEREAS, This sliameful record is not equalled by any other civilized foreign country and stands as a terrific indictment against the social progress and civiliza tion of these United States; and "WHEREAS, This reckless waste of human life and limb results in untold suf fering, sorrow and destitution and represents economic devastation amounting to $3^50,000,000; and "WHEREAS, American leadership for safety must have the full support and friendly cooperation of our national citizenry to stem the tide of killing and maiming, therefore be it "RESOLVED, That the members of the National Safety Council and all ethers present at the Nineteenth Annual Safety Congress do -pledge themselves to increase individual and collective efforts to prevent accidents, and do vigorously urge that continuation of Council activities be extended as rapidly as possible and to be con centrated in the following channels: "1. Public Safety. A solution of the automobile accident problem, at present the most alarming problem of safety; the elimination of unfit and reckless motor ve hicle operators, through the adoption of a drivers* license law by every state; uniform traffic laws for all states and cities; standard traffic signs and signals; standard acci dent reporting systems; necessary street and highway improvements in the interests of safety; enforcement and observance of traffic laws; a recognition of the rights of others on the highway, whether pedestrians or drivers,, based on the principle of the Golden Rule; the establishment of community safety councils in all American cities. '*2. Industrial Safety. Regular and complete safety inspection and research in all industries, large and small; followed by prompt application of approved remedial measures; the safeguarding of all dangerous mechanical equipment, and tbe constant use of such devices; the revision of hazardous manufacturing processes; continuous safety education throughout all ludmiry; full cooperation with the National Safety Council and its affiliated community councils in carrying on industrial safety. 20 Nineteenth Annual Safety Congress "3. Education. Let education be the keynote of tbe coming year, that the les sons and well-defined principles of safety be firmly implanted in every home and school throughout our nation; let the youth of today be given opportunity for a full understanding and appreciation of the real meaning of safety in order that the citizens of tomorrow may enjoy the many blessings it bestows." Mr. President, I move the adoption of this resolution. (The motion was seconded and unanimously carried.) Mr. Morey: Here is a resolution the committee would like to present because of a great feeling of gratitude to the people of Pittsburgh. "WHEREAS, This Nineteenth Annual Safety Congress of the National Safety Council in Pittsburgh promises to be the largest and most enthusiastic in the history of the safety movement, and the interest shown by all the people has been the most encouraging received, as a direct result of the wonderful cooperation generously given by the various trade bodies, technical and professional groups, prominent civic, business and social leaders of the city, and the press, all of whom have zealously labored to impress on the mind of every individual in the entire community the im portance of this great gathering; and "WHEREAS, We, the members of the National Safety Council assembled from all parts of the United States and Canada and from other countries of the world, fully realize the value of the unselfish contributions of the citizens of Pittsburgh and the significance of these contributions in bringing the objectives of safety nearer the hearts of the people, not only in this city, but also ot the entire world, and thus have materially aided in the progress of this movement dedicated to the conservatum of human life and the preservation of happiness, now therefore be it "RESOLVED, That a standing vote of thanks be extended to the authorities of the City of Pittsburgh and the County of Allegheny, to the Board of Education, to the Police Department and to all the various other organizations and public-spirited citizens who have done so much to make this great Safety Congress a success in cluding Mr. E. T. Whiter, and the many distinguished Pittsburgh citizens who have served on the Pittsburgh Congress Committee; Mr. Frank L. Duggan and bis as sociates in the Western Pennsylvania Safety Council; the Chamber of Commerce, the Better Traffic Committee, and others; and this vote of thanks is accompanied with the deep appreciation of America's safety leaders who understand tbe involve ments in obtaining publicity for the Congress and in effectively spreading abroad its vast influence through the newspapers and press associations and by broadcasting its inspiring messages of safety to teach tlie people the vital fact that accidents do not just happen, but can be controlled by scientific methods and adaptation of known principles, and that thus the happiness and the right to live of tens of thousands of persons may be preserved annually by organized and determined effort, as proved by facts presented in the addresses of hundreds of speakers at this Safety Congress.** Mr. President, I move the adoption of that resolution. President Pettivonb: I simply am going to suggest that anyone who is in favor of that resolution rise. . (The resolution was adopted by a unanimous rising vote.) Mb. Mosey: It has been for a long time considered advisable to incorporate our Council, and after much discussion and consideration of the factors involved, this resolution is presented to the members: "WHEREAS, The Executive Committee of the Council lias recommended that the Council cause to be incorporated under the laws of the State of Illinois, a cor poration not for pecuniary profit, to be called National Safety Council, and that ill of the property and assets of the Council be conveyed to said proposed corporation, which in turn will assume all of the liabilities of the Council and will extend to all members of all classes of the Council memberships of the same classes, respectively, in said proposed corporation, and Annual Meeting of Members 21 "WHEREAS, Said recommendation has been favorably considered by the mem bers of the Council, now therefore be it "RESOLVED, That the Council cause to be incorporated under the laws of the State of Illinois a corporation not for pecuniary profit, to be called National Safety Council, and that the Council transfer, assign and convey to said proposed corpora tion, all of the property and assets of tlie Council in consideration of tlie assumption by said proposed corporation of all the liabilities of the Council and in consideration of the extension by said proposed corporation to all the members of all classes of the Council membership of the same classes, respectively, in said proposed corpora tion, and be it further "RESOLVED, That the Board of Directors, the Executive Committee and the officers of the Council, respectively, are hereby authorized, empowered and directed to take any and all action necessary or advisable to effect the foregoing." Mr. President, I move the adoption of that resolution. (The motion was seconded.) President Pettisone : If there is no dissenting vote, the chairman would appre ciate a motion instructing the secretary to cast the unanimous ballot of this Congress in favor of the resolution. May I have such a motion? (A motion was regularly made, seconded and carried that the Secretary cast the unanimous ballot of the meeting for the resolution. The secretary cast tbe ballot.) Mr. Morey: I would like now to make a motion all my own, not as chairman of the Resolutions Committee. Unless you have been in close contact with the work of the organization of our Council, I think you have but a small conception of the magnitude of that work and the conscientiousness that has been put into it. Wc love the results, we are proud of our Council. Sometimes wc don't realize the amount of detailed work, the long hours and the sacrifices put into this love for safety by our organization. I think I am in position, Mr. President, to make this resolution because I am not an officer. My membership on the Executive Committee is an honorary one, so I speak as a private in the ranks, and I should like to present this resolution as from the floor: "WHEREAS, The members of the National Safety Council are most grateful for the vision, the intelligent guidance, the stupendous work and the successful re sults of the Councils activities, and "WHEREAS, The Directors and the Executive Committeemen, the President, the Vice-Presidents, the Chairmen, officials and members of Sections and Committees, Che local council officials, managers, committees and staffs, and the Headquarters Staff have so magnificently cooperated in the great cause and with such encouraging results, be it "RESOLVED, That the members of this Council hereby express their gratitude to all of them, and especially to C. Eugene PettiboDe, who has served the National Safety Council as President during this past year with such unselfish devotion, true leadership and marked sincerity of purpose, and to William H. Cameron, our inde fatigable Managing Director, whose ability, capacity, steadfastness of purpose and love for our cause have been so indispensable to our success; and be it further "RESOLVED, That we, the members of the National Safety Council, during this period of business depression and trial rededicate ourselves to the cause of humanity's safety and make even greater efforts to encourage and help each other in our in dividual safety work and to increase our purpose to uphold the hands and efforts of the local and national organizations." I make that as a motion. Do I hear a second? (The motion was seconded by several members and carried unanimously by a standing vote.) 22 Nineteenth Annual Safety Congress Preside*! Pcttirone: I am very sure that if anything I have done this year has helped the Council, I lave been helped in doing it more by our Managing Di rector's kindness and effort than anything that I could have done alone. There is nothing I can say that will over-estimate the work that he has done. William H. Camekon: I have been serving now some eighteen years. It has always been a great pleasure to do so, and my heart is in this safety movement. I started twenty years ago, and the longer I work the more I love this safety cause and the more I am willing to serve you. Thank you. President Pbttuone: Sack in 2916 a group was organized to perpetuate the memory and carry on the work of one of the safety movement's most devoted serv ants, Dr. Joseph Austin Holmes, first director of the United States Bureau of Mines. The National Safety Council has always been one oi like participating bodies of this association, and it is particularly fitting and appropriate to have with us this morning a distinguished guest, Mr. Scott Turner, the present director of the United States Bureau of Mines, who will present an award on behalf of the Joseph A. Holmes Safety Association and in recognition of a significant achievement in safety, to one of our great American industries. Presentation of Joseph A. Holmes Award to the Lehigh Portland Cement Company, of Allentown, Pa. By SCOTT TURNER Director, United States Bureau of Mines, Washington, D. C. This morning my job is the pleasant one ' of presenting the Holmes Safety Certificate to the Lehigh Portland Cement Company. First, I will remind you of (lie nature of this safety association, named in honor of the first director of the Bureau of Mines. After Mr. Holmes' death in 1915 a number of Influential organiza tions banded together to commemorate Hie name of this leader in .-the conservation of human life. In order that you may appreciate the significance of an award by the Joseph A. Holmes Safety Association, I shall read you the list of twenty-four national or ganizations which comprise its membership. American Association for the Advancement of Science American Ceramic Society American Chemical Society American Electro-chemical Society American Federation of Labor American Forestry Association American Institute of Electrical Engineers American Institute of Mjning and Metallurgical Engineers American Mining Congress American Bed Cross American Society of Mechanical Engineers American Society for Testing Materials Coal Mining Institute of America Geological Society of America . International Railway Fuel Association Mine Inspectors Institute of America National Academy of Science National Coal Association National Safety Council Smithsonian Institute Annual Meeting of Members 23 Society for the Promotion of Engineering Education United Mine Workers of America United States Bureau of Mines United States Geological Survey The constitution provides that the director of the United States Bureau of Mines shall ex officio serve as president of the Holmes Association. One of the objects of the association was the making of one or more annual awards with or without honorarium, such to be known as the Holmes Safety Award, for the encouragement of those originating, developing and installing the most efficient safety devices, appliance* or methods to the mining, quarrying, metal lurgica] and mineral industries. These designations are the result of' reports and investigations by the officers and representatives of the association. We occasionally give a certificate of honor for some outstanding safety record or performance. It is to make one of these pre sentations that I now address you. It has been said that safety is the cornerstone of efficiency. If this is so, then the Portland cement industry is among the most efficient industries in the United States. I do not know of another major industry that so consistently from year to year oc cupies such an enviable position of leadership in the safety movement. Individual companies in many lines of work have forged ahead of their associates in an effort to prevent accidents, but In the manufacture of Portland cement we have a con spicuous example of an entire industry wliere safety has been promoted to a remark able degree With the cement industry so generally active in the furtherance of safety, it is obvious that leadership among the individual companies that make up that industry must imply an unusual degree of success in the prevention of accidents. It devolved upon us to determine the real leader within this industry. We searched the field for the outstanding example of success in safety work, and we discovered that amidst the numerous excellent records of safety achievement within the Portland cement industry, the most distinguished incident among the more than one hundred fifty plants entered in the Portland Cement Association contest was that of the Lehigh Portland Cement Company. The Holmes Association was unanimous in selecting that company for special recognition and honor, for the signal success attending its efforts in safeguarding its employees from occupational hazard. A diploma was awarded, and I witl now present it. May I read what appears on the special certificate of honor which I have with me. It tells its own story. "Joseph A. Holmes Safety Association awards to the Lehigh Portland Cement Company this certificate of honor for its exceptionally good safety work and record. From 1924 to 1929, except for 1925, one or more of its fifteen cement plants won the Portland Cement Association trophy for working without a lost-time accident through the calendar year. Five plants of this company won this trophy in 1928, and four in 1929. The Iola, Kansas, plant, with over two hundred employees, has not had a lost-time accident for nearly three and one-half years; and the Orrorod, Pennsylvania plant has been free of lost-time accidents for over two years." The President of the Lehigh Portland Cement Company is Colonel E. M. Young, and he may well feel proud of his organization. It is a pleasure and a privilege to present to Colonel Young this certificate of honor which has been awarded to his company by the Joseph A. Holmes Safety Association. Colons. E. M. Young: Mr. President, Mr. Turner, Delegates of the Annual Congressr In the name of the Lehigh Portland Cement Company and Us employees, l desire to express my very high appreciation for this wonderful compliment that has been paid to our company by the Joseph A. Holmes Safety Association. I was told that there were three distinct purposes for which this wonderful associa tion was formed. One of them is the establishment of brandies in mining industries 24 Nineteenth Annual Safety Congress and quarrying industries,. and the awarding at certain times of gold or; silver or bronze medals to heroes who perform valiant deeds in saving the lives of their fellowworkers. The Holmes Association was quite anxious to compliment the Lehigh company, and the Association made the award on the basis of outstanding safety accomplishment I am proud of this fact: The Lehigh Portland Cement Company is the first cement company in the United States to be recognized in this manner. I can go a step further, and led you that tlx Kansas plant, with two hundred men continuously employed, lias operated over four years, or in other words completed its fourth year on September 10 just past, without a single lost-time accident, and is still going. Your organization, as I understand it, was established in 1912. The Portland Cement Association took up safety work in 1913. In that same year our company started, and in 1914 the Lehigh company was establishing safety committees at all its plans. For a while the work dragged, the war came on, and not a great deal was accomplished, but after the war we buckled down to the work and soon began to see results. The outstanding feature of our accomplishment in safety work was what Mr. Turner referred to, that in 1924 we won a trophy from the Portland Cement Association, in 1926 we won a trophy, in 1927 two trophies, that is for two different plants, in 1928 five, and in 1929 four. Those trophies are awarded for what we call a one hundred per cent record, that is not a single lost-time accident for twelve consecutive calendar months. , When we look back to the early stages of this movement, records of this kind would have seemed utterly impossible. I remember in the early days of this work I was asked to preside at a safety meeting in the Lyric Hotel in Allentown. I went becaose I thought it was my duty to go, and as l rose from my chair to open the meeting f felt foolish ; I didn't know what it was about. 1 thought it was almost silly to try to educate men or women not to get hurt. 1 thought it was very much like pushing smoke against a stiff breeze. As time went on I recognized the tremendous value of safety work, and now 1 am completely sold on the wonderful results that can be obtained by just what you all are trying to do. President Pettibone ; I have heard many fine and splendid things about our speaker this morning. Your programs identify him with die newspaper profession, but his comparatively young career has been crowded with many and varied ex periences and has given him a perspective which qualifies him as a keen student of social problems. It would be an injustice were I to introduce John Temple Graves, II, as a journalist, for he is a journalist only in the sense that Woodrow Wilson was a college professor. So I must add that he is also a statesman and a philosopher, and. incidentally, a gentleman from the Old South. Who's Who in America tells us that lie is a native of Rome, Georgia, that he is a graduate of Princeton, and iliat lie has a law degree from George Washington University. Hi* college days were interrupted by overseas service in the heavy artillery during the war, during which time he served as assistant to Edward Hurley of the American Peace Commission. Then followed a six-year period as an economist on the Federal Trade Commission in Washington, and admittance to the bar of the District of Columbia. So now I will add that he is 2 full-fledged member of the legal profession in his own right. The roar of presses and the smell of printer's ink seem to have a tremendous fascination to those who have once been caught in the whirling romance of news paper work, and an early experience on a New York newspaper prompted him to give up economics for a first-hand study of the Florida boom. This Florida sojourn brought him up in journalism and down in the pockets, and I think he has said himself that it gave him an insight into practical economy. Annual Meeting of Members 25 I am afraid I can add little to your enjoyment of the speaker this morning by continuing this recitation of his biography; but you should know that he is the author of several novels and is one of the personalities of Birmingham to which the natives point with pride. We are fortunate in having John Temple Graves, II, as our final speaker, who will take us out of our routine thoughts with a fresh and inspiring interpretation of the philosophy of safety. Life, Liberty and the Pursuit of Happiness By JOHN TEMPLE GRAVES, II Birmingham Age-Herald, Birmingham, Ala. I can't quite permit Mr. Pettibone to get away with that introduction. I feel that a mountain has perhaps labored and given birth to a mouse, and certainly I should add to his summary of my long, dark past the fact that so far as I know my finger-prints are not yet in any existing police station. Someone has said that there are laws that save us from our traducers but there is nothing under God's heaven or on earth that can save us from our introducers. I do appreciate the Invitation to be here today, and I shall appreciate it much more, I think, when I get back to Alabama and have time to cool off. Just now I am rather more appalled than appreciative. Just why a poor paupered printer's devil should be asked to stand up this morning before these lords and ladies of America's economic estate I don't quite know. I have heard of Lazareth at the rich man's table, but I never yet heard that anybody asked him to say anything. As Mr. Pettibone has told you, 1 am a newspaper man, and I find that it is gen erally a newspaper man's province to talk to people on subjects about which they know much more/ than he does himself. I am always reminded of the definition of the difference between a business man and a newspaper man, that the business man knows more and more about less and less, while the newspaper man knows less and less about more and more. That is as it should be, gentlemen, and both the business man and the newspaper man are very potent factors in our economic life. My father was a newspaper man, and I often envied him his ability of falling on his feet any time at any sort of gathering or occasion, no matter how large or informed, or no matter how technical it might have been. On. one occasion he was asked to address a national association of dentists. 1 was with him at that time. It was in New York. I wondered what in the world my father could say to an association of dentists. I thought, in the first place, that any polite and pleasant expressions of good wishes for them in their business and for turnovers in the coming year would be treason to all the rest of us, and I knew, too, that his knowledge of dentistry, like mine and like most of yours, was from the layman's painful inside of the mouth looking out rather than from the dentist's professional outside of the mouth looking in. But he had a very remarkable memory, and as he sat during the speeches which preceded his own, I noticed that his head was bowed deep on his chest and I was afraid for a moment that he had gone to sleep; but as I looked more closely 1 could sec that he was not asleep, but was studying very intently the program which the convention had got out for this session. I looked at the program, but I could sec no help for him in that; it was fuff of six-cylinder and ten-syllable words that meant nothing to me, and I was sure meant nothing to him. But as he studied this pro gram he talked occasionally to a dentist who was sitting on his right. After a time be was called on to speak. He got up and talked ten or fifteen min utes on general topics of the day, but in closing he made this remarkable statement: "Gentlemen," he said, "I realize that I am unable to discuss with you the major 26 Nineteenth Annual Safety Congress technical questions which concern you here tonight, but I do hold, in common with all informed laymen and with all dentists of the modernist school, this one cardinal principle of dentistry: that a non-macerated, moist, ground section of the decalcified dentine, with median magnifications and dichytonous differentiation of the metabolic product, is impervious to the deleterious action of anthrax bacilli and even obtusely resistant to the aggressive erosions of pyogenic staphylococci.** If there is a dentist here this morning he can tell you that there was something in what my father said. I am embarrassed, too, by the fact, as I look about this auditorium, that 1 can sec gentlemen who come from my own part of the coemtry, who come from my own state and home (own, gentlemen who have had to listen to me before and who know my story and are sick of my stuff. To tl*ose gentlemen I can wily commend the case of the Reverend Smith, a famous negro preacher down South in my part of the country, who had a very flourishing and appreciative congregation, but who had to leave town and the South one day very suddenly because of what we might call a mishap which caught him one night in a chicken yard. He moved up North, and because he was a very eloquent and persuasive and pious chap, it didn't take him long to re-establish himself up in this part of the country, with another flourishing and appreciative congregation. One morning during the Sunday morning services. Just after he had announced the text of his sermon and while the congregation was singing the morning hymn, he saw walking up the aisle an old darkey who had been deacon in his church down South. That was rather disconcerting, and the subsequent behavior of the old darkey deacon was even more so, because he had a great big glittering, accusing eye, and he walked straight up the aisle with that eye fixed on the Reverend Smith. He sat down In the very front pew, refused a hymn book, refused to take any part in the singing, but simply sat there with that great glittering, accusing eye fixed on the Reverend Smith. It was more than the Reverend could stand, so after the singing was over he stood op and said, "Brethren and sisters, I will change the text for this morning as given to yon. I will give you a new text from the Prophet Isaiah, If you recognize me do not speak, for verily I will see you outside."1 So I say to my friends from Birmingham and Alabama this morning, if you recog nize me do not speak, for verily I have got a new text I am taking my text this morning from Thomas Jefferson, and from that part of his Declaration of Independence which spoke of life, of liberty, and of the pursuit of happiness. Because yours is an organization devoted to the prevention of accidents, you are interested, of course, in life, in the preservation of life and limb, but because you also are a cross-section of this country's economic and social and moral and political being, you are interested, too, I know, in matters that have to do with liberty and with the pursuit of happiness. To your interest in life there is little that I can offer or add after what I have heard thi* morning particularly--you are so well organized, you are so successfully progressive, and even though there is a lot left to be done, you are so well on the way toward what you are doing. Of course, it does seem to me sometimes that you have woefully overlooked the matter of the female motorist, the woman driver of automobiles. That she is a menace you all know, although few of you are wilting to admit it or are in a position to admit it. I am not one of those who deplore the entry of women into public life and affairs political or economic or business or what-not. I revel id the fact. I think that it has been splendid for public life. It has been splendid for men, and it has been splen did for women. But in these days when women have successfully invaded most of the ancient citadels once manned by men, I do take, and you take, too, I am sure, a certain forlorn masculine pride In the fact that there are still five things which Annual Meeting of Members 27 the average woman cannot do as well as a man. She can't make up her mind at a cafeteria counter (and I have discovered that is so even in this great hotel here) ; she can't throw a baseball; she can't dive off a springboard on her head; she can't chin herself on a horizontal bar, and by all the gods, gentlemen, I swear, she can't drive an automobile. There are several explanations for this. Sonteonc has said, and it sounds very logical, that until quite recently women had never gone in for athletics on any general scale, that they did not have that familiarity which athletic games give with the relationship between time and distance, as in throwing a ball, and this knowledge of the relationship between time and distance is very necessary in driving an auto mobile. Someone else, a very famous physiologist, tells me that there is another explana tion. He says that the arc of a woman's vision is wider than a man's. In other words, when a woman is looking straight in front of Her she is aware of more things on either side, and that this fact, coupled with her natural curiosity, makes it almost impossible for her to keep her mind oil the business ahead when she is driving a car. But this is an utterly useless observation on my part There isn't anything that you can do about it. Most of you are disqualified by marriage from even mentioning it. Maybe I shouldn't have mentioned it myself. I do congratulate you on your work in aviation safety. Your National Council has a division devoted to that particular field of safety. I hope there will come a day soon when every local council will have a similar committee or division. We all be lieve and hope that some day the airplane will be as popular as the automobile, and as the radio, and as the moving picture, and even as Mr. Whiter'* famous railroad: but we all know, too, that the aviation industry today is in a state of suspended animation, of arrested development, and the fact comes, it seems to me, not half so much from the expeusiveness of flying or the training involved, as from a wide spread, persistent public impression that it is dangerous, that flying is not safe. A short time ago I heard Mr. Roger Babson lecture on aviation, and in the course of his talk he asked all those present who had ever been up in a plane to stand up. About half those present stood up. "Now," he said, "I want all those who have been up in a plane more than once to stand- up," and only about seven or eight people in that whole gathering stood up. That was die point which he made, and which is worth making, that aviation to the average man and woman oay is still an adventure, a rather dangerous adventure, an adventure which they want to have once, but which they are not willing to take twice. .They are not yet willing to consider aviation an ordinary, day to day, practical, safe means of transportation. There is some reason for that, and yet I tliink that there is a prejudice against aviation which is not quite justified. Of course, they will tell you that one reason for the feeling that aviation is not safe is the fact that newspapers--my own pro fession--are too inclined to play up aviation accidents, that they give too much pub licity to them, they advertise the danger. Well, after all, the primary duly of a newspaper is not to push the aviation industry or any industry, but to print the news, and to tell people about tilings in which they are most interested; and there is no doubt of the fact that people arc tremendously interested today in aviation. That is the tragedy of it, that you have got this universal Interest, but not yet anything like a universal willingness to fly. Long before the automobile had reached the stage of technical development which the airplane has today, people were using it on a widespread scale. It seems to me. then, that the real enemies of aviation are not the newspaper men, but are in the industry itself, in the legend of dare-deviltry that still persists in that industry, a dare-deviltry which was very useful when the industry was being born, but which is tragically retarding its development today. The recent air races in Chicago were meant to advertise flying, but in the efforts made there to impress the public with speed and stunts, the net result of the mis- 28 Nineteenth Annual Safety Congress haps that came of it, it kou> to me, was to advertise flying not liali so much as the hazards of flying. It seems to me that the patron saint of safety councilors in aviation should be this Captain Eddie Brooks, who was recently awarded a prize by the American Society /or the Promotion of Aviation because of the fact that be has flown thirteen years without a single accident. That is the sort of chap t want to fly with, that is the only sort of chap 1 am witling to fly with. There is plenty of room for courage in aviation today, plenty of need for it, but it is the cool, useful, scientific courage of the Byrds and the Lindberghs that is re quired, and not the crazy chance-taking of the circus performer or the hapless antics of the too ardent amateur. The fool that rocked the boat in ancient days and the later foot that stepped on the gas have given place today, it seems to me, to the fool that flirts with the stick, and the lives and limbs of all of us and the future of a great industry are menaced by him. But after all, gentlemen, lives and limbs aren't worth very much unless there is liberty, and unless there is happiness*--the liberty which exists most where it is most widely distributed, where there is a spirit of liberalism in the community which sends it all the way around; which grants the other follow his due, even if you think he is the devil himself, while you are taking your own due; and happiness, too, which persists through life only if it has its accompaniments of gentility of spirit, of ro mance, of enthusiasm, of leisure and graceful uses of leisure. You can't set up Safety Councils for these things, of course, but 1 do think that you can set up their rich counterparts in your own hearts and behaviors and under standings and attitudes toward Hfe. I know that you are probably soured on the thought, because business has been very bad of late, but fundamentally you believe and I believe and the whole country today believes, including President Hoover, that this nation, through cycles of de pression and elation, with gentlemen like yourselves at the helm, is slowly pioneering its way toward a day of such industrial and commercial splendor as the world has never known. It is a new pioneering, too; it is a pioneering which is enlisting able men and women from all parts of the country in the development of all parts of the country. It is a day and a splendor, I believe, which will one day draw from Ameri can soil and city, from American factory and held, from American mine and American stream,- such gold as Solomon never sung and Midas never knew. Ours, it seems to me, iv the task of guiding this material promise beyood its spirit ual threat. And there is a threat in tL You know it and yon have been told It a thousand times, and you have admitted it to yourselves a thousand times. It is a threat because the pioneering we are doing today is a new sort of pioneering, it is a pioneering of the Twentieth Century. I don't know whether you have ever stopped to think of it, but tins pioneering is unlike any other that has ever occurred in the whole history of tle world. In every other pioneering era the pioneers themselves have come from afar off, they have coroe into a spiritually barren land, they have had to build their civilization after they had earned their bread and meat, and too often the civilization they built has been harsh at first with the smell of that meat, and coarse at first with the crust of that bread. But in the America of this particular century, the pioneers find a civilization already on the spot, a civilization distmgt&sbed most, I like to think, not by any particular intellectual culture, but by what can best be called a fine gentility of spirit, color, music, imagination, individualism, a sense of iKiroe and fireside, romance, and that sort of patriotism which loves a country not half so much for its flag as for its rocks and rills and templed hills and countryside, a civilization that has developed and been developing through these last decades be fore the Twentieth Century, a civilization noble through the long history of those decades, and armed, it seems to me, with such traditions of gracious and graceful living as should guard Its people well against the vulgarities of the prosperity they are seeing today and are going to see more of hereafter. Annual Meeting of Members 29 From gentlemen like yourselves whose hands arc at the helm of all of this must come the guardians, it they arc to come from anybody, and they must be guardians, of course, who march even as they guard, who progress even as they protect and preserve. Only a very old-fashioned, or professional, American would pretend that this nation today is perfect, that it does not need the constant stimulus of broader vision, of wider thought, of more liberal feelings and attitudes, but there is nothing old-fashioned, there is no professionalism, I am sure, in the thought that this nation has something worth saving from the decades that are past, that it has these gentilities of spirit, this music and color and romance and imagination and religious feeling, things without which it seems to me our mounting skylines of masonry and stone will never reach the stars where our real destiny sits. We have seen it happen too often before in history* we have seen Rome, ancient Rome, role the world and fall to the muds ri its own materialism. We have seen Germany, more recently, gesture at world conquest and fail because the science of its lenders was without soul. And today, if I may be pardoned for saying so, we see the great Gty of New York, the greatest city in the world, threatened with the loss of its own soul and eventual substance. 1 verily believe, because, like its own Mr. H. L. Mencken, it is putting wit above wisdom, it is putting cleverness above greatness, it Is putting matter above mind, and worse yet, in my opinion, U is putting mind above heart. This, after all, is simply a question of individualism, of preserving those individual things In our personal and public lives which have been dear in the past. But in dividualism is worth nothing unless it is accompanied by a spirit of liberalism. The two things are opposite faces of the same coin. Individualism is (fie expression of yourself aod your tastes and ideals, and liberalism is the business of letting the other fellow do it too. If, in a spirit of individualism, it is our part to defend and protect these gentilities of spirit of which 1 have spoken, it is also our part, in a spirit of liberalism, to oppose other and uglier things which exist in our national life, bigotry, bombast, intolerance, ignorance, passion, prejudice, persecution. - I know that instantly there runs in the minds of some of you the though: that I am from the South and that my part of the country has been accused of an ex cessive amount of those intolerances and bigotries. Well, I am willing to grant you that, if you will grant me, too, that my part of the country has been blessed with an excessive amount of the gentilities of spirit of which I have spoken. But be that as it may, in greater or lesser degree we have got both in all parts of the country, and it is our part, it seems to me, to defend the one and to destroy the other.' In every' section and- city of this country today, those who are most interested in public affairs, those' who are most concerned with public affairs, whether they are political or economic, can be grouped in live general classifications: radicals, re formers, self-seekers, reactionaries, and liberals. I like to think that the finest human flower of all civilization will some day be the American liberal. I like to think that he will differ in notable respects from each of the other four classifications 1 have mentioned. I like to think that he will differ frqm the radical in that lie will never permit himself to get so far ahead of the crowd tTM the radical does) that be loses his capacity to lead the crowd, or, worse yet, and w.hat often happens, that he loses his own way. I like to think that the American liberal of the future will differ from the reformer; he will differ from the reformer in that whateycr reforms he occasionally undertakes (and he will under take a great .maiiy from time to time) will be undertaken always in an amateur spirit, he wifl^never, permit himself to lose his amateur standing as a reformer, he will never become that most hateful of all God's creatures, to me, a professional re- fcriner; he'^fll'kpow that there are times to lay off as well as times to lay on. and he will knoWthit thera ore certain provinces of human right and human conduct in which no reformer has any business or any right 30 Nineteenth Annual Safety Congress The American liberal I have in mind will differ, too, of course, from the selfseeker, but in ways perhaps not so obvious as you think. After all, a certain en lightened amount of self-seeking is just good common sense, it is the natural, practical way of running this world, and if we didn't do it we would become charges upon the community or we wouldn't be able to support our wives and children, or we would be apt to get run over on tite street by an automobile and lose our standing in what* ever Safety Councils there be- But that is another sort of self-seeking, and the liberal 1 have in mind know* that there is a deadline beyond which self-seeking will have do right and no province, and that is the line which marks the realms of public trust and public service. Finally, the American liberal will differ from the reactionary; he will differ in that whatever respect he has for the traditions of the past (and he will have great respect for them), whatever willingness he has to be guided by the lessons of the past in so far as they do guide, will never be permitted to limit hia approaches to the future, his willingness to accept whatever changes and new rules and regulations the future demands. In other words, the American liberal will .be essentially and always a progressive. Far be it from me to become tangled here in the tortured topic of evolution. It isn't in my Bible and it may not be iu yours, but somebody has said that if the theory of evolution is true, then the first monkey who slid down the limb of a tree in the primeval forest and stood erect on his hind legs was a progressive. The other monkeys hung by their tails from the topmost limbs of the trees and reviled him. They called him an anarchist, tl*ey called him a bolshevist, they said that he had no respect for law and order, they said tliat he was a breaker up of homes, they said that he had no sense of the fitness erf things, and they said that the tail-hold which was good enough for their fathers was good enough for them. But the progressive monkey lifted up his face in faith and hope to heaven, and stood erect, and walked, and in the long process of time the progressive became a man and the conservative re mained a monkey. Can't there be Safety Councils, too, in our hearts at least, ladies and gentlemen, for romance or for the spirit of romance, not merely in the sense of a boy and girt in the moonlight, but that romance In its broader sense which has actuated this countiy through its whole history, that spirit of romance which Is threaded in the lives of most of our great captains of industry. Already they afe telling you that romance is gone from this country. They are saying that even down in ray own part of the country Southerners are no longer thinking iu terms of moonlight and magnolias and mammies and muscadines mint juleps and what-not. They are saying that the days of swords and roses have gone everywhere, that swords have given place to spindles and power plants, that roses have given way to rotary engines and Rotarians and printing presses and whatnot. But it seems to me it all depends on your definition of romance. If romance is a matter of love and faith and struggle, of magic vistas, of giant undertakings and heroic dreamt, if it is a matter'of villains in the past and dark days lived bravely through and the poetry that takes the whole wide world for its song, then it seems to me there is plenty of romance left in tins counfry. To me, for example, there is romance in the love which the states of California and Florida have today for their own soil and sun and shore and dime, and their belief that those things will one day give them first place in the holiday and citrous husbandry of die world. There is romance, to me, in the successful struggles of the middle western states to pipe the natural gas which is fust oow pouring from their terrestrial pores, across many gad many a state for use in millions of American factories and homes. There is romance, to me. in the faith which this great City of Pittsburgh has in the power of coal and coke and chemistry and steel and electricity, to make it and keep it the greatest bask producing center in the world, and I say that with all respect to Birmingham, ybkb hopes to pass it some day. Annual Meeting of Members 31 There U romance in the magic vistas in national and sectional and local opportunity which many a city and many a company is opening up for itself now with nation wide, artistic and effective programs of advertising, and I say that with particular respect to the newspaper business out of which I make my living and which depends for its Jiving on advertising. There is romance, to me, in the heroic dreams of vast aggregates of capital and economic asset, which lie behind the present mergers in steel and power and finance. There is romance in the giant undertakings along the lips of many an American river and stream where men have chained the lightnings that live io falling waters, wad turned them to vast electric enterprise. There is romance, too, iu the villains of over-production, under-consumption, in sufficient information, inadequate organization that He in the paths of wheat and com and cotton to glory. There is romance, in these days of depression, in the courage and faith and forti tude with which most of our business men are living through them and by that token hastening the end of them. There is romance in the ports of this nation from Miami to Maine, from Seattle to San Diego, where new and ever newer volumes of commerce with South and Central America and Europe and Asia are opening. It needs only the sight of great steamers, looming, weather-wrapt and mist-borne off an American bay, to know all the charm and color of marriage to the sea. It needs only the smell of hemp and tar and oQ and rope along an American waterfront to have the senses stirred with all the marvel and mystery of boundless mains and fairy lands forlorn. It needs only the sound of lapping waters against alien hulls in an American harbor to bear the full pulse of the whole world to which America's ports present it No, there is plenty of romance left in this country today for those who have the eye to see it and the heart to hold it, there are plenty of swords and roses left for those who are able to judge a sword by its blade and not its scabbard, Cor those who are able to love a rose for its smelling and not for its mere spelling. Can't we have Safety Councils in our hearts, too, ladies and gentlemen, for those capacities for enthusiasm which have sustained this nation through many a trial in the past and which have lifted It to many a triumph in the past 7 It is an enthusiasm, a capacity for enthusiasm, which unfortunately seems to find itself somewhat today in a world of sophisticates or pretended sophisticates, a world actually afraid of its own emotional shadow, suspicious of Its own smile, mistrustful of those very ardors which keep Its blood flowing and its heart beating. When I confess to you that for two years I lived in the State of Florida, you wilt say I am stopped thereby from all talk of enthusiasm, you will say that Florida proved that enthusiasm wouldn't work. Well, Florida did prove some filings about a certain sort of enthusiasm and It is true* that Florida today is having to learn in bitterness and gall to forsal. `or while the riotous superlatives they have been using down there in favor of Lie sober comparative or even the pulseless positive. But not in Florida or in Pennsylvania or anywhere, to my way of thinking, has it been proven that an Intelligent, informed, balanced, well directed enthusiasm isn't the very pulse of progress. Enthusiasm sometimes even to the point of exaggeration. When you say that to business merv of course you have got to limit your statement very care fully and very instantly. There are some subjects whkh lend themselves to exag geration, even though many subjects or most subjects do not. There is legitimate and illegitimate exaggeration. There can be exaggeration in warm blood and in cold, there can be exaggeration of the poet, and there can be exaggeration of the liar. The one I am talking about is the legitimate, warm-blooded exaggeration of the poet To overstate the menber of tons of steel produced in Allegheny County or the number of automobile accidents prevented by the National Safety Council would be a vicious thing, and fay that token a treasonable thing, but to overstate or to attempt 32 Nineteenth Annual Safety Congress to overstate the beauty of an American roadside or the splendor of an American sunset or the glory of this nation's past or the greater glory of its future, is a poetic thing, and by that token a patriotic thing. If you will permit me, I will give you just two very frivolous examples of this business of enthusiasm to the point of exaggeration. At Atlantic City, New Jersey, over one of the residences is a sign which reads: "No. 1 Atlantic Ocean," When I read that I wondered that even so great a community as Atlantic City, New Jersey, could have a house which ranked No. 1 on as sizable a body of water as the Atlantic Ocean. But later I visited Palm Beach, Florida, and there, over one of the bathing pavilions I saw another sign which read, "Welcome to our ocean," and again I won dered that even so popular a place as Palm Beach could own the Atlantic Ocean. Then 1 visited Savannah, Georgia, and at Savannah's Tybee Island was another sign which read, "Main entrance to the Atlantic Ocean," and again I wondered that even so historic a place as Savannah could be the main entrance to the Atlantic Ooean. But at the City of Charleston, South Carolina, where all matters in civic conceit arc capped and climaxed (and I say that in all deference because most of my relatives live there), I was shown the local history book which had this to say: "At Charleston the Ashley and Cooper Rivers unite to form the Atlantic Ocean." Now no one believes that Atlantic City rallies first or that Palm Beach owns or diat Savannah is the entrance to or that Charleston is the source of the great Atlantic Ocean, but nobody is expected to believe it, and that is just the point. That Is a subject matter which lends itself to this enthusiastic exaggeration of which I have been talking, the sort of thing that can turn rivers In their courses and move moun tains, the sort of tiling that has builded certain cities and certain communities in the history of this country. Finally, gentlemen, can't there be Safety Councils for leisure and for the use of leisure? I don't know whetlier Mr. Cameron or Mr. Pcttibone would ever have let me come here today if they had known that I meant to speak a good word for leisure. I know that it is necessary to tell lots of people to work harder than they do. But I know atso it is necessary to tell just as many people not to work as bard as they do. Whether you agree with me or oot, you know that economic organization and scientific invention are bringing about a situation where all of us are sure to have more and more leisure as time goes by. And, after all, we need a certain amount of leisure for the development of these things I have been trying to talk about, for the gentilities of spirit, for liberalism, for romance, for enthusiasm. The Bible tells us that man must earn his bread by the sweat of his brow. But if what the physiologists tell us is true and the heart is where courage is mod the chin is where will power and aggression are and the larynx of the throat, or tonsil or whatever you call at, is wltere sods and laughter lie. and the eye is when -vision and imagination rt, then I think that without any impiety at all we may be per mitted to read between the lines of the Holy Writ and to say that man must earn his bread not only by the sweat ef his brow, but also by the beat of his heart, by the set of his jaw, by the lift of .his larynx, and by the light of his eye. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATION AL SAFETY COUNCIL Annual Banquet Wcclnesday Evening Session October 1, 1930 F. L DUGGAN, Chairman Vice-Chairman, Sponsor Committee, Pittsburgh Safety Congress Following the Banquet of the Nineteenth Annual Safety Congress, tiie meeting at the Syria Mosque Auditorium was called to order at eight-thirty o'clock by Mr. F. L. Duggan, vice-chairman of the Sponsor Committee of the Pittsburgh Safety Congress. Chairman Duccan: Oh MmW of the officers, the directors and the members of the Western Pennsylvania Safety Council, 1 wont to take this opportunity of thank ing our governor, our county commissioners, the mayor, and the members of our city council, our chamber`of commerce, and that very efficient committee under the leadership of Mr. . T. Whiter who worked tirelessly to make this Congress a suc cessful one. Tonight it is ray pleasure and a rral hoaor to present to many of you, the Presi dent of the National Safety Council. Charles Eugene Pettihooc. The Newly Elected Council Officers President PEnuoKC: It is customary at our banquets to announce to you the election of officers for the coming year. Your Executive Committee met this after noon, and I am very gbd to report to you the following elections having taken place: Vice-President for Finaaee, Ur. J. I. Banash Vice-President for Engineering. Ur. George E. Sanford Vice-President for Industrial Safety. Ur. C. L Close Vice-President lor Membership. Mr. George Opp Vice-President for Btninn Administration. Mr. G. T. HcUmuth Vice-President for Territorial Councils. Mr. John E. Long Vice-President for Education. Ur. Albert W. Whitney Vice-President for Health. Dr. C.-E- A. Winslow Vice-President for Public Safety, Mr. Edward Dana Treasurer, Mr. Haney G. EVard Managing Director and Secretary, Mr. W. II. Cameron Probably no one leaves the presidency without a wish that more could have been done, and without a vision of the tremendous possibilities for accomplishment that the future holds. Such intimate contact with the National Safety Council and the safety movement not only develops your attachment to it but your desire to see it grow and expand. It is, therefore, with deep satisfaction that one sees a president 33 34 Nineteenth Annual Safety Congress chosen who, one knows, will brine the Council to greater achievement. The presi dent your Executive Committee has chosen today Is a man for whom I have a great affection, as well as a most sincere admiration for his ability and attainment Mr. Bergquist this past year was your vice-president in charge of finance His other activities have brought him in contact with many people an all walla oi life. He is assistant secretary and a memberof the executive committee of _tbe Chicago Crime Commission, a member of the Committee for Placement of Handicapped Workers of the Chicago Association of Commerce, and chairman of the OwwiHw on Unemployment of the Chicago Association of Commerce. It is evident, therefore, that he is a man of such capacity and naturalness that he can dfarmv problems effectively with all strata of society. He is active in many leading philanthropic organisations in Chicago, and is now completing his fourth term as president of the Chicago Tuberculosis Institute. He is chairman of the Board of Control of the Edward Tuberculosis Sanitarium at Naperville; DBnria sad also active in the Boy Scout movement in Chicago. Notwithstanding all of these and many more general activities, Mr. Bcrgqtdst has been for thirty-five years associated with the Western Electric Company of Chicago and has held many executive positions in that organization. He is now superin tendent of Public Relations for that company. He has been keenly interested fas safety for a great many years. While Mr. Bergqulsfs outstanding characteristic is ability to accomplish results, it carries with it that most valuable and pleasing complement of modesty. Without pretentiousness but in a simple, direct and efficient manner, he does things. Ladies and gentlemen, your new president, Mr. Carl W. BergqtuW President Carl W. Bergquist is Welcomed Mfl Bergquist ; It is in a spirit of humility and with deep appreciation that I accept the office to which you have just chosen me. Here is a responsibility which I choose to view, not as a task, but as a great opportunity: ft is the good fortune of only a few men to lead a militant organization like the National Safety Council in its endless warfare against accidents and human suffering. By reason of that fact I need all the more your advice, your help, your cooperation and your prayer*. The spirit of safety lies within each one of us. To be sure, that spirit at times may lie dormant. Unfortunately in some it is never awakened, but the great army of mankind continually pushes forward to reach it* goal, no matter how difficult of attainment or how distant that goal appears. The pioneers of the day* gone- by pushed their way through forests, streams and over mountains to make this country what it is today. The spirit of the pioneer still lives in men and women and children of America. It can be fired where the cause is Just. The safety of our homes, our families and our nation depends upon the eternal vigilance of our citizens. Pioneers of safety have handed to ut a heritage which we must preserve and carry on until our goal is reached. In this struggle I summon you to the side of those wliom you love the best. Your help will encourage us; your prayers will guide us; your cooperation will bring glorious success in the saving of human lives. That is why I consider this responsibility which has been given to me as a great opportunity for service. President Pettxbon*: It is always a great privilege to present an international hero. My pleasure at being able to present to you the speaker of the evening even exceeds that, because he is not only my ideal as a hero, but exemplifies my ideals of safety. Many people for years approached safety from the negative side. It was "Don't Annual Banquet 35 do this, and don't do that." Not until they viewed it as a positive, constructive factor in life was its success great. Safety consists of but two factors: knowledge of the dangers involved in an enter prise, and ability to overcome the dangers and thus complete it without accident. This applies equally to whether we are driving an automobile on the road or making an automobile in die shop, whether we are constructing a house or performing the duties necessary to living in a house. Admiral Byrd has proved on all of his expeditions that by studying the dangers beforehand and applying knowledge for overcoming (hem, the most out standing adventures the world has ever known can be accomplished without accident to mar the accomplishment. It was not so much the adventure, but the achievement which makes Rear Admiral Byrd great, yet certainly the achievement would have been greatly lessened if it had cost the lives of half his comrades. Admiral Byrd's achievement, without serious personal injury or accident, of his preconceived plan proves the preparedness which was surely conceived in the true spirit of safety. 1 have never been able to distinguish blind and thoughtless heroism from foolhardi ness. Heroism, to me, roost take account of the dangers, not blindly proceed with out consideration of them. Admiral Byrd, therefore, is not only my ideal of a hero, but personifies my ideal of safety. We are all familiar with the immense contribution he has made to the knowledge of mankind. He ha* also node an outstanding contribution to the safety move ment. To the critics of safety as bring a selfish, personally focused attitude that sponsors cowardice, let them see in Rear-Admiral Byrd the fulfillment of its real meaning; that action planned safely first follows the plan of safety to its completion. Admiral Byrd has been congratulated by the tuition through many spokesmen. Let me congratulate America for rearing such a son, who so clearly stands in the van of leadership, showing the way which makes safety a fundamentally sound principle of American progress. It would be Impossible to introduce Rear-Admiral Byrd to any audience in the civilized world, but it is with delight that I present to you Admiral Richard Evelyn Byrd. Our Two Years in the Antarctic By RKAR-ADMIRAL RICHARD EVELYN BYRD I certainly do appreciate that welcome. I appreciate' what your President has said. I don't begin to deserve these things, but I am human enough to like them just the same. I feel honored that your organization has wanted me to talk at this Congress. I have long admired the work of the National Safety Council. You do a great deal for progress in saving lives. At the very best the antarctic is hazardous. No matter what preparations are made it always will be hazardous. I had the entire responsibility down there of our eighty-two men, forty-two of whom stayed on the ice, and we pot safety first all the way through. By putting safety first and with the help of Providence we managed to bring all the men back. I think perhaps before showing you the moving pictures I will contrast briefly the arctic and the antarctic. When you live down on the antarctic continent it is like going to another planet, so different it is from any other area on the face of this earth. I have had two trips way up into the arctic to very outposts of life, and I found the antarctic to be vastly different even from the arctic. The North Role, for example, is the center of a great frozen ocean, always on the move, broken tip into fields of ice of varying sizes and varying shapes, and those 36 Nineteenth Annual Safety Congress Adds bounded by pressure ridges caused by the great force of one field moving against the other. Right at tlie Pole there is a depression below the surface uf the sea of about 10,000 feet, and this sea is surrounded by continents. The lowlands of those continents arc uncovered by snow in the summertime and life abounds up there in the shape of the musk-ox, the northernmost animal, the arctic hare, the walrus, the seal, the fox and the wolf, the polar bear; and innumerable birds go up there to nest in the summer. These animals live off of each other, and the Eskimos live off the animals. In the antarctic on the other hand, the South Pole is in the center of a great plateau 10,000 feet above the surface of the sea. That plateau is rimmed by colossal mountain masses. There is no life beyond the edge of the continent, only that which sojourns in the summer. The antarctic continent is cold and dead and lifeless. It is the most silent place on the face of the earth. Now. the antarctic continent is in the clutches of an ice age. such a glacial period as existed up in this part of the world 25,000 years ago, and it is the only place that has a glacial period going on now. All the land is covered with snow except the tops of the mountains. The boys who lived on Little America who didn't get on the dog-team trips or in the plane didn't see a piece of land of any kind for eighteen months. The Rosa Ice Barrier, Mother of Icebergs I want to explain briefly something about the great Ross ice barrier. That, I believe, is the most extraordinary natural wonder in the world. Although we lived on its surface and beneath its surface for over a year, it still presents many mys teries to us. It is an enormous sheet of ice reaching 400 miles north and south and we used to think 500 miles wide east and west. From our airplane flights, how ever, we discovered it went on much further to the east so that it must be at least a thousand miles wide, a solid sheet of ice resting, as far as we know or have seen, upon the water. We found a number of crevasses and pressure ridges indicating that the bottom of this great sheet of ice is In places resting on peaks sticking up in the ocean, but those peaks do not come up to the surface. That, we think, is what holds the barrier there. The barrier is from fifty feet to two hundred feet high above the surface and sev eral hundred feet deep beneath the surface, so that tlic average height is about 400 feet In places it is a thousand feet. Of course, the icebergs are formed by the barrier breaking off. An iceberg was reported down there thirty miles long. Little America is Founded Little America was on this great barrier at the Pay of Whales. Only one person iiad preceded os to the Bay of Whales. We had quite a battle getting there and getting through the ice. We selected our landing fields and we put our base down about twelve miles from the edge of the ice, put up our houses, our radio towers; but most of our rooms were cut down in the snow, as our storerooms, and die scientists' rooms. The' gymnasium, for example, was a room twenty-four feet square and fifteen feet deep, built in the snow. When it was seventy degrees below zero out side, it didn't get to more than fifty below in the gymnasium. That was a big help. I do not believe that the Eskimo dogs can survive an antarctic night outside as they can in the arctic, because tlie antarctic is on an average twenty-five degrees colder and is the home of the blizzard. Wc built a network of tunnels for our eighty dogs, leading to a little snow room where we had what wc called the efiop-house where we kept the sod meat We killed enough seal to last the dogs all winter. Annual Banquet 37 Our Eskimo dogs were very wonderful creatures. They had the do or die spirit that ipermeated the whole camp of those splendid men who volunteered to go. The houses also were connected by tunnels. That was a safety precaution. During the winter night the wind begins blowing and snow drifting, and you can easily get lost within ten feet. Many people have been lust in the polar regions in that way. That is why we had the rule that the men should go from how to bouse is tunnels. Our houses were separated because of the fire hazard. If we should pm tfwra op against each other, as many wanted to do> one house might burn and then we would be without any home, and 2,300 miles from the nearest human dwelling. The moving pictures do not show one thing about the South polar fight Ob November 19 of last year, we took the Floyd Bunett wad flew ax the aowtahi and put down a base. That was the southernmost bam on the five f dm earth, just a tiny little speck dm on the great expanse of snow tor gmotum. oil and food. It was necessary to do tins. That was another nfaty pn rarinw. ^i rsini we could not fly direct to the South Pole aod fc ick. We co^hi't carry mwh fori to get over the rnmndams with any reasonable degree of safety and get fcwrfc to Little America, so we bad id put this base down. On the way buck frost the Sooth Pole flight it would be necessary to land at that base. When we get back to that base it would be nmemmy to ham good visibility, because in dm erotic the visibility is very bad at Tents | t Li* tyir^ in a bowl of mflk; yon can see nothing* You can't teD whether you are ton feet or five hundred feet above the snow. We had to watch that very, very carefully. The moving psetnrts tell this story a lot better than I can, aod l am goo* to start out now with dm movies. (Admiral Byrd commented in a very interesting way on the pictures as they were showtv and for nearly taro hours held a vast audience which crowded the great auditorium of the Syria Mosque spellbound. It is, of coarse, impossible to reproduce these pictures, and the accompanying description, here.) NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL A B C"" General Round Table Monday Afternoon Session September 29, 1930 H. W. FORSTER. Chairman Brown. Crosby and Company, Philadelphia, Pa. The ABC--Round Tab)*' Session of the Nineteenth Annual Safety Congress, convened at two-thirty o'clock, H. W. Forster, of Brown, Crosby and Company, Philadelphia, Pa^ presiding. Cbauusan Ponsm: To a man attending his nineteenth Safety Congress, it is very obvious how great has been the increase in interest and in attendance, because when you comport this room with 800 men and women in it with the 30 or 40 who gathered at the first Round Table, it is obvious that safety has come a long way, as the Reverend Wood might have put it. The first item oo the program is called, "A Court of Accident Investigation.*' One of the most hnportaar things which you can do in the field of safety is to use near-accidents as a basts for preventing real accidents. George McClain and a group of hb men from the ABquippi Works of the Jones and Laughhn Steel Corporation, will now pot oo a typical accident investigation scene for you. (This playlet in aumeugraphed form may be had by writing the headquarters office of the National Safety Council. Civic Opera Building, Chicago.) Cbaxkmam FoasTia; Thb feature was really an excellent piece of work. A serious attitude of management toward near-accidents when people disobey rules and fail to think, b essential. Every ooc actively engaged in safety work in in dustrial plants can me the idea which has been given us here. The next feature on the program is a talk on, "Important Factors in Develoying a Safety Program,** by Mr. R. F. Thalner, Director of Safety at the Buick Motor Company, Flint, Michigan. Important Factors in Developing a Safety Program By R. Y. THALNER Safety Director, Buick Motor Company, Flint, Mich. I am fully aware that this meeting is composed in part of managers, foremen, and safety engineers, who are well versed in accident prevention activities. There are also others who are not so well versed and probably attending a Congress for the first tame. The presentation of this paper may contain nothing new to some of you, and still it may reveal valuable information to others. At any rate, whether 39 40 Nineteenth Annual Safety Congress the various phases of treating the subject are new or old, X submit them for your consideration with the hope that they may prove useful. Any program of safety will include ia its' working arrangement a great many factors which have to do with the success of that program. Some of these factors are less important than others but they alt play their respective parts as units of one large plan in helping to develop and place the program on an efficient working basis. The most important factors will be dealt with at length, while the less important ones will be brought to your attention merely by reference to them. There are three major factors which must be dealt with in treating the subject. These factors are those of management, men, and foremen, each of which has its various subdivisions and contributing factors which affect the welfare of the pro gram as a whole. Management will be considered first because such a movement should come from the top and percolate down through the ranks, while men (the employees who are expected to benefit most from the program) will be discussed secondly, leaving for the last the "foremen" or the real coordinating factor between the management and its employees. Tlie most important factor in the success of such a program is that one which has to do with the attitude of management, for without its consent no program of safety would ever be bora. Management's "coasent" should not be that type which is half sold and says, "Yes, go ahead. See what you can do." No! It must be that consent which comes from being sold one hundred per cent on the idea of such a program; that consent which comes from knowing that reduction of accidents will bring about a better morale and attract a better type of workman; that consent which comes with the knowledge that such a program is of economical benefit to employee and employer alike; that consent which says, "We are vitally interested in and want to see this program through, and to that end pledge our complete sup port" This kind of consent or willingness to enter into a program of aeddeat prevention calls for the establishment of definite plans and policies which will promote the proper functioning of the various units or departments comprising that factory. It also calls for the services of a safety engineer to aid in determining those pbm and policies to see that they arc carried out, and that the program in general is function ing properly. The definite policies set up by the manager and his staff with regard to the plan of their work to prevent accidents, must be enthusiastically carried ooL The annate that management loses its enthusiasm and fails to carry out policies which they have set up, just that soon will accident rates increase and the activities of the safety program enter into the waning stage. After these policies are set up, there is another factor of much importance that enters into the picture which is'based on the psychology used by all good salesmen. The salesman who is trying to interest you in custom made shirts always weans one as proof of his belief in it. The salesman who wants to sell you a new car will demonstrate with one that is clean and well kept and that performs property. They follow these methods because those outward visible expressions have the de sired effect of helping to win a favorable opinion in the mind of the proposed customer. A similar situation exists in the shop where a program of accident prevention is to be launched. There are machines arid equipment which need guarding, and probably other conditions which should be changed. Management must demonstrate to its employees tliat they are behind such a program, and no bitter method can be employed than to do this work of Protecting dangerous machines and equipment and remedying conditions in general. Buildings should be properly constructed, lighted and ventilated so that employees arc given every possible protection, not only from the hazards of machines, tools, and equipment, but also from conditions which would tend to impair or break down A B C--General Round Table 41 their general health. The installation of tlw-e pcoNrtiw appliarKc* and other changes, promoting healthier and fixer anitary wtirimijc condition*. become as ef fective us silent salesmen becaox* they constantly remind tbr employee that the management of his factory is behind the pn^/am. as shown by its willingness to spend money in support ol it. Management having thus signified it' intention to prevent accidents, both by notice and the visible signs oi gnu ding machinery and equipment, can thru effectively enlist the aid of every mail m tK: shop became their kopport of the program is of paramount importance. The own o* the shop, who can be compared to the soldier.* on the "firing line." most me the mechanical guard* and devices that have been in stalled for their protection, ij anv brerfit m to he derived from their installation. TIksc men, in addition a* bring appriwd of the intentions of the company to enter into a program of accident pnwmwe by the visible or outward signs just referred to, must in addition be grim* a cra*fi amoont of definite specific information which wifi aid them to do their m the acuusci powilrie. Passing, then, from the factor of management, where the program is initiated and the plans and poftric* *f up. down the lit* (o the factor of men. where the policies are pul into effect, we none to another of the important major factors with its various subdivisions. The employee can now be asked to do his part in aiding the safety program because management has already demonstrated its willingness to support it. He undoubtedly wilt be eery wilting to lend bis support but can only do so in a limited way because he las no general knowledge of hazards of the shop except so far as he has observed in his experience. If his experience has been short and limited, his knowledge of hazards will be correspondingly limited. To perform the work he is hired for. whether it be productive or non-productive, he is supplied with working tools, machines and other sundry equipment. The man ner in which he uses these toots and machines determines the quality and the quan tity of the work he turns out. Likewise, lie must be supplied with the tools of safety, some of which are the educational or instructional features of the program. Any organization, whether it be industrial, civic, fraternal, or social, has its set of regulations or rules, whereby it operates. They are very necessary because they aid in determining the conduct and various functions of die organization. I,ikewise, the safety program must have its set of regulations or Safety Rule Book, to govern the activities of the entire organization. This rule book is nothing more than a set of tools which -will enable the employees to perform the various operations in the program of accident prevention. It is important that the actions of tlie employees. be standardized as much as possible so that the effect of the application of the safety rules will be most beneficial, whetlter it is in one part of the factor}' or another. General hazards should lie listed so that men will be informed, regardless of the locality in which they are working. Specific hazards and rules can be compiled for departments whose hazards are confined to a particular class of work only, because it is not necessary that men be informed of specific hazards in one department ii they are employed in a depart ment where the work is of an entirely different nature. The employee can also be informed of safe and unsafe practices by the employees' publication which is an excellent medium to disseminate information because it offers an opportunity to use photographs, charts, and printed material, m a form that can not be used in poster work. It is also valuable because it contains other information of interest regarding the activities of the strop and the men who work there, and on that account Is taken feo the home where it is also read by members of the family. They in turn become interested m the safety of the bread winner through questions provoked by these articles which indirectly causes them to interest them selves further. 42 Nineteenth Annual Safety Congress The employee can be appealed to in still another manner. By way of comparison consider the vast amount of advertising that is being carried on to interest people in purchasing shoes, clothing, radios, cars, etc. The sJwrt snappy message oa the billboard, repeated through his seeing it many times, finally registers in his mind, and at some moment when he is buying reminds him to try that product. The use of posters and signs can be employed to the same advantage for promoting safety among the employees, and is another important part of the program because in the poster a short, snappy message is given which can be readily digested. Photographs, of course, are used extensively because of the fact that so much of our education is received through the eye. The picture method also has its advantages over the printed poster because all nationalities and races are able to understand a message portrayed by a picture. Signs can be used as a means of calling attention to certain specific hazards, to rules which must be specially emphasized, and also to certain policies which must be stressed. Another method of educational value in instilling safety into the minds of the employees is that which comes as a result of their becoming active in committee work. Acting as a member of a safety committee and contacting with senior mem bers of that committee, as it rotates, will gradually bring knowledge to the new members as a result of their inspection tours. Having acquired this knowledge they are then better able to apprehend unsafe conditions while alone in their re spective departments. The foregoing method of instruction to employees, beginning with the Safety Rule Book, and down through to tl>e matter of committees, might well be classed under the head of indirect instruction, because it can be presented to the employees without any special effort on tl>e part of the foreman. Having given the man this information and let him know that yott want him to use it, there b still the possibility of him not taking advantage of it to the fullest extent. This brings us to the last important factor which enters into the program and the one which is really the connecting link between the endeavors which manage ment has set up, as shown by the establishment of policies, and the visible signs of entry into this program, and the men who are to carry out these policies. This important connecting link is none other than the foreman we have talked so much about, and whom we have termed the "key man." It is his duty, inasmuch as he U the "key man," to unlock and open up the door into the minds of all his men, and to pass through this door all the material necessary to carry on the work of acci dent prevention in his department. The foreman is supplied with three "M's", namely, machines, materials, and men. With the proper combination al these three he arranges to manufacture, partly or wltolly, a certain product. He is held responsible for the machinery to see that it is properly operated and cared for, and does not become damaged or broken in use. He exercises the same care to.see that the material which comes to him is properly worked with the least amount of scrap. He should, in addition to instructing his men on how to run the machine and care for it, tell them of the inherent hazards of that machine and also inform them of any hazards in handling the materials. He will then be carrying out his responsibilities in full, having instructed the men front a safety as well as production standpoint. Any foreman who is efficient and is desirous of getting the largest production at the lowest possible cost, must constantly scrutinize his department to see that nothing is being wasted. Broken tools, scrapped material, damaged equipment, all enter into this column of waste, and with tliem goes the Item of preventable accidents. This last item of accident cost is not the actual cost cither became after a study by one of our largest Insurance companies it was shown that the total cost of an accident to any. corporation is about four times the actual medical and compensation A B C--General Round Table 43 cost. Some of the items which go to make up the additional cost arc;--labor turn over, scrappeJ work, broken toots, lost time of other employees, broken machinery, wasted light, heat and power, loss on investment of training employee, accounting department expense, hearings on claims, decreased production, and accident record costs. If this is true, any foreman who is having accidents permitting his waste item to constantly mount and make his department inefficient He is the manager of his department, having charge of the men, machines and materials which come to him. He is held accountable for all the scrap produced in that department and the machinery and tools that are damaged. Consequently, he should also be held responsible for the accidents im his department. If this responsibility is to be placed on the foreman, if we are to hold him for scrap, waste, unnecessary costs, labor turnover, and safety, management should give him some aid, should take him into its confidence by giving him instructions and educational material to try and make him a better foreman. He is the "key man." He is really the interpreter between management and men, and between men and management. He must stand upright and be able to balance at all times in his relationship between the tiro, ft is his job to Interpret all policies as they should be interpreted, without any excuses, and to carry out all work in Ute same manner. It is also his important duty to see that his men ore properly represented to the management, because a foreman who is not man enough to cany* these problems to the management should not be a foreman, and sooner or later will have his depart* metU involved in labor difficulties. It seems necessary, therefore, that when management expects these duties of a foreman it should in turn see that he given proper instruction or education to better fit him for his work. The safety engineer is of invaluable aid in giving instruction and preparing special educational material for the foremen. Records of accidents, showing the frequency and severity of them, should be prepared by him and given to the supervisory force to show them their experience. They should also be informed on the cost of their Accidents by departments so that the superintendent can determine which departments arc having excessive costs. The compilation of rules and regulations, for and with the approval of the foreman, will give a set of standards by which the foreman can be guided in instructing Ius men. Special meetings in which discussion on subjects prepared by the safety engineer can be taken up are valuable because all present thereby become conversant with the subject at band and are better enabled to have those practices carried out Programs of instruction of this type have been carried out by many industrial organizations, and although the definite plan of attack has been varied, the final objective has always berm the same. With the constant increase in the keenness of competition and the maximum operating economies which must ensue, the foreman is becoming more important than ever and the importance-of special training for him cannot be stressed too highly. By raising the standard of the foreman he is being placed in a more advantageous position to direct the activities of his department and especially to see that safety is being applied wherever possible m the workings of that department. He becomes , and is the key man that we have always referred to, and through.his increased* knowledge is enabled to take the policies and plans of management and present them, to the employee in the most Intelligent manner possible, with the result that safety is made an integral working part of the day's output. And so in the final analysis each of the major factors which eiders into the picture, namely, management, foremen and men, must be "sold" on the idea that a safety program is worth while and beneficial to all; that it h economical as well as humanitarian; and that the responsibilities which devolve on them must be hilly met by each with a steadfast determination to work together for the accomplish ment of a task which will be of mutual benefit to all. 44 Nineteenth Annual Safety Congress Chairman Forstsu: We will postpone discussion o! Dutch Ttelner's paper until George Kuecbemueister has made bis talk, and then you can discuss these two very important, and. in one sense of the word, diametric points of view. Mr. Thalner has talked about the fundamentals which we all think are necessary in safety work. Mr. Kuechenrneister la going to talk about, "Smashing Traditions in the Safety Program." Smashing Traditions in the Safety Program By G. A. KUECHENMEISTER Personnel Manager. .Dominion Forge and Stamping Company, WalkervJUe, Ontario, Canada Last summer, when I was asked to name the subject 1 wanted to talk about. 1 said I wanted to talk about "Busting Old Ideas All to Hell." But wheo the program came out it said, "Smashing Traditions in the Safety Program." When I asked them how they got that way, they said tltcre were some people who were squeamish about seeing the words hell and damn in print. Ooc of the first ideas in safety that I exploded for myself years ago, was the idea that you can talk accident prevention in terms of, "Really, Howard, you must be more careful," or "Please Don't get hurt." We did that for a few years, but not until the Boss learned to say, "Either wear goggles or get the hell out of here," did we get anywhere. Now, please don't misunderstand me. I am not saying that you must be vulgar, or that yon must curse and swear in your safety conversation, but I do honestly believe that you must use the same language for your safety work as you use for production. The otter day an advertising blotter came to my desk. There were two sentences that told the whole story to me. The question was, "When did you begin to work for Jones?" and the answer was, "The day he threatened to fire me." I know any number of men whose interest in safety tegau the day they learned how serious the whole business is. This busting old ideas started with me about two years ago when l began to wonder what was wrong. After all these years of effort, .we apparently werenft getting very far, utd 1 stopped up short, and asked myself; "What is this safety movement ?" And back came the answer, "Why, it's a humanitarian movement originated expressly for the purpose of saving human life and to prevent suffering, misery and hardship." Then 1 asked, "What does it have to help it?" "Why it has the human instinct of self-preservation, and the universal belief that it is noble, heroic, and fine to save human life." And I asked, "What is against it r" "Nothing. It is absolutely non-controversial; everybody admits that it is beneficial * to all and harmful to no man or industry." I knew that anyone who had been in safety work even for a little while could easily prove that accident prevention is good* business and pays dividends, not only to a company but to the men tbemaelvcs. And just about that time I began to suspect that we could prove that safety work, if correctly done, is no added burden on the shoulders of any man. What I wanted to know was why, with that kind of a set-up-humanitarian, in stinctive. non-controversial, noble, fine, heroic, good business and no added burden-- why wc liad not gotten the results we had a right to expect? Why, after twenty years of a great deal of effort on the part of a great many men, with intensive advertising. A B C--General Round 'Table 45 extensive propaganda and publicity, were we still having the same old accidents in the same old way, year after year? The man who compiles the records for our Province tdls me that he can take the annual reports for 1915 to 1929 and using them as a basis, can predict both the causes and the number of accidents for the coming year with such a degree of certainty, it makes him sick in his stomach. The same old accidents in the same old way year after year, with just this difference--more of them. Somebody says there are exceptions, that there are some plants with wonderful records. Yes, there are, and thank God there are more of them year after year; but when you show that plants can produce wonderful records, you arc merely proving that it can be done. What I began to wonder about was, why are there so many plant managers and superintendents who are not yet convinced that safety is good business? Why arc there still so many foremen who turn a cold shoulder, and refuse to have anything to do with a thing that would give them the most intimate contact with their men ? Yes, why are there so many workmen who still sneer at safety and call it the bunk ? I'll say this for the workman, that when he sneers at safety and calls it the bunk, I don't believe he is talking about the safety movement. I think he is talking about some of the methods he has seen used in some plants. And when we sec plants, many of them, that every time there is a slight business depression clean out their whole safety department, and do it every time there is a depression, then we begin to wonder just how serious the management is in this matter of accident prevention, and we don't blame the workman for thinking that it is bunk. The first thing that struck me as to why we haven't produced greater results in twenty years, was the fact that we have always talked about responsibility. Wc have all read, we Itave all talked, and we have all heard about the manager's responsibility, the responsibility of the superintendent, the foreman's responsibility. (Oh, how we have krred to talk about that)--the workman's responsibility: and recently I read an article on the subject, "Am I responsible for accidents ?" Well maybe we all are responsible for accidents, but in twenty years we haven't been able to get a great number of people to accept and assume that responsibility. Why? I think one reason is that most human beings instinctively shrink from responsibility. No doubt you know men by name, as I do--good, capable, honest-toGod workmen who prefer to remain at the tench or at the machine and refuse to start the climb to a higher position in life because they are afraid of a real or fancied responsibility. Ghren D. Young, in the July American, I think, tells the story when he says the reason why we haven't more leaders in the world is because only one man in a hundred is willing to assume responsibility and the grief that goes with it. With the man who doesn't want to assume responsibility, we have no cause for rumptaint. We have no argument with him at all. If he is willing to bring up his family ovx the wages that he can earn as a workman, if he is perfectly satisfied, if he doesn't want the salary of a foreman, or superintendent, or plant manager, that is up to him; bat what I would like to know is why should wc, as safety men, persist in bumping our heads against the stone wall that Mr. Young says is there? One man in one hundred, three men in a plant of three hundred, five men in a plant of five hundred, ten men in a plant of one thousand, willing to assume responsibility, and for twenty years we have been trying to shove safety down their throats on a basis they are unwilling to accept! Men will shrink from responsibility, but did you ever know of a human being that did anything else hut reach for nn opportunity ? And let me ask you this: isn't there just one wonderful opportunity for. every man, woiuau and child every minute *f every day in this accident prevention work? Isn't that simply nil it is? Just nn 9 46 Nineteenth Annual Safety Congress opportunity to do that noble, fine, heroic thing of saving human life? Vet here wc have been preaching it as a responsibility. 1 wonder how many men we have scared away from active participation in the safety movement by this continual talk of responsibility. I wonder how many hazards wc have in our plants today because it is always somebody else's job to remove them? The other day I walked into the hotel in Windsor. 1 met the head waiter, and he said, "You're going to start your safety meetings pretty soon, aren't you?" I said, "Yes, in a couple of weeks we start having our monthly meetings." Then he said, "Here is something that happened here last week. Of course, it is just foolish to talk about it in a safety meeting, but I was over there in the cafeteria and I saw an electrician trying to fix a light, just underneath an electric fan. I said, "That damn fool doesn't have sense enough to stop the fan," and 1 went up there and pulled the string and stopped it." I said, "Brown, that isn't foolish." The stupid, foolish thing about this whole business, as I see it, is that wc have to have meeting after meeting to get people to do just those simple, little things that prevent accidents. At the Ohio State Conference last January, a steel mill man from the Chicago district told this story: One day a man in the plant went to a little opening in the floor, took the cover off and did some work in the hole, and then went on about fits business. After the accident happened, jn checking bade, they found that at least one hundred men, workmen, foremen and superintendents, liad passed and repassed that opening. Finally a workman, walking backward, dragging a sheet of steel, got his foot into the hole. He went in up to his crotch, and when they pulled him out, he was apparently in great pain, and an hour later he was dead in the first aid1 raomomw. ondering whether, if any of those hundred men had looked at just stooping down and replacing that cover as perhaps an opportunity to save some poor devil's life, whether he would have failed to do it I like to think Uiat any one of those hundred men would have done it had they thought of it in that light. We yell and shout about plant managers who are not interested in safety, and yet not one of our own plant managers would hesitate one single, solitary moment to rush into fire or jump in the river to save a life, because it is perfectly obvious that that is the right thing to do; but I am afraid we haven't shown them and other men that they can do accident prevention in their ordinary, daily work. We are beginning to realize how many hazards we actually liad in our plant before we started, six months ago. to show men their opportunity. You would be simply amazed at the numerous little things that the men have done without any orders from anybody, just, because they got the idea that perhaps they were saving somebody's life. Not Aaldag for Gear Guards to Save Hands Up our way I have quit asking for gear guards to save men's hands, 1 am just as much interested in saving men's hands as I used to be and I am just as intensely interested in covering gears, hut I have found an easier way to do tb A fellow by the name of Frankovitch taught me that. Mr. Frankovitch was running the con* tinuous furnace nights, at a time when we were very busy. One morning, at five minutes to seven, in reaching around behind a gear to pull out a connecting rod hearing cap that had fallen in there, he got his hand there just when the timing device cot in. The gears started and when (he doctor got through, he had an index finger and a thumb off. At nine o'clock that morning the president of the company walked into my office and said, "The boys tell me drat a damn fool cut his----I said, "Wait a minute) Don't call that man a damn fool. If there are any damn A & C--General Round Table 47 Cools in this plant, I am afraid we are. We put only half a guaTd there, probably Oh the theory that it was nobody's business to reach around the guard, but supposing that bearing cap had fallen in where the gear and pinion mesh? How long would your continuous furnace be out of business ?" I wish you could have seen the surprised look on his face. A different story! A new thought I Now there isn't any man in the world who can accuse my boss of not spending money for humanitarian reasons. He has spent money like a drunken sailor for humanitarian reasons. Yet when I showed him that there was another angle to this thing, that a hand through a gear is one thing, and the gears and machine out of business for several weeks is another thing, he got a new idea. IS he is justified in spending money for humanitarian reasons then surely he is doubly justified if it both saves men's hands and protects production by preventing machine break-downs. We now have a standard in our plant that says, "No gear is guarded as long as wc can see one single, solitary tooth," and we are covering all gears according to that standard. I think if I went to work in some plants where they refused to cover gears. I would be tempted some night to go there and put a bolt or a nut on top of the machine, and pray to God tlie thing would fall down where the gears mesh. And then, when they were repairing it, I think I would stick around and point out* to them how easily and simply that could have been averted had they covered the gear with a piece of sheet steel. Of course, that is a dangerous thing to do because in that kind of a plant they will fire you quicker than hell lor smashing a machine, but as long as you agree that the man who got his hand cut off was a damn fool, your job is perfectly safe. Safety No Added Borden Too often we consider safety work as something extra to plant operation. We have a safety departtnent and a production department and the two are considered as separate in their functions. In plants where there is no safety department very often we hear that "We are too busy to do safety work" and usually, in that same plant, when slack times come, there isn't anybody working so there is no need to do safety work. It is tike the leaky roof story. When it is raining you cannot fix it and when it is not raining there is no need to. For years I suspected that safety and production should'go hand in hand and really were inseparable, but not until Dr. Harry Myers gave us his industrial program could I explain just how it could be done. When Dr. Myers told us that a plant that was clean and orderly, with proper equipment, proper material, proper instruction, proper supervision, and proper pay, and where the workmen were clean and orderly, took good care of property, material, and equipment, followed instructions willingly, worked well from whistle to whistle (meaning either working on the job itself or on the order of the job), worked every day or told their foreman when they could not, and last but not least, worked welt with others, would be a successful one, he gave us, 1 believe, the tie up between safety and production. Perhaps I can illustrate what I mean by telling of an incident that occurred at our Provincial Convention at Toronto last May. After one of the sessions a young fellow came up to me and said, "I would like to talk to you. I'm in a hell of a mess." And he was, you could tell by looking at him. He was all in a sweat and hot and bothered. I asked hint what the trouble was and he said. "For fifteen years I have been a production manager in the United States and in Canada and now they have given me the safety job in the plant and the two jobs will not work together." When I asked how he knew they would not work together he answered, "How do 1 know? Why 48 Nineteenth- Annual Safety Congress only last week I went' into the first sic! room where they were working on a man who had smashed a couple of fingers and when I asked him; how it happened-he said; "Trying to -live up to your damn standards." "See" he said, "f set the standards for production and they cut their fingers and hands off trying to make out on them. It won't work." We sat down in the lobby and 1 asked him to forget for awhile that he was supposed to be a safety man. Then 1 asked him whether a clean and orderly plaint-- dean and orderly according to tire rule that "A place is in order when there are no unnecessary things about and all necessary tilings are in their proper places; no in this sentence meaning none, not any, not even one"--would increase or decrease his production. He admitted that a man can do more work in a clean orderly place than in one'with a lot-of rubbish to climb over. Then I asked him about proper equipment and he said, "Of course wc need proper equipment, and the' better the equipment is the more production we can gift." I asked him whether he had any small presses and he replied that much of his work was stamping, so I asked him whether he had ever Heard of August Kaeitis of the Simmons Bed Company. He said he had not, so I asked him how nthch he' cbuld increase his production if he could make a stamping with every' stroke of the pr'eSs. He said about seven Hundred percent. I told hint f tliought He was very conservative, that whenever August had a few drinks he would claim twice that, and I advised Hint to go to Kenosha and see what could be (forte with punch press production. Then we took up proper material and ho admitted that he never had increased his production by substituting or using improper material and if anybody ever did they would only he prui-ing ihat they had used the wrong material in die first place. When I asked him whether proper instructions had anything to do with production he simply threw up his hands and said, "We don't get them." So I asked what would happen if the men were given the proper instructions and he enthusiastically answered that his production would be increased. How, I said, tell me, has supervision anything to do with production, and will you agree that the more of tlic first four you have the less you will need of tHc fifth-- supervision? He agreed that was true. I then reminded him that up to that time wc had not said one word about safety; that all we had talked about was production and that he had agreed that these funda mentals would help him be a better production man. How, said, listen to this: "hast year at .one of our meetings we had 241 foremen and superintendents and they all voted that their accident causes were in that list of fundamentals. The opinion seemed to t>e that about half, 50 percent, of the accidents were caused by disorderly conditions, 21 percent by improper equipment, 9 percent by improper material, 15 percent by improper or no instruction, and 5 per cent by improper or lade of supervision. I later checked this with the statistician of the Compensation Board and he agreed that they were pretty near right, about as near right as it was possible 4o be." "Oh!" he said. *'l see what you mean. You get it one way and I'll get it another." I said, "Absolutely !! You're right. You guessed it the first time." "Hut" ho said. "1 think you have the liest of it" I said. "My dear b<y. if you think you can increase your production and prevent accidents hv calling y<mrscl( a safely man, I know of no law in tlic Dominion of Canada that will prohibit you from assuming tltat title; but why do you say I have the best of it ?" Tie replied, "Every time we talk safely to the men, they seem to sneer and are not interested.'' "Oh, boy!" I said. "You have told me the whole story. Go back to your plant, convince the men that you are just as much interested in their safety, in their pro tection, as you are In the number of pieces per hour produced, and perhaps they will A B C--General Hound J'aUlc 49 produce more pieces per hour without being hurt." The sequel is that lie iiab been going along like a house oo fire ever incc. Safety Must Start at the Top, Not True This one may startle you. It startled >ne and raised me right of? my scat when I got it. For years we have been saying that "Safety must start at the top." Do you know what we have been doing when we tell group* of foremen aud shopmen tluit safety must start at the top? Isn't it perhaps true that wc are just mentally hand cuffing them when we say that and sending them back from a meeting to the plant, saying, "Lord. I would like to do safety work, but I can't do it until the man on the top starts it" At the Chicago mid-winter conference, I heard my dear friend, R. B. Morley, of Toronto, address a large group of men. It was a fine talk. When he came to a certain point, he said, "My next statement is perhaps a bromide, trite, but never theless true. Safety must start at the top." And I said to myself, "Well, old boy, if you stick to the truth as close as that all your life, you will never go astray." I have known it for fifteen years. Yes sir, and I believe it. Safety must start at the topi The next afternoon on the train to Jackson, Michigan, I got to thinking, about this whole thing, when suddenly I said. "What? Safety work must start at the top? It's not true! It's like small pox: the damn thing can break out anywhere, and it is just as Catching." That evening I told the foremen the story and asked them whether they needed any more urging from the manager to maintain dean and orderly departments. I told them the rule-- "A place is in order when there arc no unnecessary things about and all necessary things are in their proper places; no, meaning none, not any, not even one"--and 1 showed them that all that is necessary to put that rule to work is to see what is in the department, decide whether it is unnecessary or necessary, and then either remove it or put it in the proper place--Observe, Decide and Act. Isn't that true ? Isn't that what our plant managers have been wanting for a good many years? And if it is true that orderliness will eliminate half of our accidents, then isn't a foreman doing accident prevention work when he keeps HU department clean and orderly ? Then I told the foremen at Jackson, that night, to quit thinking of proper equipment only in terms of new ten-thousand-dollar machines, but to include in proper equipment all the hand-tools, guards, goggles and the things over which they have control, and I asked them if the boss would fire them if they got their men to take good care of property, equipment and materials ? The same thing is true of proper material and I know, from my past experience as a foreman, that the foreman has an opportunity to control much of the material used in his department. I can remember the almost bloody fights I had with foremen who sent material with sharp edges and burrs to my department. Certainly foremen are supposed to give proper instructions, and no foreman need lay awake nights trying to think of a dozen ways how not to do a job. All he needs in do is to learn the right way and teach it to his men, secure in the knowledge that the right tray is the safe tvay. T doubt whether any foreman ever reported that a man had lcn hurt doing a job in the right way. Always the report says that the aaao wa> doing it the wrong way. Propci instruction plays a big .part in production and in safety, and no foreman aerd be afraid the "Big Boss" will forbid or prevent him from giving proper in*rartm to his men. The same thing is true with supervision. I asked the men at Jackson this--"If yea treat there for supervision, just wliat do you think you arc there for?" Safety docs not have to start at the top. It is nice if it docs, it makes it much ijiitr alt down the line but if any man wants to prevent any other man from being ojatd he can begin doing so at any time. I told the boys that night that they did 50 Nineteenth Annual Safety Congress not need to wait until the next morning--that they could begin before going to 1>ed, by taking the things off the cellar stairs at home, and by doing so perhaps they would save the life of the wife or one of ttie children. New Man Problem That takes us to the problem of the new man. When wc began this program about six months ago, in our plant, some of the fellows said "That is fine. Gus. with the old men; but what are wc going to do when wc have to take on a lot of new men in a hurry?'* Honestly, I was worried. I was worried until, one day last summer when I got to thinking about it and all of a sudden the thought struck me that it wasn't a problem of the new man at all. The question was, and always has been, not what arc you going to do with the new man but, what have or haven't you done with the old men in the plant ? Just as I got that hunch a foreman walked through the lobby and 1 called him into the office and asked him, "Lorry, how long is it since you had trouble getting new men to wear goggles?" He looked surprised and then slowly answered, "Why, I don't know; it's so long ago I cannot remember." There was the answer. We take new men'from forge shops where nobody wears goggles, or men from the farm who have never seen goggles, write them up in the employment office, give them a pair of goggles, tell them what they arc for and why they must wear them and they go out into the shop and wear them all the time. Because every man in the shop wears goggies all the time, a new man cannot do anything else but wear his. Nobody would let him do otherwise and no new man ever has will power enough to upset a company or department policy when every body believes in and lives up to that policy. The same thing is true of orderliness--taking good enre of equipocnt--following instructions and all the other things. It is merely a matter of getting the men in the shop to believe in and do those things and new men can do nothing hut fall in line. Safety A Human Problem But perhaps the biggest thing I have discovered, for myself, in the past two .rears, is that every angle of personnel and safety work, every line of that work that I follow out to the end inevitably leads me into the Bible. And you can find some surprising things there. Take the story of Jonah and the Whale. When you read that story you realize that boy had something. When a man can be away from home for three days and nights and come Itome and tell b?$ wife that be was in the belly of a whale and make it stick--he*s got something. Several weeks ago I was looking up a few verses in the Bible just as the whistle blew and the men were leaving the plant. One of them stepped into my office and when lie saw what T was reading he said. "UH. Brushing up on your religion?" T answered. "Nope. Bucking up on safety." He said, "Safety? In the Bible?" And I said. "Sure, it's all there; listen to this," and T read him the eleventh and thirteenth verses of Paul's Second Epistle to the ThessaIonian* where he wrote. "For we hear that there are some which walk among you disorderly, working not at all. but arc busyhodies. Now them that are such we command and exhort by our Lord Jesus Christ, that with quietness they work, and cat Their own bread. But ye. brethren, be not weary in your well doing." Andy seemed quite surprised--I miess he always had thought that the Epistles were Ihe wives of the Apostles--so 1 turned to the Gospel According to John and read where he said that "Greater love hath no man than this that a man lay down A B C--General Round Table 51 lias life for his friend." (15:13). And then I said, "Would you like to know who your friends and neighbors are?" Andy said, "Sure Gus, shoot the works." So I turned to the Parable of the Good Samaritan and read him the high spots of that with the concluding words, "Go, and do thou likewise." From there I turned to Deuteronomy (22 :8) where Moses told his people, "When thou buildest a new house, then thou shalt make a battlement for thy roof, that thou bring not blood upon thine house, if any man fall from thence." 1 explained to Andy that what Moses probably meant was that if you build a Bat roofed house and do not put guard rails around it, the blood is on your hands if someone falls off. I asked him if he would agree that if they had had punch presses and drop hammers in those days that perhaps old Moses would have included them in his guarding program. Andy thought he would. Then we went into Exodus (21:28-29) where we read what happens to the man who owns an ox that kills a man or woman. It the ox kills a person the ox shall be killed And the flesh not eaten but; if the owner has been warned that the ox is vicious, "wont to push with his horn in time past", and it kills a person, then the ox shall be killed and the owner also. 1 wonder how many plant managers would like to operate under that kind of a liability act I Finally we got to the fourth chapter of Genesis, to the buck-passing, responsibilityshirking murderer, and I said, "Andy, can't you hear him sneer, "Am I my brother's keeper?" He might just as well have said, "How the hell should I know where he is?" And then Andy, with a twinkle in his eye and a smile on his face, looked at me and said, "You're right, it's all there, but what I would like to know is--how.in hell did you know it was there?** I told Andy that I had heard safely speeches since 1912; that I had heard preachers, priests and rabbis talk safety and that always they quoted from the Bible, and I got suspicious and began reading the Bible myself; that this whole business of safety is surely a human problem and that we cannot begin to know anything about human beings and human nature until we begin reading about it in books that deal with the subject So I say to you, my friends, the few of you who perhaps have never been really interested in this work, who perhaps have been like the Priest and the Levite-- walking around an opportunity to help--to you let me say, if you believe the Good Samaritan was the right kind of a man and did the right thing--"Go, and do thou likewise.* And to the many, many of you who have tried awfully hard in the past years and who perhaps have been just as discouraged at times as I have been--to you let me say. in the words of Paul, "Be not weary in your writ doing." Chairman Forstea: The next subject is, "How We Get Employees to Wear Goggles," aod George Sanford, of the General Electric Company, is the man who is going to present that subject How We Get Employees to Wear Goggles By G. E, SANFORD General Electric Company, Schenectady, N. Y. I am going to drop back into ancient history for a few moments. I still haw in my office a memorandum of the first order placed by the General Electric Company for goggles. That was back in 1912, and after considerable study of the subject, it was decided that ten dozen goggles would be sufficient for the entire General Electric organization for a period of one year. That was the early start. 52 Nineteenth Annual Safety Congress I tried to get a sample of that goggle but found that the manufacturer could givc me only a brief, sketchy description. It was very difficult to get anyone to wear that type of goggle continuously. You had to stand over, him with a club, and just as soon as your back was turned he would take them off on account of discomfort. I could not blame him for doing it. The wearing of this protection gradually grew, however, with the manufacturing of better grades of goggles. At first we tried to leave it to the foremen to see that the men wore the goggles. It worked after a fashion. A few more began to wear litem here and there, but they didn't all wear them that should. We tried advertising. That is, if a man bad a pair of goggles broken, we would take his photograph and a picture of die goggles, and these were put on the bulletin board. We had one man in the early days who, after he had broken a couple of pairs of goggles, was sent out to preach to some of the other men whom he knew, and before that man left the company, in a period of eleven and one-half years, he had smashed sixteen pairs of goggles. He was a first-class missionary among his owu nationality. In the plant in which he was located we shifted from a safety committee made up of a group of foremen to a group of workmen, selecting one man from each' of the predominating nationalities, and selling them on the idea. We let them preach just to their own nationalities, to whom they could talk in their own language, and this also helped. But up to that time we had been going on the basis of a single type of goggle for everybody, regardless of what the job was. Wc didn't-have much choice in goggles--a simple frame with a piece of ordinary glass--not very much protection anyway. But after the better grades of glass came in and better frames, we threw the selection open entirely to groups of men. We have several types of goggles that can he considered as standard and the men can have any of them. If there is any objection to. what we have in stock, a group of men can get together, look over the samples and select what they may want to have ordered. That method has been the best means of getting the men to wear the goggles, because heads aren't all the same. You will find one man with a wide face and another man with a narrovf face. One person likes to have a band around the back of his head, and the' rtext man doesn't want the band, but wants cable temples over the ears. That is all right for the men; but suddenly you decide that you have a gang of three or four hundred girls who ought to wear goggles--then see the fun you have. You start out hy introducing a bunch of h^- ' ds. Some of the girls, who have just had permanent waves and marcels, do., t w;*. .t the hea&baiids, and you know how they can talk. The next girl may have' her hair done up* some other way, and she isn't going to have any cable temples over her cars. We had a group of that kind some three or four years ago ^nd they were having a lot of trouble. I went out to that plant with samples of every kind of goggles I could lay my hands on, and, as a result, we had a special goggle built for them. We went back to an adaptation of the old side bows, about the same thing that our grandmothers used to wear. Just the straight bows, with a small dip on the edge> so that if they did throw their heads forward quickly th'ey wouldn't falf off. Every body was perfectly satisfied and peace reigned once more. As a comparison with that 19*12 order of ten do*en, I just want tc mention that for last year our expenditures for goggles and face masks fan over five figures. Back in the early days we didn't bother much with statistics--that has been a more or less recent development--and after they had been wearing goggles for a white, somebody wanted to know what we were doing, and we had fo collect statistics to compare later. But comparing 1919 with 1929, a ten-year record, the reduction in lost-time eye accidents in our plants amounted to 91.5 per cent, and we are stHi at it A B C--General Round Table 53 Iii some of our buildings we are putting goggles on everybody, with the exception of men in the shop offices. Some of our local people had the idea that that couldn't be done. One of our general managers, however, only last week asked me to order a special pair of goggles for him to wear over his correction glasses) so that he can use them when going through the buildings; and if he will wear them, nobody else has an excuse for not wearing them. I think all the men are going to wear them without any question. I am going to digress from the subject in order to answer a question that was asked of me a while ago. The question is, With the increase in the amount of arc welding, what effect has the electric arc on the men's eyes ? Is there danger of the man going blind after a few years because of the dangerous rays? At the present time we are having careful examinations made of (lie eyes of a number of our arc welders. So far I have the records of nineteen men witose ages range from 21 to 58, their years of experience in arc welding ranging from 2 to 20. The average age is 33, and the average experience is 9.2 years. Eleven of the nine teen men have 20:20 vision, 7 have 20:30, and the oculist reports that 20:30 can be expected on account of the age. You know that many of us do not start to wear glasses until we get to be 35 or 40 years of age or even older. One of the 19 men wears correction glasses but he has worn them since childhood. This shows that arc welding apparently has no bad effect on men's eyes if they wear proper protection. There is ail interesting sidelight to this, Tlie man 58 years of age, with 20 years of experience, had 20:20 vision without glasses. In the matter of going after your people to get them to wear goggles, if you simply think you can do it. you may not get anywhere. You have to know that you can do it. ^ Chairman Forster: The subject of goggles is now belore you for brief discussion. Who wants to contribute something about how he has mode goggles effective in the plant with which he is- connected? E- G. Knoske (French & Iiccht. Inc., Springfield, Ohio) : On days of excessive Iteat how do you get your men to wear goggles when the perspiration runs down over the lenses? R. F. Thacker (Buick Motor Co., Flint, Mich.) : Sweat bands. Mr. Knoske: Sweat bands do very well at. times, but not always. If you have sparks flying 20 or 2S feet in the air, your sweat bands will not do any good, if sparks come in sideways. What do you do in a case like that? Chairman Forster: Are you not of the opinion that Mr. Thalner's suggestion of a sweat band clear across the forehead would be adequate? Mr. Knoske: Possibly in some eases, but you can't keep them on over ten mitt*' utes at a time. Our work is welding. The first thing you know the men have their goggles pushed up on their foreheads. They see the safety man coming, and down go the goggles. The word is passed along that the safety man is coming, but the minute you leave-*-- Mr. Thaener: That seems to be a problem of wearing goggles rather than what to do to prevent the sweat from running down onto the goggles. Your supervision must see to it that the goggles are worn. The sweat band is designed to take care of sweat. What perspiration rolls down is caught before it strikes the goggles. Chairman Forster: Mr. Knoske, I suggest that you have a private talk with a couple of steel-treating men and see how they get protection. Ira V. Kipner (Pennsylvania Salt Mfg. Co., Philadelphia, Pa.): We have had a similar problem, but we use the Robert goggle. We put a little water in them, and when they steam or sweat, the men merely bend their heads and shake them, and the water comes down and clears their vision. They have to do that perhaps every ten or fifteen minutes. Chairman Forster : We will go op to the next topic; "Under What Condifiofl" Do You Investigate Accidents?" by Mr. John Ohrtel, of the Carnegie Steel Company. 54 Nineteenth Annual Safety Congress Under What Conditions Do You Investigate Accidents? By J. A. OARTEL Chief of Safety Bureau. Carnegie Steel Company, Pittsburgh. Pa. I want to carry you back to that talk of our good friend Gus Kuechenroeister, from Windsor. This is the first time I have heard that talk in its entirety. Gus says there is something wrong. I want you to start frotn there. There is some thing wrong -when an accident happens. So our problem, as safety engineers, is to find out what is wrong. 1 agree that there is responsibility. There is responsibility of management; there is responsibility of foreinanship; there is the responsibility of men to men. But we haven't always, in our experience as safety engineers, been able to find out what is wrong. And yet 1 do say, from fifteen years' active experience in safety, that I believe we are getting the truth about accidents more and more, and that is a very hopeful sign. I can't attempt in a minute or two, to tell you what the Carnegie Steel Company does in the investigating of accidents; and so I will just tell you the method of one plant, our largest plant the Homestead Works at Munhall, Pennsylvania, up along the Monongahela River, where we now have about 8,000 men employed. What is true of Homestead is true of some of our other plants and those of other steel corporations. I think it was back in 1915, perhaps, tint the Illinois Steel Company started what they called a "Safety leader plan.'' Tliey tried to take away from the foreman some of his responsibility (as we thought) and give it to this safety leader. But we didn't care much about that plan and didn't adopt it. We kept on doing our safety work in our own way; then, in the year 1925, the Western Pennsylvania Safety Council put on a no-accident campaign, and Homestead Works came along with what they called their safety leader plan, which was very similar to that of the Illinois Steel Company. These 8.000 men at the plant are divided into groups of six men, each m charge of a safety leader. A committee composed of three safety leaders investigates all accidents and makes a report of them. That is true not only of serious and lost time accidents, but it is also true of minor accidents. Each department has what is known as a central investigating committee. This committee review* all accidents and passes on the recommendations and the investigation made by the leaders' com mittee, to prevent a recurrence, and deckles what penalities should be imposed in case a penalty is necessary.- This report is then passed on by the superintendent of the department and for warded to the office of the superintendent of safety. If the penalty imposed as ap proved by the superintendent the man himself can demand a hearing and state his case to the superintendent In of a serious accident or fatality, the general safety committee, composed of the superintendent of safety, his chief safety inspector, the plant surgeon, and two departmental superintendents investigate the accident in addition to the de partmental investigation. This plan as outlined, which is now in use at Homestead Works, has cut down accidents. We think it is good and I give it to you for what it is worth. In addition to that we believe in preventing the accident before it occurs. What I mean by that is this: we believe that in the case of every accident the man has done tliat thing in that way a number of times before, but until the last time be wasn't caught. So now we arc bearing down very strongly on what we call dan gerous practices, and we have forms in our plant for reporting these dangerous practices and preventing the accident before it happens. A B C--General Round Table 55 i want to give you an illustration. In one of our plants a man was given a locker in which to hang his clothes. There was no convenient place that he could put it near his work, so he put it on the platform of a stairway, where it blocked the pass ageway for men coming down the stairs, and they either had to squeeze in between that locker and die railing, or jump over the railing, perhaps three or four feet to the ground. In doing that once, a man was injured. So then, in the investigation, we said to that man, "How many times have men been doing that and haven't been injured?" And he said, "Well, I guess, a lot." That is what I mean by checking up on these dangerous practices and stopping the accident before it happensOut at our Duquesne Works we have a superintendent of a department. It is the transportation department. He has reported to him, from time to time, any thing that happens that results in damage to the equipment. For instance, in run ning through a switch, or side swiping a car, he wants to know the time, the place, and the car number. When he gets an accumulation of these facts, he brings all of the men concerned in before him, and he ,irons it out in those meetings of his. He says, "Fellows, listen, you did this and that at a certain time, at a certain place," and he has all the facts. He .says, "You ran through this switch," or "You side-swiped this car. We don't care much about that There was damage to property. It costs money.- We can pay that. But, fellows, if you do that and keep on doing it, some time some one is going to be injured. Now stop it, boys, before that happens I" That superintendent has a very fine safety record, and it has been earned, I think, not only in investigating the accidents as they happen but in preventing the acci dents before they occur. Chahucax Fokstvr: Plants in th<* teel industry are now periodically able to go an entire month without a lost-time ac< itnt, When you consider the difficulties of that accomplishment you will realize that the age of miracles is not past. Item No. 3 oo our program is, "Can the Use of Safeguards be Enforced ?" This is a very important subject. I am going to call on Mr. Huckcstein, of the Pennsyl vania Department of Labor and Industry to discuss this subject. Can the Use of Safeguards Be Enforced? By A. P. HUCKESTEIN Supervising Inspector, Pennsylvania Department of Labor and Industry, Pittsburgh, Pa. In the tight of experience, I have no other alternative but to answer the question contained in this subject with an emphatic "YES'* and in support of that emphatic "yes", I shall refer briefly to only a few cases which have come to my attention. I may refer to some plants as being the largest of their kind in the world and I want it distinctly understood that this reference is made, not in a boastful way. but rather to impress upon you that these experiences are obtained in large and small plants alike and what is applicable to one is certainly applicable to another. Within twenty mites of Pittsburgh we have the largest plant of its kind in the world, employing upwards of 4,000 people, and having all the hazards which go with the handling of metal from the furnace to the stamping press and finished product. Not in many years could it be said of the management of this plant that they were stingy or that they refused to provide any and all types of safeguard which could be obtained for the protection of their workmen. Their accident experience did not improve as it should. 50 Nineteenth Annual Safety Congress About the first of ibis year a change took place in the management. Foremen and others in supervisory positions were called into the general office and given distinct and positive orders to the effect that the plant must operate efficiently and safely. Some of these men in supervisory positions took tlicsc instructions in the same spirit as they did on former occasions. If an accident occurred in their department, they were called in to give an explanation. If safeguards were provided and not used, this was not accepted as an excuse. In a brief space of time these men in supervisory' positions came to understand that this new management intended to carry out to the letter all of its instructions with the result now every foreman and every employee in this establishment understands quite dearly that all safeguards must be used. This includes not only machine guards but personal protection such as proper clothing, foot guards, goggles, etc. Tbe result in accident reduction is put down in these figures: for the past seven months ot this year 2S lost-tune accidents as against 188 for the same seven months of last year. Within ten miles of this hotel, we have another plant, also the. largest of its kind in the world employing nearly 4000 people and having as part of their operations a large foundry, a Urge forge shop, a Urge grinding and chipping department as well as a fair-sized machine shop. The safety* engineer of this plant offered me a premium of five dollar* for each per&Qn caught without using either mechanical or personal safeguards which are required and provided. This looked to me like a good oppor tunity to make a little extra money. I could always use the money and in addition, there would be great pleasure in taking it away- from this particular safety engineer, who happens to be a Scotchman. On three different occasions, I went through this plant hoping to collect several five dollar bills but in every instance ,was disap pointed. I did not find a single man in the plant without the required goggles and personal protection- ' Within five miles of Pittsburgh we have a large steel milt with a fair-sized machine shop. I have visited this shop on three occasions and was impressed with the fact that every man in the shop wore goggles. Upon questioning the safety engineer, he told me he had no trouble with this shop, they did not even need watching and that if one of their number attempted to work without goggles the rest of the men would refuse to work. Safety education and competition for trophies brought about this condition. It is my belief that workmen do not want to suffer injury and that they are not looking for trouble apy more titan you or I. Frequently they will develop contempt for inherent hazards in a particular job, or for the use of some type of safeguard, hut I find the reason for this lies in the fact that proper urge is not put forth by their foremen and it has been my experience that if .foremen have a genuine sincere dcsire to operate without mishaps they can -with proper and judicious .effort -have all their employees use every protective device that is necessary. 1 want to make it plain that this desire to operate without accidents must come from the heart to be effective, and must not be an ordinary outward gesture of either authority or friendli ness. I believe that when management takes the position that workmen will not use safeguards, it is simply a confession either of weakness in the handling of personnel or else a subterfuge for lack-of .genuine determined effort. Too many employers take the .attitude that they have entirely fulfilled their obligations to workmen when they supply safeguards. It is well .known that this is not sufficient. Safeguards unused are an inexcusable waste of money and certainly cannot be expected to prove a profitable investment until they have been placed in proper service. Forward-looking employers have long realized this and taken the necessary steps to effect a cure. These steps vary, of course, according to the different problems involved. To sum up briefly, I would again answer tlie question contained in the subject with an emphatic "YES, The Use of Safeguards Can Be Enforced/* Such enforce ment depends entirely upon the attitude of management and the ability of management to transmit tliat attitude to persons in supervisory positions in such a manner as to A B C--General Round Table 57 exact a complete as well as a willing acquiescence throughout the entire establishment. Workmen must be made to realize and understand that such safeguards are being supplied purely for their own self-protection and not merely in compliance with the laws of our various states. As to the value of enforcement in the use of safeguards, I think the figures first quoted, a reduction from 188 down to 28 accidents in seven months speaks for itself. Many other examples could be cited but I fed this is sufficient to provide an answer to the question. Chairman Forsteb: The state of Pennsylvania has, perhaps, had the greatest industrial and mining safety problem of any state in the United States. The Labor Department in Pennsylvania for fifteen years, has been vigorously and usefully at work in this held. Our next subject is one which may be open for debate. Mr. Ernest Augustus is going to discuss whether the safety committeeman should be elected or selected by appointment. Is It Best to Elect or Select Safety Committeemen? B; ERNEST AUGUSTUS Safety Director* Tbe Mead Corporation, Chillicothe, O. Opening a discussion bn this question is like starting an argument on the subject of prohibition, religion or politics. Much can be said on both sides, but, like Omar Khayyam, the Persian tent-maker and poet, after having heard "great argument", we usually leave by the same door through which we entered. Regardless of the existing differences of opinion on this question, upon one im portant point we should all agree; and that is that no matter what procedure may be followed in forming the committee, it cannot be expected to render worth-while service unless its efforts are back 100 per cent by the management, from the president down. Quoting from a recent issue of Industrial Welfare* published in London, England, the author of an article on "The Committee Method" says: "The mere appointment of safety committees will avail nothing. Accident prevention will only succeed if it has the full encouragement of the management, and there should be one person whose duty it is to organize and keep alive the activities of the committee.** Having already mentioned that this discussion can be likened in some respects to a political argument, I may venture one step nearer and make the statement that tbe policy pursued in choosing committeemen embodies some of the elements of politics. Although we may be agreed that it. is poor policy to let matters of a political nature enter into our dealings where the question of safety is involved, nevertheless it cannot be denied that internal politics frequently do have an important bearing upon many of the activities carried on in any sizable industrial group. Especially is this likely to be true in those plants or organizations where the management is not thoroughly sold on the benefits to be derived from organised safety work, and where, to save time and effort in making the proper selections, safety committeemen are elected by the working personnel of the various departments. Safety in any modern, progressive industrial plant should be a matter of company policy, along with quality, efficiency, production and other attributes of a well-ordered working unit Whether it should likewise be a political foot-ball, subject to the changing whims of self-centered groups and cliques, is another question. If we are to believe that well-known political writer, Frank R, Kent, vre must admit that politics and politicians are none too savory at their best. When involved with company policies m tbe average plant, conditions do not improve. 58 Nineteenth Annual Safety Congress The dictionary definition of the word policy is: "A course or plan of action, especially of administrative action." Similarly, the definition of politic is: "Sagacious and wary planning; artful. Wisely adapted to an end" In these two definitions are summed up the arguments for and against both the selection or election of safety committeemen. It is true that some deft reading be tween the lines and broad interpretations may be necessary, nevertheless the argu ments are presented, pro and con. Let us first consider the question under discussion from the angle of the politician. We are all familiar with the tricks of the trade frequently employed by artful and wary politicians. Unfortunately, because of these things, we know that very often the best man for the office is not chosen by the electorate. Unseen and unknown motives frequently underlie the individual's desire to occupy the office for which he or she aspires. On the other hand, those backing a particular candidate's aspirations may harbor a secret desire to further their own interests, through the influence of Uie former, should he be successful in getting elected- These secret desires may be wholly unknown to the particular individual running for the office until after he has won the election and started on the performance of his duties. Then the trouble starts. Where the particular motives underlying these tactics are for the best interests of all concerned, including the management, no objection can be offered to the policy of choosing safety committeemen by the elective route. To go into the many ramifications o! what can, and frequently does, result from giving employees the right of franchise in such matters, is a subject for lengthy discussion in itself. Many industrial plants have found it unwise to place the responsibility of choosing their safety leaders by this method. Whether it may be wise or unwise to elect safety committeemen, depends largely upon the general attitude of the management and of the entire working personnel of the plant toward the subject of accident-prevention work in all of its phases. If the management's attitude is enthusiastic and sincere, and if the rank and file have been properly educated to the correct understanding of the work to be expected from a safety committee, all well and good. If this condition does not prevail, then the selective method had probably better be pursued. It is true that the idea of having committeemen elected periodically is generally looked upon as being more democratic than happens to be* die case where they are selected by appointment. As has already been stated, in plants where this may be done with propriety, due to the understanding existing between the management and employees on all subjects of mutual interest and common welfare, it helps to convince the workers that the management is sincere in its desire to have them take a part in the safety program. Where this feeling does not exist, Iwwever, the impression is likely to be gained that die management has some ulterior motive, or is only passively interested and is making a mere pretense, in giving to its employees the right of franchise in the choosing of committeemen. The workers may wonder what it is all about, and not understand. Suspicion and a feeling of distrust is a bad condition to have in any organisation.- Where die road has not been properly paved by words, actions and deeds, from those in authority, a less democratic policy had best be pursued. Another objection to the elective method which has already been hinted at, is that too often men are likely to be elected for reasons quite apart from their ability and fitness to serve in harmony on a workmen's committee. In plants where safety is not taken seriously by everyone in the organization, it has been learned from past experience that too frequently elections of this land have been made the occasions for a lot of good-natured kidding. Men are elected to serve on committees not because of their ability as good safety men, but more as a joke perpe trated by a few unthinking individuals. The consequence is that the cause of accident- prevention must necessarily suffer. Again, where committeemen are elected by the personnel of the plant, some are A B C--General Round Table 39 likely to get an exalted idea of the importance of tlicir office, and as a result tlicre n>ay arise a tendency for them to over-stop their authority. This frequently leads to misunderstandings between the committeemen and foremen, and others in authority. Sometimes such misunderstandings prove costly in more ways than one. The com mitteeman. led to believe that he has been electee] "by the mandates of the people", as the politician would say, is likely to feel that he has a right to do and say a lot of things that he would not otherwise do or say were he holding the same office by right of appointment by a superior, on the basis of qualifications oply. Getting back to the original argument, when committeemen are elected, the ques tion of plant politics must be contended with from the very beginning. Where politics in the plant, among the workmen, do not coincide with company policies, too much freedom in the matter of permitting employees to elect their own safety repre sentatives is considered by many experienced safety men to be trampling on dangerous ground. The whole structure of safety may suffer as a result, and once the damage has been done it is a most difficult matter to remedy conditions. Although I neglected in the beginning of this discussion to state that 1 have no positive convictions, one way or another, on the subject of how safety committeemen should be chosen, I am of the opinion at the present time that only in those organiza tions where the proper understanding of safety and its utmost importance to the wel fare and success of all concerned, exists between the management, the heads of departments, and those constituting the rank and file of the working personnel, should the matter of choosing committeemen be left entirely in the hands of the workers to vote upon at will. Where the management has some say-so in selecting two or more well-qualified opposing candidates to be voted upon, the objections here raised may not be of importance. Generally speaking, however, history records that the granting of elective franchise to those not properly prepared and educated to exercise the privilege is like playing with fire. Now for a few comments relative to the advisability of selecting or appointing committeemen. The arguments which I have presented either in favor of or opposed to the elective method, can be used equally well, inversely, as talking points against and for the selective method. Where committeemen are to be appointed, it is assumed of course that the appoint ments are to be made by persons well-qualified to do so, thoroughly familiar with the qualifications necessary for a good safety committeeman. Let us briefly review what some of these qualifications should be, inasmuch as they have a bearing upon the arguments presented on both sides of the question. First of all. a man to be of real service and value on a safety committee, should be a leader of the type thoroughly sold on the values embodied in the principles of safety. He should know what it is all about He should be able to recognize the responsibilities of a safety committeeman. He should be familiar with his department, with the hazards involved, and should know the management's attitude toward accident prevention work. He should be well-liked and respected by his foreman and by his fellow employees and should be on good terms with than all. His word should be looked upon with some measurable degree of authority by others with whom he is likely to come in contact. He should have definite ideas and viewpoints relating to the whole subject of safety, and should be of the type not afraid to express himself when asked to do so. Last but not least, he should be heartily in accord with all general management policies. Unless the men who serve on safety committees do possess these qualifications, they cannot best serve the purposes for which they have been elected or appointed. Bearing these qualifications well in mind, let us ansv/er the question of who is best fitted to choose men possessing these desirable attributes--the rank and file of the working personnel or some superintendent, foreman, department head or other member of the management staff? Under ordinary circumstances it can safely be assumed that the latter are better 60 Nineteenth Annual Safety Congress qualified to do this work. Even then, when the matter of making: a proper choice is left entirely to one individual, mistakes are sometimes made. In the first place, the person making the appointment may not be in sympathy with the safety movement; he may not be sold on its value; he may misjudge the qualifications of the man appointed. Such things can and do occur even with the most experienced safety men. However, I question seriously whether the likelihood of such mistakes occurring where committeemen are appointed is as great as where they are elected. To go into the matter of just what procedure should be followed in selecting or appointing committeemen, and who should make the appointments, ia a matter worthy of separate consideration and out of place in this discussion. Let it be understood, however, the method pursued has a most important bearing upon the wiseness or unWiscncss of using the selective method. Conditions vary in different plants and in different organizations. What may be good policy in one plant may be entirely wrong in another. Particular conditions alter circumstances always. There is one point which should not be overlooked when considering the ad visability of appointing committeemen. The average individual, when selected to perform some particular duty is imbued with a certain pride in the knowledge that he has been chosen by his superior. Because of this, the appointee, it the selection has been wisely made, will exert his very best efforts toward doing the job well in order that he may gain still further favor in the eyes of the superior. Coining back to my original point in opening this discussion, we should not lose sight of the importance of the proper attitude existing toward the subject of safety upon the part of the management and tlie management staff, including superin tendents, foremen and other key-men. Unless the management is whole-heartedly sold on die value and importance of or ganized safety work, and is willing to back up this attitude with words and deeds, no safety committee, regardless of how chosen or with how much care, can ever hope to accomplish much. The proper spirit of safety must permeate the whole organization from top to bottom. Accordingly, as this essential is either present, or lacking io the organization, will depend the effectiveness of the safety committees1 work, and io the same proportion will ha the effect for good or evil of the method employed io selecting the personnel of the committees. Where care is used in the selection of men who thoroughly appreciate the meaning of effective safety work and the responsibility placed upon their shoulders, and where the men so appointed rate high in the estimation of their fellow-workers, the appointive system of making up committees is probably the best policy to pursue. Politics is not so likely to play a part and company policies are more likely to be carried on effectively. Where safety is given equal rank, from the standpoint of importance; with such matters as quality, efficiency, production, etc., and is faithfully practiced as such to the last letter by everyone in the organization, the more democratic system of electing committeemen may be the better method. Chairman Forster: Wc have two more topics to be presented. The first one is, "How We Get Our Employees to Wear Safety Shoes." John B. Gibson, of the West ern Electric Company, will talk on' this subject. How We Get Our Employees to Wear Safety Shoes By J. B. GIBSON Publicity Director, Hawthorne Work#, Western Electric Company, Chicago, Illinois 1 want to mention briefly eight reasons why at the Hawthorne Works of the Wes tern Electric Company, wc have found it very easy to persuade our employees to wear safety shoes. A B C--~General Round Table 61 Since April, 1928, when (he present plan was inaugurated, wc have soit] in our shoe store approximately 17,000 pairs of safety shoes to a personnel that lias averaged about 32,000 employees. The first reason--and a Very important one at that--why we have been successful is bdeafisd our people have insisted that the safety shoe must look like any other shoe. If you aft going to have a safety shoe that looks like some of the safety shoes that were' in vogue a few years ago, I am quite sure that we would have had to overcome the soles resistance of a large number of employees. Through the cooperation of the suppliers of safety shoes. Models are now available that are pleasing in appear ance. can be worn by the man in the office as well as by the man in the shop, are in fashion, wear well, and are made by a good, reputable shoe manufacturer. So first of all, the safety shoe should look like the ordinary street shoe that you and I arc wearing this afternoon. Second, safety shoes arc sold by the Western Electric Company to the employees at cost price, which is $4.25. This amount represents a value which is greater than the employee, in most cases, can buy in the open market. At $4.25 the safety shoe repre sents a better quality, both in the uppers and in the sole, than you arc able to pur chase in many of the shoe stores which industrial workers patronize. Quality must be satisfactory, if one believes tlw records, because in the two years and a half that we have been selling these shoes, our rejects have been but one-tliird of 1 per cent of the sates. And in those cases our relations with the manufacturer have been so congenial that there has been no hesitancy in having the employee furnished with new shoes without charge. The third reason why we have no difficulty in selling shoes is because we have a shoe store inside the plant. This store is open during working hours. It is under tlie supervision erf a man who is experienced in the selling and in the fitting of the shoe. Incidentally the man at work there today fitting shoes was also there in April, 1928, when the first pair was sold. Ad experienced salesman is absolutely necessary if you wish to have well-fitted shoes on your workers. ; Any company which has a shoe store and changes the salesman every few weeks makes the sales job a temporary resting place for somebody who can't be used else where, and will certainly have its employees coming back complaining that the shoes blister their feet; pinch their toes, and raise callouses on their heels. Such a policy builds up a sales resistance on the part of the employee which docs not augur well for a safety shoe program. Fourth, in addition to having a salesman who is trained in the fitting of shoes, wc secured ttotu the Scholl Manufacturing Company, a device called "the pedo-graph", which is very valuable. This concern has been cooperating with us in a study of foot conditions amoog industrial workers. These pedo-gfaph prints are used by the sales man as a guide in the fitting of the shoe. Briefly, the' employee when buying a new pair of shoes, takes off tlm shoe he is wearing and steps on a rubberized mat, the bottom part of which has been inked. The pressure of the foot on .the mat it transcribed to a print, and you then have a permanent print of the foot. By looking at this printr you determine quickly the proper size and width. You at once eliminate most of the objections that come from the fellow who puts on the shoe, says it fits, and in two or three days comes back and says the shoe Is too tight. Another point--the fifth, I think--is that the shoe store is open all day and may be visited any time by employees who lekve their jobs with their supervisor's per mission. During the period they are away from the job, these men receive their average weekly earnings. The' men do not lose any money.- They can spend their time getting fitted; and if they have no cash handy, they can have the price of the shoes deducted from their weekly salary. We have found this arrangement very iKTpufor. Incidentally, most of the employees pay cash when they get the shoes. 62 Nineteenth Annual Safety Congress I believe that our satisfactory results have been brought about because the men at Hawthorne really became interested in this question of toe and foot safety. In fact, our satisfied customers are the best salesmen at the present time. Of course, it also helps to have your supervisors wear these same safety shoes. One final point that has been worked out by our safety and health division as part of it* campaign to sell shoes: They fitted up portable showcases in which were dis played a complete stock of the shoes with prices. One or two of the shoes were cut in half to show the make-up and quality of material used. These showcases have been moved around from department'to department. They remain in each department for several days, under the supervision of the foreman, so that all employees have an opportunity at noon or after work to get first-nand information, both as to the quality and the price of the shoe. The fellows who have worked on this job have had some very interesting experi ences in the development of the scheme. They have examined and tested the shoes of sixteen manufacturers and jobbers. Four or five years ago, very few exhibits of safety shoes were found in the exhibits at the National .Congress. However, that number has steadily increased until l think at this Congress there are more safety shoe manufacturers represented than ever before. In testing the product of these sixteen representative concerns, our people put the shoe* through several laboratory tests. First, there is a compression test, averaging about 32S pounds. The shoes must also undergo a humidity test A sample shoe is put in a 90 degree Fahrenheit temperature, with 90 per cent humidity, and it is ex posed to that tempterature for sixteen hours. There is also an inflammability test we once had an accident resulting from the toe of a safety shoe catching fire. A non-metallic toe top has now been perfected, and it is not any more inflam mable than the rest of the shoe. The final test, which is important because similar conditions exist in most every shop, is the perspiration test That is a test in which the shoes are immersed in a 2 per cent tartaric acid solution for sixteen hours. As a result of these tests, the Western Electric Company Hawthorne Works now stocks two representative lines of shoes, 2a or 30 pairs of which are sold each work ing day, and up to the present time, about 17,000 pairs of safety shoes have been sold to satisfied worker*. That is my story, and I'll stick to it. Chairman Forster: The last subject this afternoon is a discussion of whether regular inspection of hand tools is worth while. Jim Woltz, of the Youngstown Sheet & Tube Company, one of the veterans in this game, is scheduled, as you know by the program. He is not able to be here, but his right bower. Assistant Director Evans is on the job, and he is going to talk in Jim's place Is a Regular Inspection of Hand Tools Worth While? By H. V. EVANS Assistant Safety Director, Youngstown Sheet and Tube Company, Youngstown, O. Dcing the last speaker listed on the program today, I am sure that I could make a hit with the remainder of this audience, if I were to answer the question pro pounded in ray subject with three words: It certainly is I That expresses my opinion as forcibly as I could if I stood here for half an hour, and I don't believe there are many people here who would take issue with me on the subject. Defective hand tools are a well-recognized hazard. You can all recall accidents that have occurred because of them. I recall one in our plant the early pert of A B C--General Round Table 63 this year. A man lost his eye because a chip from a sledge flew off and struck him, when his goggles were over his forehead instead of on his eyes, as they should have been. I remember another man in one of our departments who lost bis life because he fell over backward and hit his head on the floor when a sprung wrench that he was using slipped from the nut. These things prove that hand tools arc pari of our job in making the mills safe, and it is only by keeping tlicm in good shape and by keeping the men from using tools that are not in good sliape that wc can prevent accidents caused by them. So far wc.are on a comparatively non-debatabie ground, but in the method of preventing these accidents there is little chance for argument. The only way you can keep any equipment in good condition is by the regular inspection of it, and hand tools are no exception. By "inspection" I mean inspection. The president of a railroad some time ago got the Idea that he would like to make some recognition of the oldest employee. He felt that length of service was a valuable thing, and in scouting around over the railroad he found that one of his men, an Irishman who worked in a small terminal, had been with the railroad a great many years. So he brought him to New York, the headquarters of the railroad company, and said, "Pat, you have worked for this railroad for a great many years, Wc arc having a meeting here today and arc going to present you with a medal. What is your job on the railroad?" Pat's job was tapping the wheels. You have all stopped at a terminal and have seen a man come along with a hammer and tap the wheels of the train, listening to the sound. That came about because of a court decision a good many years ago when a man claimed damages because of injuries he sustained when a car on which he was riding left the track. The railroad's defense was that no one could tell when a wheel was defective, but the plaintiff's attorneys brought two wheels into court and struck one and then the other. The perfect wheel gave a true ring, and the other wheel sounded like any piece of cracked metal would sound. So the Irishman appeared at the meeting and the president presented him with the medal. He said, "Pat, you have worked for this compahy a great many years. You have done your job faithfully, and I take pleasure in presenting you with this medal. I know you have done your work well and I realize the importance of it. You know why you tap those wheels and you know the good you have done the railroad." Pat said, "No, I've tapped those wheels for 40 years, and I have often wondered why I did it." That is not the kind of inspection that you should give your hand tools or any thing else. The system that we use and the system that seems to be the best is for the foreman to be responsible for all of the tools in his department, and for their inspection. I don't think once a day is too often. That gives the foreman the responsibility that he needs. In order to keep him checked up, the safety inspector, or somebody appointed by the superintendent, should go through that department at irregular intervals, and look the shoes over, and that foreman should be held responsible if (here are tools found in his department that are not in good condition. That keeps him on his toes because he knows that he will be checked up if he doesn't. That sounds like wishing a big job on somebody, but I don't think it is. If the inspection of tools is-made a regular part of the routine, it is not hard, and it can be done in about half the time that a great many people will take to tell you why they are so busy they can't add any more work to that they are already doing. Keeping tools fit is just an item of good housekeeping and it promotes efficiency. In a good department, it will be done as a matter of course; and in any department 64 Nineteenth Annual Safety Congress where you find ;< lot of unsafe tools, you can be sure that the management of that department b lax. You will find a jjrcat many other thjjiga that need inspecting and putting in shape besides the tools that you find in bad condition. To summarize: in my opinion, the inspection of hand tools, ;f it is properly done, is not a hard job and the results of doing it will more than repay any .effprt .you i|Miid in t)>e work. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m Advanced Safety Engineering Friday Morning. Session October 3, 1930 G. B. AUKL, Chairman Manager, Employees' Service Department, Westinghouse Electric and1 Manufacturing Co., East Pittsburgh, Pa. The Advanced Safety Engineering Session of the Nineteenth Annual Safety Con gress convcned with Mr. C. B. Auel, manager of tl*e Employees* Service Department, Westinghouse Electric and Manufacturing Company, East Pittsburgh, Pennsylvania, presiding. CHAitsfAV Auel: The duties of your Chairman this morning seem to be par ticularly agreeable and easy in that our speakers are all so well known, not only within the immediate confines of the Pittsburgh district, but also nationally, as to require little further irt the way of introduction to you. The tJnivdrsity of Pittsburgh has always been very close to the safety movement. I still recall how kind they were to us in the early days, loaning their classrooms for oar meetings when we had no place else to go. Their representatives, including Chancellor McCormick, addressed our meetings on various occasions. Our speakers likewise talked before their classes and are still continuing to do so. And now the University is among the first to establish safety' as one of its courses. For how much of all this Dean Holbrook is responsible I cannot say, but I have my suspicions. In any event we number him and the University as among our progressives and as among the strongest supporters of this advance in safety work. Training Engineering College Students in Accident Prevention By E. A. HOLBROOK Dour, University of Pittsburgh, Pittsburgh, Pa. A century ago colleges prepared their students only for the medical, legal, clerical and teaching professions or as an alternative for gentlemen of leisure. Today, as you know, the universities and especially those of the United States, prepare their students for any of a long list of comparatively new professions, most of which have come into being because of our industrial age. Probably the most significant development in college education in the past seventyfive' years has been the birth and expansion of a considerable number of industrial 65 66 Nineteenth Annual Safely Congress professions, generally grouped together under the general title of engineering. Originating with military, civil and mining engineering, there have developed in their turn, mechanical, electrical, chemical, metallurgical, industrial, aeronautical and a number of other branches. Recently I heard of a firm of undertakers who advertised themselves as "mortuary engineers." But, seriously, into this increasingly complex group of engineering professions, it has been suggested to me many times in the past five years, chiefly by men engaged in the industries, that we add to our engineering curricula a fully grown and independent branch to be called "Safety Engineering"; in order that students could specialize in safety studies of various kinds and on graduation would be competent, so it is claimed, to step fully armed into tlK ranks of industry as professional safety engineers. On the other hand there has been a considerable body of practicing engineers and engineering teachers, especially those whose experience goes bade twenty-five or thirty years, wlio have claimed with conviction that accident prevention and industrial safety work concern themselves primarily with routine factory procedure under standable and applicable by any foreman, and that training of the order usually given a traffic policeman slrould suffice in safety education. In other words, this group while admitting the importance of industrial safety would argue that the formal training necessary for the work is non or sub-collegiate in character or perhaps that the field of work is too indefinite to be made into college courses, and therefore, not to be included in the formal work of an engineering college. Personally, I wish that the defenders of tliis point* of view might have been present at some of the sessions held here this week. The foregoing naturally brings up the following questions: (1) When does a subject or a profession become of a standard and of importance sufficient to force its way into a college curriculum ? (2) Have safely and accident prevention arrived at this standard? (3) If so, how are we of the engineering colleges going to treat them? A subject or a profession becomes of a standard and importance sufficient to force its way into a college curriculum when it has accumulated sufficient data, writings, standards and practice; which to absorb, interpret and apply, requires a mind trained to the college or equivalent level. For example electrical engineering was unheard ot before 1680, yet in tbe past fifty years it has through research, accumulated data, writings, standards and practice of such importance and variety that a single human mind can not m a life time span its whole Geld. Can we not say in a general way that our modem conception of industrial safety had its modest beginnings about thirty years ago, perhaps hi the minds of men in the mining, metallurgical and railroad industries? Slowly for the first few years it fdt its way. largely with humanitarian background. Then came Workmen's Com pensation, giving the work a definite economic background. Finally and with in creasing acceleration, the methods and practices of Safety have penetrated today not only into every corner of our industrial world, but into our individual daily life. Certainly as regards industry, I for One am ready to admit that safety engineer ing has arrived: that in its historical development; in its penetration of organization and management, in its influence on production, economics, and design; by its high standard of research and practice--safety engineering is on a plane where it demands from us a place in our college curricula. In so fax as those safety factors which affect our daily lives are concerned, I can only say that one of our professors in engineering recently has resigned to bmmw Chief Traffic Engineer of a great community and I know that the work is taking his best professional efforts. The faa remains, however, that in general the engineering colleges of this country have not as yet assigned to safety engineering a place in their curricula. Personally, 1 feel that this to some extent is due to the efforts which have been made by some who are deeply interested in safety, to have safety engineering as such placed in the Advanced Safety Engineering 67 college curriculum as a separate four year course, and to graduate a student with a degree in safety engineering, as wc now graduate men in mechanical and electrical engineering. I do not favor this specialization, but feel that tl>e ideal should be to make every engineering graduate a potential safety engineer by making safety an integral part of every engineering subject. For example, a student takes a course in machine design. He is taught to consider the strength, utility and economics of the machine in question. He should be taught also to include very definitely in this study the safety of the machine. In general, let us not try to direct any force of nature or any human force without integrating safety into our plan and answer. This means that we of the engineering colleges must first of all, train teachers and text book authors in this new line of thought. There is, however, room in the engineering curriculum for definite and exclusive safety engineering subjects which shall give not only an insight into the vast and rapidly increasing accumulation of literature on industrial and general safety, includ ing their standards, purposes and methods; but which will implant a safety point of view in the heart and mind of the student comparable to the points of view he now acquires in other definite fields of learning. We give formal courses in mathematics, physics, and chemistry not alone for their direct application, but with a belief that the view points and the principles acquired will assist the student in his future en gineering work. I believe, that if a student is grounded in the principles of safety, he will instinctively turn to them in the solution of his problems as he now turns to his slide rule. In what department should these specific safety studies be taught ? Since safety is in general a function of management, and since the so called management courses are generally * taught in the industrial engineering departments of our colleges, I would propose that those of our engineering colleges having departments of industrial engineering consider the plan of introducing through this department, definite and exclusive courses in safety engineering, open to students in all brandies of engineer ing. I see no other way to make our future engineers realize the importance of safety engineering in our present day world. Following out this plan, the Engineering School of the University of Pittsburgh has now in operation lor the first time, an evening course in safety engineering of two liours a week for the full college year, with an initial enrollment of over seventy men, most of whom'arc actively en gaged in safety engineering work in the Pittsburgh district. The next step will be 10 make this course available to our regular engineering students. Wc have tried, in outlining our definite safety engineering courses not to deal with safety as applied in any specific industry, as for.example in the mining and metallurgical or public utility fields, for we believe that in these industries themselves the special applications of safety principles best can be mastered. Ratlwr we have tried to uncover the bask principles of safety, common to and of interest in all industries. Thus our general outline for the year's work includes the following topics: (First Semester) Purposes, origin, growth, agencies, and organization for safety work; industrial hazards; management responsibility; safety education for the worker; individual accidents; reports, records, causes and costs; purposes of first aid; accident* not resulting In human injury; accident classification and employee safety records. (Second Semester) Checking results; safety and producliou (machinery and the human factor); design as effecting safety; safety codes and standards; safeguarding the working place; employee incentives; inspection; materials handling; Workmen's Compensation--(origin and rate making); related activities; methods and results In typical industries. Wc propose to pioneer and to promote safety engineering education by following (ho plans outlined in this paper. 68 Nineteenth Annual Safety Congress Discussion Cetaikuan Auel: Dean Holbrook always has somethiqg interesting .and in structive to say, and his paper this morning was no exception to the rule. We in the industries have made a right-about-face as to what constitutes the safety problem, and no longer tiunk of it as the simple one of guarding tools arid.equip ment, but now look upon it as a most complex subject, and it would be a wise man indeed who is willing to say just where safety should and. Those of us actually engaged in safety work in the industries fed that we have gone about as far as we can without additional help. We have no safety mantles that we can throw around careless workers or even intelligent workers when they enter plants, making them safe during the working hours, and are accordingly going outside of the industries into the schools, (lie homes, and into our colleges. If wc do not secure this much hoped-for outside assistance, we shall be simply tn the position of men in a leaky boat, bailing, bailing, to keep ourselves above water, but with no time to plug the leaks, and therefore we shall be making no real headway. F.. H. Denny (United States Bureau of Mines) : We in the Bureau of Mines have been in touch with die Colorado School of Mines. For several years we have been putting on a first aid course and a mine rescue course for .mining students, getting half of them during their junior year and the other half during their senior year. Two years ago wc started, more or less as a trial, five two-hour lecture courses on industrial safety*. Last year we expanded this course to five two-hour general lectures on safety and five other two-hour lectures on petroleum safety, which seemed to meet more the desires of the school and of the students themselves. The general idea was to have the graduating student liavc some idea of the value of safety when be went out into his profession, which might he in any* one of a dozen engineering tines. This year the school is advertising a course in safety engineering. When I left Denver I had not heard what the enrollment was. In addition the Bureau of Mines plan* to cooperate with the school again this coming spring on a short course which will give some of the basic principles of industrial safety to all of the Students. The courses which were given last year have been written up in an information circular of the Bureau of Mines which was approved for publication several months ago. Copies should be available nothin three or four weeks. Dtsi' 1.. Bovii (Associated Gas & Electric System, Johnstown. Pa.): I would like to a<k Dean Holbrook if he can help start a similar course io Johnstown. Pkak HiajusatK : Ya haw given me an idea. I don't want to answer it cpacfcty. I wwUi )fiT to think h tr\xT and cooperate if possible 1. tkwtio* tHttftwi Safety. Chicago. IB.) : Does your course include first aid mwinxtvm* )>r.v HtmiNoi Vo. I believe there are plenty erf agencies more competent than <utr t. give definite fire! aid instruction. Furthermore most of the men a- d m om ww h*vr taken the training of the Bureau of Mines. < i'. a?,c in At*i Our next Kpeakrr is Mr. Cyril Ainsworth of the American A^MAiatNin, hut perhaps betf known to all of us for his escdlft work in (1h Prtwwylvania Department trf labur and Industry*- He was connected with that <tr|Minnwrm un a cuuwVtiIA- period, first m the Bureau of Inspection, and later as ('l.H- f the bunas Standard*. He lias within the year become connected with v.- \riwrn an Standard* AM^xnatkCi wImtc lie is now assisting in the drvelnfaucn! . .i .tutKkrrf fcjrfriy codr*. skxady exceeding sixty in manlier and which we hope in >Un c<n>rK will 1 rcuuie universally recognized throughout our country. Advanced .Safety Engineering Oy Safety Standards in Industry By CYRIL AINSWORTH Safety Engineer, American Standards Association, New York City During the past' few years such great stress has been placed on the educational phase of accident prevention work that the prevention of accidents through engi neering revision, the installation of safeguards and other methods of removing phy sical hazards does not seem to have been given the consideration it deserves bysafety conferences, industrial groups, individual industrial establishments and by in dividual safety engineers. However, it does not seem necessary to convince you of the great importance of basic safety standards. They are the consensus of what is absolutely necessary for the protection of human life; they arc the sum total of hundreds of thousands of accidents and, in the words of Lewis DeBlois, in his paper on The Necessity for Safely Standardization, "They arc the only 'worthwhile by-products of accidental injury. If we did not collect such knowledge artd apply it intelligently to the pre vention of accidents we would be as irresponsible as children and little better titan savages. Such information is virtually priceless for it has been bought and paid for with blood and suffering and human life itself" Assuming that this picture of the value of safety standards is agreed to, let us examine in what way this exceedingly valuable knowledge is being collected and developed into safety standards for the use of industry. There are three groups which are principally active in this field. First, Govern mental agencies such as Industrial Commissions and Departments of Labor and Industry; second, the National Council on Compensation Insurance, a semi-governmcntally controlled body representing the stock, mutual and state fund casualty in surance interests, whose safety standards form the "Industrial Compensation Rating Schedule;" and third, the American Standards Association, the safety standards of which arc known as the National Safety Codes. Some may fee] that the National Safety Council should be considered part of this group developing safety standards but it has not been included in this group from the point of view that the Na tional Safety Council produces Safe Practices Pamphlets which arc not, strictly speaking, standards or codes. The Governmental agencies were one of the first groups to enter tl*e accident prevention held and to develop safety standards. In fact, before the accident pre vention movement had really gotten under way, there had been created in several states. Departments of Factory Inspection charged with the duty of inspecting fac tories for the removal of accident hazards and the enforcement of a few laws which had been passed to improve general factor)' working conditions. The laws, being very general in their nature, gave the inspector only a small amount of definite information as to the methods he was supposed to use in requiring the elimination of accident hazards. He was further handicapped by the fact that he had very little accident prevention knowledge but that is not surprising because the movement had hardly started and not many people had such knowledge. Only a few. if any, of tlie workmen's compensation laws had been passed and therefore accident reports were not being given close study in order* (o determine ways and means of removing the causes of accidents. The inspector had to use simply his >wn common sense. This, however, permitted him to present, in his annual report to the Governor of his state, the knowledge which he had obtained In his- work onrefnmg methods of preventing industrial accidents and these comments can rightfully be recognized as some of the first safety standards that were ever written. Krow this very small beginning wc find the accident prevention work of govern>i ntil agencies growing steadily and effectively. Departments of.Labor and Industry 70 Nineteenth Annual Safety Congress and Industrial Conimissions were created'with full rule-making power and complete enforcement authority. Workmen's Compensation and accident reporting laws, were passed making it possible to develop a detailed analysis of the accidents occur ring in the several states, thereby giving them information on which to base the regulations which have developed and are called "Safety Standards." You are probably tltoroughly familiar with the conditions which brought about tlie development of the Industrial Compensation Rating Schedule by the National Council of Compensation Insurance. It did not take 'many years for the individual insurance companies to realize that more effective work could be done if they were applying a single group of specifications than would be the case if each one developed its own safety standards. This is a matter of common knowledge among those interested in the accident prevention movement and I need not dwell upon it any further. The American Standards Association came into the field in 1919. At the sug gestion of the National Safely Council, the Bureau of Standards of the United States Department of Commerce sponsored two conferences at Washington to con sider the advisability of standardizing the efforts of the several agencies that were developing safety standards. Complete agreement on this was expressed at the con ferences and it was finally deckled that national safety codes could best be prepared under such a procedure as had been set up by the American Engineering Standards Committee, as the American Standards Association was at that time known. A safety group was added to the membership and a National Safety Code Committee, called the Safety Code Correlating Committee, was formed to act as an advisory committee in relation to the development of national safety codes. This committee has held one of its regular meetings in connection with this Congress of the National Safety Council. Approximately 27 national safety codes have h-en developed and approved under this procedure and many more arc under process of development. It might he well to examine just what the situation is as a result of the activities of these three groups. While for some time the National Council for Compensation Insurance and the American Standards Association continued to develop their own safety standards without thought of bringing them into harmony, the service, on the American Standards Association code committees by insurance representatives, and the experience of insurance companies in applying their standards in communities over which governmental agencies had jurisdiction, soon brought about the desire that the codes of the American Standards Association and the Insurance Compen sation Rating Schedule be brought into complete harmony. It is now the policy in connection with changes in the national schedule that the two groups of regula tions shall be made to coincide. This work lias been nearly completed and it can be said without any very great stretch of the truth that there is now but one national group of safety codes. This, then, leaves us with the governmental situation to consider. It is to be re gretted that a better report of this field cannot be made. In order to show you clearly what has happened In -connection with the development of one phase of the most basic of safety standards, tliat governing mechanical power transmission ap paratus, may I again quote from the paper of Mr. DeBlois referred to at the be ginning of this discussion, because Mr. DeBlois' study represents the first real effort made to obtain a true picture of the safety standards situation in the United States. Mr. Dclilois' study particularly covers the requirements for the guarding of gears. This was selected because gears represent one of the simplest hazards and there fore would seemingly require the same method of guarding in all sections of the United States. Taking up first the matter of coverage of the gears, Mr. DeBlois reports that two states make no attempt to define it. One state demands protection for all gears wherever located; four states agree on all gears exposed to contact, and another Advanced Safety Engineering 71 stale makes it "all power gears exposed to contact." Four states, however, agree on the American Standards Association and the Industrial Compensation Rating Schedule definition, "All gears wherever located except adjusting gears which du not normally revolve." When we consider the general provisions for protection we encounter an amazing tangle. There are three well known methods of guarding the teeth and mesh point; (1) by enclosing the gears in a close-fitted enclosure of solid metal or mesh; (2) by surrounding the teeth with a ribbon of metal which lias flanges projecting inward beyond the roots of the teeth or (3) by erecting a fence of mesh or a railing at some distance from the gears. Four of the thirteen states require either casings or ribbons, Iwo more are willing to have casings or ribbons or will permit fences under special conditions which do not coincide at all. This, however, is all the uniformity that one finds. Mr. DeBlois continues to point out the various methods of guarding gears and removing spoke hazards tliat are contained in the various state regulations. Neither Mr. DeBlois in his original paper or myself in this paper, desires to present a picture of ridicule of the work of the governmental agencies. Having been an officer in one of the important state Departments of Labor, I realize fully the value of the accident prevention work which such agencies have done and believe that they form une ol the most important groups upon whose shoulders rests the burden of producing a reduction in the accident toll of the future. In fact, I am willing to take the floor at any time to debate this subject with anybody wlto feels that such agencies have little or no place in the accident prevention group. I have presented this picture as a partial answer to the question that has been raised many tiroes as to what is wrong with the accident prevention movement in that it does not make greater progress than it has during the past ten or fifteen years. Surely there cannot be so many correct ways of guarding gears operating under similar conditions. Some of these specifications cannot be right and the acci dent prevention movement is being seriously hampered by the fact that there are cm the statute books, in government regulations and other types of safely standards, specifications for the removal of accident hazards which are not basically correct or which can be so misinterpreted as to permit methods to be used which are not basically correct. Promote Uniformity and Accuracy in Methods With this thought in mind we must look for a remedy to the situation. The one remedy which presents itself at this time is that of obtaining, through the use of national safety codes which are developed by all parties now interested in the de velopment of safety standards, a greater degree of uniformity and accuracy in methods of removing physical accident hazards. A great deal of encouragement has been given through the recent action taken by the various governmental agencies at their annual convention in Louisville, Ken tucky, last May. At that lime a special committee which had been appointed to study thin particular situation recommended to the association that the several states, in developing their own safety standards, should use (he National Safely Codes as the basis of their work. A resolution approving and endorsing this recommendation was unanimously passed. Further encouragement is given by the attitude shown by several regulatory bodies in their individual consideration of the development of safety codes. 1 his can best be shown by quoting from the foreword of the newly adopted safety code of the slate of Nebraska. In speaking of tite adoption of the regulations, this foreword states in part as follows: "They are based on recognized safe practices and on the provisions of the National Safety Codes approved by the American Standards Asso- 72 Nineteenth Annual Safety Congress cialion, which safety codes arc lwrchy adopted by the Nebraska Department of Labor, and shall apply in all eases not specifically covered by the Nebraska regula tions." It is true that Nebraska is not an important state industrially, being primarily agricultural, but it bears just as important a relation lo the accident record of the country as a whole as docs a small plant in a particular state to tlse record of the state as a whole. Any constructive policy similar to that taken by Nebraska is bound to have a wholesome effect on the accident record of the country. This would seem to point the way toward a painting of the picture which I have presented in brighter colors in the very near future but the whole burden for straight ening out this difficult situation does not by any means lie entirely in the hands of governmental agencies. Industry in general, and the individual safety engineer have a very definite part in this extremely important phase of the accident prevention program. There have been brought to my attention cases where the efforts of governmental agencies to use national safety codes in their own safety standard work have been vigorously opposed by some of the basic industries coming under their jurisdiction. This opposition has been based on the grounds that it is not necessary to go out side the borders of the state to obtain the necessary, information on which to develop safety standards and that the standards should be developed to meet the particular needs of that certain community. These industries have lost'sight .of the fact, that their governmental agencies arc taking an advanced step in accident prevention work and are using the utmost effort to obtain the best information available on the particular subject under discussion. in other cases we find national trade associations that liave opposed the develop ment of national safety codes on the basis that they will be adopted as hard and fast laws. As a matter of fact they have been used by governmental agencies, not in hard and fast laws of the legislature as claimed, but iu flexible, enforceable and practical regulations of governmental regulatory bodies that are in a position to apply the regulations with the utmost discretion and to make such changes as might be found necessary in order to remove liardships brought about through the impro|ter interpretation or improper application of the regulations. In one particular case such opposition lias resulted in a delay of several years in the preparation of a group of specifications for an industry which has one of the worst accident records of an}* industrial group. ft is appreciated that the individual industrial establishment must follow the legal requirements of the state n which it is located and that it therefore cannot use the national safety codes where conflict exists between these codes and the gorcroncnal agency which has jurisdiction. However, it is of vital importance that och industry and each individual safely engineer become thoroughly acquainted with the pro visions of the national codes which liave already been developed and takes an active interest in the development of those that are now being prepared. Cooperation is of Vast Importance It is of vital interest to die accident prevention movement that every industrial establishment cooperate fully with the governmental agency having jurisdiction over it. They should encourage its efforts to secure the adoption of safety standards which will permit Manufacturers to furnish machines equipped with guards which arc a part of tins inherent design of the machine. They should encourage their governmental agency in. its efforts to remove the friction which now exists through the enforcement, by different groups of safety inspectors, insurance and govern mental, of safety standards which are directly opposed to one another and which tliercby forms in the mind of the plant owner a very unfavorable attitude toward the various groups of inspectors and the accident prevention movement in general. To my mind one of Ue biggest problems in connection with the reduction of the Advanced Safety Engineering 73 number of accidents which are annually occurring under any jurisdiction, lies in the accident prevention work which can he done in the small plant. The insufficient appropriations which are given to governmental agencies do not make it possible for them to employ a sufficient number of 5afcty engineers to permit frequent visits to be made to this class of establishment. Therefore, any movement which would make it possible for the small plant to receive from tlic manufacturer mechanical equipment completely guarded according to the best recognized practices would u ml 10 have a very great influence on the accident situation. Word has come from the machine tool industry tliat it is ready and willing to do all that it can toward the equipping of machines with adequate guards at the point of manufacture as soon as there is brought about some degree of harmony in existing regulations. Such an assertion demands that the greatest possible effort be made to bring about such an harmonious condition at the earliest possible inumenl- To what extent are safety codes, either local or national, used by individual safety engineers in their daily work? I believe that I am safe in saying tlut there is not a general usage of such material by this group. There has been a tendency through a study of the accidents occurring in the individual plants for the safety engineer to develop his own group of safety standards generally termed '`company safety rules." In fact, I know of several cases where company rules have been developed which are opposed to the provisions of both state and national regulations. How much better would it be for the safety engineer to first obtain a complete set of the safety standards of the state in which he is located; second, to obtain copies of (he national safety codes that have been developed and third lo build upon this collec tion of standards the company rules that arc to be carried out by every responsible officer in his plant. Such a constructive policy would enable the engineer to folluvv thc experience of industry in general, so far as it has been crystallized, in properly pianning the installation of safeguards and machines and in training the employees in the safe operation of the machines. Such a policy would permit the safety engineer to present to both the state and national committees preparing safety standards, con structive suggestions based on the application of the standards to conditions in his own establishment. Such assistance in the development of practical and enforceable stan dards will be greatly welcomed by both groups of committees. Considerably more should probably be said in connection with the relationship of the individual industrial establishment and safety engineer to the governmental agency and the National Safety Code movement but it would not be fair to detract from the discussion which it is hoped will be developed by the presentation of these trw basic points. CuAiftMAN Auel: Mr. Ainsworth has indeed given us a most excellent paper. He has shown the situation with respect to the present development of our various codes and the difficulties of standardization in connection with them. There are, so far, but two or three states that have adopted certain of our codes in toto. I regret to say that a few of the states have not yet even heard of them. Some of the state codes were developed as far back as 1918and have never been revised since. It is not intended that these codes shall be like the laws of the Medes and Persians, which altered not, but to be of real use they must be revised from time to time. The principal thing for the American Standards Association, as I see it. and I think as they see it also, is to advertise, to place their efforts before governmental officials, manufacturers of equipment, and users. I greatly regret that the next gentleman who was to speak to us this morning, Mr. Frank J. Chesterman, vice-president and general manager of tl>e Bell Telephone Company of .Pennsylvania, was compelled to go to the hospital last night for a minor operation. We have, however, been fortunate in securing Mr. Dickson in his place. Mr. William M. Dickson is General Plant Employment Manager, and he will read Mr. Chesterman's paper. 74 Nineteenth Annual Safety Congress Training Plant Executives ay v. j. chksterman Vice-President end General Manager, The Bell Telephone Company of Pesuufbnnia, Pittsburgh, Pa. While Utc stated subject for this paper is "Training Plant Executives", I am taking the liberty to interpret this broadly as meaning die development of talent in an or ganization up to and including the first line of sopervisioa. It is in that period from apprenticeship to foremanship that real "safety nuadedness" is developed, assuming always that accident prevention is an established management policy. 1 will try to outline just how this is handled in the Western Area of The Bell Telephone Company of Pennsylvania. Dean R. L. Sackett of Penn State College, in a talk before the Pittsburgh Personnel Association some time ago, traced the development of tools and machinery from early Grecian times to the present day period, emphasizing the long gradual process necessary to bring about the high mechanical standard maintained throughout industry in our country today. He brought out the fact that the trained mind, trained in engineering and in solving engineering problems, trained in mechanics and the mechanical problems involved in industry, was responsible for the high degree of our machine development. The efforts of these technically and mechanically trained men, especially daring the last twenty-five years or more, have been bent toward the devcfopoait of more efficient machines, tools, materials and methods. Having solved many of the problems in this development of highly specialized equipment'--until today, our manufactories are turning out a vast production at a lower cost than ever before--it became necessary more and more to train the em ployees to efficiently and safely handle the new and more intricate apparatus and slowly, to be sure, management began to grow more conscious of the human en gineering problem. They realized that more thought and effort on this dement would still further lower costs and accident hazards and yet increase production and improve quality. And to this end, industry has been working and is continuing to do more and more as time goes on. Assistant Vice-President Wattcrsoa, of the A. T. & T. Company, recently stated that the most important item in die conduct of the Bel] System and business in general today is that of training. Each of the associated companies in the Bell System has for years maintained a definite and organized training policy. Starting at the time when an employee first enters the service there is a measured and definite path which is followed throughout his career. Apprenticeship Training The new man is introduced * to the company and Its policies in a centralised plant school where he learns in a. general way something of the company organization, its rules and regulations, its policies and service aims. Safety and first aid and their importance are impressed upon him and he learns the rudiments at fins time. He learns about his hours of work, vacation periods, benefit and other plana which are maintained for his welfare. In short, in a few days time, he is given a pleasant introduction to his company. The centralized school is administered by the staff organization but the re sponsibility for the training given in the school and for furuishh^ the instructors who do the teaching rests directly on the field organization, who already have been trained in safe practices. It is they who decide what is to he taught, when, and in what manner. It is they who provide the students. The field supervisors and their superiors are made to realize that the training activity U entirely their own respoosi- Advaneed Safety Engineering 75 baity. The instructors chosen by the field forces to carry on the teaching activities in the centralized school are selected with great care and discrimination from those employees who are of the supervisory type. `The experience the instructors gain while teaching serves very well In developing still further their supervisory qualities T>d in grounding them not only in alt the details of their job but also in correct training principles. The fact that the instructor will eventually be promoted to a supervisory job or a foremanship providing he continues to demonstrate Ms ability and progress, increases the effectiveness of his work and increases his capacity as a trainer. From time to thne, as the new employee progresses in mastering the details of his job, his foreman returns him to school for further instruction on particular assign ments, as the need for such teaching arises In the mind of the foreman. This coupled with the training given by the foreman on the job is continued until the employee has been thoroughly trained in his particular vocation. All vocations of the plant department are represented in the school and there are many special courses taught there as well. For special courses, group training, and for training men ahead of job require ments, me centralized school is ideal and almost a necessity. The actual vocational training is done on the job by the immediate supervisor or foreman. Foreman Training After an employee has progressed to the point where he knows his job thoroughly and has shown the supervisory capacity sufficient to merit promotion, he is placed in the supervisory class, as opportunity presents, where a new concentrated type of training begins. Foremanship and foreman training, until comparatively recent times, have not been given the weight due them nor have they assumed the importance in the conduct and management of business that they deserve. Upon accepting the duties of foremanship an employee has three main responsibilities, viz.--supervisory, managerial and instructional. The first two have been given considerable attention by management and a pretty fine job has been done, but the last--that of aiding the foreman to accept the responsibility of properly instructing his men--has, until the past few years, been comparatively neglected. One of otar prominent department store presidents in the city at Pittsburgh that his biggest job is to train those who report to him. He. does not bother with the cost price of his merchandise neither does he concern himself with what his goods sell for--training his employees in the proper manner is his major responsibility and he is confident that satisfactory results wifi surely follow. After tlie proper training of his immediate subordinates, those reporting to these subordinates are properly trained and so on down until the errand boys and wrappers get their share of knowledge to handle their jobs efficiently. There is no doubt that the responsibility for the effective conduct of business, which includes, for the manager as well as the foreman, the instructional responsi bility, lies directly with the operating head; and if management is completely sold as to the immense importance of the instructional responsibility as it is sold to the other two responsibilities then the way is cleared to still further increase in pro duction, lowering of costs, improving of quality and with a minimum of accidents, As soon as it is convenient our newly appointed foreman Is placed in a group of other foremen in a well ventilated and lighted conference room, comfortably fur nished and for the duration of a week becomes a part of a directed-discussion conference under tiw guidance of a trained conference leader. The general qualifications of a foreman are covered in detail and discussed, each man giving his opinions and convictions until the whole group have agreed upon a definite answer to each question raised during the discussion. Our experience has 76 Nineteenth Annual Safety Congress been that more discussion has arisen over the saie way to do the job than any other particular thing covered in this preliminary conference. This is encouraging as it indicates that safety is finding its proper place. fn the same conference the whole employment routine is gone over, giving each one a personal insight on the manner in which applicants are handled from the time they enter the employment office until they hare completed their tests and medical examination and are accepted finally by the supervisor. The training responsibility is here emphasized and he learns the agencies, aids, practices, etc. that will assist him in his teaching and training. Promotion and transfers with all their ramifications occupy his mmd for part of the week, as well as the definitely set-up working conditions of the organisation. The different plans, such as employee representation, benefit, insurance and savings plans are a)] discussed at length. Safety and its first cousin, first aid, are particularly stressed throughout the con ference as they apply to the daily job, particularly emphasizing the fact that "job" and "safety" are not separable, but form an Integral part of their work. The first consideration to be given to any job is safety and in planning their jobs they are told they must follow this order. Safe practices incidentally head the list of each of our many job analyses sheets. Sickness prevention follows and here let me say that sickness in industry, fay proven figures, takes a surprisingly large toll in dollars and cents, as well as discomfort and distress. 1 believe that more action should be taken through educational channels in attempting to cut down this enormous waste and suffering. Inasmuch as sickness is so closely allied with many accidents in in dustry, this group could well afford to give more thought to this phase of industrial waste in the future than it has in the past In the concluding hours of this conference the foreman discusses personnel and public relations. Every foreman must be well versed and trained on how to handle the problems arising among his men and should accept the fact that be and his men are the Telephone Company to the public Through discussion the foreman is taught the `'human engineering'' phases of his job and acquires a rounded knowledge of how to deal with the personnel phases of his work. A few months after the foreman has returned to the job and has had the oppor tunity to put into practice those things which he learned, and perhaps, has had occasion to think out new angles and new points for discussion, he is invited to an other conference. Here the former conference is reviewed in order to freshen Ins mind and to iron out any points which, in his period of practice, might still be bothering him. The subject of Supervision and Management of Processes and Operations is thoroughly covered at this time. The foreman here learns how to best analyze his job and plan his work and a typical work job is analyzed on the blackboard, each man in the group furnishing as much of the analysis as he is able to do. Again, one of the outstanding items in analyzing the job is die discussion on how the job fan be done most safelyThe next section of this conference deals with the proper supervision of men and the human element problem where the foreman's responsibility is brought out in connection with recording and reporting; cooperation with other departments, keep ing up the worfciig force, etc The cost element and managerial element is discussed and here again safety bears a most important part. It is an easy matte to prove to him that the safest foreman is also the most successful--our records substantiate thb and prove that organized accident prevention pays real dividends to both the company and the supervisor. A third conference covering and illustrating the possibilities of uses for various tools and power appliances in one of the vocations is put before the foreman. Herein besides the use of the directed discussion method in the group, the illustration method is also employed. A motion picture of several particular jobs in which mechanical Advanced Safety Engineering 77 devices are cmpliasizcd is sltown and from this a large number of individual slides arc made and shown in the conference room individually. Safety particularly is emphasized by the illustrations. This means careful preparation of such illustrations because a group of supervisors can usually find numerous unsafe conditions in any group of pictures. Leading gradually toward the ultimate in foreman instruction and training, the foreman attends a fourth conference. Costs and quality results open up another avenue upon which he probably has never travelled to any great extent The plan of employee representation wherein representatives of the workmen meet in regular intervals with management is discussed very much in detail at this conference while more than half of the conference time is on the subject, "The Foreman's Instructional Responsibility". In all its detail the foreman teams that his most important responsibility is that of training his men so that they may develop in a minimum of time. Up to this time tbe foreman has been given all the aid and assistance that these conferences are capable of giving in appreciating his foremanship responsibilities in all phases and he now realizes that he is about the most important cog in die machinery of the business. The supreme importance of the three-legged responsibility stool has been impressed upon him but we have failed as yet to' instruct him on just how to go about teaching and the best methods to use in teaching. In order to be taught there must be a teacher and a learner. An apprentice must first be taught how to do the simple, rudimentary part of his job and then put at that work until he gains sufficient knowledge and skill to progress to the more difficult phases when he must be taught again, and again proceeds to get knowledge and skill on those items, and so on until he becomes a skilled workman In his craft. It follows, there fore, that the foreman or supervisor whose instructional responsibility has been so clearly pointed out, should by all means first be Instructed and trained as a teacher and in the proper teaching methods If he is to efficiently bring the apprentice through the various qualifications to the skilled worker class. To litis end. therefore, the foreman is recalled with a group of nine or ten others nnd during a three weeks' course of intensive work is instructed in the best methods of teaching others. A course modelled to plant needs hat been developed around the experience of men prominent in industrial education, one of whom 1$ Charles R. Allen whose text books, "The Instructor, the Man and The Job", and "The Foreman and His Job" are so well known to those interested in industrial training. The development of the idea of training foremen and supervisors on the best teachma practices and teaching technique is, a has been mentioned before, a com paratively recent one. Yet how else may we expect supervisors to train people if we do not teach them Ik>w to do it I can picture to myseif the expression on the face of a certain John Henry, foreman of my acquaintance twenty-five years ago, if he were told to attend a conference of three or four weeks' duration in order to learn how to be a good teacher. I should hate to have been the man to tell him. But in reality that is what is happening throughout industry. Foremen are now practically taking intensive normal school courses, and not only that but they are doing many things today that were never listed among their, duties twenty-five years ago. This course on "Teaching a Supervisor How to Teach" is conducted on somewhat the same basis as those before mentioned. Considering the importance of an organized training program involving considerable expenditures and having such far reaching effects, the selection and the training of the man who is to lead the con ference is of paramount importance. Some of the qualifications such a leader should possess are :*-- 1. Interest in developing people. 2. Easy to get along with. 78 Nineteenth Annual Safety Congress 3. Adaptable and resourceful in setting up conditions. 4. Appreciate the learner's problems. 5- Realize the effect of bis example. 6- Ability to explain clearly and briefly. 7. Self confident & Realise the relative importance of the learner versus the teaching machinery or routines. <?. Ability to analyze. 10. Not too old or too young. 1T1h.ereKnUowgivtheen tienatchhiisngcopnrofecreesnsc.e, first an appreciation of the need of an organized vocational training program in the plant deportment, and second, an accepted means of teaching vocational subjects. This means of teaching is then developed throughout the course until each supervisor has mastered it and is fully capable of using this leaWchhiengn mtheethofodreinmathne hfiaesld.completed bis three or (our weeks of the Vocational Teachers' Training Course, has bad practice in actually planning lessons and teaching lessons under a competent instructor, he returns to the job determined to do a more effective teaching job. He has learned that he doesn't know as much as be thought he did about the details of his own job, and experience shows that he tackles bis work with a new spirit and zest, that his outlook has been broadened and Chat aco dents decrease, production increases, quality is improved and costs are lowered. A training program organized upon a systematic basis for foremen and super visors is the panacea for many of the ills of industry today. This training if success fully administered reduces the (raining period for the average individual, improves the selection of employees by ah improved measure of the job requiremdiU, insures a high degree of maintenance and operation for the protection erf property and is essential in the prevention of accidents. Job Rotation Another excellent method of training supervisors is throtgh Job Rotation. When judiciously used and systematically followed, job rotation or, "Horizaual Transfer" provides one of the best means of developing executives. Such a procedure, when thoroughly worked out and definitely programmed does much in broadening the prospective executive in the various phases of the business and my experience tends to make me believe dial this phase of training is not only excellent /ram the results standpoint, but is rather inexpensive. As a matter of fact, providing the selection of individuals is what it should be, job rotation does not materially affect production. Much more thought should be given to this means of developing executive talent than has keen given in the past Interdepartmental Training Still another way of broadening out prospective executives is to provide a means for them to obtain vital information on the functions and operations of other groups than their own. T|u$ may be accomplished by a series of lectures and demon strations given in a more or less intensive course to minor executives of the various groups or departments of the firm. Liberal time should be allowed for questions and discussions and I find that a well prepared "Quiz" on the course brings out intoesting facta. Of course, only selected employees should be given such a course, and needless to ay diplomacy should be used in explaining wbar the course is aD about, who are to get ft, and why. In addition to developing employees, such a course also tends to create * better understanding of the other fellow's job, resulting in more sympathetic and whole hearted cooperation between groups or departments. Furthermore, ft tends to further Advanced Safety Engineering 79 merge the interests of all in the one common aim of the badness and by their more irpfimai* knowledge of each other, to better personnel relations. General Training Still another means of developing executive talent is by means of a well developed "General" or "Cultural" training course. This can be arranged to cover not only foodamental subjects pertaining to the business but also certain general subjects as--business law, public speaking, finance, etc., which tend to broaden the vision of the young executive and start him thinking along lines, about which probably he kraws little, yet in the ultimate may be of invaluable assistance 10 him as he pro* grease*. In the time allotted to me, I have endeavored to give you a picture of our methods of developing executive talent from the time of employment. 1 have not gone Into, many of the interesting details of this training, but rather attempted to give you in a broad sense our practices. You will have probably noticed that I have mentioned "Safety" or "Accident Prevention" hut little in the past half boor. And there Is a reason. In the Bell Telephone Company of Pennsylvania "Safety** is synonymous with "job". We have so integrated the two during the past tos or fifteen yean that there is no distinction between them. "Doing a job" to our folks mnms "Doing a given work unit safely and at a cost consistent with the best Quality is a minimum of time." We do not teach "Safety", We teach "job" and as the teaching progresses from point to point, safe practices are Inserted In the teaching as they arrive in the job sequence and are not isolated and taught as something apart from the job operating. And after all, is not that our ultimate goal. Tliat "Safety" and "job" be *> merged that they are not thought of as separate units, but rather that workmen aod super visors are instructed so that safe workmanship becomes as much a part of their actions as the motions through which they go in performing their physical duties. Is conclusion, may I take this opportunity to express my appreciation of the privilege to participate in the proceedings of this great Congress. I trust that the m&piraixm derived by the members of the Congress be carried bade, to the far corners of die country to the end that these great United States of ours be made a happier and safer place in which to live. Cbaulman Auel: Our next and last speaker is one of our prominent industrial engineers, and may I add that he is a physician of a kind as well, for he has cured many a sick plant of serious illness. He believes in safety hot as a hobby, but as a distinct function of management, the same as production, store keeping, and the like. He further believes that reducing accidents is a positive way of reducing cats. I make the statement without fear of serious contradiction that the accident record of any plant is a barometer of its efficiency. A plant with a bad accident record is generally found to be an inefficient one. Making the Safety Engineer Indispensable in Industrial Management Bjr D. D. .FENNELL Industrial Engineer, Chicago, I1L If the safety engineer is to be indispensable in industrial management, it must be demonstrable that safety itself is indispensable in industrial management. You gentlemen are subjective in your attitude toward safety, because of the en thusiasm of this great Congress, for within this body and in these meetings we come to feel that industry has very generally accepted the idea of safety and that the great industrial organisation of America is quite definitely safety-minded. 80 Nineteenth Annual Safely Congress Vet a short time ago 7 weoi to a quite iarje industrial city in the Middle West where the local Safety Council has been in a state of dissolution and ts now bauig reorganized, and talked to forty industrialists in that meeting- 1 would say that two of the forty wore safety-minded. In the discussion which followed the little talk I gave to those men. there was an almost universal feeling that organized safety didn't amount to very much and they didn't care to spend even twenty-five cents per year per man to have that city develop a safety consciousness--possess the safely idea. This was despite the fact that 1 showed to them that in one great city of the United Slates where 6,600 men are today members o( the safety school they last year won the fire prevention con test and also were awarded the first prize for cities of 500,000 or more for doing more in the promotion of sanitation and health than did any other city in the United States- The background of this movement and the thing that brought about this wonderful experience in that city was organized industrial safety. Industrial progress undoubtedly has been made possible by the art of management. As needs have developed in industry, it lias seemed that there has always been an answer to the need, a solvent for die problem. We must give to the art of manage ment undoubted credit for putting into industry such instruments as the budget, the production planning method, cost accounting, the waste elimination program, and the rest of those instruments which arc so essential in our manufacturing enterprise today. It was. possibly, twenty-five years ago that men commenced to awaken to the fact that American industry has been very wasteful in the handling of materials and men. in this great Pennsylvania district, you know, with your open coking furnaces, you sent more dollars into the air than you ever took out of the.furnaces; the most valuable elements in coal were just allowed to go to waste. Iti making paper and in woodworking we did the same thing. We wasted wood as though the supply were inexiiauslible. Wc were just, if you please, spendthrifts in the use of natural resources. In the use of men, not figuring at all upon the low measure of efficiency of the average workman and the tittle bit we get out of his effort in the best or ganized plants, we wasted his work by not permitting Him to produce for us or for himself anything like his full capacity. Safety came into being in the production program or in the general industrial program not because ol humanitarian impulse or because of the awakening of a spiritual concepiiim of duty to work men on the part of management- It came into being because of a purely economic demand--because there was something so lack ing in the production process and in the operation of industry in this country that we commenced to grope about for a much needed something that would fill an essen tial place in the industrial plant. So it has become a very important mechanism of management, and in undertaking to revamp an industrial organization I find it is quite necessary that safety go into the plan as the lubricating, stimulating, environment-creating thing that makes pos sible real achievement In a production program. To me it is the salt of industrial activity, and if the salt have lost its savor, where with shall it be salted? ft is that otitething which sweetens up and gives tone and type to the operation of a business. In tlie met) it develops alertness; from sitting back at the job they get on top of the job. because there is an exciting, a purposeful thought that comes into the mind of a man who has ltad some education in the value of his own life and of his own time, and it leads to carefulness in his operations; it makes him alert and therefore more effective on his job. There i> a discipline incentive in it, with a real reason why the discipline should lie there, why it should be exercised, and why penalties should be imposed for the violations of rules. Advanced Safely Engineering SI Best of all, as the creator of environment, it eliminates fear. In all of the affairs of men there is perhaps nothing so destructive to efficiency, nothing that brings greater unhappiness, than the element of fear: fear of tltc loss of a job, fear of ill ness, fear of debt, fear of the boss, fear of the law--any of these things. It i un certainty ; the fear of the happening of the unexpected that something creeps into the hearts and minds of workmen and makes inefficient their operations. This fear is wiped out where a plant is organized for safety and there is set up in its place an organization that has become safety-minded, and there develops a positive attitude toward the work to be done, a freedom of movement, a direct motivation, a contribution of intelligent action to the job, and the thing to be accomplished is achieved. I noticed this, particularly in ont .rase last year in which a Quite large plant had fallen into the doldrums. It was financially competent, making some profit, manu facturing a splendid product with a large sale over the country, and yet showing a decline in profits from 10.58 per cent on the sale to about 4.13 per cent in four years, and of course the hand-writing was on the wall. In putting a budget into the organization, planning the operations first in a rather flexible way for five years, and then retting up objective* for one year, we built into that plant a safety program that went right along with our production plan. As a result of our Safety Education program, men became more careful on the job, more cautious, more thoughtful, produced quality of product and a high precision in everything which we manufactured, which stood out in relief against the experi ence of that company over a period of twenty-five years. One thing safety also does is to stimulate a companionable relationship between the men, and, best of all, spirit of loyalty to the management, I don't know whether there are any members of the Western Electric organization here or not from Hawthorne Plant in Chicago, but I sat down one night with Mr. Charles Rice after talking to the 140 superintendents of that plant on the subject of safety, and we canvassed hi* experience for about fifteen years in that plant, and you know it was a mighty interesting experience. Mr. Rice said: "I get a joy out of this safety work that I never got out of my whole industrial experience until this safety movement came along." Therefore, safety work is a stimulator of loyalty such as no otlier industrial rela tions movement or instrument that we have used in the past twenty year* has ever been. It seem* to touch every department o! a man's life; it takes in his home, it takes in the attendance of his children at school, it has to do with citizenship. It isn't economic atone, but it seems to include the spiritual and esthotie side of a man's life, until it is something that inspires him and moves him on to greater achievement continuously. A favorable environmental influence in manufacturing is tremendously important. U is as much a lubricant ol human action as oil is the lubricant of a machine. With out it there can he very little efficiency, there can Ik little smoothness. A really .successful manufacturing enterprise cannot proceed in a jerky manner; it must move freely, without restraint, without stoppages; production must flow all the while, uninterruptedly in a plant laid out tn permit of untrammelled movement. Nothing so lends to smoothness of movement tn human activity in a manufacturing enter prise like a good environment, and nothing is so productive of it as orgaixed safety in my experience. Tn the theory of manufacturing, labor, productive labor, alone produces profits. You and I in our activities in industry are just what we call "burden". Years ago when that term "burden" originated, it meant that the fellow who planned and supervised the activities of workmen was merely a burden on the men's productivity. Now of course the nomenclature has become a little more dignified and 82 Nineteenth Annual Safety Congress we fellows who have control of things in industry are called indirect labor and super visory labor and executive management; but still we are burden. The machines in the factory arc burden; they are expense. The bricks in the building are expense. The only thing that can produce a product and a profit is the men who are operating in the plant, and everything else Is auxiliary. Any sort of condition in the plant that can be set up whereby profit can be pro duced by these men is essential, of course, to getting from them the most that they can possibly contribute to the job; hence the prerogative of safety. There is a bigger meaning in safety than the pure technology or mechanism with which we have to do. I quite insist in my talks to the men in the shop and the foremen in our safety meetings that if a man produces a poor product he is not a safe operator, because, if you please, be is encroaching on the possible profits and therefor upon the longevity, or continuity of the life of that organisation. If the manufactured product goes out into the field badly made, then the salesmen can't sell it and the competitor has a better chance to place his product with the public. Therefore, the very continuity of the life of a business rests in a large measure upon how safety-minded your men In your plant may be. You know, h is a serious indictment of American industrial management that the average length of life of American manufacturing institutions is nine years, while in England it is thirty-five years. So it is quite up to you and me, to the extent of our ability and influence, to see that these figures gradually change as years go by. 1 am going to propose to you something this morning, gentlemen, that all of you have not made use of. I think there are just three ways in which the safety engineer may become a necessity in Industrial management--indispensable to industrial man agement In the first place, use a budget in organizing your safety plan. When the general budget of an organisation is being built up at the commencement of the year or at any budget building period, safety should be built into that budget. Yon know how a budget is built, of course. First you determine what your sales are likely to be; then how much material you are going to use, your purchase program; then you estimate your labor budget; next you prepare your factory expense estimate, and then your administration and sales budget. You finally prepare your finance budget covering the whole field. Periods for checking experience against standards are set up. In the budgeting of the safety program, the foreman, perhaps to initiate the thing, wilt bring into a meeting all the things that they concmve should be done for the betterment of conditions In that plant The superintendent and the foremen together with the safety engineer, will then work out a program whereby a prepared list of betterments, grouped as to kind and importance are arranged to be achieved In 30 day sections. The things which are most flagrant and most hazardous are taken care of In the first thirty days: the things that are next to be handled, m the next thirty days, and so on to completion. Something which requires unusual financial investment to* improve or correct conditions may be scheduled for the twelfth inonth of the program. At the end of each month the supervisory force may be brought together and on a blackboard the standards are put In one column, showing all the things that were to be done for the month, and in die second column what has been accomplished, so to measure the actuals against the standards. If any item faaa not been handled fn a given month It becomes an additional tr -k for the succeeding thirty days. Budget the whole program and determine the cost attached to putting it over to the management so that you can make a confident statement as to just how much money it wfll take to do the job and what ought to be expected by way of better accident production cost record as well as the general improvements in plant and personnel to be anticipated. Advanced Safety Engineering 83 Along with this should run always the graph which shows the rise or fall of acci dent frequency and severity so that the most important result of your budgeted plan may be indicated on that chart. The surprising thing about this plan is that almost always other things being equal tlie line of accident frequency goes down, and oftentimes accident severity as well. A second means of making the safety engineer indispensable to Industrial manage ment is for the safety engineer to do a real engineering job. Gentlemen, you call yourselves engineers. Then you must have the engineering attitude toward your job, which is ooe of careful observation, one of close study of all conditions attaching to it. The engineer dissociates himself from all the prejudices and all the peculiar characteristics of the organization of which he is a part and appreciates that certain things must be changed to produce certain necessary results, and he changes them. He must be a real engineer. He must be a salesman also and this is the third thing that will contribute to his indispensability. You know, there are several things characteristic of the engineer, and I think the Dean will agree with me on this statement. In the first place, engineers are the most pathetically inarticulate men that we have among all our college graduates. The ability to express themselves, to try to give to the public or to management a statement of the things that they have seen and known and want to put across Is a rare possession among them. Part of. it is because of over-specialization, in which we have taken short courses in preparation for engineering studies__have failed to build up a good collegiate background for our advanced work. We have not studied suffideut English; we have not become at all proficient in composition, and when it comes to preparing a report of what we have seen and what we have done, our engi neers are woefully lacking. You ought to cultivate the ability to adequately express yourselves gentlemen. I don't care how old you are or how long you have been in the field you should cultivate the ability to put before your management or put be fore your own organization in very careful outline, in concise terms addlement of the things -which you wish to have done or the things which you lave done. When I was operating an engineering organization before I was in the consulting field, I had about twelve men at work, and they made daily reports which once a week were compiled when we were on a job and given to the management to show progress as we went along. We had to keep the management sold regardless of the quality of our work. How many of you keep the management constantly in touch with the things that you are doing every day? How.many of you attempt to sell to the management the safety program and the safety achievement? You know management today is purely economic-minded. Hie humaoitarianism of this movement does not get far with modern management at first; Yet many men have tender hearts, kindly feelings, and are gracious, wonderful fellows, but in relation to their business they are just as cold as ice, andthey must be sold. The director of one great safety school came to me in this Congress and discussed the big program of public effort whereby he gets together from 4,000 to 6,000 men in a single roectif^. It is a showman's safety project which Is a very effective one because* it is in this city that the great record was made* on fire prevention and health promotion, and yet in this city we have some bad accident records. Why? Because, as my friend stated, the movement while making a city sensible of the presence in it of a dynamic organized safety movement has not sufficiently engaged the sympathy and the participation of the executive. Management must be sold on safety If maximum results are to be achieved and this can be done through the budgeting of the program, the doing of a real job of engi neering and through selling your achievements to the executive. Prejudice, seemingly authoritative opinion, cannot turn. aside the engineer from his habit of patiently and earnestly seeking to do the obvious thing at the right time. Observation and discrimination are two of his outstanding possessions. He has learned, for example, that profit engineering goes along with safety cr^neering, 84 Nineteenth Annual Safety Congress and he must contribute his pari to waste elimination in the use of materials and in labor as well. He is much concerned with what capital has to do with every busi- jjcsj, and he knows that the preservation of the manufacturing institutions of the country is fundamentally important to the nation and to him and to the job of every mao in that organization. Last of all, eternal vigilance, to be sure, in safety, nal study as well 1 Gen tlemen, you must know, that today a penalty is attached to being in any branch of the engineering profession. The bibliography has become so extensive that we read reviews instead of books, which is evidence of the fact that you gentlemen to do a really worth while job must study the literature of your profession the experiences of others and to do everything that you can to become better informed oo the subjects of safety engineering. In the last analysis, it is in the man. A big organization that I served last year tost about a half million dollars from the surplus. A little organization 1 also served in direct competition with it, paid 145 per cent dividend on the capital. Economic conditions were the same. The prodoct was very much the same. It is in the man, after all. You should make an analysis of yourselves, frequently gentlemen say, ooce a week or once a month, as you check on your budget. Ask yourself, "What is wrong with me?*' Why haven't I influenced the management to sec the thing as 1 do? Is my vision right? Am 1 big enough? And, finding the deficiencies, gentle men, regardless of the cost in time, effort or money they must be corrected. The wise engineer will cultivate the engineering attitude of mind. He won't guess, he won't ever guess, but his observations will guide him, and when he has seen all that can be seen in the plant thoughtfully, earnestly, he will test and try over and over again until plans seem sure, and then he will put them into effect, and Ihe quality of bis wor^ will be recognized. So in the 6afet^Jkld if we will achieve what we should achieve as engineers, the effect of our .efforts-will soon be made manifest in the production program and our place in our company's management will become progressively marc important. Chairman Auel: 1 liked Mr. Fennell's talk, and 1 know you all did too. h was solid. In part it was an indictntent of management; in part inspirational, and wholly practical. I was also struck by his use of the expression "the art of management," in contradistictkm to the term "scientific management" I think he is perfectly right Art must precede science, and we certainly have not yet arrived at scientific manage ment. We will now throw the meeting open to discussion and shall be glad to hear from any one on any of the papers presented this morning. j. H. Maouire (Haynes Stellite Company, Kokomo, Jwt.) : l should like to ask Dean Holbrook to what extent the engineering schools have expressed their idea of accident prevention in guarding the machinery in their own laboratories. Dean Holbrook : 1 think we will have to draw a veil there. I have investigated a number of engineering schools and a great number of laboratories, and I think we can well, all of us, take a lesson from the American Standards Association. I think we are not up to date. Chairman Aukl : A frank confession is good for all of us. 1 have even dared some of the universities to invite safety engineers to make an inspection of their various plants, and thus far there have been few takers. ADJOURNMENT nineteenth annual safety congress NATIONAL SAFETY COUNCIL Pennsylvania Day Community Safety Section Friday Morning, October 3, 1930 FRANK R. PHILLIPS, Chairman Senior Vice-President, The Philadelphia Company, Pittsburgh, Pa. The session on Community Safety convened with Mr. James Rae, president, Pitts burgh Chamber of Commerce, presiding. Chairman Rae: It is my pleasant job this morning, as president of our Chamber of Commerce, to extend to you my cordial greetings and the cordial greetings of oar great business and civic organizations. Our Chamber feels that any part that we have had in this great Congress has represented a benefit and a help to the Chamber and to our members who have served on the various committees. I see on the program that it Is my present privilege not to make a speech but merely to introduce the chairman of this meeting. I know of no man in our city who is better qaulified to handle a meeting like this than the gentleman whom I now intro duce, Mr. Frank R. Phillips, senior vice-president of our Philadelphia Company, and a director of our Pittsburgh Chamber of Commerce. (Mr. Phillips took the chair.) Where the First Accident Prevention Work Developed Chairman Phillips : This is a unique part of the safety program, yet i think it is quite timely Uiat we iliould have a Pennsylvania Day in the program of safety, because it was in Pittsburgh that the first effective work in accident prevention was developed. Pennsylvanians have been leaders in accident prevention in industry, but we have not forgotten the opportunities that He in other fields for accident prevention as well, and we are particularly fortunate to have with us this morning an official of the Commonwealth wlio lias accomplished tremendous things in the development of accident prevention. When he took his present office, there was little being done, but through tireless efforts he has developed a model highway safety code. All you Pennsylvanians know him by name. Younre very careful to carry around a docu ment bearing his name. I want to introduce him to you so that you may know better a man who it safety minded and who believes thoroughly in accident prevention. 1 have the pleasure to introduce the first speaker, who will talk on "Safety in Motor Vehicle Transportation," Mr. Ben G. Eynon. 85 86 Nineteenth Annual Safety Congress Making Motor Vehicles More Safe By BENJ. a EYNON Coramiiotter ol Motor Vehicles for Pauujlnnu, Harrisburg, Pa. We do not have to justify safe practices in motor vehicle operation and main tenance to a group of this kind, nor do they need any justification to any reasonable person when the enormous loss of life and property from motor traffic accidents is considered in its proper light Several years of experience in the administration and preparation of motor vehicle Umi and regulations hare convinced me that wbat we need more than any other one thing is a real educational program. I am sincerely of the opinion that until we can, by education and example, change the habits of psychology of the greater portion of present day automobile drivers, we will still continue to see the accident toll mounting annually. It will always be necessary to have laws and regulations, but the demand for them would not be so great, nor would there be so many of them'on our statute books, if so many of our otherwise respectable and gentlemanly citizens, when they seat themselves behind the wheel of a motor car, did not immediately lose all trace of those attributes of courtesy aixl humanity ti>at they find necessary and pleasurable in their other human contacts. We may compile all the accident statistics in the world; present them in screaming headlines and attempt to point a moral; we may continue to pile up taws on our statute books until wc reach the point where a man can hardly step into his car without violating some regulation--still the accidents increase. Truly, it seems that we are engaged in an unending warfare and we seem to be making little if any progress, but when we consider that the automobile has been with us for tittle more than one generation, we should not be discouraged, because it takes fully that long to change the habits of an entire nation. It is unfortunate of course that some people take so long to learn the difference between getting drunk while out with the old time hone and buggy and allowing the horse to find bis way home while the driver sleeps comfortably with the reins looped around his neck, and attempting to handle a piece of high powered machinery when their vision is not clear or their senses acute. It takes some people a long while to-learn that even though they cannot see or hear it, there may be another car coming in the opposite direction around a curve. I say wc should not be discouraged, because we have made some progress. When you consider the remarkable response on the part of automobile drivers to the red and green flashes of a traffic control signal, we may congratulate ourselves that thus far the public has learned something, viz., that it is safer and more expeditious for them to obey these signals. Now, we are attempting to educate people to the safety features of stopping at through traffic stop signs.* It is true we are having some trouble, and occasionally it is necessary to arrest someone,* but they are learning, and to my mind these things show progress. It is also proved that if our laws and regulations are based on sound and reasonable premises, the public will go aloog with us. It may take another generation and many more people may be killed or injured, just as it has taken a great many wars to bring the world to a realisation that progress is not made that way. Therefore, it is not my purpose to dwell at length on statistics or present any ultimate solution to the problem, but to ask your consideration of what I think are two of its most important phases, the human and mechanical equations. The human equation must be dealt with through the medium of education, and I know of no better way in which this can be done than by the enactment, in those Pennsylvania Day 87 states which do not now require it, of a law requiring an operator's license and an examination of prospective drivers. You probably have heard much of this subject at this and other Congresses, and the question is frequently raised as to whether those states having driver's license laws show a lower accident ratio than those without it. Kigures or statistics may be made to prove almost anything, depending upon what the desired result is. but I think that this poricular question is beside the point. The real club in a driver's license law is the control over the actions of the driver which it gives the motor vehicle administrator. The driver's license law presupposes authority to withdraw the driving privilege from those people who disregard their own safety or that of others, and it also carries with it the requirement to keep a record of accidents or violations, or both, which wilt serve as a picture of what automobile operators are doing. An analysis of their accidents, with hearings on the more serious cases, will actually show how their minds are working, which after all is the important feature of accident prevention and reduction. In the Pennsylvania Vehicle Code wc feel that we have ample authority to deal with those drivers who are wilfully or wantonly careless and reckless, but we have the additional authority which permits us to cite habitual violators or "prone to accident" drivers for hearings before department inspectors, where an attempt is made to ascertain what really caused the accident and to show the participating operators how and why it should have been avoided. This I think is a type of edu cational enforcement which may seem to have a certain missionary aspect, but it certainly produces results in those states which have tried it A good driver's license (aw will furnish a control over the actions of drivers; It will permit the withdrawal of the driving privilege from those persons who do not appre ciate it; it will furnish a basis for the study and analysis of accidents; it will result in eliminating menial and physical defectives and will prevent people from operating automobiles until they are qualified. If these things are desirable under present day traffic conditions, and there seems (o be little question but what they are, then a driver's license law is justified. The mechanical equation is a feature which has come rapidly to the fore within the past few years, mainly through the efforts of certain states to promote periodical equipment inspection campaigns. These have been so highly successful where they have been properly handled that the public has rapidly learned to appreciate the necessity for safety maintenance. As a matter of fact there seems to be little question but what within a very short time several stales will require evidence of reasonably good mechanical condition as a prerequisite to registration. In other words, unless the automobile is safe to be operated it will not be licensed. The reasonable and right thinking owner of course has always appreciated this necessity and will not oppose any such regulation. The elimination from our highways of so-called "junkers" and cars which arc mechanically unsafe, even in the hands of experienced drivers, is just as important as the elimination of inexperienced or unqualified operators and wifi contribute very largely to a reduction in motor vehicle accidents. Many people seem to see in this requirement for inspection a substitute for com pulsory insurance. I do not believe there is any considerable demand throughout the country for compulsory insurance as such, because if I understand it correctly it has not been eminently successful where tried, but there is a trend in the public mind towards some law requiring proof of financial responsibility, especially for those persons involved in accidents. It does not seem fair to penalize the owner or operator who has never been involved in accidents, in other words, under compulsory insurance there is no premium offered for good and careful driving. I do not believe that a driver's license law in combination with a compulsory 88 Simrieenik Annual Safety Congress prcrrvi>hc m*pcctx n * substitute for financial responsibility, but c the other liarxi if or drrvef* rr r h*estJ 1o the proper sense of their responsibility for their own and the public'* nfetr, as well as to the necessity for careful safety maintenance. wc probably would not need the guarantee of financial responsibility. However, until their habits are changed it will probably be necessary that we go the m>c step further and require this financial guarantee, in which case it scons almost obvious that in order to exercise the control which such a law* gives and to carry out its intended purposes, the states must have a driver's license law and some method of determining mechanical fitness; otherwise, it would be practically im possible to rule cither drivers or cars off the highways if financial losses are not made good. One of the most recent theories advanced in connection with financial responsibility is that it be placed against operators rather than against the car or its owner, and considerable study and research is now being given to methods by which this might be accomplished. In the end, however, it wilt be seen that all these important regulations are necessary, simply because a great many people do not know how to handle them selves or (heir automobiles, and the primary purpose of all of us engaged m enforcement or administration of motor vehicle regulations should be centered in an attempt to show them how accidents occur and how they may be avoided. Chairman Phillips: Tt is quite apparent that the enforcement of transportation laws in this stale is in safe hands. The outstanding thing to me in Mr. Bynon's address was the fact that his department has establislxd a policy of Ixlpfulness to the automobile driver by setting up stations where your machine may be checked and your ability as a driver tested. I think that this policy of helpfulness will pro duce better results when it has strict and unswerving enforcement. We are going to introduce to you next a young man wlxi was formerly in charge of the Traffic Bureau of the city of Pittsburgh. He Is a deep student of traffic and a student of traffic in its relation to accidents. Wc shall hear Burton \V. Marsh. City Responsibility for Control of Accidents By BOUTON W. MARSH Traffic B^hnr. PMadctptifa. Pa. 1 ln-lio-c aa analyst of thr pmportiuB of energy mod by city officials in accident prevent**! and to twAdnf * *<*d aertdraea in the future, will rather open year ryes. If yne eiwi idif thr Aim1 in Inldim iwpretion and bonding codes, elevate* mpvTML iW ndegnarding of d*naming* in the public swimming pools and other phwr* w tW n ens'trw W ii4> walk*, god the many, mat))* phases of tlir pofittc wvk dmanuM-m1* n'Ihon. vn wll rttlur that aside from the main uhjert urtwefi I wtoh ! talk abmit wnffii thw thr cities are devoting a tremendous >4 rhrir h.'Mtffci mud fimr u* aivdet prevention. Turuitv* mwdmsrK awn < puftb* idem*. I should like to give you a back ground m this way pasfttu m nism, hawe shown a very disheartening increase re cently. hi niwrkvd rhr linaMnw w iaduitrj. it has been well said within mv ftrarme th#r twchiswn w evnfly gettirw the situation under control. <>ur etrrefk and hagfew*?? ore hvetwIW ramung red with the blood of our citizens. Ict me givr you a k imphe mu thr arnuosnrss of this situation. In the public arcidrm held there arr utter iypr of accident* besides traffic but traffic is outstanding I^'1 reahrr (hat m ike he Sea years there has been practically a Penusyh'ama Day 89 of automobile accidents in this country on the basis of population, that is. per thousand of population? Again do you realize that of all causes of death for males aoadeuts occupy second place, yielding only to bear! disease? Again do you realize that whereas wc did take some degree of consolation, if you will, in the fact that we were decreasing traffic* accident* per hunderd thousand cars registered, we can no longer even look there for faint consolation, for since 1926, the trend has taken a sharp upward bend. One degree of consolation is, however, found in the fact that there has been a decrease in many places and a general average level seems to have been readied as to' child traffic accidents. In otltcr words, the generation that is adult is the group that is responsible for tlie tremendous increase in traffic accidents. Uniform Traffic Laws With that as a background, I sliouJd like to talk to you about the city traffic prob lem as it relates tn accidents. Let us consider the main methods of attacking this problem in our cities. Commissioner Eynon has well spoken of certain of the legis lative attacks. Pennsylvania can well be proud to be one of the relatively few states that has' gone the whole row, practically, in adopting nationally advised uniform state legislation for the operation of vehicles, for licensing of drivers, and in many other fields concerning traffic. On the other hand, we have very few, if any, cities that have followed the lead of the national committee that worked for years on tlx problem of developing uniform city legislation, the model municipal traffic ordinance. AU too little attention bas been given to that by cities. I should like, if I might, to suggest that tliose present take home to their own community the thought that one of the most practical measures of helping the accident situation and making driving a greater pleasure is to seek and foster the adoption to your community of the model ordinanoe copies of which are available from the National Conference on Street and Highway Safety, Washington. This is no gesture. Tf you anil recall for a minute or two your own experience in driving among different communities and in different states, you will realize the con fusion which now exists. It has been truthfully said that on one can drive from Wash ington. D. C- to Xew York City and by oberieg the traffic taws in the community from which he started arrive m New York without being a law violator. This Is a serious coodstsoa. We do unt stay within nor city limits any more, and the need of uniform kgistatn is of extreme importance. It may seem to you to be ft rather secondary Thine from dw pome of view of accidents; not -so at all. The very fact that persons do me know what thuds ur used m making turns, what the condi tions are in fir e*y m wmA they arv isnrim is no little item in the confusion which often tumfito in peg ittl Thr other jcgiofadhe attacks I will refer to a hit later. In general the main legrslachnr attack i fit anmage -4 thr casr uniform code. Wc fortunately have m yam.ifiasis thr fine <>fc in thr (Vutrrf States and Commissioner Eynon fismsi ersdh and ttr ttnnk* >4 the people of tfm Commonwealth for that. d Let us tan to engineering. That hngprtM to he my particular field, ft seems to me. that if edm mm to amaek fir problem of traffic accident prevention intelligently, they most come tt a walraim that the day has long passed when the traffic problem can be solved by the exerf1mt but UmaSwl efforts of the traffic officer. I would be the last to ffiscnungf the glmfiit efforts of the traffic division. Tlrcy are doing their first and efttnbmts trying to carry a load twice too heavy, but we must realize that the situation ha* long since passed the phase where police rcgulatio- sufficientWe must now turn to m engineering attack of this problem. We must find out 90 Nineteenth Annual Safety Congress the facts about the various phases of the traffic problem, one of the main phases of which is accidents. We must analyze these facts intelligently, and in the great majority of cases that method of approach will indicate a proper, logical and effective means of dealing with the situation. Moreover, this method will most certainly result in a public Attitude toward efforts of traffic officials which wilt be most enjoyable and most helpful in securing effective traffic accident reduction, and a greater convenience and a much greater economic saving in the use of our streets. I would like those present who are especially inter ested in business to realise that the economic phase of today's traffic problem is one which is costing you and your companies not one but thousands and thousands of dollars per day. I say. then, that the engineering approach to the problem is that approach which is most likely to yield the best results aad to show the people what you want to do and why you want to do it. By that approach the people will be with the traffic officials. Accident Records Moat Not Only Be Kept But Also Used May 1 illustrate this in the held of accident prevention by telling you that in the city of Philadelphia for a number of years accident records have beat collected. That is fine, every city should collect accident records. The state requires accident re ports and cities need those records for the intensive sort of analysis that is effective io dealing with their own problems, but the main trouble with this method of approach is that we stop quite a bit short of first base. We get the records and then com placently file them in some room and proceed to tell the people month by month that there have been five more or five fewer pedestrians killed, that it is too bad--and that is about the end of it. That, I wish to state, is oot proper at all. If we are going to be intelligent in the use of these records, we must dig the gold out of them and, therefore, cities must take these records and analyze them, make them tell their story of what should be done to reduce accidents. Some Methods of Analysis 1 should like to sketch rapidly a few of these methods of analysis. In the first place, every city in this Commonwealth should maintain an accident spot map on the largest scale that can be secured. This should be kept up to date. It should be renewed year by year. Why should you do this? Because h has been found that accidents do not occur uniformly over the community, but are concentrated at a small proportion of the intersections. If we are going to dig into the problem, isn't it more intelligent to find where* the majority of the accidents are occurring, where the ulcers are, if you will, and then find out what can be done at those points to meet the specific problems that are making those points the worst accident points in the city? Along with an accident spot map, there is need of filing accident reports not by months but by location. Then having found on the spot map that the intersection of A Street and Tenth Avenue is the worst accident location in your city, you may analyze the accidents that have occurred at that location from the records in your locational files. Various devices have been developed to enable intelligent analyses. One of these has been called the collision diagram method. It merely means an en largement of the intersection on paper and then the drawing of various movements involved in the accident*. You may have thought that the accidents were just oc curring at that intersection and that the vehicles involved came from any of the four directions, but by the diagram you would get the real facts of the case. You might discover, for instance, that the high accident rate was caused almost entirely by lack of visibility on one of those four corners or any one of a number of other difficulties. Pennsylvania Day 91 Another effective method was well described yesterday. It was the analysis of serious accidents by talung pictures, immediately after the accident, by measuring skid marks or taking pictures of them, and by studying the damage to the cars. Analyzing accidents photographically and by measurement eliminates guessing. Often times, you will find that some serious violation of the rules of the road was the cause of the accident. This enables you to use the information in impressing upon the erring individual the seriousness of what he has done, and if necessary, securing court finding or jail sentences. Until w get at that kind of procedure, we are not going to get very far. We must dig io and find the causes and then intelligently apply the remedies. "Stop and Go" Signals Do Not Alwaya Reduce Accfdcnta The average individual thinks that the traffic control signal, the stop and go light, is the panacea for traffic ills. It is not at all. Recently the National Safety Council studied 341 signal-controlled intersections wivere reliable statistical data were availaide. It was found that in forty per cent of those cases the installation of a traffic control signal increased accidents, the increase in one case being 125 per cent. 1 give those figures in the hope that you may go back to your community and empha size to the people who are dealing with this problem that they must strive to use this device intelligently and not yield to popular opinion that the traffic light is die cure all. Almost every person who comes to me tells me that the particular intersec tion be is interested in is the worst accident location in the city. I am not able right now to tell them that that is not so, or to point out to diem, that although it may 6e a bad location, it is fiftieth on the list in the community. We are going to get that information and build up a list of "worst" accident locations in order that our efforts in spending municipal funds and in adopting regulations will be in telligently applied at the places where the accidents are the worst, telling the in dividuals who come in about other intersections, that we are glad to have the information and will seek to do what we can there but that we must give attention first to intersections in the order of the greatest severity of accidents. Channelizing Traffic There has been too great a tendency in all cities to fail to channelize traffic, to fail to make the main arteries of traffic attractive, and this failure baa led to traffic routing itself through residential districts where children abd older people are apt to be ldlled or injured. We must win back to our main arteries the traffic which they were meant to carry. A few of tite methods of winning that traffic back arc as follows: the installation of stop street regulations where they can be appropriately applied and where a study shows that that method is a proper one. In the use of that method I am one who believes that we must in cities, because of competing lights and because of the large number of things which persons must watch for, have not a plain sign saying "Stop," but a sign which commands you to stop, even it your attention is diverted off at quite a sharp angle. The city of Pittsburgh has a splendid type of stop sign which 1 believe does compel attention. It is a powerful flashing illuminated sign. In using control devices it is very important to realize that If there are many pedestrians crossing the street The general effect of establishing through traffic streets is to reduce vehicle accidents. But unfortunately, there is a tendency to in crease pedestrian accidents unless proper precautions are included to give protection. The precautions of which 1 am speaking are the installation at every l,SCO to 2,000 feet, of traffic control signals coordinated to give a controlled speed which is not excessive. They also enable vehicles and pedestrians to cross the heavy traffic artery. 92 Nineteenth Annual Safety Congress The signal system will put the vehicles into groups, and between those groups will be spaces, and in those spaces the pedestrians and vehicles at the intersections which arc nnt signalized will find an opportunity to enter or cross the main street. Safe Approach Speed The through traffic street principle, properly applied, is a logical method of reduc ing accidents. The installation of other types of regulatory devices also help, I should like to point one out which is rather new. Incidentally, it has been developed quite inten sively in the city of Philadelphia in the last few months. You will all realize from your own experience' that frequently the cause of automobile accidents at an inter section is a too high approach specd lor the visibility at the intersection. It has occurred to some of us that it might be desirable to find out by mathematical analy sis. and not by guessing, what the safe approach speed to such intersections is and then tell the public about it with illuminated signs hoping that an increasing per centage of the public will be governed thereby and accidents wiU be reduced. Details of the method will be available shortly to everyone. The practical uses are three: First, if the safe approach turns out to be very low, let us say eight or ten miles an hour or less it is logical to install a safety atop sign not connected to a through traffic system a* all. Second, if die speed range is from ten miles an hour to let us say twenty miles an hour, U presents the oppor tunity to inform the public specifically as to what the safe approach speed is. Third, it gives you good ammunition in going to some individual whose wife has been complaining that she can't sit out on the verenda because of the screeching of breaks and the near-accidents and accidents she sees. "Mr. Jones," you say, "you have a bad intersection here, dp.jrou not?" "Yes, I do, and I wish you would do something about it. Put me In a traffic signal, won't you?" "Mr. Jones, if I can tell you why this intersection is dangerous and the method of removing the trouble, would you be willing to contribute a little bit toward that?" "Certainly I would." "Mr. Jones, your hedge, which is eight feet high, is practically the entire cause of accidents here, and here is the data to fhow you why that is so and to show you what will happen if you will trim you hedge down." We have all known Uie importance of improving visibility, but this method of analyzing safe approach speeds will give you something specific to tell Mr. Jones. The Public Must Be Better Informed Turning now from engineering 1 wish to mention education and I bow to it because to my mind it is the greatest factor of all. The greatest trouble which we face, as Commissioner Eynon has so effectively said, is tliat the people do not ade quately understand what we wish to do in the field of regulation, what should be done by them in the operation of their vehicles, where the major Itaaards are likely to exist, and how they should comport themselves at those places. We must inform the people. It is quite significant to me to learn at this Congress that in the state of Massa chusetts a law has been enacted enabling communities to set aside funds for the specific purpose of educating the public on traffic matters. Of course those of us who are familiar with Pittsburgh endeavor know that is an old story here because this is one of the pioneer communities in aggressively attacking the problem from the educational point of view, and I understand tliat this year something like $20,000 has already been made available for the purpose of traffic education. The Better Pennsylvania Day 93 Traffic Committee, to which I personally owe so much, is the agency through which this money is expended. There are many other fields of education. I liavc already told you that the work in the schools is bearing results, and our school authorities and those who have cooperated with them, the Safety Councils, motor clubs, committees, and others, ought to (eel some degree of satisfaction in that; but we have the great job before use of educating and informing the adult populace. Traffic Law Observance and Enforcement To secure accident reduction we must face the big problem of securing satisfactory observance and enforcement of traffic laws and regulations. Wc hear too much of enforcement, too little of observance. Education will help on the observance end, and we must, I submit, in all measures look to practically 80 to 90 per cent observance or we may as well quit, because a city can never have enough traffic officers to go out and grab me by the collar and you by the neck. If we do not follow the rules which are designed for our own protection and for making it more pleasant to move about on our streets, accidents cannot be decreased. It would be impossible to pass this point without mentioning a cancer which exists in the body politic and which must be removed and which can be removed. That cancer is what is known as "fixing". I do not blame the politician for fixing, and if you are intelligent and fair, you will not either. The blame must be placed upon the citizenship itself. I know from personal knowledge and from talking with others that the vast majority of Uxrae who ar^ earning their bread and butter through the machinery of government, those whom we call politicians, would be delighted not to have to be forced tune and again to "fix" this or that. Therefore, do not blame your politicians; blame your citizens. Get your citizenry to demand observance and enforcement of traffic laws and you will find that the politician in general will be delighted. Moreover, do you realize--1 doubt if you do--that if you as civic minded persons will institute and follow up businesslike enforcement, you will bring about not a five per cent reduction in accidents, nor ten per cent, but very likely a 40 per cent reduction in your accidents--especially in your serious and fata! accidents. Does that mean anything to you? If it does, take it home to your com munity. It can be done; it has been done for a short period right in this community. It Is not a complete job, but the way has been shown. It has been done, to my mind, most* outstandingly in this country in the city of Evanston, Illinois. If you wish to know about that consult the National Safety Council. Proper Organization Knmtiil Finally, if we are to approach Uie problem in the way which I have so inform ally described to you, we must have organization. We must have persons In com munities devoting their attention to these things. You can't m fairness expect yoor police chief, with the hundreds of other duties which he has, to go out and make collision diagrams or design a signal system or give the proper amount ol attention to accident analysis. It is impossible; it is unfair. You must provide personnel to do that specific work and if you are convinced that there is reason in the method of approach described, then consider carefully what you need in the way of personnel to do that job. Nationally Recommended Accident Reduction Programs Available to AIL In conclusion those who wish to work for accident prevention do not need to sit down and, out of your own brain, evolve things to do. There is available through the National Conference of Street and Highway Safety and the National Safety 94 Nineteenth Annual Safety Congress Council, a veritable library of documents which you can use in attacking this problem in your own community. I plead with you that if you want your community to turn the corner on the traffic accident situation, get busy, find oat what tins been done, get together a group of civic-minded persons such as the better traffic committee here in Pittsburgh, and get them working. In other words, go to work .on the problem and don't just sit back in your chair and say, "Yes, it is too bad, but what can we do about it ?" Chairman Phillips: I think it is quite apparent that we are beginning to attack this problem of accident prevention on the highways in the right sort of way. Our next speaker has been a familiar and popular figure at Sectional, Regional, and Na tional Congresses for a great many years. I take great pleasure at this time in introducing Col. Henry A. Reninger. Community Safety By LT. COL. H. A. KXNINQBK Special Representative, Lehigh Portland Cement Company, Allentown, Pa. Peat President, National Safety Council This great gathering of governmental officials, executives and leaders of corpor ations covering every line of industry, has spent a week in discussing one of the most important problems before the American people. The great toll of life annually offered up on the altar of oar carelessness, recklessness and thoughtlessness is so shocking that we must recognise the fact that the safety of the people of our country must be given immediate and serious consideration. Safety is not wholly an industrial problem, although I 6nd that many people so consider it. On tlic contrary, industry is responsible for less than one quarter of our total accidental deaths. Motor vehicle and other public accidents kill over twice as many people each year as occur in industry. Safely touches every phase of human life; and it is not only the safety of the public we are concerned about, but the accident problem of the children in and out of schools, and last, but not least, the daily hazards hi our homes which have taken over twenty-three thousand lives during the past year--a toll as large or larger than that in industry, accompanied by. the maiming of many more than are injured within our factory walls. I feel highly honored in being selected to talk to you on the subject of "Com munity Safety" because in our own state, outside of the cities of Pittsburgh and Philadelphia, the population is chiefly in smaller communities, and there Is where we have many accidents, with no means at the present time of keeping any adequate record or finding out where, when and how they occur. In our large cities the authorities are charged with the duty of preserving the safety of the public. They have the facilities and the money to purchase excellent Arc equipment; they have a trained Are department; they have their bureau of police and in it their specialists whose time is spent in studying the problems of traffic and the prevention of crime. The public schools, in addition to the principals and teachers in each school, have supervisors who are charged with the duty of seeing that .safety is taught. Your local community officials, while they are charged with the safety of the public, have no such facilities. It is true, we have our fire departments with a few paid men, but the volunteer system is still in existence because many communities cannot afford to have a full paid department The bureau of police, and the Chief, must handle all of the problems that come to the-Police Department, and they cannot afford toliave a traffic engineer or any Pennsylvania Day 95 great number of traffic captains, sergeants or men trained to study the great traffic problem that is bothering all of us. I have seen the statement, 'There has to be some head to every business am! that head must be able to see all sides of the problem ;n but when we ask the Mayor, the Commissioner of Public Safety, or the Chief of Police to see all sides o( t|je problem, perhaps we are asking him to do something that is impossible. Unless these public officials have the energetic support and assistance of the outstanding leaders of the communities they will be definitely handicapped in combatting (lie public accident problem. Industry is taking care of its safety problem; at least those industrial concerns that are wide awake and successful are doing accident prevention work. The plants that are not paying any attentioo to the welfare and safety of their em ployees today are concerns that are not helping along the economic situation in this country. But in almost every community in this great state of Pennsylvania we find some industry that is a member of the National Safety Council, and its safety or ganization is working daily to prevent accidents. The executives of each of these companies, I am sure, would be willing to give advice and help and have their superintendent and safety committee serve an a city or local safety council, for they are trained men and know what safety means. To bring together all of the service organizations and to assign certain duties to them is the tiling that is necessary in this country. Our Women's Clubs can be made a great factor in the problem of home safety. They can help m many ways to educate the mother and housewife, and also to help carry out safety work in the schools. The traffic and public safety situation must be studied by our city officials and by a traffic commission composed of men who arc familiar with the hazards that exist in the' country today. Safety is not theoretical but very practical, and this has been shown to 'us* by our industrial plants. I could rend' to you page upoo page of statistics showing the great reductions in accidents in our big in dustries, and then I could go on reading to you about great reductions in accidents in those dries where safety is a part of the regular school course--but this it not the time nor the place. Those things can be brought lo the attention of your com munity or local safety council when we can once get it organized; but the time has come In this state and in every other state when direct attention must be paid to this most important question. I realise that this country perhaps is more highly organized for accident prevention than any other country In the world; but we stand here today pleading with you, as representatives of communities all over this great country of ours, to go back home to your own community and gather together your people in a strong and in fluential safety organization. Remember, safety recognises no creed, no color, no political faith--it is for all persons. Many people today are not familiar with the purposes and policies of the National Safety for they do not get into close touch with this work. I think it might be wise for vne to bring out here that the National Safety Council's objective is the elimination of accidents to men, women and children as being deplorable, unnecessary and wasteful. It seeks memberships, cooperation and contacts to insure that its services may provide the instrumentalities and finances to accomplish this objective Through education It series to demonstrate that the safe way is the right `way and the best way from the standpoint not only of human satisfaction but of social efficiency and economy. It seeks those ways and means for safety that satisfactorily fit into the practical affairs of life. The National Safety Council holds itself open to give fullest and most cordial cooperation to all of those industries, organizations, communities, states and nations that are in accord with the principals and objectives of the organization. The Na tional Safety Council lficewise asks and seeks cooperation from all these in carrying out its purposes. With that broad statement in mind, we are carrying out this 96 Nineteenth Annual Safety Congress policy to the full extent of our financial ability and we are endeavoring in every way to educate the officials of the smaller communities to the value of safety. We hope that the time is not far distant when we can make every official realize that the safety of the people in any community is paramount. Under the broad name of "Safety" comes accident prevention. Under the same heading comes fire prevention and fire protection; and while wc do not In any way overlap the work of other national organizations, the safety of a community depends a great deal on the purity of its water and upon careful sanitation. How, then, can all these public duties be taken care of in communities that do not have sufficient linances to operate as they should? That is the great problem of the smaller com munities. It seems to me that the big task we have before us is to get every com munity to organize a local safety council, or a local safety committee, which wilt bring together representatives of the city government, the chamber of commerce, the .intomobile clubs, the Red Cross and the service clubs, who may delegate various public duties to these organizations. Tltc National Safety Council has long recognised its responsibility to assist communities in setting up effective safety councils. The first community campaign was inaugurated sixteen years ago. This experiment was immediately successful. It demonstrated forcibly flic correctness of the theory that public accident prevention is best developed by concerted community action. Since that time many councils have been organized in all parts of the country. Through these years proved methods of procedure have been built up. A special division of the National Safety Council has been organized to offer advice and counsel based upon the experiences of these successful councils. This service will be gladly extended to your community upon request. As I said before, industry is taking care of its problem. Public accidents must be put under similar organized control. These public accidents are a community responsibility and the control must be upon a community-wide basis. I say to you in all seriousness, that our public accident problems--acute as they are--will be well on the road to solution when each community realizes its local responsibility and organizes as effectively for public safety as industry has organized within its factory walls. A recent study of the accomplishments of community safety councils discloses striking results in the reduction of public accidents. Sixty-four cities over 100,000 population reported automobile fatalities to the National Safety Council for both 1928 and 1929. Thirty-nine of these cities had safety councils affiliated with the National Safety Council; twenty-five did not. The twenty-five non-council dties killed 14.4 per cent more people last year than in 1928; the increase in the thirtynine council cities has been only 1.9 per cent compared with the alarming national average increase of 10.3 per cent. - Had the entire country been as energetic and successful as these safety council communities approximately 2500 lives could have been saved last year from auto mobile accidents alone. How many of these 2,500 needless deaths will be prevented in your community this year? While we realize that the task is difficult, the rewards in lessening misery and heartaches in every city and hamlet of this country make it worth every offort that can be put forth. Therefore, go back to your communities and ose every means at your command to get the attention of those you wish to reach in the name of safety. Stir up and hold their interest, so that they will come forward and volunteer their services to carry on this great movement that is gaming momentum every day. Why should America, even though we may feel that we arc the richest country in the world, throw our money recklessly to the winds ? Why should this great country of ours, that prides itself oo its advancement in all branches of life, have the greatest fire loss of any country m the world? Pennsylvania Day 97 Why should America have the largest number of fatal accidents in the world? Why should America injure more people than any country in the world? Why should two, three or four billion dollars be cast to the winds because of our carelessness, recklessness and thoughtlessness? Why should the misery and suffering aud pain caused by accidents be more ram pant in this country than in any other country of the world ? We should be setting an example to all countries in the protection and care of our people. It seems to me that this record of ours is a disgrace to our country and it is up to us to pay immediate attention to the problem. To those of you who are governmental officials*--national, state or community-- won't you accept the responsibility that has been placed on you; won't you make it your business to go back and interest your community leaders in a real campaign for safety; won't you be one of those who are trying to bring more happiness and sunshine to the people of your community? Each one of your communities will thus be broadened and made into a safer, happier place in which to live. But as it stands now, I can say to you candidly, the man who is working in a steel mill in Pittsburgh, or in any of the cemoiC plants throughout this great state of Pennsylvania, is far safer and in less danger from accidents than he is when walking along Main Street or in hie own home. When such a condition exists it is time for all of us to pledge ourselves to help carry on the safetj* movement, until it may be said that Pennsylvania, with its vast natural resources, its great industries, its beautiful highways, its comfortable cities and towns, is not only the greatest and best, but also the safest state in the Union. CnAluiAN Phillips: T now have the pleasure of introducing to you Mr. William I_ Thatcher, the Assistant Secretary to the Mayor of Philadelphia, who has a message for us. William L. Thatcher: Owing to a very important conference Mayor Mackey iound it impossible to come to this Congress. He prepared, however, a message and dispatched me to Pittsburgh to deliver it. The City's Responsibility for the Control of Street Accidents By HARRY A. MACKEY Mayor, Philadelphia, Pa. The accident problem presented by our highways is not peculiar unto itself but rather is symptomatic of definite trends in our national life and involves alt types of fatal accidents on highways, in homes and m industry. During the past twelve years, it is conservatively estimated that accidents have levied a toll of 1,000.000 lives in this nation. President Butterworth of tlie Chamber of Commerce of the United States has estimated that the American people will this year write off an aggregate economic lass of $3,000,000,000. From authoritative sources, including the National Safety Council, the National Conference on Street and Highway Safety and the Bureau of Census at Washington, we discovered that last year 31,000 lost their lives in motor vehicle accidents, an increase of 3,000 over* tlie preceding year, while more than 1,000,000 were injured. Tt is furthermore estimated that this great loss of life, as writ as human suffering, involves a monetary loss of almost $1,000,000,000. One economist has figured out that the actual financial loss arising out of accidents in the United States this year will average $27 for every man, woman and child making up the population of this nation. Therefore, I say, in the light of these facts, we are face to face with a condition that demands our most serious consideration in the search for relief. As we delve into tills subject, our. investigation of the underlying causes of our highway accident 98 Nineteenth Annual Safety Congress problem must be sufficiently broad in scope as to include fundamentals having a direct and compelling influence upon the entire range of our national life. The problem of highway safety is s problem of all of our people. It is not one that may be shouldered on to government, cither national, state or community. Ex perimental legislation of various kinds has been passed and it has been clearly demon strated that the American people cannot and probably will not be legislated into safe habits and practices. I believe that the need of the hour in the solution of this prob lem is the intelligent appeal to the hearts of the public for cooperative action in alleviating this distressing condition. Tt is with this very object in mind that 1 re cently organized a traffic commission in the City of Philadelphia as a contact medium, an agency between my administration and the many and divers interests affected by the efficient, orderly and safe use of our city streets. In the selection of our traffic commission, I drew upon the leaders in tfie life of our community. I included on this commission heads of onr great motor clubs, officers of civic organizations, public utility heads, manufacturers, members of the Board of Education, several prominent building constructors, a magistrate, the heads of my engineering department and bureaus, members of City Council, hotel owners and representatives of transpor tation companies. In addition to these, I selected a letter carrier, the Secretary of the National Horseshoerg and Blacksmiths Association. The rest of the committee is made up of ^roaninmt attorneys, merchants, insurance mm and bankers. At the head of this commission are such men as Philip C- Staples, vice president of the Bell Telephone Company, Dr. Herbert J. Tily, of Strawbridge and Clother, and .Colonel William P. Barba, one of our noted engineers. Id other words, this commission represents a cross-section of the entire Hfe of our community. Our Traffic Com mission is divided into six committee*, covering accidents, education, engineering, legislation and enforcement, street use and off-street terminal facilities. The various committees are called together by their chairmen to consider different phases of the traffic problem and after a conference with the traffic engineer and other city officials report their findings to the main body.* The main body in turn presents such matters as in their judgment should be brought to my attention or to the attention of City Council. In the early days of the development of the automobile, the Police Department naturally took die burden of dealing with augmented traffic For some years this seemed sufficient but within the last ten years we have witnessed the tremendous development of automobile traffic, increasing at such a rate that our streets became cltoked and the entire transportation facilities in our large cities were simply swamped. It was perhaps in 1923 that this great phase of city life was forcibly drawn to the attention of the engineering profession when Dr. Miller McCIintock. of Harvard University, published his book on-"Street Traffic Control/* Since that time there has been a steady progress along scientific lines. Today, it Is the best thought of men who have studied this problem, that three things are needed most at all to bring about relief. First: cooperation on the part of the entire public; secondly, definite, intelligent plans on the part of municipalities for the handling of traffic with the least measure of annoyance to its citizens and, third, enforcement of the' regulations of the traffic commission by the police depart ment and backed up by the necessary influence from the courts. When our Council created the position of traffic engineer and Mr. Marsh was selected to head that important department, he surveyed the entire country in search of the most skilled assistants available. I am happy to advise today that while this department has only been in existence a few months, it has won, under Mr. Marsh's intelligent leadership, the unanimous approval and support of all of the great business and civic organizations in the City at Philadelphia. I do not believe there is any problem confronting municipal government today that has a more direct and wide spread appeal to our entire body of citizenry than does the safety of our streets. Pennsylvania Day 99 Some have referred to it as a super-problem and have pointed out the failure of the human equation to adjust itself to the increasing hazards of city life, but I am op timistic enough to believe that great as this problem unquestionably is. it not kyond the realm of solving when we can center the attention of the fair-minded, thinking American public on the importance of their cooperative action in remedying this condition. Traffic conditions in our big cities frequently present tremendously complex phases, such as the closing of bridges, the diverting of traffic on account of parades, the Hold ing of great athletic contests that attract thousands of people within a comparatively confined district Furthermore, the erection of great office buildings in the centers of our cities, housing as they do in many instances, populations greater than those of many good-sized towns and cities, presents another phase of this problem. As illustrating this, we will look at the Chrysler Building, in the City of New York, which houses 30,000 people. Imagine a subway station which these people might con ceivably enter in an hour between five and six o'clock in the evening. If trains of sub way cars were to be run into the subway station at the rate of one every two minutes, each carrying 100 people, ten cars to the train, it is then perfectly obvious that thirty minutes would be required to move the occupants of this one building alone, Multiply this condition many fold and you get a picture of the tremendous task of moving the worker from his home to place of employment and back again each working day. It has been found that the traffic signals, signs and warning devices that were adopted a few years ago are now obsolete. A few years ago the traffic officer alone could direct traffic. Then signals were added to assist in the work. Today, traffic engineers throughout the country are bending every effort toward the standardization of signs and devices with a view toward eliminating ignorance of conditions on the part of the motoring public. For years our police departments very largely depended upon the street patrolman for the preservation of human safety in our communities. T believe the day is not far distant when it will be found absolutely necessary to motorize practically all of our police activities. One of the intelligent developments arising out of modern traffic control i6 the establishment of bureaus for prevention of accidents. When our great cities of today were laid out, the wildest imaginations of their founders never conceived of traffic conditions such as we have today. I am happy indeed to say that we have in the City of Philadelphia, an organization known as the Regional Planning Federation which is attacking this problem of City Planning from a scientific standpoint. They have made a profound study of the conditions prevailing within fifty miles of the City of Philadelphia. They have and are endeavoring to eliminate in the future the mistakes of the past which have proved so costly. They are suggesting loop and ring roads in order to discourage the unnecessary concentration of vehicular traffic. They are mapping out great belt line routes that will carry through traffic around our big cities rather than add to the traffic of tlic central districts. They are cutting through diagonal streets, thereby saving much time in the handling of this traffic In all of this great work, we are appealing to the great forces of the press, the public schools, the business and civic organizations of our city. Through these me diums we are reaching that most important personage of all--the individual. The press, through its news and editorial columns, is today calling the Attention of the public to the Installation of new regulations and appealing for their cooperation. T look forward with great hope to the educational work being carried on through our school system. The Boy Scouts are assisting and I believe that when we secure the cooperation of the youth we will have gone a tong way in winning the cooperation of the individual citizen. The health departments of every large community in the country arc bending every possible effort toward the elimination of contagious diseases. In fact, the whole healing system of our country is combined today in a united effort to prolong human 100 Niutteenth Annual Safrty Congress life. Our (real civic bodies, our societies devoted to tbe uts and sciences arc com bined in an effort to make this extended life more attractive. Let us then, as intelligent men end women, face this ITtmji of ad problem*--the problem of human safety--in an intelligent uiimti'. In the City of TTilliili Ipiiia alone we have 400,000 children attending our poblic and private school*, This great body of child life is compelled to cross and re-cross oar highway*. They are entitled to the highest degree of safety from precautionary mwum In conclusion, let me say that I believe that at last after struggling arowod through the wilderness of indecision, our large cities art centring out mote dearly into the light of understanding in the attacking of this problem. 1 belie re that the work so splendidly begun in the City of Philadelphia on this traffic question by Mr. Marsh will result in decreased casualties and will win the approval and tbe cooperative spirit of the great mass of our people. When this has been accomplished a long step for ward will have been taken in the making of city lift safe and happy for its in habitants* CiiAiKMAN Phillips: May 1 express my personal appreciation, as well as that of others, to those who have addressed us this morning. I think it would be well worth while if we could inspire in the minds of oar people the need for intelligent work in the elimination or at least the reduction of accidents in our highways and in our homes. ADJOURNMENT Pennsylvania Day 101 Foreman's Forum Friday Afternoon, October 3, 1030 L. H. BURNETT, Chairman Vice-President, Carnegie Steel Company, Pittsburgh, Pa. The Foremen's Forum of the Nineteenth Annual Safety Congress convened with F. L. Duggan, president. Western Pennsylvania Safety Council temporarily presiding. Acting Chairman Duggan: To us who have been working in safety the chair man for this occasion needs no introduction. Although he was educated in the legal profession nearly twenty-five years ago. he entered the steel industry in this great industrial city of ours. Like all great iron and steel masters, he started at the bot tom rang of the ladder. Today he is vice-president of one of the greatest steel companies in this world. It is certainly a pleasure on my part to present to you a man who has given of his time so freely in tbe prevention of accidents in industry. Mr. L. H. Burneh. vice-president. The Carnegie Steel Company. Chairman Burnett : When I look over this magnificent audience, my mind naturally goes back to a time more than twenty years ago. Tn our safety work we had covered all gears. We thought we liad made our machinery safe and oitr plants safe, and we learned that we were mistaken. We wanted to find a way to reach the man on the Job, and so, more tlwn twenty years ago we started out with a lictle vaudeville show. We went through all our plants in Western Pennsylvania and Ohio and gave at least one performance and sometimes two, and we talked safety. We used lantern slides and we had a comedian with whom many of you are acquainted, Luke Barnett, the hit of the show. When I look back to dtosc old days and think of the strides that have been made since that time, there is no better indication than this outpouring of practical men here this afternoon, and a great deal of that credit is due to the National Safety Council, The work which that great organization is doing today cannot be computed in dollars and cents. There is one thing about safety that has made me happy through all these years: certaiuly we all want to save lives, and we all want to save suffering, and it isn't difficult to solicit the interest of men in this great move ment That is one of the reasons why the National Safety Council has grown to be the magnificent organization it is today. Through the years of this safety campaign wc have all come to the one conclu sion, that the foreman is the keystone of our wliole safety organisation. I don't know of a more difficult job today in our industrial establishments than that of fore man, or superintendent, in direct charge of the work. What do we expect a foreman to do? First he must know his man. Second, he must instruct him as to the hazards of his job. Third, he must sec that be has a safe place in which to work, and fourth, and perhaps the most important in safety as it has developed in industry, he must see to it that the work is done In a safe way. Today we are celebrating Pennsylvania Day. and this too is particularly fitting in this great state containing, as it does, some of the very largest and some of the very heaviest industries in the world. Pennsylvania has never lagged in safety mat ters for two reasons. One is the realization of management in Pennsylvania con cerns that accidents must be prevented. The other tbe wonderful work which has been <lone by the Department of Lahor and Industry In this great state. The Pennsylvania Department of 'Labor & Industry Itas been active, alert, and always helpful, ready to do what it could fur us who are in industry, and the man in charge of that department today is a man whose views arc broad, wlmse ideas have ever been to be helpful to us. It is a real treat that we have with m today 102 Nineteenth Annual Safety Congress tlie Honorable Peter Click, Secretary of the* Department of Labor and Industry of Pennsylvania, who will now speak to us. The State's Responsibility for Your Safety By HON. PETER GLICK Secretary, Department of Labor and Indoatry of PcmujWania, Harrisburg, Pa. When the people, speaking through their representatives, enact laws to protect tlie life and limb and the health of the people of the state, they are doing what is expected of them, and when a state officer honestly and sincerely undertakes to per form the legal duties that arc vested in him, he is merely doing what he is paid to do and what is expected of him. We are all human. We like to be told that we are doing a good job, bat the mere telling us that we are doing a good job isn't the whole pie io the banquet It is when the state official who is charged with the responsibility of looking after the life, and the limb, and the health, and the welfare of the people of the state breathes into the laws that are given him to administer, the spirit that permeated the legis lature when they enacted those laws. And when he asks himself the question, `'How can I remove the causes that urged the legislature* to enact such a safety law?" then that state official and that administration is doing its safety job correctly and is worthy of praise and consideration. Do you get the point I am trying to make clear? The man who docs tltc job well that he undertakes to do Is doing what is expected of him, but when he does more than tluti. when he begins to feel the moral responsibility of the work that he ha9 in hand, then you have a sincere worker. I went to the heads of the different departments at Harrisburg and put the ques tion to them, "What are you doing to promote safety in Pennsylvania?" The first man I approached was the head of our great highways department, and this spirit of moral responsibility that I am speaking of seems to be running through our whole administration at Harrisburg. What was Mr. Stewart's answer? He did not boast about accomplishments. He said; "What we are trying to do in the Department of Highways of Pennsylvania is to put safety into the road." He had this in mind; They are planning to build the roads down there so safely they wilt almost be fool-proof; so that the roads themselves will be so safe that most any one could ride on them with safety. When a dangerous curve exists in the highway. Mr. Stewart's policy is to cut right through a mountain, if necessary, and eliminate the curve. When there is a steep grade on a slate highway, Mr. Stewart's policy is not merely to put the safest kind of material down on that road 2 but, knowing by experience, that the tower you grade the road^ the less chance of accident there is. he sends his shovels in and cuts down the road, lowers its level. He is putting safety right into the road itself. When I put my question to the head of the Department of Education: "What is your department doing in the way of promoting safety in Pennsylvania?" his answer was. "We are living in an industrial state. Many of the children in our schools will go into tltc industrial life of Pennsylvania. We are training the children in our schools who intern? to go into the industrial life to acquire a safety-conscious com plex." There are 180.000 boys in grades from six to twelve who are receiving industrial arts instruction in our public schools. There are 46,800 boys and girls between 14 and 16 in the continuation school. There are 7,000 men receiving extension edu cation in the evening schools. How all these--a total of about 240,000, all but 7,000 Pennsylvania Day 103 ol them children in tbe schools--are working in the industrial shops of public schools, and they are being trained in safety by our educators. How are they doing it? By positive and well-planned short talks on saicty to the students; by following up tbe program to see that the instruction is carried across into student activities; by explaining and demonstrating the use of machines and power-driven machines; by installing safe speeds on a brace of wheels in turning lathes; by guarding all rails and hazardous locations in machines; by holding the instructor personally responsible for failure to teach the child or the student in >cbool tbe necessity of respecting tbe purposes of safety devices; by having parents ign permit cards before students cw be allowed to operate power-driven machines; by having the students sign safety pledge cards; and by the use of bulletins; and by instructing teachers of students not to wear loose-fitting clothes; by the use of goggles, proper disposal of oil waste, proper use of ladders; and by withdrawing nails from loose boards. Now you will notice that all these little things must have but 00c effect, and that is safety-mindedness in the child when he leaves the school and goes into industry. When 1 asked Dr. Apple who operates the Department of Health, "What are you doing along tbe line of promoting safety in Pennsylvania outside of the regular duties that are expected of you as a state official?" he said: "We recognize that tourists using the highways of Pennsylvania often stop at springs for drinks of water. Foe years we have been operating mobile laboratories, traversing the high ways of the state, testing and placarding the water supplies of springs and pumps that are used try tbe public. During the past year our laboratory traversed 4,500 miles of highways, examining 4,471 water supplies, and this work has been done around summer camps', picnic grounds, country fairs, and springs on the state high ways. We also recognize that in industry a minor scratch may develop into a serious case of lockjaw, and recognizing the danger of lockjaw from trivial wounds, particularly from gun powder, the department is distributing, free of charge, pre ventive doses of tetanus antitoxin. This amounts to approximately 17,000 packages delivered a year. And in addition to that, we are undertaking the great big job of purifying the streams of the state from polution and from the effects of sewage that is dumped into our streams." I asked Mr. LoefBer, the head of our Game Commission, "What are you doing?" And he said, "When you have 500,000 huntsmen each carrying a deadly weapon in the woods, you can't have a policeman following each one of them to sec that he uses that weapon in the proper way." But he goes on the theory that by educating the hunter in the manner in which lie ought to use the weapon safely, he will be able to reduce the accidents in the woods and in the hunting fields of the state. He says, "We prepare and we show motion pictures depicting the right and the wrong way to handle firearms, how to climb over and through fences with loaded firearms. These pictures have been sl>own to all classes of our citizens and par ticularly the hunters of Pennsylvania. We have posters printed and distributed bearing words of caution and warning to sportsmen; newspaper publicity and small cards giving the correct method of handling firearms were passed out to each licensed hunter in the state." And of the 500,000 hunters who were here in Pennsylvania during the last hunting season, it is interesting to know that there were but 332 accidents. Accidents have been reduced by the strenuous work of the Commission so that there were but 332 accidents, of which 56 were fatal. Then I went to the head of the Department of Welfare, and she gave me a testi monial of the work of her department. "We firmly believe that each of our institutions should be an example to the management of private enterprise in carrying out all your requirements intended to insure safety of life and limb to all empolyees and all who are engaged in the activity of an institution or who reside therein. 104 Nineteenth Annual Safety Congress "During the Iasi few years the Department and its institutions have corrected all hazardous conditions around state buildings that were pointed out by your depart* ment." And following the Cleveland Clinic disaster, after the Department of Labor and Industry instituted a strenuous investigation into the use of cellulose x-ray films and advised all state institutions to stop using those films and to use only the acetate films, this Department immediately issued the order that in the future the Depart* ment of Welfare should use nothing but acetate films rather than the nitro cellulose film; and the Department of Property and Supplies accepted our recommendation and sent word throughout the state to all state-owned institutions and to all hospitals receiving state aid, that they were expected to use the safer kind of film--that is the acetate rather than the nitro cellulose. Then I asked the Motor Vehicle Bureau what they were doing; and they gave me the legal requirements that arc expected of all motor vehicle drivers in the state, which they strictly enforce. There were 163.000 licensed drivers in the state in 1915. Last year we issued 2.000.057 drivers' license cards. So you see the bigness and the complexity of the problem tltal that department has in promoting safety among the automobile drivers, and also those working within the highway patrol. The highway patrol could go out and arrest and prosecute, but that is not its policy either. In 1929, two and one-half million motorists in Pennsylvania were warned by the highway patrolmen of various dangerous things--ice around the corner, that they had but one headlight, glaring headlights, dark tail-lights, dirty license plates, blinking headlights, loose hubcaps, or* too much speed on that par ticular part of the highway, or of a flood, or of a detour or obstruction in the road, vet no arrests were made by the highway patrolmen in presenting tliese warnings to the drivers on our state highways. That emphasizes the spirit that is permeating the state departments at Harris burg--not so much to find the man doing a wrong and then prosecute him for it. but trying to leach die man not to do that wrong thing because of the responsibility Jic has to himself and the people of (lie state as a safe citizen. The Department of Mines has as us inspectors men who must be fully qualified to inspect a mine. They don't go into that mine for the purpose of making trouble for the mine operator. They always go with ll>e intention of finding some way of Itclping the operator to remove some hazardous condition that may exist and so, perhaps, save the mine from a terrible explosion, or a costly accident, or injury to some of its workmen. Our Public Service Commission is the first state public service commission that lias followed this volunteer and voluntary recommendation whereby the Highway Department and the railroads of the .state jointly undertake to pay for the cost of signals over railroad crossings on the state highways. The adoption of this order tends to increase the number of individual crossings that can be protected with the limited funds available. Pennsylvania is the first state to adopt that policy, and it is felt lliat this policy, if followed by other states, would reduce accidents that happen on grade-crossings on the state highways. What shall I say of labor in industry? The policy of our Department is to send iactory inspectors into your plants, not as snoopers but as safety engineers. They go in there not to find a bad condition and then arrest, but to call bad conditions to ymir attention, to ask you to remove them. Our policy has Ixrcn to educate and cooperate with the industries of the state, not to pcr>ceittc and not to prosecute. Last year, in conducting safety campaigns in conjunction with the industries of the state, we were able to secure the cooperation of 35.000 employers apd manufacturers, and wc had two and one-half million work men in Pennsylvania sign a safety pledge card. Every building that the state erects, which is a state-owned building, must go up in accordance with cair safety regulations. The federal government sends its con- Pennsylvcnia Day 105 :rack< here anl rmi federal buildings in Pennsylvania, and, unfortunately, too many <4 may disregard safety regulations. When our men go on that job and call cot firuhlimit to ihe attention of tltcse contractors, we arc politely (old that we hare so jwndtriion because wc arc o federal property; and as a matter i Lew that ruts. When we caw pin the cooperation ul these contractors in conforming with the *pirif cot bwi *r <w codes, well and good; but where wc can't, in order to pro tect tht woriowm oa that federal job. we generally find some piece of work that the cuatnetor is doing over which we do have jurisdiction. For instance, tlie oper ation a labor camp. The contractor soon makes up his mind that if he wants us t* ease op oo jurisdiction over things where we have tlie power, the tiling for him t.. do is to comply with our safety regulations on the erection of his building. \\V l-aven't Hesitated to use that power wherever it was necessary. A Big Job for' AH You arc striving astd we are striving to reduce accidents and to bring about safety m plants and in individuals, in order to save tlie plant and to save the man ; hut tlicre is a much bigger job for all of us to do, and that is to preserve employment in industry so that unemployment may nut increase to such a degree as to tieconte a real national hazard and a national menace. You arc thinking seriously about i*aity. you are arriving at conclusions which will about solve that problem. Give I your time to this other great problem, also. Let that l>e your moral contribution to the safety of our country. Wherrver you come from, take this thought hack .with you: Pennsylvania, from its highest official to its humblest, is 100 per vent Mild on safety and is doing everything within its power to promote safety in in dustry, on the highways, on the streets, and in the homes, and wc wish you God speed in your work of promoting safety throughout the country. Chaibmak Buaxrrr: Those of us who have been in safety for any length of time soon realized that in order to make a success of the safety campaign, it would le necessary to make a safety inau of practically every man engaged in industry. In that work we have enjoyed the undivided support of labor. They have been enthusiastic about safety because they knew and realized just what it meant to them. The next speaker is a man well-known and wdl-tricd in the Labor Movement, lie is one of the few men in the state who, by reason of his position with the State Industrial Board and his life-long association with labor, understands thoroughly the mutual problems of both employer and employee with regard to tlie Safety Movement and its application to industry in general. It is my privilege and pleasure now to introduce Mr. John A. Phillips. What the Worker Can Do for Safety Bj JOHN A. PHILLIPS President, Pennsylvania State Federation of Labor (welcome this opportunity of being allowed to participate in a meeting of the National Safety Congress. I welcome that opportunity as a Pennsylvanian and as a member of the Pennsylvania Industrial Board, and just now as president of the iVntteylvama Federation of Labor. li has been my pleasure to have served as a member of the Industrial Board now !"r about seven years, and as the labor member of the Board. Looking hack over 'Nat whole period of time I cannot recall a single instance in which it was even t-etksary for any member of the Board to raise his voice in order to reach a unani 106 Nineteenth Annual Safety Congress mous and a /air and square conclusion on any matter that ever came before the Board (or its attention. Now, that is a matter that rests fundamentally upon the personal attitude of the individual members of the Board, and it has been my experience that once we get the right attitude toward a problem, no matter how many of us there may be, no matter how our points may vary, a fair assay of the arguments presented on their merits inevitably led to a right and harmonious conclusion. I think, perhaps, the title of my talk should have been reversed to read, `'What the Safety Movement Can Do For the Worker," because it seems to me that in the industries where lalrar is mobilized in large groups, the Safety Movement has developed most completely. It would be altogether itnpossbtle, merely through tin? enactment of legislation, or with the machinery provided by the state, to do any thing at nil that would compare with the vastness of the Safety Movement as car ried on in the leading industries of the state as a result, again, of the right attitude on the part of the industrial leaders of the commonwealth. But there is, after all, apart from the business aspect of the Safety Movement, a very definite strain of what might be called altruism, at least very definite humanitarianism. And the thing 1 would like to leave in the minds of those who are here, and particularly with the officials of the Safety Movement, is the opinion I have formed that they can do somewhat more toward reaching the ideal in industrial accidents fay a somewhat closer connection with the organized labor movement of the nation. Cooperation in the Movement Everybody knows that human safety is not a controversial question. It could never be. And I believe there is nothing in the way of the development of the closest possible kind of cooperation between the Safety Movement and the trade union organizations througliout this country. We have, wherever possible, carried in our publications safety articles. We have cooperated in safety meetings. We have distributed literature, and, to some extent, have been able to develop safety dismissions in union meetings, but it seems to me that a more definite method could be established, and I would like to propose (on my own authority) tiiat the leaders of the Safety Movement take into con sideration the advisability of arranging a conference with the officers of the Ameri can Federation of Labor for die purpose of developing a concrete program with the formal endorsement of the Executive Council of that body, and with arrangements for intensive work in those industries where the accident figures run high. It seems to me that fundamentally tlie problem is to cliange the passive attitude of the or dinary persoo with respect to safety into a conscious realization of his obligation as an individual toward the movement, toward himself, and toward his neighbor. 1 believe that most of us resent the idea of somebody coming to us and telling us what to do. If you can reduce tlw avenue of approach to a metltod that, in all like lihood, will be wholly acceptable on the part of the individual, it seems to me that your, chance of developing his attitude correctly is enhanced, f think it is fair to say that if the safety message were to come to the Unions through the American Federation of Labor, with the official endorsement of that body, ft would probably be received more freely than coming in any other way. Chaimiak Burnett : The great Pennsylvania Railroad has made wonderful ad vancement in the last few years in safety. We are very fortunate this afternoon m having with us a man who has worked for that company for more than twentyfive years. He is known as the silver-tongued orator of Canton. Ohio; and I under stand he is also a poet--but we can forgive him for that. It is surely a real honor and a pleasure to introduce to you as our next speaker, M. P. Grady, foreman of the Pennsylvania Railroad. Pennsylvania Day 107 The Foreman and Safety By M. P. GRADY PorOMB, Pennsylvania Railroad Shops, Canton, O. It was jost seventy-five years ago that an eastern newspaper devoted spacr to the following item, in substance: "A man of about forty-six years of age, giving the name Josua Coppersmith, has been arrested in New York for attempting to extort funds from Ignorant and super stitious people by exhibiting a device which he claims can transmit the human voice any distance over metallic wires so it can be heard by the listener at the other end. He calls his instrument a 'telephone* which is obviously intended to imitate the word `telegraph* and to get the confidence of those who know of the success of the latter instrument without understanding any of the principles upon which it >s based. *'Well-informed people know that it is impossible to transmit the human voice over wires, each as may be done with dots and dashes and signals of the Morse code, and were it possible to do so the thing would be of no practical value. The author ities who apprehended this criminal are to be congratulated and it is to be hoped that his punishment will be prompt and fitting so that it will serve as an example for other conscienceless schemers who would enrich themselves at the expense of their fellow-creatures.** But for just one thing, we would laugh heartily and innocently at that seventyfive-year okl news item, and that one thing Is the fact that we have been Just as guilty of misjudging something new that comes on our horizon as were those who arrested and those who persecuted poor old Josua Coppersmith when he attempted to sell stock in the first telephone company. We won't go bade seventy-five years but. say, a matter of twenty-five yean. Do you remember the first apostles of safety, who came perhaps fifteen years ago or twenty years ago, and preached their gospel that we most stop the manning and the fatalities that happen in industry? They were scoffed at in some cases, but I very well recall some of those early apostles, and it seemed to` be a sort of a religion with them. They didn't get much of an audience because everybody knew that in this comer of the land, or in that comer of the land, in any large industry, or in any large city, some shop in that dty would be known as the slaughter house. You just expected to have the ambu lance service there. But we finally have reached the point today where there are something like eight thousand people here in the interest of the Safety Movement this week in a great dty. The problem at first was ooe of getting safeguards and putting the plants in safe condition so men could work. Finally, out of this movement was evolved the law that compelled manufacturers who were slow In doing that, to get on tbc band wagon; and so now they claim that statistics show that about 90 out of every hun dred Accidental injuries are doe to one of two causes: the 90 are injured because of carelessness by some person, and 10 others are injured because of inadequate facilities in the shop. It carting to be the job of the foremen to see that the men who are put in has charge are properly taken care of. If I were to answer the question: what is the most necessary qualification a fore man should love m order to get that smooth, warm cooperation that is so necessary in putting across this great humanitarian job of safety? I would say. first of all. he must be a square shooter. A square shooter is a man who is primarily honest. He must not only practice honesty with those with whom he comes in contact, but lie must not be dishonest with himself by lying to himself. Very often that is what we mean when we say a man has lost confidence in him 108 Nineteenth Annual Safety Congress self. That man has simply started buck-passing or lying to himself. The great American philosopher, Glenn Frank, tells us tliere are four things necessary if we are to have growth ; these arc humility, courage, curiosity, and a sense of respon sibility. Humility should extend from the top kick in the office clear down to the lowest laborer in the shop. Be humble enough to admit that the work is hazardous and that it rakes constant vigilance to police if. Courage enough to have the courage of our convictions. Curiosity to the extent that we wilt be constantly on the alert for bad conditions su>d rectify them. And a sense ol responsibility, that any rightminded citizen should have if he is going to be a supervisor of other citizens. There is another step in square shooting that the bookmen term "be impartial." What a sad state a man, a foreman, lias been reduced to who will knowingly and deliberately give to one man tltal consideration of merit that belongs to another. A supervisor who will, on the grounds of religion, relationship, or fraternity, keep from one man what he has rightfully canted and accord it to another man who has not earned it. 1 care not what Bible you read, nor in which edifice you read it, nor do I care whose interpretation of it you quote, but the law of God teaches in every Bible, "To defraud a laborer of his lure is a sin for which Christ front the Heavens sends forth vengeance" Beating a man out of his pay check is not the only way he can be defrauded of his hire--giving a man an unsafe place to work, not giving him what is square with reference to the rules. How often do you see a man who is a sort of a king pin in his gang, wl>o is a little better workman than the rest of them. That fellow violates the goggle rule, and the foreman doesn't seem to see it. He passes it over. But there is poor Tony, the hunky laborer; if l>e violates the goggle rule he is discharged. Equitable? That is the way you find it very often. Treat men so they will confide in you. Treat them so square, so clean, so fairly that you will get their complete confidence. One of the greatest assets we have to help us do this is by the use of our God-given attribute--personality. Personality, defined from my experience with the world, is. "Turn your best looking, smoothest side out." You can get it if you want it badly enough, by constantly working at its appli cation. It is possible to get the opinions and the cooperation of men in this great movement by the use of your personality. When you get their opinions on matters of importance in safety work, the first thing you should do is analyze them. 11 you find they have merit, be prompt to admit it, ami praise and push that cooperator oil to greater efforts. If, on the other hand, you find some flaw* in his plan, point out the flaws in some tactful manner, hut never divert him from the path of righteous ness. Plan to do it this way'hecause it U the right way to do it and with that kind of a foundation you won't go wrong. 1 maintain there are three things necessary, three important legs that are neces sary for a man to take the position of supervisor, and they are personality, poise and tact. Personality is tlic unit person, poise is the way he looks and acts, and tact is the way he decide*. If you are short on one of these legs, you lean and list, and if one of them is missing you fall down altogether. They say the first law of salesmanship is to attract attention, and yet often when 1 see foremen of my acquaintance over the country, I am surprised at the way they attract attention, and the football they make of these three great attributes, person ality. poise and tact. When a man is picked from his fellows in industry and placed at the head of a gang, a division, or a shop, as a foreman, that man assumes certain responsibilities, and he should lie big enough to stand under them and to assume them in their en tirety. But the main responsibility that he assumes is the responsibility for the human life and limb that are entrusted to him--even before the property that is entrusted to him--and until every foreman in America thoroughly digests that par- Pennsylvania Day 109 titular pan of his job. wc arc not going to reach, that'goql that tve arc all looking toward m acitdrul prevention. A large percentage of industrial accidents Tire caused by men with poor eyesight working on jofu that require good vision, men with poor hearing working on jobs that n min fund ears, men slow, in action working ou * fobs that require quick rear- tima. ,\B da things belong in the lap of the foreman, and he should rectify them. Aadwt wpurtuit pan of the foreman's duties is the way he conducts hi* departmenu di nknwtt to horseplay. Perhaps, somebody will say that there isn't any aci (knag a* toophy in industry. But there is. and each of us would he able in rvpeaa am i i#iriiact from our own observation. t d*r fcwwwwna'* training classes, we hear a good deal about the conscious slate 4 mmat. ad ahum the subconscious slate of the mind, and we are asked to dwell m Amt dam ad tu study them; and we do; but. you know, most of us are afdkrnd wtris lK umaniwu state of mind when you get right down to it. * 1 an* yum this very pertinent question: at what! arc you aiming ? 5htp- Pwnc w--r ww *4 jmrtr acquaintance came into this room, and he had on a hunter's rag* a*4 toMer'* 4bocs. and a hunter's coat, and he had a gun in.his hand, and he meat ** a* a window and blazed away with both barrels? ' What would you Sky a* ton? V<i probably go up to your friend and say to him. "Bill, what arr 4*mg'** He ewK m?. **t an fawiting," and the natural thing would be for you to say to him. *KwM| * Yua can't htmi downtown iit Pittsburgh in the afternoon.'' Bet We** W4 at tWr fellow. He had on hunter's, boots. He had on a hunter's coat. Hr tod am a hunter's hat. He had all the paraphernalia of a hunter, from the into 4 hr* fret tv the crown of his head. He hadi the implements of a hunter. He tod a tut .\nd he tod more than that: he had the inclination to hunt. There was uofty <me chanw wren? with him. He wasn't aiming at anything. PiotoMy sonar of yue fellows will say. "That doesn't mean me." How much Iietier uff are yon than you were five years ago? What kind of a program have you for a year hence? How much reduction in the accident record are yog going to make? What plans have yon made to help the shop to become a better place to work for these on who are under you? Those arethe things at which wc must be aiming. We go to these safety meetings year'after year, but what do we get out of tfietu? If we dua't practice the things we hear in these meetings, they wilt be of no avail, ft viD be time wasted. CiiAikMA.s* Bijknitt : The United States Aluminum Company of New Kensington. Pennsylvania, employing 4.SU0 men. didn't have a single lost-time accident during the month of August. Will the general superintendent of that plant, who is here. R. M. Ferry, please tell us how you did that job? R. M. Ferry: Our company has a large number of plants'id various states, and wc run safety contests. The company puts up a beautiful trophy. We used to have the slogan. **A perfect record will win tlic trophy." but this is what competition will do. In that month of August, five other plants also had m> accidents. I give a big part of the credit to ihc foremen, because in the past when we have had accidents we have ridden the foremen. We haVe gone after the foremen jukI put it up to them, passed the responsibility down to them, as being the men on the door. They ought to see what is going on; and'it is part of'their doty to. know what is going on. and also to help the men to realize, txlp to educate them: so that we will not Iiave accidents. And so that stands out to me as the major point in answering your chairman's question. We give most of the credit to life foremen;' and I am clad to do it. Chairman* Bcrnctt: On behalf of the National Safely Council, and e*|>cciallv the chapter of Western Pennsylvania. I thank you most sincerely fur your aiiendancc here. adjournment no Nineteenth Annual Safety Congress Executives' Dinner Section Friday Evening, October 3, 1930 HON. JAMES FRANCIS BURKE, Toastmaster Pittsburgh, Pa. The Executives' Dinner at the Nineteenth Annual Safety Congress was called to order by E. T. Whiter, vice-president of the Pennsylvania Railroad. Cqairuan Warm: We had hoped to have with us Governor Fisher but the Governor found it impossible to come and wrote this letter to the Honorable James Francis Burke, our Toastmaster, which I will read. "I just now have your letter inviting mo to the Safety Congress which will convene in Pittsburgh September 29 for a five-day session. "It is improbable that I stall be able to attend, but my interest in the meetings is nooe-the-less keen. I had the privilege of joining in the invita tion to hold the meeting in Pittsburgh this year. I believe the benefit ac cruing to the industries of Pittsburgh and surrounding territory will be very great because of the interest aroused in safety methods and devices. "The mechanization of industry has made possible standardization and speed. We, however, have to pay a tragic price in the increased danger to the life and limbs of the workers. The. factor of safety has therefore be come of such prime importance that both the state and the federal govern ments exert their authority in safe-guaHtng employees. However, public authorities cannot be very effective without the cooperation of the employer and the worker. I am satisfied that both classes have made great progress in realizing their obligations not merely in answer to the taw but in answer to the humanitarian and economic obligations. "I have noted the program, and the high character of the speakers, and the interesting subjects for treatment make the session an assured success. "As usual, you are always in the forefront in good work. I am delighted that you arc contributing so much to make this year's National Safety Council meeting a marked event in Pittsburgh's many hospitalities. "With cordial regards, I am Very sincerely yours, JOHN S. FISHER." This dinner marks the conclusion of the Nineteenth Congress of the National Safety Council, an organisation that has made wonderful strides in the ~aving of life and limb. A year ago, when we were trying to persuade the officers of the National Safety Council to come to Pittsburgh, they were just a little loath to come, fearing that perhaps we didn't have the facilities to take care of them. Nevertheless, through the efforts of the Chamber of Commerce and the manage ment of this hotel, The William Penn, they did finally agree to come, and now they tell ue--and they are sincere in what they tell as--they are glad they did come, that this has been the very best Congress that has taken place up to this time. I think that Pittsburgh is to be congratulated in having the opportunity to enter tain the thousands of visitors who have been with us during this week, and we hope that when they leave Us they will think kindly of us and that they will come again. I want to express also the thanks and appreciation of the various committees that have been working so tirelessly to make this convention a success. Through the cooperation of the industries and the individuals of Pittsburgh it has been possible Pennsylvania Day 111 to do what have accomplished, and we are thankful to them and we are proud of what w* have done. I am here to introduce the toastmaster, but that formality is hardly necessary, became he b known from one end of the land to the other. He is a man who (ends his untiring efforts at all times to any movement that is for the bwiefit of his city, his state, or the tatioa, a man who has served with distinction in the nation's Con gress* a brilliant orator, a dose friend and an able advisor of the President of the United States, Herbert Hoover. It is my pleasure to introduce our toastmaster, the Honorable James Francis Burke. ToAsrMAsm Buxioc: Having just returned from Europe where he shook the lands of all the crowned heads that are left and having received the greatest re ception on his return that was ever accorded a mayor in the history of the city of Pittsburgh, be is now ta a mood to welcome you. and it is a great pleasure for me to present to you the handsome and popular Mayor of the city of Pittsburgh, the Honorable Charles H. Kline. Addresg of Welcome By HON. CHARLES H. KLINE Mayor of Pittsburgh, Pa. Permit me to say, at the very opening of nay few remarks, that many creditable comments can be made about the National Safety Council. Bui nothing 2 could say about you is truer, or more to be cherished by you, than to assert that you are extremely original. Here I come, as the chief executive of this workshop of the world, at the closing event of a week filled with education, enlightenment, and benefit to our city, to bid you "Welcome." "Welcomes" arc, without exception, spoken at the beginning, and not at the end. of most conventions. But I assume that on your arrival you saw reflected in the smiling faces of our people the warm spirit of cordiality and hospitality which burned in their hearts for you, and, therefore, took it for granted that the latch key to Pittsburgh is always hanging on the outside for you, and that formal notice to that effect was really an unnecessary formality. I notice in the newspapers that in picking the location for your next congress, you will give that distinction to some city which has the honor of being one ol the safest in the land. I was glad to learn that you select your convention site ou such a basis. That is, no doubt, the reason which impelled you to come to Pittsburgh on the present occasion. Pittsburgh appreciates U>e compliment and will do her best to retain, unsullied and unmarred, the distinguished reputation which your visit has conferred upon her. And may I say that as a result of the excellent, comprehensive and far-reaching missionary work which you have done here this week, if you will continue your plan of selecting the safest city as your gathering place,- you will be back in Pitts burgh year after next. Therefore, 1 can see the motive of your originality in arranging your program, and t take it that my real duty tonight is to extend to you a "Goodbye" for 1930, and, at the same time, a "Welcome" for 1932. I notice also, by your program, that this is "Pennsylvania Day" in the annals of your congress. May I say that every day is Pennsylvania Day in Pittsburgh? Because, sitting 112 Nineteenth Annual Safety Congress in high places, in both our state aud national capitals, are distinguished Pennsyl vanians, who are also sons of Pittsburgh, doing their "bit" with honor to iheir state and with credit to themselves to advance the progress of the human race and the welfare:of this station. Looking toward Washington, wc Me a distinguished Pennsylvanian, a product of Pittsburgh, ast lire Secretary of the Treasury, making our. country safe from bank ruptcy, sale from financial depression, and suit from high taxes--A. W. Mellon. There, too. in another stately structure we see another distinguished Pennsyl vanian, also a son of Pittsburgh, United States Senator David A. Reed. There also, close beside them, we see still another Pennsylvanian, whom the cautious hand of destiny luu marked out for distinction; making our nation salt from disastrous strikes, and helping to preserve our high standard of American living, safe against foreign aggression, the present Secretary of Labor, and the next United States Senator, from this Commonwealth--Jim Davis, And then, looking to Harrisburg, we see a young native of this state, a product of Pittsburgh's soil, schools and environment, making our factories safe for our toilers, and exhibiting wisdom, efficiency and capacity in the performance of his duties, Pennsylvania's Secretary of Labor and Industry, my very dear friend--Hon. Peter GfickOver in that charming town of Indiana, where the distinguished governor of the commonwealth and 1 received our early, education, and Obtained what little knowledge nf politics we possess, I recall the old schoolmaster was wont to impress us with that motto, which has became almost an axiom with every American school bos', to this efferl: An honest man's the noblest \york of Godv" N'ow. if an honest mail is the noblest work of God. I think we can safely say that: "The Safety Movement is the noblest work of man." Ami I say that, my friends., because there is nothing in this whole world os priceless as one human life. It is pleasing, indeed, as 1 look around this festive board tonight and over this vast assemblage, to see and to kuow'that'this movement, has enlisted the best minds, the most willing hands, and the most enthusiastic hearts, from both a local a national standpoint. Oi1 all the problems which* beset us''in our modern civic and national life, none challenges the genius of the American people for mastering, and conquering every stupendous task placed in their pathway hiorc than that which has to do with the prevention of accidents and the safety of human fife, whether it be on our high ways. in our factories, in our betimes, or on our* playgrounds. This becomes obvious when Wc register in our 'rrund the thought that, while over ten years taw passed since the close of tire most destructive war in all history, and while wc have Ceased to pay tribute in human lives to the grim God of War, We arc still sacrificing liunuiw lives, jrveu greater number, as a toll to the gruesome (kid of Carelessness. While pcaaamsu are abroad in the land; there is nothing on the horizon which could influence ns lo approach that" problem, except in a spirit of supreme optimism. Having a supremr faith id the loyalty,- intelligence, integrity, and good sense of (he Amerkafr people, and after observing the Work that is being done through your agency.- which i* now nation-wide: I arif confident that those who have oiHsled in (be holy cum of Safety will so strive that in their American lexicon there slut!) Ik found no such word-as "Fail." When the bugle sounded to cal! our hosts in civil life into the grim and serried ranks oi war. there was a spontaneous response. To the inspiration of martial music we saw our boys march away, never to re turn. There were tears in our eyes, sadness in our minds, but consolation in ow hearts, became we kncW they died for a cause. Pennsylvania Day 11.1 In such 2 cirnubfitiKr wc gave lives in order that our country, and civilisation might live. The challenge which comes to us today in civil Hie is just as patriotic in its origin and motive, bat it is to rave lives in order that we may perpetuate the Republic, and bring eternal happiness to the human race. Speaking for the people of Pittsburgh, may 1 say that to this task wc dedicate onr brains, our brawn, our energy, our patriotism and our very, lives, and that we join with the National Safety Council in this war against hazard and danger, lo the end that as the years pass the slogan of your organization--"Universal Safety"-- may prevail, and become a part of every human endeavor Toartwaste Busier: Mr. Whiter has lold you, and the Mayor has told you, bow welcome you were to the city. He referred to the fact that it is the last chapter in these proceedings. You have been here--in a number of thousands--from various sections of the American Republic and beyond. You have, I believe, been enter tained and we, m turn, have been instructed. We have all -absorbed wisdom as a re sult of our conference and communicntion with each other, but the attention that was given to the preparation of the arrangements and carrying them into effect was not a mere matter of natural growth. Too frequently in life we overlook those who deserve the.credit. It has been a stupendous task to prearrange and to carry out the proceedings attaching to this great and notable convention in the economic and business life of America. Fortun ately for us in our city and its reputation, it has been in the hands of skilled men. 1 want to call that roll of honor lest wc forget who they were and what they did. I want to call that roll of honor, too, for the benefit of my fellow citizens in this great city in order that they may be impressed with the fact that in these emergencies there are outstanding men who take charge of those proceedings and those institu tions that make or mar the reputation of our city. At the head of them all, like die name of Abou Ben Adharn, is the name ol Edward T. Whiter, the general chairman of our session, who did not enter upon it because he was idle, but because of the distinction he has attained in the walk of life he has chosen. The great institution 'to which he is attached and in which lie has made his mark in service is one of t!>e greatest of its kind in the civilized world. The first time 1 ever heard him before a public audience, when other men spoke in an off-hand manner, he spake with a deliberation and in a manner that indicated profound study of his subject. And I said lo myself and to my companion on my right, "There is a railroad man. There is a man who is going to cut a figure in the history of Pennsylvania." That man tonight is on only one of the first steps that gradually he is making to the top rung of the ladder. We have been fortunate indeed to have this man at tire head of the organization that has taken charge of this convention. The next gentleman I want to mention is-younger-in years, Frank L. Duggan, president of the Western Pennsylvania Safety Council and of the Chamber of Com merce of Pittsburgh. James Rac, the president of our Chamber of -Commerce, who has made a record for efficiency unequalled by any other of his predecessors. Taylor Alderdice, an old figure in tlie industrial world. - William S. Lindennan ivli has grown gray in lending money to people in Western Pennsylvania and wondering whether he was ever going to get it back; aud who yet, in all the eightyfive years of his banking history iias never lost a cent either for himself or his institution. George E. Clarkson, that human dynamo- who has been on a hundred spots every moment from the beginning to the end of these proceedings. Frank F. Chcslcrman, the head of our telephone interests, who was in communica tion with every one who wanted anything specifically done at a specific time. 114 Nineteenth Annual Safety Congress That great old warrior of our city's history, Thomas A* Dunn, vice-president of the Chamber of Commerce, who is never found wanting. J. Roger Flannery, the handsomest Irishman that has ever been born since the day of Brian Boro. Then there is that versatile character whose name is known from oat end of the country to the other, who, it would seem, never sleeps when there is anything to be done for our city, oar state, or its industrial establishments, Albert L. Humphrey. Then there is one of those geniuses who works in a quiet way, with a suave, fine Italian hand, who always gets there and produces results, and that, in the person of Frank ). Lanahan, who has been the chairman of so many of our oommittees. Frank Wilbur May is one of the pillars of our Chamber of Commerce. A new figure in the position which he holds today, one of the mast responsible in the wliole industrial world of Western Pennsylvania, that has to do not only with our safety of travel but with the manner in which our homes are lighted and our institutions are heated, and power furnished from day to day, is Frank R. Phillips, the president of the Philadelphia Company. Then there is another man, a small man in stature. His name it H. H. It stands for "Happy Hunter"--Harry Happy Hunter Robertson--Harold H. RobertsocL Next and last Is a Merchant Prince, my friend Walter Rosenbaum. Now, that is not all the roll, but those are the headlights whom I want you to hear in mind and to whom my slight reference is proper. This is a Safety Congress. Some one has asked why (he next speaker was placed at the Head of a list of safety speakers. The answer Is that for a number of years he was the head of the Department of Public Safety of the city of Pittsburgh, and during that time his administration personified safety, because I. never met with an accident, my house was never robbed, and I was never placed in the custody of a police officer from the time he entered his office until he retired. He is Mr. George W. McCandless who will now speak to you. The Employer and Safety By UBOKGK W. McCANDLESS Vjaa-PrfMrnt, Pcnmyiviaia Manufacturer,' Auocution My attendance al (fats gathering where the humane as welt as the economic benefits of safety are being discussed, is occasioned by the dual capacity in which I find myself; that is. as an industrialist who realises the economic wastage resulting from accidents, and a* an official of the'Pennsylvania Manufacturers* Association. While In no sense wishing to minimize the former capacity, it is as one who teaches safety methods and safety principles that I come'before you tonight. That the Pamsylvaaia Manufacturers* Association 2s interested in safety work is axiomatic. One out of every four workmen in Pennsylvania, who carry compensa tion, is carried through (he Pennsylvania Manufacturers* Association. Consequently, from a purely business standpoint we are intensely interested in reducing accidents, last year oar company and our organization conducted over 500 safety meetings in pleats throughout the state Not only were the meetings arranged by our representa tives, but the entire burden of cast was borne by us. Safe methods h industry conducted by acckknt-consootis workmen do prevent accidents. Low espsknee rebounds to the industry la lower insurance rating. Lower insurance cost reflects in lower costs of production; die ultimate goal of every industry always, and especially in these trying times. Good business? Yes, from every conceivable standpoint If, as has been carefully computed, an accident costs four times the amount of compensation paid, then an Pennsylvania Day 115 accident prevented in industry pays enormous dividends. In what other manner can dividends of 400 per cent be so easily acquired in industry? Our experience m furthering safety work among the industries of Pennsylvania lias impressed us with the casualness of some executives to the work. Usually the men who coax m close contact with accidents and accident-dealing machines, are eager to convert the personnel into a hundred per cent accident-conscious group. Maybe if the executive's desk were a whirring machine, and his pen a sharp-edged tool, he might look differently upon it. Recently a general manager of a large cement company went to a plant, at our invitation, to talk to the men on his own safety experience. The owner of the plant, who had forgotten the prearranged meeting, happened to be in his office. "Go up to the plant and tell the superintendent to have the meeting; I shan't be able to attend.** When informed of the prominence of his visitor, who was donating a day of his time in behalf of the men in the smaller plant the owner capitulated, and he has since, become one of the most ardent safety advocates to be found anywhere. Likewise, the safety record of his plant reflects his interest In safety. No man, qualified to head a plant, can be bigger than safety. We have here in accidcut prevention, both industrial and public, a national challenge; a direct challenge of whether we, a nation of thinking people, are going to be devoured by these wonderful machines we have created; a laying down of the gauntlet to determine finally who shall be master. Our losses in killed, injured and mutilated are appalling l At Gettysburg the armies of Lee and Meade left on the field of battle about six thousand dead, and the whole world shuddered at this colossal wastage of human life. Yet today our deaths in this country from automobile accidents ikwe>SRiouot to more than three times this number, and no one seems to be particularly alarmed thereby. Tbe Pennsylvania Manufacturers' Association has been one of the pioneers in industrial safety m the Commonwealth of Pennsylvania. It was the first organiza tion that aided and gave assistance to the Compensation Act, and we have no doubt whatever that legislation toe further economy in industry, after careful study, will be brought abort through the assistance of our organization. Our speeded industry, our speeded lives, require an awakening of the consciousness of caution, which is the basis of all safety work. We honor our scientists who prevent disease; we sing tbe praises of those who have lessened the scourge of typhoid, yellow fever, diphtheria, malaria and justly so; yet we are satisfied to mitigate the greater danger of death and suffering from accidents to volunteer effort. A great public awakening is about to take place, and such meetings as we have had this week, attended by leaders in the nation's industries and guardians of the public con science, will hasten the day. s ToAsrMAsrea Buaxx: Tlie Carnegie Steel Company was the magnet around which were gathered the units that comprise the greatest industrial organization in the history of civilization, the United States Steel Corporation. The Carnegie Steel Company is the mother of the steel industry, as it were, today. Pittsburgh is for tunate, the Steel Corporation is fortunate, and the industrial world is fortunate to have at the head of that institution, 1. Lamont Hughes, whom I now have the pleasure of presenting to you. Safety in Industry By L LAMONT HUGHES fmUemt, Carnegie lied Company It Is thirty-three years since ray connection with industry began; starting in at the great Edgar Thomson Steel Works at Bruddock, Pennsylvania. Tins plant, as many of you know, was built and operated by the great Captain Jones--a man who 116 . Nineteenth Annual Safety Congress had few equal* in (he handling of men and tlie production of iron and steel, a man who loved his fellow men and assisted many widows and orphans who lived in Brad.dock and vicinity. You will recall that when the news of the great disaster caused by the Johnstown Flood in '$9 was flashed over the wires to all parts of the country, this great and humane man took it upon himself to shut down the Edgar Thomson Works and, loading bis men on freight cars, they set out to give first aid to their countrymen, many of whpm were fellow steel-workers of former days. To tell of what these first aid men accomplished on this occasion would make a volume of very interesting reading--to tel) of the deeds performed by these men of steel would equal any such achievements io history. But much as we .would like to extol and sing the praises of these, pioneers in industry, we cannot but think that if the safety movement had been in the foreground as it is today--perhaps this one of the great disasters of this country would .have been averted. Four months after the Johnstown Flood, Captain Jones and three of Ius men were killed as a result of a blast furnace explosion. The Captain met death white leading and directing his men; trying to get a sick furnace to right itself in the making of regular production of iron. Forty-one years have come and gone since then. The dangers and hardships endured by those hardy giants in industry have almost disappeared. The slogan of "Safety First** has made a new order of tilings. In the old days through lack of money and engineering skill, men were subject to the hazards of steel making which are avoided now*. Today, machinery is doing 4hc hard and dangerous work that, men u*?d to do noth their hands. The steel industry has spent millions to reach this end. Even* draiqtQg in connection.with improvements is checked--every new idea in the manufacture of sfed is scrutinized carefully before its adoption to permit the greatest degree of" safety. The men in the mills are taught safety, every man in the organization is talking safety, and now at this present date, I can truthfully say that in the once dreaded steel making industry there is a safe place to work, and the environment and surroundings arc as agreeable for our steel makers as they are in any industry in this country. The other day when looking over the booths erected for this occasion in William Penn Way. I came upon- our own Carnegie Steel Company exhibit. There is a picture showing the husband and fattier bidding good-bye to his wife and child as he -goes to his daily task. Under this picture is the inscription "Their Safety Is His Responsibility." There is another picture showing the same man working in front of the fiery furnace at one of our steel mills. Underneath this picture is in scribed "His Safety Is Our ; Responsibility." We, as employers of labor; carmot and db not- want to get -away from this responsibility, but there is one thought I would like to leave with you; that is. a great many of our accidents are caused by the thoughtlessness of the injured man himself or by an equally indifferent fel low workman--some of these men-may be old and trained employees. The only conclusion you can conic to for this class of accidents is that these men may not be as happy as they might be; tlvat they have worries of some kind in their minds which take away their usual alertness and they eventually become involved in a serious accident that we or no one else can decide the cause. Thoughtlessness and indifference are the greatest enemies to real safety. About.ten years ago we adopted a plan that has proved very helpful. We put safety on a competitive basis--made it .-a. game, so .to speak, a competition among our various plants. We thought that if there were some tangible object to attain, some goal to reach, the men wputd. enter a contest to win it. It is human nature in want to beat the other fellow. The trophies are Ilandson>e pieces of bronze and silver and carry* a legend with them that is interesting. The men grasped the spirit instantly Mld.jhrough. ten years now have not lost interest in the competition for thc^afoiy vtrPldiy- The. plant winning the trophy one month holds it and display* it at:its works fpr the following month. At the end of the year the trophy becomes Pennsylvania Day 117 the property of the plant making the best yearly record in safety. One story is told of a superintendent whoic mill was piling up a long record for no accidents, wlien one day a man who had no business with a sledge hammer in his hand let ii fall on his foot. The record was broken. It is told tlrnt the superintendent actvially wept, and that the men almost ostracised the injured man far his carelessness. Another safety idea that has been valuable is the cafaidor Carnegie Steel Com liany publishes every year. More than 00,000 of these calendars go over the coun try--requests even come from foreign countries. The appeal is made through school children. The pictorial work on the calendar is reproduction of safety posters made during a contest in public and parochial schools in titc towns where our mills are located. Each community carries on its own contest, has its own judges and awards its own prizes. Then the plant safety committees send in their selections to the General Safety Committee for final choosing of posters for the next year's calendar. Good housekeeping is also something that should not be overlooked. Show me a well-kept, orderly plant and I will show you a plant with a fine safety record. A tidy plant begets a tidy organization. Tidiness begets carefulness; carefulness insures safety. Id concluding I wish to say that it is our constant aim to talk safety, act safetyfirst. last and all the time, regardless of tonnage, cost or any oilier part of the making of stetL \V freely endorse these anonymous lines which many of you have read, vis; "And the end as that the workmen shall live to enjoy the fruits of labor; that fu's mother shall have the comfort of his arms in her old age; that hi* wife shall not be an untimely widow; and that his children shall have a father; and that cripples and helpless wrecks who were once strong men shall no longer he a by product of industry." Toastmasto* Bvetce: The next speaker is one whose record is outstanding in the history of this country. A* a consequence of his capacity to do things, three different President* of the American Republic have chosen him as oitc of their offi cers. He is about to leave that position in which he has attained distinction for so many years, and is about to assume an oflkial position in the upper house of the American Congress. Knowing as 1 do something of its history and its purposes, I am sure he will make there a record of usefulness that will be a great asset to the people of Wetem Pennsylvania, because ltc is energetic, because he is intelligent, because he is courteous, because he is considerate, because he has the habit of con sulting his fellow men in all the important things of an official character that come across his daily pathway. It is a pleasure to introduce our fellow townsman and our fellow statesman, your friend and mine, the Honorable James J. Davis. The Worker and Safety By HON. JAUBS J. DAVIS Secretary of Labor for the United States, Washington, O, C. Thousands of Americans were fatally mjuried last year in accidents. In fact Clio accident list reads like the casualty list of the Great War. In the whole course of America's participation in the late World War, 50,000 Americans, were lost on the battlefield. Last year in this country, in a time of peace 97.000 died as a result of accidents. That was the nation's accident toll. The economic loss was tremendous. Seventy-four thousand of these people were killed in non-industrial accidents. More than twenty-three thousand were killed in our industries, many of these were preventable accidents. There could hardly be more striking evidence of the reason 118 Nineteenth Annual Softly Congress why this organization was founded. There is no subject before the country of greater seriousness and importance than accident prevention. There is no greater need before us than this need of saving human lives and limbs in American industry. It will not d?, however, to l>c pessimistic. Ou d contrary the record of the National Safety Council entitles tins body to every congratulation, because in eighteen years the death rate from accidents in American industry has been cut nearly onethird. But, like all Americans, you are Jc$s concerned with the past record than you are with plans for the future. I have said, time and again, that education is a prime essentia! to the reduction and the ultimate removal of accidents. Our employers are willing enough to lend themselves to prevention measures and safety devices. They have every humani tarian and business incentive to do this. No employer likes to see death or injury in his plant. Neither does he care to lose skilled producers. The worker himself needs constant education and warning in the proper use of the safety appliances provided for him. This educational force has already had its effect, and will have a still larger effect. But in this work of accident prevention we are fortunately aided by conditions outside the immediate program. It is of one of these outside auxiliary forces that I wish to speak. I well remember when we had no workmen's compensation laws, when we worked in the United States under the same sort of legal protection which had obtained in England for centuries. In those early days, when I myself was a worker, it was considered seditious even to mention such a thing as compensation for injury. Wc had only the legal doctrine of assumed risk on the part of the worker, the legal doctrine of negligence on the worker's part, and the third doctrine of the negligence of a fellow servant It left everything up to the -worker. Jt would be a mistake, to say that no employer of that time exerted himself for the safety of the workers, regardless of this state of the taw. There were then, as there have always been, many employers who did everything possible to protect their workmen from accident. Not only that, but they cared for the worker when ac cident did come. Nevertheless, as the laws then stood, this burden was left to the individual employer as a direct personal relationship between himself and any worker injured in his employ. It was not until 1911 that such legislation was enacted by any of the states of the United States, except the experiments in Maryland, Montana, and New York, but in 1911 ton of our states adopted such laws. Today such legislation covers all but four of the states, and it covers oil of the territories and insular possessions of the United States, and all but one of the provinces of Canada. In fact, ft is almost universal throughout the Western World. To me the most gratifying result of workmen's compensation legislation has been the efforts made toward accident prevention since the enactment of these laws. 1 am not going into the discussion as to whether or not accidents are increasing or decreasing at the present time, but if we take a longer period, say the ten years from 1917 to 1927, there certainly can be no question. After all, it took several years after the enactment of workmen's compensation laws before industry and in surance companies began to realise that tiie most effective way to meet the expense of compensation was to prevent accidents. Pennsylvania, in 1917, had 3,072 fatal industrial accidents, 224,808 non-fatal, a total of 227,880 industrial accidents. In 1927, with ten years more of increase In industry and industrial population, she had 2,053 fatal and 158,690 noo-fatal, a total of 160,743 industrial accidents, a decrease for 1927 from 1917 of over 33 per cent in fatal accidents, a decrease of over 29 per cent in non-fatal accidents, and a de crease in the total industrial accidents of over 29 per cent. In the meantime, the completeness of accident-reporting had largely increased. Pennsylvania Day 119 A comparison of the figures would show a similar situation in Massachusetts, Iowa, Connecticut, Colorado, and Montana. In fact, taking a long view, our in dustrial accident rate is relatively lower than it was when we began the enactment of the workmen's compensation laws. This may not be true of single industries. It probably is not true of the building trades. 1 am sure the workmen's compensation acts made it pay for the employer to in stall safety devices wherever men work. To make these safety appliances, too, it has given thousands of men and women employment, and there are millions invested in the business. The United States Steel Corporation states that beginning with the enactment of the workmen's compensation law, this Corporation, in ten years, spent $9,763,063 on prevention work, aod that at the end of the ten years the money saving resulting from this expenditure had been $14,609,920. That is tc say. if their accident rate had been as high at the end of this period as it was at the beginning, compensation would have cost them more than fourteen and one-half million dollars more than it did cost them. In addition to this is tlie fact that if the accident rate had not been lowered, 250,000 additional men would have been Injured during that ten year period and probably more than 40,000 killed. When thinking in terras of the 40,000 killed, I am reminded of anotber group of 40,000 men who were crippled In industry, and were rehabilitated during the past ten yean, through the efforts of the Federal Board for Vocational Education, of which I have been Chairman for 9 years. Many of these who have been rehabilit ated are earning more money today than they were prior to the accident. There came to my desk recently a statement calling attention to a great jubilee held at the Anderson, Indiana, works of the American Steel & Wire Company on the un veiling of a safety record tablet commemorating the fact that for four years, ending March 16, 1930, not a single employee of that plant had sustained a disabling ac cidental injury. When we think of such records as these, aud of the work that an entire industry like that controlled by the cement association has done to prevent accidents, in fact almost obliterate them, with their attending human suffering and economic Iocs, we get an Idea of what has really been accomplished by the efforts of those who are engaged In the work of preventing accidents. My message to the worker is; Your country needs your service; your employer needs your skill; your wife and children want your companionship and pay envelope-- you look better at home than in the hospital and. better than that it is not so ex pensive* Toastxastcb Butxx: I have had the pleasure of presiding over many events, and I say to you that those speeches were more succinct and pointed.in the subjects they treated ol than any 1 hav^ listened to for many years. Let me say this to you m parting. Senator Reed was on this program to say a word to you oo the subject of national safety, and I will revert to that for just one moment. You are a busy, important and Industrious lot of men, upon whoa in dustry throughout this land is depending today. National safety depends very large ly on the light of day, very largely upon the fact that our pathway must be lighted not only by day but by night, but always by facts. There is one great danger that menaces a great country as strong as ours, and that is that now ana then it may become so enveloped In gloom that the darkness may cause us to lose our way or to cut loose from our moorings. There never was a time when admonition as to the folly of such a course was more necessary than now. There never was a time in the history of this Republic, since the day that Washington sat at the head of the Constitutional Convention in Philadelphia more than one hundred and fifty yegrs ago, when there was teas need for apprehension regarding die future of the American Republic. There never was a stronger nation. 120 Nineteenth Annual Safety Congress There never was a more virile |eoplc. There never was a more entcifirtwc bo4j of human beings organized under this form of government than those under the American flag tonight. There never was cause tor more hope in tl>e future because of what has 1 and l*en accomplished in the past than there is at this very hour. Safety too, upon the engineer who sits in the pilot's cabin. Safety depends upon the cfcar eye, the cool brain, and the steady hand of him who guiding the ship over tfce pathless seas and through its storms. America is fortunate in that regard, that we are in a state of flux, as it were, and that while we are in a state <d temporary depression, wc stand out in bold relief tonight among the great nataoos of the verW when wc company our sturdiness, our underlying fundamental strength with that of any other nation on the globe. We are passing through a revolution thrunglKWt tl>c world, an ccuqoomc mr*dw- tion--one that was preceded by the fall of dynasties and the disappearance U kh*. and the transformation of governments. -We arc passing through that revoca tion with less danger to the present and the future of the American Rcpabhc than to any other of all the nations. It is a peaceful revolution. There arc no cries oi paio coming frn iluigum where human beings arc being lacerated and persecuted. No taailr* are being stunned. No streets are lined with gibbets. No highways asd no nvm running with blood. Human beings arc not fxring nailed head downward on the cross as they were in other days. The revolution we arc passing thnracli is one of processes, having to do with industrial and economic problems arising as a result, very largely, of the rapidity with which man lias invented new means oi living, new means of carrying light to the pathway of those who live and those who are to follow; new means of carrying music to the ears of his fellow men; new means of carrying intelligence to every home in tle land. Every hour that we live finds the music of progress reaching the ear of every class, rich and poor, humble and-evalted alike. Every school bell tli*t nngn is hringiiXtf more children to the doors of schools than ever before. Your church bells that ring out on the Sabbath day are bringing mat people to their altars and shrines of worship than ever marked the story of any na tion in the tide of time. The songs and the music that come from the windows of the various temples of worship all mingle as one in their story of the worship of a common God, the Father of us alt If is no time, my fellow citizens, it is no time, my countrymen, to be pessimistic about the present or about the future. America, at base, is sturdierthan slic ever was before. There hasn't been a single dollar of real worth in the minerals. In our hills, and the properties on the surface aid the muscles in our arms, or the intellects that wc carry in our heads, that has been decreased a single farthing during all this so-called depression. Despite those who croak, despite those who preach discontent, the doctrine of des pair has no place in the gospel of the United States of America. What our fathers did for us was to hand down to us a great heritage, and it ha* imposed upon us a burden, in turn, to hand it down to those who come. We can do it by holding nor heads high and keeping our hopes highalike. II is our duly to build as we go and inspire hope in our fellow citizens as wc travel on in our march to our mighty destiny. Go home with this thought in vour mind: that beyond the darkness of the dawn the sun shine will come tomorrow, beyond the clouds of the storm the rainbow will bend across the skies. There is hope. There is life. There is prosperity. There is happiness in store for us all, if wc will only speak out from day to day in the touch of our hand, in the glance of our eye, and the voice from our lips the word of en couragement to our fellow-men. God be with you till we meet again. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATION AL SAFETY COUNCIL Fire Prevention Friday Morning Session October 3, 1930 -PERCY BUGBEE, Chairman Assistant Manager, National Fire Protection Association, Boston, Mass. The Fire Prevention Session of the Nineteenth Annual Safety Congress convened at nine-forty o'clock, with Percy Bugbee, Assistant Manager. National Fire Pro tection Association, Boston, presiding. Chaulmam Bucaes: This is the fourth annual fire prevention session of ihe National Safety Council. The purpose of this session is to give to the delegates to this congress who are interested in fire prevention and fire protection a picture of current thought aod current developments in tlic fire prevention and tire protec tion field. Everybody admits that fire prevention and fire protection arc essential parts of the safety program, whether it be industrial or municipal. With that tltought in mind we are fortunate in having Mr. Ralph Rtcliman, Editor of Fire Prutetliau Magazine, of Cincinnati, talk to us about "New Developments in Fire Protection and Pre vention." New Developments in Fire Protection and Prevention By RALPH E. RlCHMAN Editor, "Fire Protection", Cincinnati, Ohio It will be my purpose in these remarks to present briefly, almost in outline form, a review of the significant developments in the field of fire control within the last year or eighteen months. Most of those gathered here are concerned in the prac tical application of protection and prevention methods. It is my hope that you may check your own plants or fields of operation against the developments to be men tioned with the thought and purpose of making further investigation of such develop ments as may appear to be of advantage for controlling fire in your own spheres of action. This will undoubtedly lead to the actual adoption of such improvements as will help to reduce the fire waste and protect the properties under your control against loss by fire. The discussion will be presented under three main heads: first. Public Attitude; second, Prevention Equipment; third, Extinguishing Equipment. The attitude of the public, and particularly that part of the public which owns and manages the great business undertaking* of today has undergone a marked change 121 122 Nineteenth Annual Softly Congress within the put two years in the direction of (reaicr intend in fire loss redncticn. It seems clear that this improved attitude on the part of btaioeu has bom due largely to stress of economic forces and not to what might be termed a patriotic or academic interest in cutting down fire waste. Modern methods of production and the stress of competitive efficiency have forced attention to the improvement of fire control methods. Two examples will suffice to illustrate this. The speed and flow of production instituted by the factory conveyor systems make a stoppage of pro duction by fire at any point along the line so extensive in loss of production, that this loss very frequently overshadows that loss which comes from destruction of property. Dependence upon mechanical operations and elaborate sales organizations required for distribution of vast production tend to set up a very high fixed expense, which must be met before unit cost and profits can be found and conspire to force attention upon anything which hinders the continuotc and regular production of goods. The profits of the highly geared factory of today mistily depend upon a relatively small number of days in the year's total, so that the maintenance of pro fits compels adoption of fire safety devices and methods. This thought is introduced oot in any critical spirit but to set forth dearly why safety engineers present here can afford to give even more attention to this subject of fire control. A second illustration may be found in the producing plants of the public utilities. The gas industry, for instance, has recently received recognition of the splendid work which it has done in controlling fire, by reduction in its insurance cost The utilities, fulfilling the demand of the public for continuous service, find that a very slight derangement in supplying their commodity to the people became of a fire, can lose more revenue within a few hours than the direct property damage may amount to even if tbe fire were repeated many times. Every when along the line the economic forces are pushing managers and owners relentlessly toward improved fire safety. Consciously or unconsciously, this economic motive has made fire protection and fire prevention constantly more interesting to the minds of America's business leaders and since they constitute leadership of the country, it has become much easier to obtain the cooperation of the public in all public movements which make for a lower fire waste. Here we may mention some of the developments which show what is taking place. For the first time in history a metropolitan city authorizes a thorough analysis of its fire dangers by group of competent experts. The city of Boston biases the trail in tids work. Chamber* of Commerce, Civic Clubs, Credit Mens Associations lend their active support to a Chamber of Commerce fire prevention contest and while by no means converted to the point of assuming leadership, open their doors and make it possible to enter and promote fire safety where a few years ago the doors were closed entirely. In many states, fire schools for members of fire departments are established and many communities send representatives to learn and study fire protection and pre vention. Never before have the agricultural Interests of the country displayed anything like their present attitude toward improved fire safety on the farm. A national conference on spontaneous ignition, with particular emphasis on the Ignition of hay, and the growing activities of The National Fire Protection Association in this field are evidence of what b going on. The spontaneous Ignition conference held last fall in Washington under the auspices of the United States Department of Agri culture is expected to lead to research and results in this field. Industrial safety schools are increasing and in all of these time and attention is given to the subject of fire controL The remarkable success of the work of the engineers of the National Fire Pro tection Association in the cities is rasturiog. The results have not come easily Fir* Prevention 123 but they demonstrate that there is a latent power which may be mobilized for fire safety in most cities. Adoption of the Model Arson Law by many states, and an increased efficiency in tbe field of detecting and prosecuting incendiaries through state and municipal bureaus is additional evidence of this changed public attitude. Action of the Na tional Board of Fire Underwriters in doubling its incendiary fire investigation force indicates that efforts of this kind are valued and approved by the public New building codes are being considered by many cities, notably in New York and Chicago. Tbe Pacific Coast Building Officials Conference has prepared and circulated a code which has been enacted in many western cities. Many more developments in this field of public attitude might be mentioned to chow the direction of current public opinion. Mr. Wentworth, managing director of the National Fire Protection Association is to follow with an address on "Making America Fire Conscious" and as the supreme interpreter in this field of fire safety, he will give w a much clearer picture ot what is taking place. Before preceding to discuss the next two divisions, prevention equipment and ex tinguishing equipment developments, it should be mentioned that the increasing public service of the National Fire Protection Association and the Underwriters Labora tories, the two great clearing houses in this field, is itseU a development of first importance. Through one or both of these clearing houses pass virtually every de vice or method for promoting fire control. The rapidity with which developments in this field has come ,within the past few years has presented these organizations with an unusual opportunity and an utui&uai burden. The way in which both have grasped the opportunity and carried the burden is noteworthy. It is a little difficult definitely to set aside all devices as coming under "Preven tion Equipment" cm*, under "Extinguisher Equipment." Sometimes the line is a little hard to draw. But for convenience we are making that distinction today. First let us consider briefly some of the recent developments in the field of pre vention equipment The development and increasing use of the dust and explosion proof motor de serves prominent mention. Unprecedented increase in use of electrical power in every kind of factory soon made imperative the devising of something other than the old open dynamo. Today, it is possible to obtain explosion and dust proof motors which may be used in dust, flammable and explosive gas laden atmospheres without bringing tbe two into too disastrous relation. A competent observer In this field says that this "type of equipment while primarily designed for hazardous locations is coming into general use in all locations, and in our opinion the old winding motor, which was always a fire hazard when any combustible risk, will shortly be discarded for the fully enclosed type." The hazards of painting, lacquering and japanning processes have been responsible lor many improvements in fire control devices. One of the latest is the develop ment of flammable vapor indicators for showing the presence and amount of flamma ble vapors In the air. Engineers have established the percentages of various gas vapors to total air content which make an explosive mixture. In times past, the first intimation that such a mixture was present often came in the form of a wreck ing explosion. The new measuring devices make it possible to keep a constant watch on the flammable vapor content of the air and to prevent formation of ex plosive mixtures or change the proportions of vapor in the air when the dangerom mixture Is present This with modern ventilating systems should go a long way toward preventing losses due to presence of flammable vapors. An amazing change has taken {dace in dyeing and cleaning-establishments. With in the past eighteen months an entirely enclosed machine for dry cleaning using carbon tetrachloride has been placed on tbe market. Not many of these are yet in use but they are bring placed in service now as rapidly as factory orders can be 124 Nineteenth Annual Safely Congress filled. Representatives of the industry point out that the production of this machine not only eliminates the fire hazard from such dry cleaning plants as employ the machine but also in case of accident or a fire originating the carbon tetrachloride acts as an effective fire extinguishing agent. Loss of life and property by fires in dry cleaning plants has steadily declined during the last five years and the National Association of Dyers and Cleaners report that 'approximately 75 percent of the dry cleaning plants of the country use the new safety cleaning fluid called Stoddard Solvent which was developed by the Mellon Institute of Pittsburgh. Very few fires of major importance occur in plants using the solvent. Within the last eighteen months California has passed a stringent law governing dry cleaning plant construction and equipment. As in so many other fields, developments and improvements In dyeing and clean ing plants have come from tire ranks of industry itself. It is worth noting that the greatest progress toward fire control has come from those industries whose state and national organizations have taken an active interest in meeting their own fire hazard problems. This definite attention through research and invention by na tionally organized industries is hi itself a development of first importance in this field. It frequently occurs, as it did occur in the dry cleaning industry, that while meeting the peculiar fire hazard of an industry, the industry also cuts down its cost of operation. It is dangerous for any industry to declare that it cannot solve its fire problem because of increased expense. Until the problem has been definitely tackled in a modem scientific spirit there is just 'as much reason to believe that costs may be reduced if the fire hazard problem itself is solved. Several serious fires have occurred in recent years involving the scaffolding and wood concrete forms used for erection of sky scrapers. Some progress has been made toward die flame proofing of wood to be used for scaffolding and concrete forms. I have been unable to learn whetlier this development has gone far enough to offer a solution to this problem. Eugene Anns of the Mutual Fire Prevention Bureau says that, "another and possibly a movement which will in the end affect the fire loss even more than the general use of the explosion proof motor is the general application of anti-friction bearings to all types of machinery and transmission machinery. The ball bearing and roller bearing industry has been developed to t(>e point titat almost any machine or equipment can be* taken care of satisfactorily. The old job of oiling, which was more or less neglected, becomes an annual duty rather than one for two or three times a day, and in our opinion anti-friction bearings eliminate the probability of friction losses. An anti-friction bearing can get hot if packed too full of oil or If a hall breaks or something else happens, but we have never found one hot coough to be a serious fire hazard. Hot bearings have, in all these years, given us far greater losses than any oilier one cause in our class of risks." He also mentions "the development in magnetic and pneumatic separation, ex plosion from metal going through grinding machines such as attrition miffs, roller mills, or hammer mills had become very common and to eliminate these explosions nearly all manufacturers of that equipment have adopted as a standard a positive electrically charged magnetic separator or a pneumatic separator. Types have been developed within the last two years which are very satisfactory for almost any use. Previous to that time the positively charged magnet was a very large and expensive affair. Now they are used as tlie rule rather than the exception wherever grinding is done." The Cleveland Clinic disaster focussed attention upon the kind of films used in many occupancies and the way in which the film was stored. The result has been the increased demand for the non-flammable type of film and improved methods for storing film. This disaster also brought about many other improvements in hospital fire safety which have been discussed in hospital journals and Laboratories Data published by the Underwriters' Laboratories. Fire Prevention 125 Recent developments in the electrical fire prevention field include a standard for the improved safety of armed flexible metalic cable, which provides by suitable lin ings and bushings against injury to the contained conductors and produces a product greatly superior to that earlier available. A marked advance has taken place also in a safety standard for mechanical refrigeration, including the small machines em ployed for dwelling houses. In July of this year the Underwriters Laboratories announced a new fire retardant classification for building materials. The new classification is designed to afford a simple and practical guide for estimating the value of these materials by under writers and building officials. Six classifications are now lifted. The basis of classification is the number of hours daring which the material may he counted upon to retard fire. The new grades run from Class F, to include materials and assemb lies of less than one hour retards*** op to class A-8, including building material and assemblies of 8 hour retardance or over. By using this simple and practical table, complete details on which may be obtained from the Underwriters' Labora tories, it is possible to determine in advance what certain standard forms of con struction will do under fire attack. Tests at tlie United States Bureau of Standards during the period under con sideration, by F. H. Ingberg, established a fire resistance of over one-hour for a two inch standard gypsum plaster partition, made up of three-quarters inch steel channel and metal latl At ter two inch solid metal lath and plaster partition, using unsanded fibered piaster instead of sanded plaster, developed a fire resistance of about 2J4 hours. These tests established a definite fire rating and resistance for solid metal lath and plaster partitions. Other tests made at the Columbia University Testing Laboratories on wood stud partitions protected with metal lath covered with sanded and unsanded gypsum plasters confirmed results previously obtained at the Underwriters' Laboratories. Those who are interested in obtaining further information on these tests may address the United States Bureau of Standards at Washington or the Columbia University Testing Laboratories. On the border line between Prevention Equipment and Extinguishing Equipment, we will insert something about the development of fire alarm systems. Standpipe and sprinkler supervisory systems may now be operated on closed circuit systems and be electrically supervised. The open circuit systems are not so dependable as tlie closed circuit systems. These new systems arc now required in the city of New York and field inspections and tests are being made. An outstanding feature of these uew systems is the Automatic Trouble Signal sounded immediately when the electrical alarm system gets out of order. The greater reliability of fire alarm systems is being reflected also by an increasing interest in systems installed and controlled by owners of buildings or groups of buildings. 6,000 such systems are now in operation in the city of New York involving 100,000 alarm boxes. All interests involved. The National Electrical Manufacturers Association, repre sentatives of the Fire Alarm Industry, The National Fire Protection Association and others are now making definite plans looking to the modernization of that part of the National Electrical code which has to do with fire detection systems. Erection of tall buildings in many cities which heretofore have had a low skyline has brought improvements in standpipe engineering and construction. Cities have revised their building codes with particular reference to standpipes. One of the changes has been toward increasing use of two-way connections to all standpipes at every floor. The one connection is to be used for private fire lines and the other connection is left ready for fire department use. Since standpipes offer the only satisfactory means of fighting fire effectively above the fifth or certainly the eighth ''lory, more attention is being given to this method of fire fighting preparation. In the direct field of fire extinguishers, observers see an increase in use of carbon dioxide extinguishers. These extinguishers when operated reduce the oxygen con 126 Nineteenth Annual Safety Congress tent of Uk air (o a point where the air will cut support combustion. Thus the normal oxygen content of atmosphere is about 21 percent and when the oxygen content falls to 16 percent or below, combustion will not be supported. Chief Ralph Stott of the Los Angeles Fire Department says that this type of extinguisher is unusually efficient for fires involving flammable liquids, electrical apparatus and equipment, films and delicate fabrics. The material used evaporates quickly, leaves no residue and does not injure the most delicate apparatus. This type of extinguisher finds favor not only because of the rapidity of fire execution but also because it often permits resuming of production operations without aqy time lost in preparing new materials in place of those involved in the fire. Thus lacquering or dyeing material involved in a fire might be ready for immediate use as soon as the fire Is extinguished. With many extinguishing agents, as. entirely new preparation or at least the cleansing of the material involved in the fire would have to be provided. Capacity for extinguishing very large fires may be installed. Foam apparatus is being constantly adapted to uses in new situations and under varying circumstances. Developments in this field involve principally use of systems devised to expel the foam extinguishing agent without the slightest delay upon all kinds of production equipment A third development in the extinguishing field has been the use of a pulverized material which is thrown over the burning material and which operates to cut off the oxygen in much the same way as foam. This pulverized material b found use ful particularly in fighting flammable liquid fires. A non-freezing type of large hand extinguisher has fotuid a place in the market during the past two years. It operates like the okl soda and acid but claims arc made that its liquid has greater extinguishing efficiency, particularly in cutting down the time necessary to put out a fire. Flash fires, which have become such a common incident in modem manufacturing, have hastened the devising of dependable automatic releases operating on the ''rate of temperature rise" principal. Students saw the desirability of such automatic de vices twenty years ago but modem industry required for its safety that these devices be perfected and they were made ready. This use of the automatic release, operating so quickly on the temperature rise principal has been adopted far use with all loads of extinguishing equipment, small fire extinguishers, foam and dioxide systems, standpipe systems and automatic sprinkler systems. This constantly inrrmiing dm of automatic releases for all kinds of fire control purposes is a fundamental jtitkp meat of the past several years. This "ratc-of-rise of temperature" method of detection, coctroi and extinguishing of fire has come into wider and wider use over the peritxl of the last fifteen years until now it is recognized in the following regulations of the National Fire Protection Association: Installation of Sprinkler Equipments. Protection of Openings. Paint Spraying and Spray Booths. Finishing Processes* Foam Extinguishing Systems. Carbon Dioxide Fire Extinguisher Systems. Photographic and X-Ray Nitrocellulose Film. Since its wide-spread use today, probably everyone understands that the rate of temperature rise devices are constructed in various ways but all of them set in motion a train of action as sooo as the temperature in a room rises faster than a given ratc-of-rise, say 15 degrees F. per minute. Upon these rate-of-temperatnrerise devices rests the real developments in the field of automatic sprinkler protection within the past two years. Fire Prevention 127 Here are some of these developments: 1. Pre-Action System of Automatic Sprinklers, These systems may be installed ia ordinary occupancies of all kinds, whether heated or unheated. Sprinkler piping, with its ordinary fusible link heads are installed as heretofore but no water or com pressed air b placed in the system itself. The water is held back from the sprinkler pipes by a pre-action or deluge valve which is tripped by the rate-of-rise apparatus when the fire comes. Thp tripping of the valve sounds an alarm and admits water into the sprinkler pipe, there to wait for the sprinklers to fuse. This may occur in ten minutes or it may take half an hour depending on the size and Intensity of the fire. But the sounding of the alarm provides an opportunity to extinguish the fire with chemical extinguishers thus avoiding of water damage from sprinklers. The sprinkler companies have devised pre-action systems and many hundred of properties have already been equipped with them. 2. Deluge System of Open Sprinklers. This system is for use in flash fire and severe hazards, such as paint spray booths, pyroxylin products manufacturing, enamel ovens, X-Ray film vaults, motion picture film vaults, celluloid vaults, film manu facture, lacquer storage and mixing, cotton, kapok and limber works, powder and explosive manufacturing, chemical manufacturing, solvent recovery, airplane manu facture, airplane hangars, and wherever the fixed temperature device is too slow to efficiently control the hazard. With this type of sprinkler system, the sprinkler piping is larger than ordinary sizes. The Heads are open ready for operation. Water is held back from the pipes by a valve which is tripped by the rate-of-rise apparatus when a flash or fire comes. The tripping of this valve rings a gong and admits water to the sprinkler piping where of course it goes out at once to the open sprinklers on to the fire. The entire process may take place in less than 15 seconds from the start of the fire or the flash. The application for such systems for safeguarding the hazards of nitrocellulose film and airplane hangars is immediately obvious. By placing the sprinkler piping not only above but below and around wherever needed, it is possible to drown out instantly the most severe fire. This is what Is done in the protection of air plane hangars. 3. Combined System of Open and Automatic Sprinklers. Where small severe hazards exist here and there in an occupancy, the regular automatic sprinklers may be installed over the ordinary hazards and the open sprinklers over the severe hazards. 4. Automatic Water Curtain. These water curtains have been installed for many years on buildings for protecting windows, walls, cornices, roofs, against exposure fires. While the pipes were open and ready to discharge water as soon as the water was admitted into the pipes, the operation admitting water was performed manually by opening a gate valve in the supply pipe to the sprinklers. If the valve were not open or if it were not opened sooo enough, the water curtain ^ might fail to function to prevent entrance of the fire into the building. Now with the rate-of-rise temperature system to operate a valve, the action becomes automatic. The heat detectors in the operating system are placed at the parapets or cornices of the exposed building. It is readily apparent that this same principle may be applied in countless other ways. We have already mentioned the control of carbon dioxide and foam ex tinguishing systems. Other uses are for fire door control; motor stops for con veyors, blower fans, motor starters for fire pomps, quick operation of dip tank drain valves. Low temperature automatic sprinklers are coming Into wider use. These are sprinkler systems fitted with heads which operate at temperatures lower than the Ordinary fusible link heads permit. They may be used with special advantage in 128 Nineteenth Annual Safety Congress what arc known as Low Hazard Occupancies such as hospitals, hotels, office build ings, schools and the like. Effective July 1 of this year The National Board of Fire Underwriters promulgated regoialkm* for installation of Class B Sprinkler Systems. Adoption of rules and regulations for these equipments should encourage use of automatic sprinklers in many light hazard occupancies such as were mentioned above because requiremoib liavc been made less costly than for regular installations. A study of fires extinguished by automatic sprinklers shows that 94 percent of all the fires put out by sprinkler systems will be put out by ten or fewer sprinkler heads in five minutes or less in the tight hazard occupancy. Thus it has been believed by many that it is better to obtain a wider distribution of a sprinkler system which will control 94 percent of the fires it is called upon to extinguish than to have a restricted dis tribution of a system which might be expected to control every possible fire it might meet. It is too early to determine how affective these new rules and regu lations may be in bringing about more sprinkler installations but the tendency naturally will be to install sprinklers where heretofore they would not have been employed. An encouraging circle of operations is seen in a survey of the facts we have been discussing. Economic pressure from every direction creates and strengthens a public opinion favorable to more affective fire control and stimulates the invention of in creasing efficient preventive and protective devices.. These in turn, a more intelligent and aroused public opinion, and better fire control methods and devices, bring their pressure to bear to bring about a lower fire waste. We may certainly say that the developments in fire protection and prevention have been encouraging no matter to what cause wc may attribute this development. H. D. Kettue (Standard Oil of New Jersey, Baltimore, Md.): I didn't get the name of the solvent that Mr. Richman spoke about. Ml Richman; Stoddard. It is a naphtha made for the use of dry cleaning establishments. The name means that it is made according to Stoddard Solvent Specifications. Mr. Kettle: Is there a catalogue or any data on the water curtains on buildings. Mr, Richman: Yes. Write to any of the automatic sprinkler companies or to the National Association of Automatic Sprinkler Companies; they will notify their members, or they will send you literature direct, which will explain in detail, with diagrams, the methods of operation discussed this morning. N. A. Weed (Republic Fire, Pittsburgh, Pa.) : You spoke of the protection of the dynamo. Has any particular attention been given to segregating or protect ing it? We had a case a number of years ago, in Providence, where a machine which was necessary for the whole operation was wrecked by fire. It was of foreign make and it was impossible to replace it. As a result we suffered a large loss. Has any particular attention J>ccn given to electrolysis, or elimination of that hazard? Mr. Richman: For a great many years u-e have recognized the importance of segregating in the plant, by the use of fire walls and partitions, certain operations in industry. Since the use of electrical apparatus has come in there has been in creased attention given to the segregation of the power plants. On the second point, I have seen very little discussion on the subject of electrolysis for several years, and I am not sure whether the problem has been solved or not. Chairman* Bihsee: Commenting on electrolysis: in oar office we get the engineer ing reports of the various insurance organizations that make reports On municipali ties. These reports indicate that the condition has been correctedJ. A- McCarthy (New York Edison Co., New York City) : With reference to fireproofing scaffolding, Mr. Richman, did you mean the water glass treatment? Fire Prevention 129 Mr. Ricbua.v . No; 1 dot not know the exact process. 1 only know that some attention has been given to the subject. Mr. McCarthy: Well, we find that just a film of water glass has been rather successful. For permanent construction work, where it is required for a tong time, 1 don't know how *t will siaud up. Chairman Bugbee: A number of processes are used in fireproofing wood for scaffolding and other purposes. Most of them involve the impregnation of the wood under presr.ure, and for scaffolding, where it is more or less temporary and not used in the construction of the building, it is pretty satisfactory. It has been so recognized in New York, ami is being recommended strongly on construction of all buildings. Mr. Weed: One point which came up rather surprised me--that the engineers were looking into the farm hazard*. Years ago lightning rods were used, but they seemed to be kind of a joke, and were abandoned; experience has shown however that they were effective, and wc are again getting lightning rods pretty well estab lished. A. Amram (Hamlin & Co., New York) : In the endeavor to make working platforms in construction work fire-resistant, wouldn't it be far better to follow the example of construction in the church at Riverside Drive and Sixtieth Street, New York? After a disastrous fire, causing hundreds of thousands of dollars damage, they made the wood skeleton platforms fire-resistant. They subsequently adopted platforms of fireproof material, steel, sheet metal, and so* forth; they were through with all wood platforms. Chairman Bugbee: I think Mr. Richman had in mind that very thing. A piping form of scaffolding is being used in the construction of new buildings for the temporary scaffolding; but with it they also use fireproof planking for tire floors. Chairman Bugbee: We will proceed with our program. In presenting the next speaker, I think it is well recognized that Mr. Wentworth is the leading authority, not only in this country, but throughout the world, on the subject of fire protection and fire prevention. He appeared before the first Fire Prevention Conference conducted by the National Safety Council in Chicago some four years ago, ami made a profound impression. It gives me great pleasure to present Franklin H. Wentworth, managing director of the National Fire Protection Association. Making America Fire Conscious By FRANKLIN H. WENTWORTH Managing Director, National Fire Protection Association, and member Fire Waste Council, Chamber of Commerce, U. S. A., Boston, Mass. "Come with me," said Richard Cobden, as John Bright turned, heartsick, from a new-made grave, "conic with me,--there are men and women in England dying of hunger, made by the laws. Let us never rest until we have repealed those laws." This was the spirit of devotion in which the English corn-law agitaticn was undertaken and brought to a successful issue- The English people were made con scious that the com laws were vicious and indefensible. It is no easy task td make a people conscious of wrongs in economic policies. Happy is the ermader for a cause who can inject into a fiscal agitation the dynamic element of sentiment or moral feeling. "People in the mass do not think," said President Hoover last month, "they only feel." Richard Cobden and John Bright made the English people feel. What emotional element is there in the fire waste that can be dramatized to make the American people fire conscious; to make them feel that a preventable fire is a moral wrong? There is none. The American people are no more concerned emo 130 Nineteenth Annual Safety Congress tionally by fire deaths than by deaths from automobiles, and these are so cootinooos and common that they irritate us by cluttering up our newspaper columns at the moments we are seeking news of the prize fights. We arc scry cynical regarding the value of human life since the butcheries of the World War ami we shall waste our energies on a wrong: tack so long as we refuse frankly to admit it. We cannot make the American people fire conscious by emotional appeal to them to help us save human life. We have got to find out what they do regard as sacred or worth while and attach our educational campaign to ***** And what shall this be? What b the crowning institution that now reflects our country's supremest interest? It b American business. It b therefore in the name of American business that we must make the appeal, the appeal that will otherwise' be lost in the confusion of a jazz, speed, radio-mad civilization. For thirty years we have been evolving technical standards for safeguarding the use of fire. lu those years we have developed an entire literature for the simple and direct application of these standards. Anybody can easily understand a*d apply them. We have every facility except that of the incentive and the will to act How long are we to continue to stand with these facilities in our praying, imploring, and beseeching a public that cannot see any connection between fire prevention ant^ the things of daily interest? There b one strategic way. It b to enter their con sciousness by making fire prevention a inrtf proposition. The National Chamber of Commerce is now operating a fire waste council, designed and calculated to give to fire prevention die business setting that will cause It to register in the minds of business men. Its annual cootest mnny local Chambers for the best progress in fire safety is advancing fire prevention as a business proposi tion. The moment the Chamber of Commerce, the vehicle of local business, begins to study its fire waste situation a revelation is inevitable. The obvious emerges that here is a vital item in municipal life, something that b its individual and collective resources, which has never bun studied as a business proposition. Every other municipal activity U subject to some sort of bookkeeping, but the outgo for the fire waste has, ^ so far, always been an unknown quantity. The value of this activity by the National Chamber of Commerce is paramount because it enlists the interest of the business leaders who create, influence; and maintain public opinion. The great masses of the people never understand the economic influences that affect their wellbeing. They have not the mental nor educational resources by which to understand the operation of most fiscal policies, they struggle merely with the physical results. But business leaders, who apply their faculties to these problems are capable of recognizing the leaks that impair and tmdermine business prosperity, and once seen can act effectively to stop such leaks. Whatever, therefore, the National Fire Protection Association or the National Safety Council can do of an educational sort is but of secondary effect compared to the potentiality of this work of the National Chamber of Commerce in focussing the attention of business men upon the actual fire of their city. Here our problem is no longer theoretical or academic; it b concrete; it is being solved by those most directly interested in- solving it; those who are carrying the financial burden. If wc would make America fire conscious, here then is the avenue of our achieve ment. Every fire is local: it starts somewhere. Every dollar that b pain for fire waste or indemnity comes out of some individual pocket Something does, not come out of nothing. This burden can be reduced only at its source by the cities that are carrying it What are these cities paying for and are they getting their money's worth? The cost of their fire safety is the amount of their fire waste ami indemnity plus the maintenance cost of their fire departments. How do they know their fire depart ment b competent? The differences between the valne and efficient^ of these Fire Prevention 131 departments in various cities is notable. How do cities know what their principal causes of fire are, and the sections in which most fires occur? What do they know of their conflagration possibilities and the blanket insurance charges they are meeting year after year became of them? What do they know of the prevalence of the crime of arsou in their midst, which always flourishes roost where the attention to fire prevention b least. Dozens of other questions, all of financial significance in such an inquiry, are revealed the moment an intelligent survey of local fire condi tions is imdartakeu. Not one of these items is new. Every one has been discussed in fire prevention meetings, and reviewed in fire prevention literature for decades. The only need b that something should be done about them. Individuals cannot act effectively in collective matters. What is a community affair roust be handled by a body charged with community interests. Individual crying aloud does not get us anywhere. But when a municipal organization acts then each individual citizen can apply his energies to the common problem, and help make the collective project effective. The National Chamber of Commerce ***< devised and is operating an agency through which every one of us can operate to the extent of his local interest and ability. We can look after the fire safety of our own property first, and then stimulate our home towns to study local conditions and lift from our shoulders the collective fire burdens that make our taxes and assessments so much heavier than they need be. If we desire success let- us prune our efforts of any futile gestures or duplication and unite in making America fire conscious by invoking the one agency able, equipped, and influential enough to achieve that objective,*--American business. Richard E. Vkrnor (Western Actuarial Burea, Chicago) : I think many of us arc spending too much time pointing back to pan experiences. We don't realize that our fire problem is this year. Next week is International Fire Prevention Week. Practically every newspaper in the country will carry the story of how M/s. O'Leary's cow kicked over a lamp in Chicago fifty-nine year* ago. It was my privilege this week in Chicago to address a luncheoo club, and I took occasion to look into some of the fire losses in roy home city since the Chicago fire. I found that the fire losses in Chicago during the last twenty years exceeded the total less of the great fire of fifty-nine years ago; the losses in Chicago for the last ten years amounted to 7ft per cent of the great Chicago fire of 1871; and the losses in Chicago last year amounted to 11 per cent of the total of the great Chicago fire. I think if you will investigate the records of your own city, you will find there is plenty of room for activity in fire prevention work. I recently HaH a letter from a fire chief of the Youngstown Sheet and Tube Company, giving me the record of the fire prevention activities in four plants in the Pittsburgh district of that particular company. As 1 understood his letter, in 1926 there were 2274 fire alarms in those four plants. On January 1, 1927 a fire prevention department was either organized or greatly augmented, with the result that in 1927 instead of 2,274 fire alarms, they had 1,127. And they did such a good job of their fire prevention work that in 1928 they had 62S alarms instead of 2,274; and in 1929 they had 575 fire alarms. For the first six months of 1930 they liad 110 alarms. There is a pretty concrete example as to whether or not a fire prevention program in your industry is likely to be successful. We are not dealing with theory; we are dealing with practical situations today, and fire prevention programs are successful. When you can cut down (as was done by the Youngstown Sheet and Tube Company) the number of alarms in a plant from 2,274 to 575 hi a year, that ha* a very direct bearing on the loss of life by fire. Chairman Buobee: The Pittsburgh Chamber of Commerce has been active in local fire prevention work for a number of years. Mr. Charles Donby, Chairman 132 Nineteenth Annual Safety Congress of the Fire Prevention Committee of Pittsburgh, and I have met occasionally and wc have had some arguments about conditions in Pittsburgh. I have always found him extremely helpful, interested and active in this work. Mr. Donley will now address you. The Business Organization's Part in Fire Prevention . By CHARLES DONLEY Chairman, Fire Prevention Committee, Pittsburgh Chamber of Commerce A layman, like myself, coming before a group which includes many experts in fire prevention, is at something of a disadvantage. I am sure you gentlemen will apprcciatc this and that you will not expect an infallible array of facts and an expert type of presentation of this important subject. However, the whole success of fire prevention work ultimately rests on this same type of layman as myself. The greatest problem in the whole worthy move ment is getting tlte layman active and interested. When the layman does beccme active and interested, as I am, probably he does not need to apologize. He must do his part in the work to the best of his ability, guided by expert and professional fire prevention men, as I presume most of you gentlemen are. Wc are alt quite conversant with the gradual change that has come about iu the great problem of combatting the fire evil. We need to go back only a few years to recall that fire prevention was almost entirely a matter of checking fires already Started. Even today I presume there arc fire departments in backward towns or districts where the firemen feel that their job is to heroically and dramatically drown nut fires with a deluge of water. Times have changed and dianged rapidly from this attitude. Every progressive community, and assuredly every progressive busi ness men * organization is at least to some small degree conscious of the fact that there is a civic and community duty in the obligation of fire prevention. Fire chiefs of the true leader type, like our own Richard L. Smith here in Pitts burgh, are Inrgely responsible for the rapidly changing attitude in ways and means of reducing fire losses. So far as modern business is concerned, a high percentage of credit for the more modem attitude toward fire prevention goes to the Chamber of Commerce of the United States. When it conceived the annual fire waste contest plan, five or itix years ago, almost at one stroke it made five hunderd American cities and towns fire prevention conscious. The scope and value of this work radiates further out cacti succeeding year, ami their leadership has brought tangible and definite results in the comparatively short time the contest has been operating. Assuming that any business organization lias a neutral altitude toward fire prevention work, let us briefly consider the problem of why it sliould become actively interested. An immediate and a definite answer to this question is given us iu the statement of the Insurance Department of the United Slates Chamber u Commerce, that 65 per cent of all property loss from fire is borne by the business men of the United States. Probably there are few of these business men remaining who still operate on the old fallacy tliat they are fully covered by insurance, and that this should be the practical extent of their fire prevention interest. An attitude of mind like thi arouses only impatience and intolerance on the part of any person who fta* taken the trouble to consider fire losses in even the most elemental way. U'c knmv that every fire of proportions tends toward increased insurance rates. We realize tliat in a very direct way the cost of a fire comes home h every citizen wtv* carries an insurance policy. \Vc know dial the economic re covery from fires is a hidden tax tliat strikes every one of us. We rtsliae that business and induMrial fires mean retarded production and often business failure. Fire Prevention 13J It is also obvious that it means lost employment to wage earners, and we have record' from industrial communities and districts that have suffered an exodus of intelligent skilled workers, the best type of citizens, hecause the plants in which tlicy were employed burned and were slow in rebuilding or failed to rebuild at all. Together with the imposing figure of business suffering 65 per cent of projicrty loss from fire, we have the tragic figure of 66 per cent of fire fatalities -occurring in homes. Every business man is a home owner and should be a home lener. Cer tainly this element of home protection stands as a major consideration, even more important than the property loss element. These few elemental considerations, with out going further into the many ramifications of the subject, make it obvious that the business man does have every possible reason for being actively interested in fire prevention. Now tle question becomes: How can the business organization most effectively aid the great work of fire prevention? In suggesting thoughts along this line, I am sure you will pardon an occasional reference to our work here in the Pittsburgh Chamber of Commerce I have not been privileged to actively participate in fire prevention work beyond tl>c confines of my own city and county, and am therefore confined largely to the scope of my personal experience. First of all, our Fire Prevention Committee in the Chamber of Commerce feels that fire prevention is essentially a matter of education. With this thought in mind, we try to begin at the beginning, and each year during Fire Prevention Week wc put a liome inspection blank in the hands of each of the 150,000 school children of the city. This blank is taken to the home, where, with the assistance of the parents, it is filled in. We encourage every home to honestly report conditions as they are, emphasizing the fact that there will be no criticisms and certainly no prosecutions. The blanks are returned to the schools, assembled and sent to the nearest fire station. Duplicates, where there are two or more children in one home, and of course indif ference in some homes means that all the blanks are not returned. J-asl year, how ever, 41,744 homes reported to the firemen through the medium of the children and their inspection blanks. This was a gain of 7,000 homes over the previous year, but the number of hazards reported were actually less, showing that the educational effect by doing the work each succeeding year, is bettering conditions. We have the highest praise for our Fire Chief and the men of his department. They do an amazing amount of detail work by not only considering the reports, but visiting every home where a hazard is reported and suggesting corrections. This is only one feature, although probably the most important one in connection with the observance of Fire Prevention Week. Radio talks, announcement slides in the picture theaters, wide-spread distribution of posters and spare tire covers, and hundreds of short addresses before schools and civic bodies are some of the other features of our effort to annually have the city become thoughtful, at least for a short period, on the important matter of fire prevention. These annual activities are, or diould be directed by the Chamber of Commerce or some similar organization in every progressive American city today. The tend ency to smile at the observance of special weeks cannot apply to this important check up in the city where we have our home and our business. Probably many special weeks can and should be eliminated, but call it what you will, an annual stock-taking in this matter of fire prevention hazards, and an annual effort to put people in a thoughtful mood on this subject sliould be one of the major tasks for the leading business organization of every community. Coupled with Fire Prevention Week should he the participation in the National Fire Waste Contest of tlie Chamber of Commerce of the United States. The com petitivc element is only a detail. The American people like games and competitions. Probably this element helps to attract some cities, but regardless of whether wc win plaques or honorable mentions, every chamber of commerce should seize this opportunity to have its fire hazard situation appraised by expert authorities. Here in Pittsburgh we have also found that an important annual activity contrib- 134 Nineteenth Annual Safety Congress uting toward fire prevention is our annual Oleao-XJp, Palnt-Up and Plant-Up Cam paign. Id the spring campaign this year 122,710 children did 1.314,356 items of work. It is a conventional thought and a universal truth but we all know that rubbish, disorder and general carelessness are the biggest factors in our 470 million dollar atmual property loss. The annual city-wide object lesson of putting things in order, conducted as it is year after year, certainly must develop a' more careful, cleanly and tidy citizenry. We have been running our annual clean-up campaign for four years. We realize that the effect is cumulative, and that when the thousands of participating childrei become adults and have children of their own in a few years, we will be repaid many-fold for the work and expense of conducting these campaigns. When we look at our staggering property losses from fire and study the records which show the high percentage of loss to industrial plants, warehouses and com mercial buildings, wc realize there is another field in which die business man's organization can work. Practically all buildings of this type have janitors, guards, watchmen or others whose business it is to guard the property. Do all these men really understate their job? Have they been trained? Do they know thoroughly even the rudiments of fire prevention? The answer, given emphatically to us by fire fighting experts, is that often they do not. Here then, seems to be a field which the business man's organization can work. A number of progressive dties have been doing good work for several years with, their Fire Schools. Here in Pittsburgh we have merely gotten started, but the participation and interest, and the early results have made us most enthusiastic. Last February we held four evening sessions of a Fire School for all interested persons having to do with the guarding of property. Our average attendance was four hundred, and nearly three hundred of those attending qualified for a certificate or diploma. As in all other fire prevention work, we found our Fire Chief and his department ready and eager to cooperate. We received prompt and valuable help from the National Fire Protection Association, the National Board of Fire Underwriters, and various companies dealing in fire fighting equipment. The interest and eagerness of the men we invited in as pupils, was a revelation to us. No high school or college group could have been more apt and eager to receive instructions given by fire fighting and fire prevention experts we called in as speakers. We confidently expect the enrollment this year to be doubled that of the first year. With the many agencies that arc glad to help such fire prevention work, any city should be able to develop and improve its protecting personnel against fire by holding such a school. One of the most direct and valuable ways which a business man's organization can help fire prevention is by throwing the weight of its influence into a movement for setting up a building code, or probably improving a faulty one that already exists. This same influence can be of inestimable value in efforts to establish a Fire Pre vention Bureau in the city fire department. In these, or in any or all matters of legislation affecting fire prevention, the chamber of commerce or other leading business organization can be an invaluable ally of the fire department, bureau of public safety, or other legally constituted agency. Where such an agency may be delinquent, the instigating efforts of the business man's organization can and fre quently do start the movement, bringing about improved conditions or better legis lation. Frankly, and with do thought of reflecting on our local business men, I believe tliat the greatest obstacle a business man's organization has in the work of fire pre vention, lies in the apathy and indifference of the individual member of this same business organization. Just as experience is the greatest teacher, lack of experience can be the cause of great ignorance. This it true in the field of fire prevention. I do not know what the figures are, but I think it is safe to say that the average business man has never had a fire. Probably. I should say that there are more business men Fire Prevention 135 who have never had a fire in their place of business than there are those who have had direct experience with fires. The peculiar attitude of mind in this particular matter seems to be that the business man who has never been visited by fire regards it as only a remote contingency. He has operated many years and has had no trouble. The object lessons all about him seem to teach him nothing. Fire is something for the other fellow to be concerned about He is protected by insurance and the danger to his property is a far away, remote thing. Then too, the average business man has never sat down and thought the wliole thing out. I am convinced that many of them arc not fully conscious of the direct but hidden charges that penalize them because of fires of others. Fire prevention work, he wilt probably admit, is a good thing for the chamber of commerce and its staff to be busy with. They might as well be doing that as something else, and wc pay them to look out for such things. Furthermore, we pay the fire department to take care of these contin gencies when they do arise. So why should I get mixed up In tlie thing? Probably I do the average business man an injustice, but my limited experience and observation teaches me that this is about his frame of mind. Thus, all the more reason for hitting hard with the facts; bringing the matter out as a business for major consideration each year, advertising it and preaching about it. Fire preven tion is like any other good work that gets results. To be effective, the work must be constant. Things must be done over and over again, until the value becomes so apparent that Mr. Average Man finally becomes fire prevention conscious. Here in Pittsburgh, with the efficiency of our fire department and probably because of some of our work along this line, we. have had a reduction in insurance rates which has meant a saving of more than a million dollars. Premium refund checks coming to many of our business men by mail this summer, have made them sit up and take notice, so to speak. Fire prevention, in this way, talks a language that all can understand. To the business man who is sincerely interested and, thinks the whole thing through, fire prevention work, consistently and regularly and faithfully done is bound to bring results. It is the old law of compensation working out. We will get out of it in direct proportion as we put into it, and along with the direct results wc should get a certain joy of achievement and realization of a work that is worth while. What Is the business organization's place in fire prevention? You ask me. My answer is that it is right out in front of the procession. The business man is haring more than three hundred million dollars worth of his property bunted up each year. This alone justifies him in not only helping fire prevention, but in assuming a posi tion of leadership. But beyond this direct dollars and cents interest, the business ' man from the standpoint of good citizenship has an obligation to be concerned about the humanity side of fire waste. The fatalities, which approach 10,000, and which include the lives of many little children, challenge his good citizenship and the inter est he is duty-bound to show in the welfare of his fellow-man. The business man has everything at stake, and being, on the average, an influential man, there is every reason in the world why he should be to the forefront in meeting the challenge of this national issue. When he fully realizes his duty and obligation, the business man and the organizations which represent him will do a better job in meeting the fire waste challenge than wc are doing now. To this end, it is our duty to work untiringly to check an evil that is not generally regarded1 as a national calamity only because we are spared the horror of viewing it in the aggregate. If the business man, or any other average citizen, could look out over the vast acreage that represented a city of a half billion dollars in property investment, and see the smoldering ruins of a fire that has made a total waste of this property; if he could get the terrifying spectacle of 10,000 dead and hundreds of thousands in jured; if he could view, or even realize the fearful total of death, injury and destruc- 136 Nineteenth Annual Safety Congress liun. any citizen and every citizen would become a tireless fire prevention worker. S it becomes our business to hammer on the (acts until our community becomes Arc prevention conscious. We are advancing slowly and steadily in the work. I repeat that the business man's organization is obligated to a position of leadership and when ever)' business man realizes this, then we will begin to get the same high degree of Are prevention efficiency that the American husiness man has developed along other lines of business. Chief Charles Greenfiklu. President, Eastern Association of Fire Chiefs, Arlington, N. J.: 1 attended this meeting with no expectation of taking an active part. 1 tell that it was a duty i owed to the cause. I realize that the fire pre vent ion activities of the Congress are somewhat limited, but we have had several very excellent addresses. Wc cannot but realize (hat we have a great responsibility. Gentlemen, this has been a wonderful meeting, an educational meeting, a meeting that 1 have enjoyed. I have attended hundreds of them over a period of years, and every time I listen to addresses such as we have heard this morning, new thoughts have been given to me, new ideas. It makes me feel that. I should do more, that f should extend myself; it makes me a stronger and more enthusiastic fire prevent ionist. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Industrial Health. Section Officers 1930-31 Central Chairntait--Da. W. A. Sawyer, Medical Division, Eastman Kodak Co., Rochester, N. Y. 1'ice-Ckaimian--Da. W. A. Coccohd, Chief Surgeon, Carnegie Steel Co., Ciairton Works, Ciairton, Pa. Secretary--C. O. SappinctoN'. m. d., National Safety Council. Chicago. 111. Monday Afternoon Session September 29, 1930 DR L. R. THOMPSON, Chairman Surgeoo-in-Cbarge, Division of Hygiene and. Sanitation, U. S. Public Health Service, Washington, D. C. The first session of the Industrial Health Section at the Nineteenth Annual Safety Congress convened with Dr. L. R. Thompson, Asst Surgeon General, Scientific Re search Division, U. S. Public Health Service, Washington, D. C, presiding. Chairman Thompson : It is required that each section elect its own chairman and vice chairman (or the next year. I appoint as a Nominating Committee Dr. Shoudy, Dr. Colcord, and Dr. Greenburg. Will these gentlemen report to the chairman at the end of li>e present session? The first paper is by Mr. John H. Holzbog. Health Records in a Small Plant By JOHN H. HOLZBOG Manager of Employment and Industrial Relations, Chain Belt Company, Milwaukee, Wls. (Editors Note--It was found Impractical to print the charts exhibited during this speech. It is possible that Mr. Holzbog may be able to supply copies to those interested.) We want to talk for a time this afternoon on health records in a small plant. First of all, what do we mean by small plant? There arc quite a number of varying opinions on this, some considering a small plant as one having less than 500 employ- 137 138 Nineteenth Annual Safety Congress ees, others considering 1,000 or 1,200 the dividing lines between small and large plants. However, for our purposes this afternoon, let us consider the small plant as one having less than 1,200 employees. In large industrial plants we find that the medical department has become a definite part of the organization. The manufacturer, the wage-earner, and the community, all share in the established benefits derived from the factory medical department, and because of the immediate and very evident returns the medical department easily justifies and pays for itself year by year. In small plants, however, the medical vyork is usually limited to the care of emer gencies. It' has not Ijccome an established fact that a medical department in the smaller plant will pay for itself. This reasoning, I believe, is largely due to the fact that inadequate records are kept which would prove that such a department is necessary, and would effect considerable savings, or at least pay for itself. Too many times, T fee), a medical program is advanced only on general principles, and consequently is side-tracked because of lack of definite information. Executives will admit that it is a desirable thing and that It does a lot of good, but when they do not see any definite saving in view they tell you: "Well, this is a fine thing, but don't you think we can get along without it just now"? And so your medical pro gram is put on the shelf for a while. Now, this is where your records come in. If you can show this same executive, in figures from his own plant, that he is losing money by not establishing a medical department, you will probably find that he will not only be ready to listen but he will be ready to take action as well. Just what figures you will need, I will not attempt to tell you, because I do not know your particular problem. My topic as listed on the program is "Health Records in the Small Plant." How ever, I will digress from this subject to some extent as some of the charts and material to which I will refer include accident as well as strictly health records. Now. let us first consider what we mean by a record. What do we want it for? And what kind of records are we going to have? After that, what arc we going to do with them when we have them? Webster says, "A record is something which is to be remembered." In our case, this would mean a recording of facts and figures which we want to remember. The question naturally follows, "What kind of records are we going to keep?" This will probably depend largely upon the facilities available. In the small plant, we very often find that the budget allowed for accident or health work is small, and as a consequence, it is impossible to build up any extensive records and properly main tain them. A careful study must be made to determine just the information which will be of value to us. Often this is very difficult to do all at once and we will probably discard some of the records we start with and replace them with others which we liclieve will serve us to better advantage. In accomplishing any task it is always necessary to make a start somewhere. This start in the case of health and accident records is made by accumulating (what I shall refer to as) the preliminary records. These preliminary records are in all cases very simple and consist merely of a tabulation of cases. For instance, a pre liminary record on health would probably be nothing more than a ledger showing the name, the date, clock number, department, and nature of ailment You are all familiar with this type of record, I am sure, and no doubt are using something similar in your first aid rooms and hospitals. Records of this type do not show us anything in particular, but merely serve as a reference in case we should have oc casion to go back to them. At the same time, however, they furnish the building material for what we may term the "cumulative record." In the "cumulative record" wc take the facts from the preliminary records and sort them out. For instance, in a cumulative health record we would probably list the total number of colds, headaches, gastric disturbances, and other common cases, which are ordinarily re Industrial Health Section 139 ported. The total of these varicap riassifirstions nay then be further subdivided, if desired, by listing them according to departments. As an example, of the "cumulative chart" we have used one which shows for each department the number of injuries, redressings, doctor cases, "lost time" accidents, days lost and headaches, colds, etc. over a period of a month. These reports are made out monthly and really offer us something with which to work. Wc are now able to tdl just where we are being affected. If, for example, we should find that we are having a great many com plaints of a certain type from one or two departments, we can then concentrate on these departments to find the cause of the trouble and also a remedy for H. Another type of "cumulative chart" is a monthly report re\ the classification of injuries. Here we take the total number of injuries and subdivide that number, this time not by departments but by the type of injury. We may have some par ticular type of injury, that is causing us considerable grief, although wc may not know it, for instance, eye cases. In the month of August, the chart may show that we have had 80 eye cases. We fed that this number is far larger than it should be for an organization the size of ours. However, we were never fully aware of how many eye cases we were having until we were drawing up these charts every month. Now let us pass on to a third form of record, the graph. Graphs have always ap pealed to me because they show at a glance just what is happening. For example, a graph ott the number of injuries has been plotted from the monthly totals from the "cumulative charts.'1 About the middle of 1929 the number of injuries beAWi t'* fall It was at this time that we started a concentrated effort on reducing the number of accidents. You may say that this decrease in the number of injuries was probably due to a reduction in the working force. However, that was not the case, average number of men on our payroll remaining fairly constant until recently. We believe that a general campaign of safety education, started early in 1929, was responsible for the drop shown in the curve. Another chart, drawn up from the material gathered in the cumulative charts, shows days lost doe to occupational causes. Here again we find the trend almost steadily downward from early in 1929. Next is a chart showing the number of doctor cases. Here again we have a steady downward trend. I am mentioning these charts, not so much for the information of accidents and health that they will give you, but more to demonstrate to you the value of them in accomplishing a purpose. They are a constant reminder of your progress, either for better or for worse. Next, we come to a chart on eye cases which we were talking about just a short time ago. Although there has been some reduction here we are not satisfied yet; recently we provided an individual pair of goggles for every man who might have occasion to use them. The effect of this move has not appeared on the chart, as yet, and it is going to be very interesting to note whether this method of merely supplying mechanical safeguards win compare favorably with the method of teaching safety in the reduction of accidents. You may have noticed that most of these charts seem to take a sharp rise in 1929 and be much lower in 1928. That also tefis us something interesting. We have two plants, with about the same number of men, about 500, in each plant. Up until March of 1929 we did not have a nurse in our West Milwaukee plant and the people who were taking care of the first aid department out there just didn't record every thing that happened. Consequently, our records back there seem to appear jf whole lot better than for the next year, but it is not because we were having a better record but just a case of not having things recorded There again we see that It pays to have things recorded properly. New we haven't been able to figure out whether there is any particular trend there due to something that we have done. We have put on a program of safety and health education throughout the plant. We have sent that little booklet that is put out by the National Safety Council. "The Healthy Worker." to the homes of all our employees, and that may have helped in bringing this line coming down again. 140 Nineteenth Annual Safety Congress Another chart of similar nature is one on "burns.1' This chart has been compiled in the same.manner as the others. The one feature about it is the reduction in the number ol burns alter we supplied the men in our foundries with leggings. Previous to this time we had had a considerable number ol burns on the foot and leg. For me to be talking to you about health records may not seem quite in order, inasmuch as we do not have an extensive health service in our plant. 1 believe, however, that industrial health programs in the smaller plants are just in their in fancy. In our plant, for example, some of us are fully sold on the merits of the health program. We are now collecting data to show that such a program will pay for itself in our plant. We return again to the chart on days lost, only this time we have an addition which we ihink will go a long way toward proving the need of a more intensive industrial health program. The lower curve we have seen before representing the days lost due to occupational causes. The black curve represents the days lost due to non-occupational causes. When we first started to plot this second curve we were, indeed, very much astonished to find the figures so large. You will notice a sudden drop along about May, 11*30. We have been unable to discover the cause of this sudden drop and cannot explain it. However, we are going to watch this chart very closely and we expect to get some very valuable information from it. Our next chart is one showing the average cost of accidents per man. This chart displays to better advantage than the others just what can be accomplished by the use of records. About two years ago when our insurance rate received a. sudden boost we decided that something had to be done to reduce it. In checking over our plant we found that the plant was in pretty fair condition from a safety standpoint; however, the fact remain'd that for five years previous our accident experience was very bad and had been getting worse rather than better, so we decided to start a program of safety education. Our first thought was to start by educating the foremen and to do this we took figures from our "cumulative charts" and posted them on the budget charts to be displayed at the monthly budget meetings, which were attended by all foremen as well as the shop superintendent and works manager. Figures which we posted first were the number of injuries, number of redressings, and the days lost for each de partment. These figures were read from the various departmental charts and, I be lieve, were of some value. U was very evident, however, that this method was not bringing tlx results we wanted so we decided to cast about for a better method. It scented to us that the easiest way to talk to these foremen was in the language of "dollars and cents", so we decided to present the cost of accidents at the budget meetings. Each month our insurance carrier was asked to send us a list of all open accident cases and the amounts paid out for medical bills and for compensation on each of these cases during that month. We would then take these figures and distribute them to the departments where the accident had happened. With this information we drew up charts and posted these totals opposite the nunw of the various depart ments. Immediately we began to get results. The foremen began to show an interest which they had never had before. When a foreman would see a charge of perhaps $250 or $300 opposite the name of his department he would immediately be aroused and would want to know just how he happened to have so much cost We would then explain to him just what cases he had had which were responsible for this high cost and would tell him why they had cost so much. These figures made them realize the real hazards in their departments and they would immediately talk to their men. In order to help these foremen in putting this across to their men, we began to think about ways and means of educating the workers. We had used safety posters regularly. Then we drew up a bulletin showing a list of 20 lost time accidents, where they happened, when they happened, the amount of time lost, the man's name, Industrial Health Section- - 141 and the exact cost of each one. These bulletins were designed to acquaint the men with the cost of an accident and were posted throughout the entire plant. They attracted a great deal of attention and, 1 believe, served their purpose -well. There were two other ways that we used for educating the men. One of these was to send a copy of "Shop Safety", which is published by the National Safety Council, to the home of every workman. The other method of education was to make a game of it. We conceived the idea of making an auto race to do this. We made a diagram of a race track, listing the names of the competing departments and num bering them, these numbers to correspond with the numbers of the cars on the track. The race lasts for a period of one year and is posted every `month. Blueprints were distributed over the entire plant. The positions of the cars were figured by using the comparative costs per man, the car with the lowest cost taking the lead. We also posted a short "write-up" each month, in which we would "kid" the departments that were not doing so well and would "pat the fellow on the back" who was up near the front or who had made a good gain during the month. We found that this method created an interest on the part of the men that had nevfer been evidenced before and the results appeared on our chart. Here we have the average cost of accidents per nun for our entire plant and it is very easy to see when the educational program began to take effect. We had quite a steady downward trend here for sometime. Although it has been going up a little, we finally bent it over here and hope It will keep oh the down ward trend. In actual dollars and cents, the amount of money we' spent was re duced from $23,000 in 1928-29--our insurance year is figured from June to June-- to $9,000 in 1929-30. so you can see just what effect the use of little advertising and education, and the posting of actual records will do in helping you to put some thing across. And we are going at a pretty good rate for next year and hope to reduce it from $9,000 to about $5,000. If we do, that will be quite a reduction from the last five years when we spent an average of about $23,000 to $25,000 a year. The material which I have covered may not have given you any definite informa tion oq actual health records. However, the point which I have tried to bring .out is the fact that accident and health records, properly selected and properly used, will go a long way toward improving your present conditions and will undoubtedly aid you in increasing the budget for industrial health work. Chairman Thompson: Thank you very much. In keeping records for. any in dustry of any sire, departmental records are all right, but I believe occupational records arc of more importance. Small occupational groups in large departments, may have a rather high rate of either occupational diseases or accident*, which are almost lost in the shuffle if we consider them only by deportments. Da. L. A. Shouov (Chief Surgeon. Bethlehem Steel Corporation, Bethlehem.'Pa.) : If you are going to keep health records it would be very much to your advantage to get in touch with thd U. S. Public Health Service and get their system of health records. In that way, we would alt be keeping comparable records. Many industries have already started on that system and they now have a common ground. Get in touch with Dr. Thompson and find out about it. Ma. Holzuoc: Sometime ago we started a health survey and looked around for records. Every place we wrote was using a different form. Thank you for the suggestion. Da. Nils Juell (Michigan Steel Corporation, Detroit,. Mich.): Didn't you say. ' each automobile represented the head of a department ? In some plants, of course, we have different sized departments and the hours a man is exposed to accident hazards vary. How do you figure that out? . .f.t Ma. :Holzboc By using the average cost per man, we have been Able to a- 142 Nineteenth Annual Safety Congress fairly comparative basis. If you do haye .a case where the man hours vary you would have to use man hours instead of cost per man. Practically all of our departments carry pretty much the same hazard. Dr. H. C. Metzger (Warner Electric Company, Detroit, Mich.) : In tabulating high peaks of accident records and sickness, may I suggest that a rate be used in stead of a total number of illness or accident cases. Dr. A. T. Jastrow (T. M. E. R. & L. Co., Milwaukee, Wis.): Mr. Holzbog, you mentioned giving a prize to the foreman of the group of men that have the least accidents. Won't that cause dissension among the men? We tried a plan of tliat sort, the captain of the team got a prize. Then the men felt hurt. Ma. Holzbog: Wc have offered quite a large money prize to the foremen as an incentive to them to work with the men. but we have offered a prize for the men as well. Chairman Thompson : Referring to the point Dr. Shoudy brought up, I think Mr. Cameron foresaw the necessity of having records kept similarly and he has offered the services of the National Safety Council and the assistance of the Public Health Service in sending out types of records. In case you want to know more about these uniform records, write to Dr. Sappington and he will be glad to help you. Dr. Ambler, the Chief Surgeon of the Pittsburgh Plate Class Company, unfor tunately was unable to come or send his paper. Dr. Sappington has obtained some information on this subject and he is going to give the paper on "Cooperation Be tween the Worker and Management in Health Programs." Cooperation Between Worker and Management in Health Programs By C. O. SAPPINGTON, M. D-, Dr. P. H. Director, Division of Industrial Health, National Safety Council, Chicago. DL Cooperation is a very much abused word. To many people it means working OH a sixty-forty basis, with someone else doing the sixty per cent of die work. The basis for cooperation is understanding. When you know what the other fellow's program is and understand his motives and find that after all he is a real human being, you are pretty likely to fulfill your part of the contract. This whole matter of cooperation between management and worker in health pro grams, it seems to tue, is dominated by a principle which has been well enunciated by Mr. Owen D. Young in an address at the dedication of the new building of the Har vard School of Business Administration several years ago. Mr. Young said in part: "Organized business Has been quick* to take the advantages of group action, hut has been slow to as cum* group responsibilities. W* must deal, `not will) the limits to which men may go witliout physical exhaustion, but the limits within which they may work with zest and spirit, and pride, of accomplis!unent.M Needless to say, zest and spirit and pride of accomplishment are more often than not associated with a fair degree of health, both mental and physical. Clearly then, the very essence of cooperation between worker and management in industrial health work consists in definitely humanizing industry. In working out this process of humanization, it seems to me that it is the responsibility of the man agement to provide a safe and healthy place in which employees may work. On the other side, it is-the responsibility of the employee to cooperate with the management in every possible way to secure the above end. Too often the employee believes that t>ere is qn ul*erior motive back of the provision of a health service by the manage ment Of course this is not true, because good health is good business from any angle ai which you may view it. Many employees fear that they will be discriminated Industrial Health Section 143 against, or that they will kne their jobs. The management should make it definitely known that this is not the object of a health service. The primary purpose is to have a working force that is as nearly one hundred per cent healthy and efficient as possible. This will work for the good of all concerned, if properly and adequately administered. Perhaps equally as often management affects a laissez faire attitude regarding the health of the employees. Certain industrial executives will tell you that they are not responsible for the health of their employees during the working hours, and that it is a personal matter which is entirely up to the worker himself. Such an attitude will not beget cooperation, either in health matters or in anything else. Such reasoning is obviously fallacious, for no group can be stronger than its weakest mental and physical unit. Placing the Responsibility The group which is charged with the direct responsibility of health supervision in industry includes the executive, the safety engineer, foreman, the personnel or indus trial relations officer, the physician, and the nurse. While all of these persons arc important in carrying on a health program in indus try, as in safety procedures and administration, the foreman is the key men The foreman is the lay liaison officer for the employees' group. He understands what the officers of the company desire from the men under his supervision. He gets to know his men very well; finally, understanding their desires and ambitions, as well as their trials and tribulations. The ioreman should know the details of alt hazanknu proceeeo carried on by his men. He sltould know the danger attending the use of injurious chemicals; he should be well acquainted with the intricacies of processes which are liable to affect the health of his employees. It should be his duty to report to his superiors any noticeable injurious effects of the various phases of work upon the employees. When men complain that certain processes or materials affect their health, he should be sympathetic. He must supplement his sympathy with action and see that prompt reports are made to the officers of the company, so that the condition may be remedied. This docs not mean that the foreman assumes the responsibility for the correction and treatment of difficulties which affect health. He docs, however, act in the capacity of an intelligent reporter, telling the truth as he sees It, and assisting the technical Jiaff in this way in their preventive and curative work. Unless the foreman is instructed and informed about these matters, the greatest importunity for contact between the management, the health staff, and the individual workman is lost. Creating Interest The fundamental point in securing cooperation in health is the creation of health interest among employees. There is an important psychological principle involved here. Most industrial employees would rather be informed than educated along lealth lines. In fact, certain groups appear to have a distinct aversion to learning tilings. I would even go a step further and say that all we need to do is to remind people of health matters, but they need to be reminded continually. I would speak of health information rather than health education and would speak more often still of health reminders. As a corollary to this matter of health reminders, employees should be encouraged on every hand to patronize the industrial dispensary. It used to be thought that when (lie number of calls at the dispensary was low per person per year, the health of the 144 Nineteenth Annual Safety Congress group was good. We now know that# this is a fallacy, because wliere the number of dispensary calls per person is relatively high, we are fairly sure that the employees are taking thought concerning tbejr health and acting accordingly by presenting themselves at the dispensary, even when the indisposition is very slight In other words, a successful industrial health service is characterized, by a high dispensary call rate when tl>e employees are availing themselves of. the opportunity to keep well and stay well. The problem of the selection and compilation of health publicity material has always been a difficult one. For the consumption of the industrial worker, it must be couched in simple terms; it must be authoritative; H it is at once amusing and entertaining as well as instructive, the chances are that it will have greater effect The greatest need today in the field of so-called health education is the production of interest-compelling and action-getting propaganda. This will necessitate the highest type of collaboration and coordination on the part of publicity, health education, and health experts. Perhaps a detailed study of modern advertising methods might yield some ideas which would be applicable to tltis great problem. The Teat Finally, a successful outcome in cooperation between worker and management in health prografns rests solidly on the foundation of confidence. Without confidence, our entire system of business credit would fall. I cannot visualize "health credits** without the establishment of this principle of mutual understanding. When that, goal has been reached, there will be no reason for the paper you have just heard. Chairman Thompson: Personally, I never felt that there is any great difficulty in obtaining cooperation between the worker and the management in a health pro gram. In roost of our surveys, we have always found both the worker and the management interested. I hope the industrial physician* present will give us their viewpoints. Da. Joseph Wiener (Eastern New Jcrsdy Power Company): We Had an ex perience which illustrates the difficulty of the sort that Dr. Sappington mentioned. About two years ago we announced that all workers were to have a physical examin ation. A great number of these men objected, feeling that it was merely a process of elimination. It took us about two years to allay the fears of these men. Don't forget that these men are individuals. True enough the physician has to view them as an economic unit in relation to his industry, but. he can relieve the worker of the fear that the physician stands between him and his job, and convince him that whatever the physical examination might show. It is not only for the good of the company, but for his own good as well. Discuss frankly with him his own defects and recommend to him that he get those things corrected. We recommend to him that he return to lus personal physician and discuss with him the things that ought to be corrected, and we ask for a return visit in three, four, five, or six months, as the case may be. You would really be surprised how nvKh benefit they get. It has taken two years to educate the people, but they are gradually coming back now and most of the men are very thankful for the service the company has rendered. Dr. A. W. Colcoro (Carnegie Steel Company, Pittsburgh, Pa.) : I want to stress what Dr. Wiener has just said in regard to the examination for employment. I think I said almost the same thing before this body ten year* ago, and hoping that there are a few here that didn't hear it, I almost feel like repeating it. These ex aminations for employment were at first met by opposition with the fear that they were done with the idea of excluding men. It has taken us a few years perhaps to do this, but I believe that we have convinced the inen that these examinations are for their good. Industrial Health Section 145 If the doctor can in a vnmafte get the confidence and good will of the stripped stranger when he come* into ha examination room, then he is the right kind of a man to be an oufintrial physician. Once he gets confidence, he is in a position to do the man some good by helping him to correct his personal defects of vision and hearing, and so forth. This would result in a loss of money and a waste of time, if there was no follow up. I believe that those cases should be asked to come back to the industrial physi cian after having seen the eye man or his family physician, and report to him. I say to a man with defective vision, "You are going to be accepted provided you go and get those errors of refraction corrected. You will be permitted to work so many days and then you are to report to me with properly fitted glasses.** Many men pass the specialist's examination successfully that don't come up to the visual line in the first examination. This method gives the man a chance and it does cor rect a' serious defect in his vision that is probably injuring his eyes. We also started another system about two years ago which we find is working out .very well. The foreman or the superintendent watches the men under him that arc slipping, men that are losing their efficiency, men that are losing an unusual number of days with sickness, men that come to tbeir foreman and complain that their work tires them more, or complain some way of ill health. Those men are sen; to us at the hospital with a note requesting us to make a thorough examination. We have devised a blank form covering a sheet of legal cap which includes the points of a physical examination from the top of their head to their toes. Our general superintendent takes such a personal interest in these examinations that he asked that an original typewritten copy be sent to him for his perusal. Those examinations are put down in technical language, except the conclusion at the bottom of the page, and that is written in plain English for the benefit of the general super intendent, with recommendations for that man. It may mean a change of occupation. It may mean that he go to a sanitarium. It may mean any one of a dosen things that will save that man. salvage what is left of him for usefulness to his employer, to himself and his family. Dr. G. S. Everts (Philadelphia Health and Tuberculosis Committee, Philadelphia, Pa.): We are engaged mostly in work with small plants. We find in opening a new dispensary in a new plant that the best way to get cooperation is very much as you have suggested. First, we talk to the foremen and superintendent and plant manager, all gathered together in a small room, explaining to them the entire details of the service, what it consists of, the physical examination, follow-up, accident prevention, and we try to enlist the cooperation of the foremen, and thropgh them, the coopera tion of the men. Then we examine all foremen, as a matter of fact, we go up as high as the super intendent, and sometimes the president of the company. Besides the examination we attempt to sell the kks of cooperation between the men and the dispensary through the foremen. We explain to the foreman in a personal way and in detail just what we want to accomplish m the way of health promotion and acridrm prevention in tlie plant. S. M. Pratt (Brooklyn Edison Company, Brooklyn, N. Y.) : The speaker pointed out in his paper the necessity of educating the foremen as to health and occupational dangers and risks and experiences m the plant. I would like to make a plea for the education of the doctor along those same lines. The best doctor in die world oo obstetrics may he the wont doctor in the world for an industrial plant. How does that apply to us as laymen? Just this, that we can place, through our management, a premium on the doctor who is trained in traumatic surgery, trained in treating asphyxia, or any one of a dozen lines which medical students coming out of school hare had no opportunity of knowing anything about And parricularty, I woukl mention first aid. We hare to *Vf the man we 146 Nineteenth Annual Safety Congress can get for the price we can pay. He may have been specializing as a pediatrician and then he comes into a plant and has to lace traumatic surgery. 1 had one man who was an obstetrician who came in and had to face industrial hazards which be knew nothing about. That doesn't mean he is not a goad doctor in his line. It means we ought to help by showing him what we expect him to know in respect to industrial hazards and diseases and requirements he has to face. We who have any contact with medical associations can place a premium by the price we pay doctors on the kind of training we want the schools to give them, and which in many cases they are not able to give because of the present requiremoits of the curriculum. Da. Sapmngton: Industrial medicine is today a real specialty. It being a spe cialty, we don't expect an obstetrician to practice industrial medicine. Secondly* you get what you pay for just as truly in the world of professional service as you do in the mercantile world where you buy commodities, and if you are going to pay half price you will probably get half service. We arc trying to get the medical schools interested in giving the fundamentals of industrial medicine. Some of them do now. but only a very few. The theory is to expose the medical student to at least the fundamentals of industrial health work o that when he gets out, if he intends to go on and do more, at least he will have a basic knowledge, or if, in building up his private practice, he finds it necessary to do tlie things that so many men do, take industrial cases, he will have perhaps a little bit more appreciation of just what type of service fye should render in such cases. Probably it is going to be a long time before we will be able to produce industrial physicians in the same manner that the nose and throat specialist is produced today. There are many reasons for that, and unfortunately those reasons are not chiefly those which lie back of the selection of curricula. They are mostly economic. In dustry selects Its specialists, its engineering types, legal tyn* personnel types, with reference to qualifications possessed by such men. W' ...jstry finally realizes that that is the way they must select their physicians, then I think you will see a difference in the type of service rendered, and, of course, the medical profession must do its part. The reason that I placed emphasis on the foreman in this paper is because safety has been built on that program. I see no reason why we should not use the machinery ot safety organization in industry at the present time, upon which to superimpose the handmaiden of safety, health. I see no reason why the foreman in bis contact posi tion cannot be a valuable man as a reporter, as I stated in the paper, reporting the things tint he sees. He can be helped in this by having actual class work which can be conducted by tl>e physician who should know the hazards in the manufacturing processes from A to Z and be able to convey enough about them so the foreman can act in at least a fairly intelligent capacity in reporting. Chairman Thompson: The last paper is "Focal Infection and its Relation to Fatigue and Industrial Accidents," by Dr. Nils Juell, Employment and Safety Man ager. Michigan Steel Corporation, Detroit. Focal Infection and Its Relation to Fatigue and Industrial Accidents Bjr NILS JUELL Employment and Safety Manager, Michigan Steel Corporation, Detroit, M^h Every day we, who are interested in the welfare of the worker^ in industrial health and relations, and in insurance rates, accident, prevention and labor turnover, view with alarm a condition over which we, as yet, have very little control. Industrial Health Section 147 How much it affects all of us, causes arguments and misunderstandings, loss of lime and wages, suffering and home misery I I refer to the veritable army of workers who daily enter the first aid rooms and plant hospitals of our industrial plants with the familiar complaints of, "pain in the back", "pain in the side**, "can't raise my right arm", "can't raise my left", "stiffness in the knee," and "pain in the neck", and what not. It is well known among workers to-day that in order to draw compensation for lost time it is necessary to establish their claim by witnesses to a specific action or motion, which, during the performance of their daily task, caused what may be later referred to as an "industrial accident." Unless these cases are treated with tact, an accumulation of them may cause foolish legislation. Many industries overcome this, as we do, by having group insurance with benefits equal to those prescribed by our State Labor Laws. That does not eliminate moral obligations and a tremendous economic waste, however. Through the splaadid work accomplished by the medical and dental professions, the general public appreciates the disastrous role of infection and, according to Dr. Mayo, the medical professtoo has gained more from the study of infection in the prevention of disease >tan in increasing the means of cure of disease, great as have been the results of treatment. Many Disasti Caused by Focal Infection Dr. H. C. Rumpus, of the Mayo Clinic, said, "Continued research conducted in our leading universities by the physician and dentist working together has resulted in demonstrating than an ever increasing group of diseases is caused by focal infection, most often localized around the teeth. The list of diseases is now so large that it seems to the scientist at first incredible, and to the layman ridiculous, that so many ills should originate from a single source." Infection of the kidneys, ukers of the bladder, stones in the Itidneys and bladder, have all been produced experimentally in animals by inoculating them with organisms obtained from scrapings from dead or abscessed human teeth. Is focal infection more prevalent among industrial workers than any other group ? We believe it is. Perhaps because we assume that the majority have grown up without the advantages of homes where the importance of proper diet was recognised or could afford to be recognised, and that many, in their struggle for existence, de velop carelessness in personal hygiene. The thorough oral hygiene work being done in our schools today, in cities ind well organized communities, is of too recent origin to have benefitted any great number of workers, as yet. Is physical examination at time of admittance, and periodic examination of all workers, the answer and the remedy? We would say, yes, if the same emphasis were put on examination of the mouth, as is the case with the action of the heart and lungs, and the check for hernia, vari cose veins, the test of urine and the Wasscrraann test. At our request, the Detroit Industrial Safety Council secured from about thirty members, a copy of their respective physical examination cards. The majority of cards had these questions: Are you in good health? Have you had an operation? `Have you had syphilis or rheumatism ? If so when? Have you had fits, consumption or kidney trouble? Do you wear glasses? Are you ruptured? Have you varicose veins? What serious accidents or diseases have you had? 148 Nineteenth Annual Safety Congress Vision R. L. Hearing R, L. General appearance. If this information is secured by a physician, it would lead to dental examination; but so oiten the detail of asking these questions is left to the nurse, and the madty of the man is very much taken for granted. Five cards had a line on which condition of teeth could be recorded (room for the words, good, fair, bad); only one liad a complete chart for the teeth. There is an abundance of literature iu medical libraries on the subject of focal in fection. Dr. Chas. Mayo made one statement which fits the situation in industry today. "The physician engaged in tins line of observation requires fully as much training in the rudiments of dentistry as the dentist does in the signs of infectious diseases. While we have leaders in all professions, through the energy of the kinetic glands, the big stick which leads to our advancement is in the hands of the progressive and the edu cated public who are constantly demanding more of their dentists, of the medical profession, and of the state in protecting them against preventable diseases." We have a certain apathy toward the trend of governmental paternalism and state medicine, but unless we take physical examination more seriously and receive better 'cooperation against unnecessary termination of employment of men who have pined such a rigid examination, we may be the main factor in hastening such legislation. Value of Cooperation Appreciated Modem foremanship training assures proper appreciation of the value of cooperation with the medical and employment departments m maintaining a low, or reducing the present, percentage of labor turnover by proper instruction of the new employee in company methods and policies. Dr. lioyd S. Gardner writes: "It has been proved beyond doubt that a casual glance into the mouth with the idea of noting suspicious teeth, such as those supporting bridges or crowns or holding large fillings and so forth, is worthless." I was happy to find medical men assert that the plant physician was not fully competent to diagnose with any degree of accuracy conditions of the mouth which might lead to costly disabilities and accidents, and as a rule is not equipped for it either by training or experience, nor with instrument of other physical equipment. "The opportunity to prevent and cure disease is'presented to the dental and medical professions as never before", said Dr. Btnnpus in an article in Dental Cosmos for November, 1922, and this is more true today than ever before. Indeed to no other group of individuals is offered such a high ideal as that presented by the results of preventive medicine. When it is considered that a patient consults his dentist on the average of once a year, and consults his physician only when he feels ill, it is obvious that the dentist, who is able to recognise oral symptoms of numerous systemic disturbances, and'advises the patient to consult his physician, will do much to prevent disease, or at least enable the physician to combat ft in its .Inctpiency. The liappy results from this sort of cooperation could best be demonstrated in indus try and would strengthen the opinion which our executives have of our accomplish ments. The amount of appropriation for health promotion depends on our production just a$ it doe. in any other department. If we can, by our thorough work, reduce our labor turnover and reduce our accidents and, thereby, our insurance premiums; if our sur> geons would gain a thorough knowledge of state compensation laws, and through their professional skill avert, by conservative surgery, unnecessary temporary total dis abilities; and through the plant publication be the teacher of hygiene, then we would be producers, our work would progress and our insurance rates would go down. Industrial Health Section 149 Such surgeons would prosper and set a standard which would be of real value to our industries. There are many worries brought about among our workers through high pressure salesmanship and lack of sales resistance resulting in attachment of wages, domestic difficulties, and sickness in the home. G. A. Kuechenmeister, in his talk on "Personal Contact--the Human Touch in Safety", presents in a splendid way the cost of "mental condition" and its relation to accidents. He says: "Much of the time lost due to 'mental conditions', or conditions outside of the plant, can be prevented by having a department such as we have in our personnel depart ment With a definite purpose of preventing as much lost-thne as possible we can devote our attention to the elimination of causes for lost-time other than time lost on account of accidents. The Foreman's Contract Every foreman's training course teaches that a foreman must learn to know his men; he must take a human interest in his men, must learn all he can about them, and must be ready to help them out of their troubles, real or imaginary, whenever possible." "The purpose of our personnel department is to provide the foremen with assistance in removing the worries and troubles of the roeu." Such foremen will be winmng the confidence of the men fay showing a personal interest, be of great aid to the personnel department, and of the greatest benefit to the men, The dose relation of the personnel and the medical departments makes this contact very favorable in the discovery of contributory causes of worry. Worry gets a man's mind off his work and in that condition he is exposed to accidents to a dangerous degree. If the mental condition and attitude has such a bearing on accidents, is it not likely and almost certain that a worker with abscessed teeth and pyorrhea and with the same kind of worries, would be more exposed to accidents and be twice the hazard of the man who has worry and plenty of it but no focal infection to lower his resistance! "The resistance to bacteria is not constant, (Cook) it rises and falls in consequence of change in nutrition, of fatigue or unfavorable influences of environment. It may be during one of these periods of temporary lowered resistance that bacteria, or their products, invade the body from one of these areas of dental infection and produce metastatic infection or toxic manifestations." It Is during periods like this that a great many of our industrial accidents occur. A worker with a bad mouth, with its constant flow of bacteria into the blood stream, is more fatigued in the seventh hour of his work than his fellow worker who is without this handicap. If statistics were compiled on the time of day that accidents occur it would surely reveal an alarming majority toward the close of the day. What Does a Physical Examination Do? The National Safety Council's Stethoscope for June reprints the experience of Dr. Derric C. Parmenter from this work as industrial hygiene consultant, Massachusetts Departments of Public Health, and Labor and Industries. He asks the question specifically, "What does a physical examination do for you?" And continues as follows: With regard to your job. a. It makes sure that you will not be given work for which you are not physically fit. 150 Nineteenth Annual Safety Congress b. It will keep you out of hazardous occupations where you may be' particularly susceptible to occupational diseases. * c. It prevents the fellow with some communicable disease from getting a job near you. With regard to yourself. a. It gives you a chance to get a little dope on what to do for various small pains and aches and tells you if they are serious. It also gives you a chance to ask the doctor about some things which have been worrying the wife and children. b. It will spot a lot of little defects which might become big ones and tell you how to get them fixed. c. If you have a serious beginning organic disease you will know it early enough to stop some of it and make your plans accordingly. d. All of these things will prevent you losing time and inooey on the job. c. By showing you how to keep In shape it will help you to work better and faster and be less liable to accident Or. Pannenter has presented ui with a good sales talk on the value of physical examination, written in a language which the worker will read, heed, and understand. Wliat Or. Parmenter refers to as "lot* of l:ttle pains**, "various little defects'*, "serious beginning of organic trouble", will surely be traced by die examiners to focal infection. The last paragraph, "by showing yon bow to keep In shape, etc.", shows that the doctor recognizes the relation of focal infection to fatigue and industrial accidents. We would (ike to suggest another division for this paper with regard to the em ployer* To Make a Profit He must make a better product at a lower cost, waste must be eliminated, and the greatest waste of diem all is the "lazy" man who docs not produce his share. Perhaps they are not at all just lazy, perhaps it is the greatest handicap--body infec tion--which consumes a man's energy and joy in work. What a problem we have to solve and what difficulties face us in coordinating all the forces of industry to work with us toward the goal which will place in our fac tories, healthy men and women, who will not wear out at 40 or 45 because the fact has been recognised that the human being is a valuable cash asset and that from the age of 40 to 45 the greatest efficiency is attained. We will then get more hearty co operation. a better plant spirit, and a happier, more prosperous industrial family. Dr J. A. Britton of the International Harvester Co., Chicago, in speaking before the A. M. A. in Detroit this summer said: "From the age of 45 to 5S a man delivers more in judgment, stability, and loyalty, and in every virtue except muscular agility and sheer muscular power." The object of Dr. Britton's paper," however, was not to convince manufacturers that they should engage men of advance years but to urge the value of preventive medi cine in industry so that workers would not become prematurely incapacitated and be forced to give up their occupations in the years when they would be of most value to their employers and families. Preventive medicine will be recognised by organized industry; die dentist will be recognised for the port be will assume in Increasing the heahb rate. In this age of efficiency, mass production, and keen competition, the ability to show a profit will depend upon factors now dormant. It will be the organization with the best health rate which will have the edge on his competitor in the future. Industrial health programs will be generally adopted by the executives on account of the results obtained, and will be sold to the workers on account of the benefits derived. Industrial Health Section 151 We will feel proud to have taken part in efforts which will result in a new indus trial era. References t. C H. y.w. u X). "Mouth infection* as a source of systemic disease.'* CSt|. June 34, 1414. U A. Atlantic . i. *+r* SL Gardner, D. D. S. "The examination of teeth Minnesota Medical Society. i* Group Mediwn. December, 1921. Souths ru i *H $* Gardner, D. D. S. "Frocali infiecitiuon; tuhne duintuot'i r*esponsibility.* Journal of the A. D. A. Feb:. 192a. . .. _ . . J* Cook. '" DPS "Dental fori of infection: Clinical and experimental atudicc of ut relation of Foci to Systemic Dietass." Dtmtel Cosmos. August, 1938. 5. C Bmnpoa. Jr., M. D. "Results obtainable by tbe ooepsratioo of dentiat and ^ikka.1* Souths ra Minnesota Dental Society* June, a. a Fnrrhenmrirtrr Dominion Forge and Stampins Co., Walhatvflle, Ont. "Peraonal contact--the human touch in safety." Detroit Industrial Safety Council. Sept., 1938. ADJOURNMENT 152 Nineteenth Annual Safety Congress Tuesday Afternoon Session September 30, 1930 DR. L. R, THOMPSON, Chairman Surgeon-in-Chief, Division of Hygiene and Sanitation, U. 8. Public Health Service, Washington, D. C. The second session of the Industrial Health Section convened at two-ten o'clock. Chairman Thompson presiding. Chairman Thompson: The Nominating Committee has reported to the chair man that they have selected Dr. Sawyer of the Eastman Kodak Company for the chairman of this section for the next year, and Dr.- Colcord of the Carnegie Steel Company as vice chairman. 1 would like to submit those nominations for your action. Da. R. P. Knait (Cheney Brothers, South Manchester, Conn.) : I move these nominations be accepted and the secretary cast the unanimous ballot of this delega tion for these gentlemen. (The motion was seconded and carried.) CnAiaMAN Thompson : We have a most interesting symposium this afternoon on the "Qualifications of the Industrial Physician." The first paper is by Dr. Smyth, Professor of Preventive Medicine at the Uni versity of Pennsylvania, and who has been not only an educator but a practical worker in the field of industrial hygiene. The Viewpoint of the Educator By DR. H. F. SMYTH Assistant Professor of Preventive Medicine, University of Pennsylvania, Philadelphia. The general topic assigned for consideration is "The Qualifications for the In dustrial Physidau" and I am asked to open the discussion from the standpoint of the "Educator.'* Due would feel that it might be more fitting to have the proposi tion stated by industry or by Industrial medicine and then to have the educator state how the desired qualifications may be acquired. However, we will assume that the acquiring of the qualifications U intended to be included in our own contribution to the symposium. Several writers in 1920 discussed very thoroughly and intelligently the subject before us today and I am going to quote freely and at length from them. Dr. Otto Gcicr, in Modem Medicine for January, 1920, speaks of the development of a new specialty as the result of a. strong demand on the pail of industry. Re ferring to the industrial physician he says, "He is making himself familiar with the health problems of industrial institutions and those of the community. He b trying to make himself the master of the medical and surgical problems of industry, which are quite distinctive from those of the general practitioner and surgtons. He must have knowledge of the sanitary standards of plants, of occupational diseases, the subject of fatigue, and of safety work. He must know how to ap proach the subject of the medical supervision of the employees with special em phasis on physical examination, the proper placement of the employee, on dental hygiene, and on nursing service. He most have a real interest in the broad ques tion of personal relations in industry, must understand employment methods, with the proper recording of absence, lateness, illness and injury, and labor turnover. Industrial Health Section 153 and their bearing upon production. He must know the problem of the health of the employee in relation to the establishment of funds, or mutual aid associations as well as the other factors of industrial health, such as recreation, food, cafeterias, rest periods, and so on. "The subject of lost time from work on account of accidents, illness, and other causes is being continually related to the man's productivity and earning capacity, and in this way the physician's knowledge of medicine and surgery becomes a factor in economic life. It is the business of the industrial physician and surgeon to discover the existence of unhealthy working and factory conditions--the matters of inadequate ventilation, lighting, drinking water, toilet and locker facilities. ''These things, along with the occurrence of dust, fumes, gases, poisons, over crowding, unnecessary noises, excessive variations in temperature and humidity, some of which produce an impaired vitality and'low output, arc his daily concern. The subject of fatigue, along with monotony, speed, and overtime, all become the problems of the industrial physician, to be weighed in as factors in efficiency and low earning capacity. "When this type of work is well done, the physician becomes a social and medical engineer. He makes available to the mass of working men the best surgical and medical skill; he intensively educates the worker in the dollars and cents value of good health and personal hygiene; finally, and perhaps more important, he gives the employer the most accurately obtainable knowledge of the social, economic and health conditions of the worker. He affords to the employing class interest in and a greater appreciation of the value of community health, thus making for the ex tension of public health control. MIt must be apparent that service of this type is more than mere medical and surgical service; that it is intensely conservative of the body and mind of the worker; that it humanizes his place of work; that it must change his attitude to ward his job and officials in the plant; that it pares the way for clearer thinking and.greater self-expression: that it substitutes a personality for the mere dull cog in the machine; that it calls out character in both the employer and the employee; that we thus secure an improved mass morality in both groups, and hasten the day of the true spirit of justice and good will in industry, the day of a real democracy among men." Dr. Rector, in the following month's issue of the same magazine, referring to industrial medicine says,--"Unlike most other medical specialties, this one is rooted m the principles of preventive medicine as it has to do with keeping the worker well, contented, and satisfied with his job. A contented and healthy worker can produce far more than a dissatisfied and sick worker, and industrial managonent is learning the simple lesson that it pays to keep a man well and happy. "To this new specialty, usually termed Industrial Medicine, I prefer to give the name of Human Engineering, for ft clearly covers' fields usually drought far removed from medicine. "There is no greater problem before the country today than this problem of caring for the industrial worker. There is no one in the country today that can better cope with this situation than the properly equipped industrial physician. "Not only must the industrial physician take care of what comes his way. but he must be able to interpret industrial processes; understand the operation of me chanical appliances; size up the human requirements for filling a certain job; make-- or have made--scientific studies into the hazards of occupations; make certain that proper working conditions are provided for the working population; and interpret these findings in terms of increased production, and decreased turnover, and healthier and happier workers. He should also be able to tie up the home, community, and industrial life so that each will bear its share of carrying forward the great commercial life of the nation. "The human engineer comes into Intimate contact with four departments of an 154 Nineteenth Annual Safety Congress industry--vu., employment, safety, medicine, and welfare, if he is fulfilling the obligations of his position be must know intimately and well the workings of each branch of this industrial group. By making a physical examination of applicants for employment he exerts a direct influence upon the placing of workers. If he properly follows up accidents, he domes In contact with the safety department Of count he dominates the medical department, and if he has the proper interest in the worker away from his factory joh, he must be familiar with what is being done in the home and <mwiwity Hfc of the workman. 'The human engineer must, first of all, be called upon to determine if an applicant who is fitted by training or otherwise for the job be seeks is physically capable of filling the position. To make an tatelligtm application of his physical findings he must fanriliarue himself with the different jobs in the plant, with the several steps in the manufacturing processes, acd that formulate a set of standards with which tlie applicant must comply in order to fin the position to the best interests of both his employer and himself. A. worker may be unfitted for a job by reason of a physical defect of which he may be ignorant, by stature, temperament, age, education, or other reason. The human engineer will determine these conditions, as well as the mortal attitude of the worker towards bis work at the time of making his physical and will be able to place the worker where he best fits int"oOtnhee oscfhtehmeebaogf pthroebolergmantihsaetihounm. an engineer can help to solve is that of placing the handicapped worker where bis services can be of greatest value to the industry. By so doing the economic independence of the worker is assured, his mental atti tude is directed into right channels, and he becomes a community asset rather tha"nina alidadbiitliiotyn. to caring for the injury be makes an investigation as to how the accident occurred and. in cooperation with the safety engineer, determines ways and means to avoid recurrences of that aod similar cases. He may iind that the work is fatiguing, due to a faulty posture, poor ventilation, or to bad lighting, or to other conditions susceptible of correction. These matters are within the scope of the safety department to correct, but this department is seldom equipped to discover them and to associate them with tbe cause of the accident "His researches will lead him to consider occupational poisonings when the pro cesses suggest such possibilities. The physical re-examination of workers in hazardous occupations will result in the accumulation of scientific facts of known value with which to replace the often times erroneous opinions now held regarding the dangers and hazards of certain occupations. "While making a thorough study of the human machine in its industrial sur roundings, the human engineer will seek further light regarding the worker's home and community life. Here his contact with the welfare department begins but should not end until home conditions have l>een investigated and the fact de termined if they had any influence upon the worker when he was injured. The human engineer may also be able to determine .if'thfcre is unsympethtic supervision over his work by the foreman. "The tinman engineer will not stop at treating the patient and removing the disabling cause, whether it be due to industrial or home life. There exists the opportunity of planting the seeds of preventive hygiene in the broad sense in the minds and hearts of those with whom he comes in contact. Here the great field of preventive and social medicine opens before him and be has unlimited opportunities of sowing the seeds of right firing m this soft "The question of mutual benefit association*, old age pensions, recreational and amusement facilities, community hygiene and sanitation, especially improved milk and water supplies, sewage disposal and related matters having a bearing on the worker's surroundings or state of mind, all come within the scope of the activities of i!k* hitman engineer, if he but applies himself to them in the proper relation. The Industrial Health Section 155 more closely his industry dominates the community the greater are his privileges and duties. 'This engineer must be an organizer and executive as well as a statistician, if he is to fulfill the highest purpose of his work. Careful records must be kept of turnover. accidents, illness and absence, not of the plant in its entirety, but by de partment* and occupations, and these records must be corelated and analyzed so as to show where deficiencies lie and upon whose shoulders the responsibility for their correction rests.** These men paint beautiful pictures of what some of you may term supermen. The ideal industrial physician most combine the qualities of physician and surgeon, statistician, insurance man, dietician, athletic director, sociologist and what not. Though probably few are equally competent on all these counts, yet I am sure most of W know men who meet most of these requirements and who are invaluable assets to the indnstrics which they serve. Hustiu, they dad not emerge from the medical school or hospital fully armed as did bftoarva from the brow of Jupiter. Either they had had other training before stodysag medicine or they developed to meet the demands put upon them by thesr aohwery. Tv be VBZVM the industrial physician, in addition to hSs medical and surgical training, ytifie health training, training in personnel work, etc., must have a proper peroewalhy. be courteous, resourceful, tactful, and must be vitally interested in hi* rek Be vat have a full realization of the importance of his position, with a nnca a* to it* obligations and opportunities; but at the same time he must be able Mkd vdKvg to work with others and cooperate with rather than antagonize the other hfOtocDtaJ executives. He roast work in harmony with the family physician and the hraltfa officer. He must be interested in manufacturing pro cesses airf fgichly in tbe work dotte in' his plant, and must be witling to be on friendly tow with the employees* His work or his training may not enable him to do research as hygiene, but. If not he must recognize the need for such work and are that se-tire are made by others when indicated if he cannot make them hlmsrff. No metical schnnl today is of itself equipped to give the Ideal training for this work to its eoifcffisduatu, nor will the already crowded curriculum permit thereof. Proper "`""t for Industrial medicine should be distinctly a postgraduate func tion. repairing the resources of a university, plus the opportunity for practical directed dnfirt in industry itself. We feel that every undergraduate should have an introduction to the problems and opportunities of industrial medicine and hygiene, and a brief presentation of the effects of work and working environment on health, but this must be of necessity H puficlil. We fed that, as industrial nedldne and hygiene are essential parts of public health, a more extended consideration of these subjects should be included in every public health coarse, a* Is done in Pennsylvania. We fed that if industry is alive to its best interests it will demand that special training be offered to fit men for industrial positions. This should be post graduate tnUof including much of the work given to public health students, but in some aim more condensed form, and special training in personal work and sociology, and also, meet Important, an internship or its equivalent in industrial medical departments under competent direction, for it is only by practical experi ence and observation that a foil grasp of the needs and opportunities of Industrial medicine can be bad. In our own course in industrial hygiene we combine didactic lectures with ritita to industrial dispensaries and trips through large plants with definite health hazards. Reports on those trips are presented by students and discussed in seminar. We try to teach the student to study tbe workers at work and to recognize 156 Nineteenth Annual Safely Congress health hazards and learn how they may be minimized, and to see the value of careful, thorough work by the plant physician. Their recommendations must be practicable, capable of being carried out without interfering with plant processes. The opportunities for contact with industrial physicians, good, bad. and in different are valuable parts of this training, and we consider that the field work is the most important part of the course. This full special course as indicated takes time and money and few men can be Induced to go through with it unless Urge industry demands such training and chooses its new medical staff from such trained men. Where stsch men arc not now available industry itself should choose young medical men of promise and finance their training oo a part time basis, as bas been done with us. From my own personal observations of a Urge number of physicians serving a Urge number of industries 1 find that the full time man usually and the half time man often is rendering excellent conscientious service along many lines and is an Invaluabia asset to his industry and so recognised. The man devoting one or two hours or less daily to ao industry is often a mere repair man and deficient in interest and training to properly serve his industry. Industries employing such men are the only ones that do not appreciate the value of industrial medical service, and in my experience are practically the only ones to discontinue medical service when once established, unless forced to do so by material leasing of working force. The industrial physician should be specially fitted temperamentally and specially trained for his position. He should be an executive with an executive's respon sibilities and opportunities. He should be tactful, patient, courteous and observant, lie should be of high type mentally, morally and spiritually. He should be thoroughly grounded in the medical sciences, in statistics, in hygiene and sanitation and in dietetics. He should have some grasp of insurance and pension problems, of scociology and welfare work.--A gentleman, a scholar and withal! thoroughly practical and efficient. The proper training of industrial medical men and women is distinctly a post graduate function, and the medical schools of to-day, with their already crowded curricula, cannot be expected to especially train undergraduates for industrial posi tions. They should however give to every student an introduction to the respon sibilities and opportunities of industrial medicine and some appreciation of the effect of various occupations upon health. Industrial health is a proper ooocern of the health officer and all public health students should have some training in the recognition of industrial health hazards and the regulation of healthful working conditions. Industry should choose its new medical and surgical staff from men especially trained by postgraduate study and plant internships for this work, or else should have their new staff members trained after selection, if necessary on a pert time basis. Chairman Thompson : The industrialist is more or less the man who judges the value of our work. Mr. W. G. Marshall, Assistant to the Vice President of the \Ve<tinghouse Electric and Manufacturing Company, will present his opinion of the industrial physician and his qualifications. The Viewpoint of the Industrialist By WILLIAM C. MARSHALL Assistant to Vies President. Wcstlnghouse Electric and Manufacturing Company, Eait Pittsburgh, Pa. An analysis of the recent census has pointed out that, from being predominately an agricultural people, we are coming to be predominately a manufacturing people. With ten million women in gainful occupations they arc now engaging more actively in Industry, trade and office work than ever before In the history of our country. Industrial Health Section 157 With the mechanization of industry over the first quarter of this century, there has been a natural development into its three major branches--production, distribu tion and industrial relations. From the time of the first automobile it has been but a step to the present total of 35 million automobiles in the world, W per cent of which are American made. And ol this total number, there are 26,600,000 in the United States with an estimated investment of at least 50 billions. This was first a problem of engineering, then of production, and now of distribution. During tiiis time the first five-cent motion picture house in the United States was opened, in 1907, in the city of Pittsburgh, followed by the development of that tremendous business today. And the very recent announcement has been made that the first television broadcasting station is about to be built atop a New York theatre building. Likewise since the first 59-second flight of a heavier than air object by the Wright Brothers in 1903, Colonel Lindbergh has successfully spanned the Atlantic eastward from New York to Paris, Captain Coste has successfully negotiated the westward return trip. Rear Admiral Byrd has looked down upon both ends of the earth, and aviation has become big business. In the meantime the world is anxiously looking forward to the coming tram-allantic commercial flight of the twelve motored Dortuer Do-X. Industry bas moved swiftly from the individual, working alone at the bench by hand, to present day mass production. Few were engaged in all these activities a quarter of a century ago---now they claim the effort of millions. Even with industry st a low ebb, it is said 125 millions have been invested within a few months in miniature golf courses throughout our country, with the accompanying manufacture and distribution of equipment. Significant also is the trend of educational advance ment with the forty-two story MCathedral of Learning" in Pittsburgh, and the news item that Temple University is breaking ground in Philadelphia for the thirty story "Temple of Learning.'* Into this growing field has been called the industrial physician. The successful member of a profession or business is busy. He profits most through concentrating on his own field of endeavor. The purchasing agent is alive to the market quota tions and must be informed as to what raw material to buy and at the right prices. The superintendent knows what work is to be turned out and what machines can accomplish it. The engineer knows his turbine and its ability to perform. The manager and officers are studying business conditions and finance policies. The success of the industry depends upon the knowledge which each of this group has of his job and his ability to perform. With the enactment of Workmen's Compensation Legislation some years ago, the industrialist awakened to the fact that a new field was opening up in industry, and with the physician came organized medical units. The medical department has be come a very well-defined unit of the Industrial relations branch of industry. Just what are "industrial relations?" They comprise the direction and coordination of the human relations of any organization, with a view to getting the maximum necessary production with a minimum of effort and friction, and with proper regard for the genuine well being of the workers. In this endeavor the industrialist be lieves the physician plays an important part. Industry wants understanding, intel ligence, enthusiasm and good-will. Any agency which assists in developing and maintaining a happy, contented, mental attitude in the employee is welcomed by both management and employee. The worker is industry's greatest investment. Our large universities hare recognized the need of more concentrated study in the problems of men and management, and have in recent years developed schools of -ndustrixl relations. The industrialist wants to be relieved of those problems in wluch he is not trained and to which he may not be naturally adapted. That is 158 Nineteenth Annual Safety Congrats why be wants a well organized medical unit in Weeping with the needs of his business. To assure this, the industrial physician himself must possess some ability as a manager. The industrialist is interested in production and in making money. That is admitted. But a student of sociology has very aptly said that it is more important to teach men bow to live than to teach them bow to make a living. Broadly speaking, the industrial physician is expected to teach us how to live and this includes executives as well as workers. If industrial health insurance should come over the industrial horizon, it would undoubtedly stimulate a movement for the prevention of illness among workers, just as prevention of accidents has been stimu lated through enactment of Workmen's Compensation Legislation. The Industrialist recognizes as true the advice given him that illness can be a factor in accidental occurrences. He has been told that there is eight tiroes as much absenteeism resulting from illness as from accident, and being interested in the health of the employee, he is anxious that his physicians be qualified to analyze working conditions and vigorously insist upon bringing about the correction of unsafe, unsanitary and occupational hazards to good health. He wants also to be informed of the relation of fatigue to output and the methods of reconciling the two, with study given to sanitation, ventilation, housing, lighting and recreational facilities. Likewise it is desirable that the industrial physician have the desire and ability to secure a working knowledge of the fundamentals of training methods, cmployment insurance, retirement, compensation legislation and those laws governing inspection, sanitation, hours of work and the employment of women and minors. The Industrial physician has also advised management that mental and emotional conditions, such as fear, anger, worry, mental defects, impetuosity, fatigue and monotony, may cause accidents /ust as the many diseases affecting the human body. In his physician therefore, Che industrialist desires the qualification and ability to cope with this situation and reconcile it with conditions of employment and production. The industrialist believes with his medical advisors that the periodic examination is of value and is preventive as welt as curative; his experience teaches him that It is economic as well as humanitarian. Experience has also taught that the purpose and intent of industry* in offering nidi examinations is sometimes misconstrued. It Is therefore essential that one of an industrial physician's qualifications be tact. Tact aids in dispelling fear, prejudice and distrust, and in promoting free and active use of the medical service. It fa said that human nature never changes. If workman John b timid and needs a kindly hand, or sympathetic word, management wants him so treated. If John is bold to the point of hindering his normal recovery, management wants the physician who can tactfully and firmly bring him in line for bis own physical well bring. An honest inquiry about John's family produces in John a more kindly feeling .toward his company. It is ali desirable that the industrial physician be as conscientious with group patients as he is with his personal individual patient. Tlie reciprocal of this is true. To the employee the physician represents the company. If he has confidence in the industrial physician, his* confidence in his company Is strengthened. Accident prevention is now' generally accepted as a part of industrial relations activities. As in the case of the medical unit in industry, the enactment of Work men's Compensation Legislation stimulated accident prevention. The industrial physician plays a ma/or part in administering the requirements of Workmen's Com pensation Laws, and is thus brought into contact with accident prevention work. The industrialist is vitally interested in the reduction of lost time, permanent and fatal injuries. It saves money, it reduces tabor turnover, it lessens human pain, suffering and inconvenience. Therefore the industrialist would have physicians well grounded in accident-prevention procedure, and who are in sympathy with practical application. Included in this is the ability and willingness to organize and instruct first aid teams. Industrial Health Section 159 Our country has been favored in the past two decades with a remarkable growth in industry, commerce, science and agriculture. An industry to be alive and keep abreast of the times requires continual planning and research. The industrialist de pends upon his medical staff to become familiar with the latest developments in the study of industrial medicine and surgery, and-recommend any equipment reasonably necessary. It is also helpful to give thought to new theories and practices, and the physician's private fife should be fkirly elastic that lie may take part in occasional activities of medical societies, medical conventions and allied activities. The industrialist is, above all, interested in the proper selection, the proper place ment. the maintenance of efficiency of the worker, the period of his productivity and the continuance of his contentment. To accomplish this, the industrial physi cian is required to determine physical ability and mental alertness of the human being. The employment department depends upon him for advice in these matters. The industrialist is interested in the local community, as well as the community at large. He depends upon distribution as well as production. The community absorbs his product, it buys his securities, it supplies his labor. For that reason, it would seem necessary that the physician be qualified to take active part in the civic, social and business life of the community which would call for a fair ability to speak in public--and it might even be well at times to be qualified to come through with a game of so called customer1* golf. Sound, sensible advertising and publicity are accessary in any business, and the medical unit of an industrial business is no exception. The Industrial physiejap is a key man. He is ever in need of an agency to convey to the employee, pAies and the results of his observation, studies and analyses. He must understand hmnan nature and at the same time be qualified to promote the value of his department to the workers. Likewise there is need for personality. No one seems to know just what that is, but there is an expression, "Personality--that for which there is no substitute." The physician contacts with men and women, IK or injured, when they are usually most receptive to advice, constructive criticism, company policies, or perhaps a word of commendation. He meets all kinds of dispositions under trying circumstances* The industrialist would have physicians who can stand up under fire and meet divergent situations in a manner which will produce uniform results. On the other hand, the industrialist must not overlook the fact that, to meet case after case with no opportunity for relaxation, is exceedingly trying on the nerves and disposition of the attending physician. He must recognize this and be receptive to a remedy. In all these activities there is that necessary requisite, the ability and willingness to cooperate. We hear a lot about professionalism in some of our colleges and universities. It may be these to some extent. On the other hand, we are told that certain successful coaches always have an abundance of good material because of the desire of outstanding players to work under their instruction. But, as one nationallyknown coach has sald, they must not only have willingness to cooperate, but they must have the ability to cooperate. The physician who is willing to cooperate with the officers and supervisory structure of an organization, and yet lacks ability to do so, is under handicap. To successfully cooperate, one must be prompt. Promptness has been a desirable virtue and a necessary business qualification. Formerly, without adequate means of communication and transportation, conferences* were started when the last member arrived. With time now an clement business operates on schedule. Physicians ihanselves tell us that if an individual is prompt in keeping his appointments, he is aho apt to be prompt in his deliberations and determinations. In his private life promptness is ooe of the requisites of the physician. Likewise It is 50 in the execu tive phase of his industrial life. 160 Nineteenth Annual Safety Congress In conclusion, the industrialist desires to delegate ha work and be relieved of those phases in which he is not trained. For that reason he needs physicians quailfied and willing to accept authority and responsibility, based upon fair principles and reasonable policies. It is his desire to come to a mutual understanding on poli cies, approve a budget for medical activities and depend upon the industrial physi cian's judgement and executive ability to carry through to successful conclusion. This qualification carries with it the responsibility to train an assistant or under study to carry on his chiefs duties in time of absence or emergency. For all of which the industrial physician should receive fair and adequate com pensation. Chaikmax Tsowrsosi: I am very glad to introduce the next speaker to you. Dr. Haalctt. the Medical Director of the Westinghousc Electric aod Manufacturing Compony o( Pittsburgh. The Physician-Administrator By T. LYLE HAZLETT, M. D. Medical Director, Wodosbouse Electric end Mfg. Co., Eut Pittsburgh, Pe. The best definition of the physician in industry- we have is, I feel, the one adopted by the Conference Board of Physicians in Industry a number of yean ago; that is, ``TMkphysiciaii in industry is one who applies the principles of modern medicine and nulpy to the industrial worker, sick or well, supplementing the remedial agencies of medicine by the sound application of hygiene, sanitation, and accident prevention: and who, in addition, hat an adequate and cooperative appreciation of the social, economic and administrative problems and responsibilities of industry in its relation to socicsy. From tins definition one can see that there are certain necessary qualifications which individuals must have in order to be successful in industrial medical work to the fullest extent, whether they are individual medical officers or members of a medical staff In a large industrial organization. First among these, there must be a sound medical foundation. This not only includes graduation from an A-l medical college, followed by at least one year's internship in a good general hospital, and if possible some further post-graduate work, but a full collegiate course is also desirable. In a Urge medical organization It is very desirable to have men who, in addition to the foregoing, have bad special training in eye Work, orthopedic surgery, nose and throat, X-ray, and physio-therapy. Further, there must be shown an interest in industrial health hazards, such as mechanical irri tation of lungs by various dusts, iu sanitation, fatigue, thermal conditions, and in manufacturing, the effect of electric current on the human body. If this interest is not cvidoit at first it must be created through changing the routine of the medical staff by occasional post-graduate coorscs, special medical meetings, etc. This wilt not only broaden the mind of a man doing industrial work but will have a marked tendency in keeping him from becoming mechanical in the treatment of routine cases. And I believe it is very desirable for all men to maintain a private office if only for one hour a day thus keeping an additional contact with the public aside from increasing his income. Industrial medical work has not progressed as yet, however, to the stage where any company is willing to assume the expense embodied in maintaining a staff on a full time basis measuring op to the above requirements. The second requirement would be a pleasing personality. Confidence of employee* is perhaps more dependent upon this than any olhes qualification. First impressions are the most vital. In the examining room for new employees will be painted > picture which may have a great bearing on the employees' attitude toward the Industrial Health Section 161 company, and it may be beneficial or harmful depending largely on the examining physician. In the present rate of production there must be a sympathetic attitude somewhere, and in no plane will this give greater dividends than in the medical depart ment. Therefore, we should have in the physician a pleasing personality, a sym pathetic nature, and the ability to smile under adverse conditions. The third qualification which I will mention is honesty. A physician must be honest In his opinion regardless of whether it is adverse to the company or to the employees. Nothing will tear down the confidence of employees in their medical department so much as the feeling that the opinions they receive are biased in favor of the company. An industrial man must guard against being biased in lus opinions and he must be diplomatic. In controversial cases a well trained man will realize that he is dealing with a sick man, perhaps entirety mental, but nevertheless a trouble some case and one in which very often the individual will have the opinions of his fellow workers with him. The fourth qualification is what I shall call an industrial mind. This implies an individual who can see not only from the standpoint of the company but also from the standpoint of the workers in the ranks, and one who can view industrial medical work from an economic angle as well as a humanitarian one. From the economic angle he will see the future effects of all preventive work, whereby workers are kept productive for years longer by the early diagnosis of tuberculosis, finding of latent syphilis, changing of occupation among cardiacs, watching lung irritations in sand blasters, etc.; in short, the material benefit of periodic health examinations. From the humanitarian standpoint there is the prolonging of life and making it more happy for the individual and for all those with whom he comes in contact, and benefittmg the community and the nation as well. With this he will acquire an insight into the psychology of the worker possessed by no one else within the organization. He will see the relationship between the man's work and his home conditions, which infre quently has a great deal to do with the occurrence of accidents in which men of this organization are so vitally interested. The fifth necessary qualification for the industrial medical man should be a willing ness to enter into all community health affairs. An ever willing listener to all home conditions, his support should be available for all community dimes, and he should be interested in all school medical work, for the future industrial workers are in our schools today. He should be active in all local medical societies, and on friendly terms with all outside physicians. The reputation of the plant's medical department will hinge largely on the ability of the plant physician to cooperate with the family physicians of employees. The success of all preventive work within a plant will depend in no small degree on the cooperation of all the physicians in the community, and this can be accomplished if the proper tact is used and it is understood by all. There has been trouble due at times to the lack of understanding between plant physicians and family physicians, but I cannot Imagine any situation which cannot be handled if there is a thorough understanding before It is undertaken. Finally, but not least, we must mention adaptability as a very necessary qualifica tion. The industrial medical man must be broad minded both medically and other wise; he must be able to change his opinion if circumstances arise demanding a change cither for the good of the company of the employee ,* and he must receive suggestions at all times gracefully no matter irom whence the source. With such qualifications, either evident or potential, any medical man can be assured of hearty backing by the management, and industrial medicine will soon reach the proper place it deserves in our ever-widening field of industrial relations. CtiAiRMAM Thompson : 1 am very glad to introduce the next speaker to you, >. Albert S. Gray, the Director of the Bureau of Industrial Hygiene of the State Apartment of Health of Connecticut 162 Nineteenth Annual Safety Congress Qualifications for the Industrial Physician--Viewpoint of the Health Department By ALBERT S. GRAY, U. D. Director, Bureau of Industrial Hygiene, State Department of Health, Hartford, Conn. As representative of the State of Connecticut which has a Division of Occupational Diseases, 1 can perhaps best discuss some of the qualifications of an industrial {Ay* sician by describing some of the problems with which he must be familiar. An industrial physician should be familiar with the classification, causes, treatment and methods of prevention of occupational diseases. (Charts exhibited of Classification of O. D.) These charts are taken from the recent classification of occupational diseases sug gested by Hayhurst The specific occupational diseases mentioned in Class I rarely occur outside industry, but may be the beginning of other afflictions and pass into the chronic partial occupational diseases of Class II. Partial occupational diseases may be first started by an industrial hazard or aggre- vated by it, but they progress of themselves outside industry. "Occupational Health Complaints" might be called pre-disease conditions; they represent those conditions which are an indication of strain, an inability of the organism to adapt itself to its environment. It is obvious if the physician is to prevent the chronic diseases of Class II, resulting from industrial environment, he must concentrate on the specific occupational diseases and tl~ occupational health complaints. All of these conditions may be the direct or indirect result of industrial environment; the principal factors involved in industrial environment are: 1. Those conditions in industry where poisonous materials and hazardous pro- cases are utilized. 2. General ventilation. 3. Illuminetioa. 4. Sanitary facilities. 5. Conditions conducive to industrial fatigue. 1. Industrial Hosards: In those industries in which it is necessary to use poison ous materials, or where dust, gases, fumes are evolved in the process, provision must be made to protect those who are exposed if their health is not to be affected. There are several ways in which this protection may be provided: the process may be en closed. local exhaust ventilation may be supplied, the individual may be provided with a helmet or respirator, and suitable clothes, or a combination of these methods may be utilized. ....... Too often any type of local ychaust or any type of respirator provided, and the man is considered protected, and the problem solved. There are many factors to be considered in the design of a local exhaust system. AH too frequently its design Is considered a tinsmith's instead of an engineer's job. It must be designed so that there is a sufficient velocity at its point of Intake, depending upon the type of material to be removed and the position of the operator, and it roust provide downward, up ward, or cross ventilation. The design of the intake, size of the pipe, its angle of entrance, its relation in cross section area to the main exhaust, and size of the fan, must be carefully considered. The design of a proper exhaust system is often a task to tax the capacities of a specially trained engineer. The same may be said of respirators and air helmets--various types are made for specific purposes from the pig snout respirator with a wet sponge to the positive pressure respirator helmet In which fresh air is pumped to the wearer. It is not sufficient simply to provide protective measures, we must know that they reduce Industrial Health Section 163 exposure below the amount that will affect the individual's health. We know the smallest amount of many of these materials to which an individual may be exposed over a considerable period of time without affecting his health, and exposure must be kept below this "threshold dose" if the individual is to be protected. We have definite physical and chemical means of determining the amount of these materials to which a worker is exposed. By these procedures we are not only able to know whether the working environment is safe, but where some liealth hazard exists, they provide valuable information in locating the hazard and furnish the data for constructive suggestions to remedy conditions. We do not expect the industrial physician to be able to design an exhaust system, but he should have an intelligent appreciation of the limitations of exhaust systems and respirators. In die final analysis, if there is doubt of the efficiency of the pro tective measures provided, determinations should be made of the individual's actual exposure, la Connecticut the Division of Occupational Disease is constantly engaged in doing this work for industry--checking protective measures by actual determina tions of the extent of the individual's exposure. 2. General Ventilation: If ventilation is not adequate there is more liability to the common cold, headache, fatigue, and lassitude, and. a consequent lowering of the efficiency of the individual The common cold results in more lost time to industry than any other single factor, and the industrial physician should certainly consider the influence of ventilation as affecting this condition. Ventilation should be such that an adequate supply of clean air at the proper temperature, humidity and velocity is provided. This fact Is so important that many office buildings, theatres and industries make their own weather, as it were, by supplying properly conditioned air to their patrons and employees. The relation these three factors, temperature, air velocity and relative humidity, should bear to each other in the production of desirable conditions has been the occasion for much research in recent years. These three lectors have been correlated and may be ex pressed by the single value "effective temperature". The comfort chart that has been developed shows the most desirable atmospheric conditions of temperature and rela tive humidity for a given air movement, and is extremely useful in determining the optimum atmospheric conditions which should be maintained where comfort and health are the principal considerations. 3. Illumination: Proper illumination is essential in the production of desirable working environment. Work performed under inadequate illumination causes head ache, fatigue and adversely affects the efficiency of the worker, and if continued for considerable periods of time may permanently affect the eyesight. Sufficient we|l' distributed light, without glare, or objectionable shadowy not only conserves the eyesight but makes for Increased efficiency. Generally speaking, it may be said that from 7 to 10 foot candles are the average intensity on the working plane which should be used in workrooms for general fac tory operations. There are many processes, sometimes described as fine work, which require intensities much higher than this general standard, and in such cases the additional intensity may be supplied, at least la part, by means of properly designed localized lighting. There should always be sufficient light to provide for the safety of the operators at all times. Proper illumination is more than a mere choice of illumination intensities taken from tables or codes; the engineer has to consider many things besides the actual intensity, among other things, he must consider the location, number and wattage of outlets, the effectiveness of color, the reduction of fatigue by the elimination of glare; be must provide for safety by reducing the differences in value of intensities in adjacent areas. Of course, we all know that the ultra-violet ray does not get through glass, and there is a difference of opinion now as to the advisability of supplying ultra-violet rays in working environments. If it is considered desirable it can be done. 164 Nineteenth Annual Safety Cotujrc*. There are four main resuits from proper illumination: direct production increases due to improved visual varieties; indirect production increases due to increased brightness and cheerfulness of working surroundings; improved health conditions; and increased safety of work. Certainly these are of sufficient importance to justify a knowledge on the part of the industrial physician of the accepted standards for proper illumination. Now to cite a case in point, I remember one industrial physician who was given another industry to take care of, and in going through the plant he noticed that in some cases the light was pretty bad. He borrowed a photometer and took tome measurements. He told them that some of the men had only three feet of candle light when they should have ten. They said, "We will put in bigger lights," and he said, "No. There are several things to be considered, and among them is the matter of glare. There is the proper relationship of the light to the surrounding area as well as the working areas. But the lighting company wilt send down an engineer who will figure those things out and fix you up." That doctor wasn't an engineer, of course, but be had an intelligent knowledge of what the trouble was and he got across what he wanted to do. 4. Sanitary Facilities; The provision of necessary sanitary facilities which are so often neglected in industry, may have a marked effect upon the health of the individuals and should be given due consideration by the industrial physician. This includes the necessary toilet facilities, ample supply of good drinking water, readily accessible, in sanitary fountains or paper cups, and proper washing facilities. Wash ing facilities may be a very important factor in some industries where poisonous materials, dust, fumes, heat, oil, dirt or like conditions exist In such industries, a plentiful supply of warm running water, soap and towels, shower baths if necessary, locker spaces, change rooms, provisions for drying cloths, will have a material effect upon the lwealth and comfort cf the working force. Most cases of oil dermatitis we have seen, and many cases of dermatitis caused by other materials have been due to lack of proper washing facilities. 5. Industrial Fatigue: Last, but not least, while there is much regarding industrial fatigue we have yet to learn, we do know many factors that make for undue fatigue: even a supply of good drinking water readily accessible is much more important than is ordinarily recognized. The type of floor--the type of shoe worn by the in dividual--either may have a marked effect upon fatigue. Flat feet is another factor that must be recognized as producing undue fatigue. Most of the environment con ditions have their effect upon this condition: improper illumination, tack of proper sanitary facilities, poor ventilation, unnecessary noises, improperly designed scats-- all have a very definite effect. 'it is recognized by those who have investigated this subject that in many types of work short rest periods are desirable. It is not only a question of cessation of work, but being able to change the position of the body and relieve cramped muscles, and there is a psychological effect that we cannot measure but know exists. Finally, it is futile to provide adequate washing facilities, protective clothing, masks, respirators, goggles, etc., unless there is someone in authority whose duty it is to see that they are used. All measures that provide for the health and safety of the workers should be properly maintained. A lighting system, however, good, will defeat its own end if not properly maintained. We have seen many, excellently designed exhaust systems and safety provisions actually adding to the hazard because maintenance had been neglected. Supervision of working environment should be provided by engineering, safety and medical personnel in complete cooperation. This should include the necessary main tenance of protective devices provided. Until very recent times, the improvement* in industrial environment have^Seen due to the alleviation of those conditions which were readily discernable by mere inspection. In those bygone days when an industrial physician was merely an Mln- Industriai Health Section 165 dustrious physician*', wrapping fingers and treating only those cases brought to him in dire need of medical attention, conditions needing remedying were so obvious that mere inspectiou sufficed to reveal them, but it had its definite limitation and it no longer suffices. Within the past two decades, and more especially in the past 10 years, our knowledge of the effect of working environment upon health and pro duction has been vastly improved by the utilization of definite physical and chemical procedures. Industrial Hygiene today is more than mere Inspection, it is the application of scientific methods--precise physical and chemical procedure--to conditions affecting health in industrial environment. The utilization of these procedures not only deter mines the hazard but provides constructive data for remedying the condition. And it is the industrial physician to whom we must look for the application of the prin ciples which have been developed for protection. Unfortunately I have not time m this paper to discuss the knowledge the industrial physician should have with regard to accident prevention, rehabilitation, and occupa tional neurosis. But 1 would not have you feci that my ideal of an industrial phy sician is something of a cross between a factory inspector, an engineer, and a chemist; such an individual would doubtless have long ago gone to his rest in heaven or elsewhere. An industrial physician should have a knowledge of the broad principles that underlie industrial hygiene. He must have a definite, concrete knowledge of the pro cesses and materials used in the industry in which he is engaged. (n Connecticut we arc constantly making inquiries into the amount of toxic material to which employees are exposed. As part of that work we made a classification of the industries in Connecticut with the hazards that exist. We don't wait until we have a case reported to us, but we go to industries where we know potential hazards exist. . In one particular case, we went to a plant where we knew they were using carbon disulphide. We asked the physician if they were using it and he said he didn't ktow, but he called in the foreman and we asked him. He said, `'Yes, we do." I said, "Do you have any trouble there?*' He said, "No, only what I told the doctor about the other day, that the fellows seem to be slowing up on the job.'* We were invited to look the place over, and we found they had been using it; as a matter of fact, it was a product of their manufacture. They hadn't been having any trouble but they had changed from a cold to a hot process about a month before. We found they had lots of it, plenty to cause the condition they were having. It was just a question of going back to the other process. That foreman recognized the condition, but unfortunately in that case the doctor didn't realize that carbon disulphide was being used, and although he knew the men were dragging around and didn't seem to be up on production, the thing slipped by him because he didn't have the detailed knowledge he should have. He must have a job analysis of each individual at hit fingertips. He gets out into the plant frequently and does not wait until compensation cases occur. A high labor turnover means for him a necessary inquiry into the processes and materials used We had a ease of benzol reported to us. We went down to the industry to see if they were having trouble there. They were honest people. They were good peo ple, I know. They had used that stuff fifteen years and never had any poison cases. We looked the plant over aud found many places In which it existed In sufficient concentration to cause trouble. I said, "What is your labor turnover?'* He said, "Well, it's pretty high. They are floaters around here." Surely they were floaters. 1 asked a few of them liow they felt. They were mostly foreigners, and they all said, "Nose bleed, belly ache." What happened? Why thcwe men, just as soon s they could ret another job. left that job, and they had a 300 per cent labor turnover. And you find a lot of in 166 Nineteenth. Annual Safety Congress dustries with a cost accountant hiding behind the radiator, permitting that condition to go on and on, and the foreman says, "Oh well, it isn't a very nice sort of a job and they're floaters around here." But they changed their process and are not having any more difficulty. The industrial physician, to do his work well, must know exactly the materials used and the possible hazards that may result from the use of those materials or from any process that is used In the plant. He realizes the absolute necessity for a complete occupational history. I was talk ing to a physician, a first class man, and a man came up to him with a peculiar cooditioo on his finger. The doctor said, "Where do you work?" He said that be worked with solvents, and the doctor turned him over to the nurse to have something done for his finger, and then he said to his assistant, "HI bet they are using xsne chloride down there again." They hadn't used it for two years, but he knew what they were using. X walked through the plant with him. It was a plant that was very well taken care of, but occasionally they had vime extra work come in. An extra job bad oome in on this occasion that it would take a month to get out, and the foreman, in order to get it out sooner, had put out these open receptacles of the solvent for cleaning off the material. I happen to know that there was benzol in that solvent. I realized that there was enough material in the air to cause benzol intoxication in a very short time. I straightened that out immediately. And so the good physician goes through the plant, not once a mouth, but con stantly, and be finds those little things that are coining up and he checks them up because he knows exactly what is being done in the plant through his visits and his knowledge of the processes being used. He understands the importance of physical examinations and re-examinations, not merely lor placement, but particularly in hazardous employments, for the employer who places a man in hazardous work without knowing his physical condition, or the effect of die material or processes upon,him, is inviting tragedy. Having a considerable group of individuals under his direct supervision, be will utilize the enviable opportunity for preventive work wherever possible, and wifi not formulate a narrow program within the confines of the industry or compensation laws. Chaixkaw Thompson: In many studies made by the Public Health Service, wc have come in contact with a great many industrial physicians. These men have alt had four qualifications. First, they have had an excellent basic foundation in medicine. They were good doctors. Second, they were men with personality. They could meet their executives or their workers on equal terms. Third, they had taken time to study the hazards of the particular industry with which they were associated. And fourth, they con tinually seek further Information from physicians of their own kind. Those four qualifications seem to me to be those of men who have become out* standing industrial physicians. These papers are now open for discussion. Da. W. J. McCoNrntLL (Metropolitan Life Insurance Company; New York City): The standard set for the industrial physician has been placed on a very high level. If industrial management wants what Mr. Marshal] has told us, it has been my ex perience from a rather wide contact with industry that very few industrial managers demand or know how to go about obtaining a man with such qualifications as Mr. Marshall mentiooed. Unfortunately, either the family physician or the neighborhood physician or a physician who can be obtained at a very low salary is usually the choice. I think few industrial managers have ever asked their industrial physicians how many of these qualifications he possessed before he employed him. That is one of the weakest links in this whole Chain of industrial medical work. Our greatest need Industrial Health Section 167 i lo be able to read) the industrial manager and educate him to The point where be can appreciate the qualifications necessary, and educate the physician who hasnt this training not to accept such a position. The former would be much easier. I hen we will be able to place men who have devoted their time to this study and who do possess a certain degree of these qualifications. Da. A. W. CoLcoa (Carnegie Steel Company): I am not quite sure what is meant by the term, industrial physician. If you mean a man who looks after (he medical side cmly, the occupational diseases and hazards in the plant, plant sanitation, community health, then the ground has been covered. In my own service about nine-tenths of the cases that come to our hospital for attention are the victims of trauma and the men who take care of them must know something about surgery. I believe that the industrial physician, if he is going to do his job right, should have not only a training in medicine as has been so well out lined here, but a year as an assistant to a good surgeou in a large hospital, one year ot training in the plant under the instruction of a real industrial surgeon who knows how to do surgical work in the emergency hospital, by the roadside, or in the doctor's office. Clean surgery can be done in the plant office and wounds taken care of by the thousand without infection, but it is an art to do it, and it is only done after long and careful training in the proper environment. I think we should stress the surgical side. The physician should know how to treat fractures, contusions, abrasions, bums, and the result of trauma. He ought to know how to do an amputation. He ought to know how to treat the stump so it will be ready for an artificial leg, and to know how to train the man to use the artificial leg so he will be able to get bock on the job. One of toe most important things is to know how to get the cripple back and fit him mentally and physically to continue as a wage earner and a producer and that is one of the great things that the industrial surgeon must know. Da. R. Pic* (DuPont Company, Wilmington, Del.) : We certainly have had high ideals placed before us. I was impressed with the various specialties In which an industrial physician should be able to qualify according to Dr. Hazlett, and yet 1 think there is another specialty which is neglected in industry and which is im- portant--oeuropsychhtry. In making the periodic examination, and the pre-employment examination, the employe should be given the right job in accordance with his physical status. But very little attention has been given to his mental status. How often we jee the statement that an accident is due to negligence on the part'of the employe, and yet in many such cases we might find by study that the responsibility is due to failure of the employer to have determined the mental condition of his employe. I would like to make a plea for more attention to the nervous systems and the minds of the employes. CuAikMAN Thompson : I know this is not your section Dr. Dalton, but have you anything to add ? Da. Dalton : The ideals laid down are splendid, but where are we to get these young men? It is very difficult to get the young man going Into medicine who Is trained in industrial medicine or who has had its background. As far as public utilities are concerned, I think we have had to take the younger men and induce them to go into the work and retain them in onr own Industries. The important thing that I am glad to see emphasized is to point out the great number of advantages to the Industrial physician and surgeon in sticking to medicine and surgery and not necessarily getting over into employment, safety, and a number of other fields that are possibly carried out by men with different training and without the specialty of medicine and surgery. I think the symposium this afternoon will be of great benefit to this organization. Nineteenth Annual Safety Congress Chairman Thompson: Dr. Smyth, do you wish to add anything? Da. Smyth ; I was very glad to hear others agree with me in principle in what I had to say as to qualifications of the industrial physician. I heartily agree with Dr. Colcord that surgical qualifications are essential, and with Dr. Price that some idea of neuropsychiatry is also important. I had to be rather general in my discussion, and I assumed that a man would start with a thorough training in and surgery. I did not purposely neglect surgery, because, as Dr. Colcord indicated, it plays a very important part It must always play a large part in the work of the industrial physician, but my contention is that industry cannot find men of this type lying around in quantities. They must make them. Many of them have been made by industry, by their jobs. They didn't have these full qualifications when they took up their jobs but they have developed along with their work. As the demand grows, my contention is that industry should ask for specially trained men, and the training of men for this work is strictly a post-graduate function. You cannot expect an under-graduate medical school to turn out competent industrial physicians and surgeons. Da. Hazlett; I feel that industry can help to train these men and we do have to train them, i did not mean to neglect the surgical side at all, and as far as the mental side is concerned, I feci that we are just at the beginning in that There undoubtedly are a great many misfits and we see them especially in accidents that could have been prevented if some attempt had been made to place them correctly at the beginning of their work. IV. H. Winans (Union Carbide Company, Cleveland, O.) : In the case of a company operating a large number of small plants scattered around the country, no one of them large enough to warrant retention of a doctor on full time, wbat practical suggestion can the physicians here give us as to the material we can place in the hands of competent local medical men to guide them in dealing with our in dustrial health problems? Arc the physicians giving us anything in a practical, concrete form that we can put in the hands of the local medical men that will put them in the right attitude toward this problem? Da. Sappjngton : At the National Safety Council, we have prepared a series of pamphlets called "Health Practices,'* and m that series I think you will find at least three pamphlets which contain basic ideas for physicians who are interested in the administration of Industrial health service. We also have a consultattoo correspondence service on industrial health problems. Through our national contact with industrial health work in many organizations, we are able (o at least give you a basis for the inauguration of health work in any typC' of industry, and in addition, probably at least a partial solution of certain specific industrial health problems. This service is now available to the members of die National Safety Council. Ms. Cameert (Detroit. Mich.): It seems to me that you are asking an impossi bility. It never has been possible for a man to be a great surgeon, a great physician, a great anatomist, and a groat psychoanalyst. We have to employ not one physician but a group of physicians to take care of these various things that have been fH for from medicine today. That, I think, is going to be the way out for the way in for medicine. Mr. Winans: The biggest problem we have is not to get a good industrial physician when we want a specialist, but to get the private practitioner to rttfsc that there is an industrial problem which is different than the relation tiriamin him and his private patients. If industrial physicians go to the family physician in the spirit of helpfulness, we will get somewhere. We employers can't do it You medical men can do a lot through your societies and associations, and I make a pita for sort of cooperation. Da. P. B. Harrington (Weirton Steel Company, Welrton. W. Va.): It Isn't a problem for the medical society or the medical man but for the industrialist The Industrial Health Section 169 reason they have not gotten better trained men has been primarily the question of salaries. After spending much time and money, your training in medical school does not equip you to be a good industrial surgeon. Problems you meet after you get into industry are not touched upon in your training at the present time at all. I think industry ought to do its share along that line. I believe the University of Pittsburgh has partly solved this problem by seeking not only money hut training material from the industries. Organization of health work for a large group of small plants in a large territory i* not a problem affecting the physician but primarily a question of the policy for the company. The central office should outline the policy to be followed. Then bring in some man who is peculiarly fitted and who has already grasped the problems peculiar to that industry, and let him work out the solution. I don't believe the ordinary medical department of any size has any trouble with the family physician. The family physician, to begin with, is not fitted to cope with such problems. I doo't believe he really wants them. I do not believe the problem of the scattered, small plants is unusual or a question of pamphlets. 1 believe it is a question of policy, and having men in the main office who understand the problems peculiar to the industry. As far as occupational therapy is concerned, you can train the family physician as well as any other man. Tell him the problems that are peculiar to your industry. If he doesn't fit into that phase of it. then he Isn't the man vou want. And I would like to disagree with you on another question. It is not easy to find a good industrial surgeon wherever you may go. Dr. W. E. Redden (New York City) : The railroads of the country arc probably as scattered an industrial group as any business organization. The chief surgeon of one of the big railroad companies employs men all along the line, in some of the smallest towns and smallest communities, and he keeps tab on those men who are appointed by him. If they need additional training they go to Chicago and get that training. If special cases are reported which require more attention than the local man can give, those cases arc referred to headquarters, to be treated in Chicago or some other place decided upon. The solution of your problem is having your organization recognize that a chief industrial physician or surgeon should be employed, and authority should be placed in his hands to work out the medical system for the small groups, wherever they are. If you don't get the right top man, there aren't enough general practitioners in the country to carry the work out effectively. They must report to that man who is at the top. Industries have been sold on safety and accident prevention because it is spectacular. They could see a broken arm or a broken leg or an arm that lias been cut off or an eve that was out, but there are very few industries, compared to the vast number now in existence, that are sold on a good industrial health service, either in price or in the type and quality of men they get. Those organizations must be sold on the idea that people who are employed by them for at least one-third of their adult life are worth taking care of, and that to throw them on the scrap heap is a terrific loss, because the longer a man is in an industry, up to a certain point, the more valuable he becomes. Get a top man to direct the service and leave in his hands the working out of problems in small communities where you have small plants. Dr. Savhmgton : One word from the physician's side. There is a definite interest in industrial medicine on the part of official medical groups. At the last meeting of the American Medical Association in Detroit, In the section on Preventive and In dustrial Medicine and Public Health, there was a paper on "The Industrial Physician and the Community Practitioner," which I had the privilege of giving. An industrial physician was elected to head up that section for the first time, I believe, since the 170 Nineteenth Annual Safely Congress section was inaugurated under the leadership of Dr. Otto B. Geier about fifteen years ago. I think that last event has particular significance and that probably organized medicine is realizing that industrial medicine has a distinct field .and really merits recognition. Chairman Thompson: Have you anything to offer. Professor Winslow? Da. C.-E. A. Winslow (Yak Medical School, New Haven, Conn.): I am very heartily in sympathy with what the speakers have said, but I think they don't know exactly what they are talking about Let me explain that apparently offensive remark. They think they are talking about the troubles of industrial medicine. They are really talking about the troubles of medicine in general. They have complained of the difficulty of securing specialized service in various fields. That is not only tlx difficulty in the factory, but also outside the factory, except in the largest com munities. They have complained of the difficulty of getting men who have a concept of personality, which makes up about half of medicine. They complain that industrial physicians are not interested in prevention. Neither are physicians outside the factory. That they haven't a broad, constructive social viewpoint. I have been enormously interested to see how this discussion has proceeded. You have brought together and presented the kind of indictment which could be presented in approaching the present organization of medicine from any standpoint whatever. Medicine has got to change from what Dr. Ray Wilbur is accustomed to call the saddle bag stage, when one man could do everything for one person, to the stage of organization, not only for industry, but for the community as a whole, so the specialists can cooperate and so the preventive and social viewpoint may be brought in. As machinery of that sort develops and as this new social, community viewpoint develops, I hope that is going to solve the other problem of personality. We have given a great deal of thought to the problem of training medical students in the pre ventive viewpoint In industrial medicine and public health, aod I think we have made a great deal of progress in injecting the right point f view into the minds of our students,. and yet we are not recruiting men for the public health and the industrial fields, and the reason is that most of the men in the medical schools are not men who ought to go into those fields. They are mostly men who are interested in dinic..; medicine, pure and simple. They haven't got the executive ability, the per sonality, the interest in broad problems that we need. Now that is not the fault of the medical schools. The great bulk of the students are, by nature, clinicians and interested m laboratory work. We haven't got leaders and statesmen. But I think, as medicine becomes organized and recognized as not a purely personal matter but as a great field, perhaps the greatest field of community organization, that we shall then attract into the medical schools and into the public health and industrial fields, men of the type that we need. R. C. Shamrerg (American Smelting Company, Baltimore, Md.) : Just two years ago I attended the National Safety Congress, at a meeting of this section, and it was the first thing that interested me in health in industry. 1 went back to the executives pf our plants and sold (hem the idea of this health work. At that time we had been sending all our cases to an uptown surgeon. Then we entered the field of health and we said to our surgeon, "We are going to build up a department like this, and we would like to have you take charge of it." He said. "No, I am a surgeon. I don't know anything about medicine. I wouldn't attempt to practice it." We told him we wanted him to try It but he wouldn't have anything to do with it. It meant that we had to go out and get a medical man. So today we have a part-time surgeon and a part-time medical man. In addition to that, we today have on cal! all the specialists in Baltimore Citv. The specialist charges u$ just a nominal fee for the reason that our employes, with- cut this service, would necessarily have to be operated on free. AH of the leading physicians do clinical work in hospitals. So we went to each one of the various Industrial Health Section 171 specialists and said to him, "Now doctor, you understand wc are entering this work and we are willing to pay you a nominal fee. We would not be able to pay your usual fee. We know that when you get wealthly patients you charge large amounts so that you can take care of those who can't pay. Now if you will cooperate with us when we have cases which need your attention, to the extent that you will charge us only a nominal fee, you are our man." We have the best oculist in the city. We have stomach specialists. We have Dr. Hugh Young, of whom you have heard. We have been engaged in this work just two years, and each month we find out new things and our service is expanding. Today our company is not only treating the common ills free, but we are looking for the causes. Our records are so kept that if a man comes to the hospital two, three, four or five times we put him under observation, trying to determine the root of the trouble. Many times we have to send him to the hospitals, with which we have the same agreement. They charge us less than our company would have to pay for compensation cases. In other words, by law in Maryland a company must pay $3.50 per bed. We have an arrangement with all the leading hospitals in Baltimore City whereby they take men in at $2 per bed per day. To cite one instance, one of our men had been suffering from the results of a case of sunburn. It apparently affected his kidneys. We sent him to a private sanitarium, which we paid $100 a week, and which was later reduced to $50 because it happened to be a new case to us. We thought they had been experimenting on that mnn, so we sent him to Hopkins ; just four days ago they penetrated his head in some way and are x-ray pictures and now they aay he has a tumor on his brain. All that has not cost that man one penny. You often hear employes say they are up against it. and when asked why they say they have had sickness. We have taken care of that whole problem in just that way. But we still have lots to learn and a whole lot farther to go. Dsl. A_ W. ColCORO (Carnegie Steel Company, Pittsburgh, Pa.) : May I ask you how your concern coordinates that service that you just told us about? Do you have a director? Ma. Shambcrg: No. We have never come to the point where we have said that we would let our medical man or our surgeon direct this work because he hasn't the time. I appreciate too, since talking to lots of doctors, that a doctor cannot afford to give iiis entire time to an industry. After spending ten or fifteen years giving his whole time, a change of management may mean that he is thrown out without a practice. In the first place, you can't get a good riHan on full time, or I will say that the majority of the companies are not large enough to pay a salary sufficient for a man to give his full time. Da. L. H. Sbovdy (Chief Surgeon, Bethlehem Steel Company, Bethlehem, Pa.): I didn't expect to say a word when I came here, but I'll be hanged if 1 will let any body tdl me what the gentleman just said, because I have been with one company for fifteen years and I ara satisfied and 1 hope to be there fifteen more years. I know that other industrial surgeons are as satisfied as I am. He said, "We pay $2 a day to the hospital." The charities of Baltimore run the hospitals and it costs them $5 or $6 a day. Somebody is paying the difference be tween the $2 that they pay and what it costs. They are not paying their way in the hospital. When they pay $3.50 they are not paying their way because it costs from $5 1 $7 a day 5n the best run hospital. If industry Is going to pay less than it costs to run the hospital, how can you say that you are helping to put the thing over? You are simply contributing $2 to the hospital and somebody else Is paying the deficit. Ml SnAKBEac: Let me answer you in this way. Hopkins is a very largely en dowed hospital. They receive subscriptions of five to ten million dollars. Many philanthropists give Hopkins that amount of money because It is one of the leading 172 Nineteenth Annual Safety Congress institutions n th*t world. Our company alone subscribed $25,000 to that institution. The company is not paying the hospital charges. For this health work the em ployes subscribe 3c a day, and this fund keeps the work going. We do not go around to the big doctors and say, "This is for the American Smelting Company." We take only 3c from our men and with that we are trying to do this health work. The company has provided a $65,000 plant hospital. With our employees' fund it is possible to take care of those who need to be operated on or treated and cured. Only 50 per cent do it; the rest develop chronic illness and die Out, but those who want to be cured are taken care of by Dr. Young and Dr. Brown and Dr. Chambers for a nominal fee, when they would otherwise go to a clinic where these same doctors give their time free. ADJOURNMENT Industrial Health Section 173 Tuesday Evening Session September 30, 1930 DR. L. R- THOMPSON, Chairman Surgeon-in-Chief, Division of Hygiene and Sanitation, U. S. Public Health Service, Washington, D. C. The third session of the Industrial Health Section convened with Chairman Thompson presiding. :Chaiuian Thompson The subject for tonight's discussion is "The Poisons of Industry." There may be some slight difference of opinion as to just what the poisons oi industry are, but most all ot us have seen the results of the use of industrial poison in sickness, although very few of us have had any contact with results. We are most fortunate tonight to have with us Dr. William S. Wadsworth. Coroner's Physician of Philadelphia, who will discuss these results with us. Poisons of Industry By DR. WILLIAM 8. WADSWORTH Coroner's Physician, Philadelphia, Pa, I was astounded to find that the safety movement was going to take up a serious consideration of poisons. 1 don't know that I know much about it. I am afraid that we haven't yet opened tlie subject up. I have, however, for a good many years tried to Icam something about it .. When we consider that every mill uses at least a dozen poisons and some of them a hundred, and tliat a very considerable percentage of the workers in the mills show indication of bring affected by these poisons, and that these poisons come in through the commercial channels, boats, trucks, railroads, and that the products go out into tlie waters, into the air, into the food, it doesn't seem out of the way at all that we should spend a little time in thinking about what damage is done and why we are not taking the matter more seriously. . Perhaps it is because wc in this country are so entirely devoid of chemical-minded- ness. We are grafting (and have been since I was a boy), a little bit of German chemistry upon oar native stock of mechanical intelligence, and we are now beginning to have in this country & body of chemists who are beginning to do good work. It has been only since my recollection that the term mechanical engineer could be spoken oi in seriousness. Someday we will have what I love to think of and dream about and that is human engineering. Human engineering, in its broadest and fullest sense, will include an understanding of the chemical problems of the body in health and disease, and the additional factor of poisons added to those normal and abnormal changes which are going on, which we sometimes call physiology for lack of better terminology. The study of poisons has in die past been a peculiarly fossilizing and fossilized study, mostly associated with certain persons who have not. succeeded in selling themselves as chemists to targe concerns but have sold themselves to medical schools as being professorially inclined. With the exception of perhaps four men in the history of the country, those medical men have been of the old style of toxicologists. We have had ooe or two persons whom I have met who knew something about what toxicology really means. There Isn't a solitary soul in my city with whom I can discuss a toxicological problem as such. I can discuss the chemical side with men who know more about chemistry than I do. What a poison is--Is chemistry. But what is a poison--is not chemistry. So 174 Nineteenth Annual Safety Congress Ur u a substance lies in a jar, beaker, teat tube, or in a of tissue, it is pose chemistry. There the chemist can talk about it and understand it But as an fmip--t chemist in my dty said, chemical knowledge is al] in water-tight compartments and there is no passage way from one to the other. So if a m*n understands ?i| free bouoate, they are as far apart as the two poles, and there is absolutely so relationship between people that study those particular groups which they have arbitrarily separated Practically, I find that tte chemists do not grasp the relation ship of substances, one to another, and when I investigate chemists' raset I *ht they don't know what substances they are dealing with nor their rig Apparently many chemists have no knowledge of biology, and biology is more titan the mainstanding of what the animal and plant is. To >WH what a poison is, one mast realize what is affected If, at the request of the Agricultural Department, 1 pus a large dose of arsenic upon my soil in order to kill certain pests, 1 ought lo know, if nay knowledge is not in water-tight compartments, rti^t ft if going to sterilize that soil For yean it has been known that arsenic is a good weed killer and people is Europe have died (ram poisonous weed killers which were put on the ground. The agriculturist* is England found out that when you have a very vmall percentage of arsenic the sot) the seeds do not terminate properly and the plants do no grow. If you d< me know the effea upen the living protoplasm which is the Kmc erf itie. aud wltat tbr elt it qxa the series, beginning with the pl*nfT and animal* and thee wurktnc up to your higher forms, until yon have huh sp a l<n>k*ci-jd wuadednrwfc, yew have no huit whaxcrcr for the study of protoplasm. The ;imuRi}HtM that go two a machine shop or a laboratory--<caU it wfaoU you and puur out a eertatn amount of a substance into a glass and poor ts mutfcer uUuncr and think yw art a tomeologist is ooe of the peculiar of tbe age. In tl* IfuJy are s series of differentiated cells, living cells. Each one of them has rt* iwctiliariiio. Eaeh group of those edit has its own definite way of IJui s substance which chemically acts opon one of those cells here and you here a response. Pul a substance on another group of tissue and you have a different response. Pm it into the organism as a whole and you have a reiponm That is toxicology. \ ou read in your textbooks that a poison is a which lolls in so many grains. The beauty of the thing is that you have poisons galore which don't k3L Go out into the woods and pick a handful of poison ivy. You will get poison, but it would lake an awful lot of it swaOowed to lull. You have no knowledge of the dose. The minute that you pot a mathematical conception of a Quantity on a quality, you show your mental training is defective. Quality of a substance as a thing to be described, or lo come as near .a description as you may. but yon may not put any mathematical limitation on Quality in any way. The substance is poisonous by reason of its chemical Qualities acting dektcriously on living titwy When you get that notion into your bead, you will see how many substance* there are that are poisons but do not kill. When I was first faced with (he problem, I went to the books. I went to the college library. I went to the law library. As a member of the college faculty and medical advisor for the library for twenty-five years, I was familiar with both. And there wasn't a solitary thing that I could find to help me out. In desperation I went to my friends. They said, "We don't know anything about that. That is not in our line." Finally I sat down and dug and I made a lot of notes. Then I laid it aside for awhile and tried to find something else. Then in two years I came back and made an analysts of what a poison was. I had 2,000 cards and I sorted them out by groups, and I said,' when I a note there will be a separate card for each idea even if it does take a thousand more cards, and gradually I began to accumulate my index. I seat for various publications. I got one published by the Government, "Two Hundred Industrial Poisons.** Himlf- Industrial Health Section 175 ion's book has just a little under 300. Kobert came down to my room one day and I said, "Here is a list that might interest you." He said, "Where did you get thisr1' 1 said, ''You can see from the cards where the notes came from." t had just 30 per cent more than he had in his first edition. And I haven't got a quarter of them because we can't get them. If I collect material it must be material which means something. Mere data are nothing. The mere fact that A dies of lead and B dies of chromium and C dies of mercury is about as useless as anything you coutd have. It might possibly be used in some propaganda for safety, but it doesn't mean anything. What we want to have is the thought, the reason, the purpose, the significance of the thing so it can be used and can be used correctly. Where can you find data today? Outside of three or four books and the literature scattered around of course, try to find something definite and clear. I hive been able to collect 350,000 cards on poisons that amounted to only 10,000 cards as taken from the Index Medicus. We don't get access to the facts. That is what you men have got to work for. "fVrt ought to be a complete index of every substance that Is deleterious in your hcadvorten, and folders of that printed index ought to go out for constant revision, aad you ought to have little folders on each one of those poisons to be sent out on request The chief difficulty is that industries will not furnish data when they have cases erf poisoning. The amount of good material which we are losing In chemical, bio logical. and clinical records of poisons is tremendous. The progress we are making is oagtificasiL Insignificant is a very mild term. Why shouldn't it be recognized as a part of tiie work of the industrial business <rf the axnmtmfty, to organize, collect and correlate, not simply itemized data, but nutn takes in the proper manner? C#w Cbe practical problems that come to you are clinical problems. Anyone who a tfa* the chemist may be a clinician per se without any extra intelligence or asp traamcqc shows himself to be unthinking. Everybody will realize that. The mm who goes into a plant and sees the person there must be able to see the condition <d tfctt person from a clinical point of view, and when I say clinical point of view 1 dewY mm the man who goes in and looks at a person and passes him by with duet ribs. I mean the man who is acute, trained and thoroughly alert, and I Might quote the old saying: "Ten men talk to one who thinks; ten think to one who observes.** A rifnK**" U primarily an observer and observation is an active, acute and very intdtigent process. The observer in the astronomical laboratory doesn't sit down and ttfcfc his eye against the telescope and say* 1 see so and so. He knows his own per son) equation and knows what he sees because he knows his personal equation and knows his subject. The clinician must go into this work primarily and give you the material, but he must have enough chemistry to know what the substance is and know what the chemist can tell him and how to use that information. He must have enough biology to understand what a poison is. Suppose some gum drops come In for examination. One chemist swears to glucose in the gum drops. I look at the chemist and say what is in the drops. Another chemist says, no, sulphite. I happen to have the analysts of how much sulphite and how much glucose there is. The first chemist poses as a toxicologist. But the ques tion is, was that glucose processed by sulphuric acid containing arsenic? It becomes complicated and unless you do have a thorough knowledge of what is there and see whether it is there or whether it is not there, you do not know what you are dealing with. I was called into a large concern where they said, "We believe so-and-so is not poisonous, and yet this man died." I said I couldn't go into it without a consultation 176 Nintteenlk Annual Safety Congress on the grounds with the men there. We spent the evening at it, and I found they didn't know what was in this particular substance, but they had changed the process a few days before for a certain reason, and 1 found that the man who had been working along side of this man who was dead, was having nose bleed, nausea, and coughing. When I made the post-mortem examination for the concern I found that there was a very decided irritation of the air passages and very intense irritation of the stomach and very decided irritation of the kidneys, showing that whatever had killed the man had been an irritant in the dust which was poured into this man in large quantities, and it was of a certain type because the blood vessels showed a certain peculiar type of congestion. How the chemist couldn't tell what it was, either before or after, although they liad taken samples of the material. I can't tell. Neither can you. The chemist must be there to sttpply the information as to what it is, and the biologist must be there to understand what its action may be and interpret what he may find All I could say was that it was an intense irritant, a nitrite probably that was soluble in the juices in the stomach, then let them go to work on it. I couldn't tell them what the stuff is because there is no data anywhere upon that whole group. I sat and listened to a discussion on acute benzol poisoning by a master in one of our large cities in the state of Pennsylvania. I listened to the reports and to the discussions, and do you know that the only solitary man who said anything was an old backwoods, country doctor. He said, "I treated the man for chronic benzol poison ing for three months. That is what I thought he had." He" told the symptoms he had found and that was liis story. lie was an observer. These other men had lost the art of observing. There is no use in our trying to get material unless we go back and train our men in observation and insist on good observation. There is no use in having 3,000 cards unless we use wisdom in handling those cards. The mere collection of hope lessly observed data and hopelessly collected data doesn't mean anything. I believe that wc have got to find some way of encouraging die authorities in our factories to permit, not only to permit, but to insist upon the proper recording of accidents which occur in the chemical groups. I look at this exhibition that we have here and consider the papers that arc to be presented, and see that one paper on benzol is practically all there is on the toxicological side in this whole show. I hear them going on about mechanical injuries and saying that 15 per cent are due to so-and-so and 5 per cent of that to so-and-so, and 85 per cent are due to the men, then 1 say. Don't you know that of that 85 per cent a very targe number are due to the poisons that they are suffering from in your own factories, and If you will elim inate some of those you will be doing something? Get busy on that sort of thing. Every boy, even Ihe ordinary moron, can be a mechanic, and if he is good he can be a good mechanic. I like mechanics. I can go into a shop and make a piece of apparatus myself. But your problems today arc far beyond your mechanics. Your problems lie way beyond that A B- C of machinery. Ninety per cent of business today lies over in (lie chemical side, and in the future, whether we see it or not, it is going to lie over in human engineering where your man Is studied as your factory was. Do you remember the days when there were no engineers, when boilers blew up? When a mechanical engineer was allowed in a factory they were not sure it was practical. Today they are even getting chemical engineers. Tomorrow there will be human engineers to understand wliat the human being is, and you will ask of him that he should not be able to give you, and you will then know wtnt tree efficiency means. You have got to know what the animal man and what the mind man is, you cannot run your factory without mind. They tell us they have had expats and that their experts have fallen down. Until American business learns bow to me Industrial Health Section 177 experts, American business must steal and beg and sneak over and crib its stuff from the concerns abroad that have hired and developed experts and know how to use them. When I look back upon business as I have seen it grow for fifty odd years, I see that a great many things that business did they are not doing today. They don't say that business is foolish, but if the experts say something that doesn't prove to be a success, the experts arc doomed. If business can do without making mistakes, then let than not expect experts to work miracles. The trouble today is that America doesn't know what an expert is. When you ask a man to solve a problem for you, you don't expect that he is going to do it all at once if it is a difficult problem and beyond the stage of science at that time. It used to be a habit to laugh at Langley and it was a habit to laugh at Edison. It is only success that tells. It is doing the right thing at the right time and building up on tbe right basis, until eventually you arc not going out and borrowing, or as a certain gentleman did, sending an emissary to Germany to steal their process, bring ing it back and making his product on that process. That isn't the way to put out and develop honest, thorough-going, successful business. We have been so reliant upon the experts of other countries that wc haven't learned how to grow and develop and treat experts, and we don't know what we should expect of than. Go back through the history of industry. Lead is known to be a poison, and yet if you take the history of lead you will have a very interesting picture of the energy, logic, and reason of men studying that. Yet every imaginable thing tinder heaven was fired at those fools who said lead was a poison. The liter ature is full of it. All that energy ami reasoning and study wasted. Today we have tbe same thing to go over again in every new drug and every new poison. Instead of getting down to the fact9 and saying it is a poison, testing it and find out what kind of a poison it is, what is done? If these concerns that spend millions of dollars in their plants would give some attention to what is known of these poisons and their significance, little as is known, they could save a lot of money. They could do the thing right and avoid trouble. I would like to have anything that X have said seriously confuted if you feel you can, and I shall be glad to try to answer any questions you would like to ask. Chairman Thompson: Docs anyone care to ask any questions? P. \V. Gumaer (Barrett Company, New York City) : What is your definition of a poison? Dr. Wadsworth : A substance which, by chemical action, produces a harmful effect upon living tissue. XIr. Gumaer r Must not quantity enter into it? For example, infinitesimal traces of a chemical may be absolutely harmless but appreciable traces or excessive amounts would be harmful. Dr. Wadsworth : I didn't go into the details of it. It isn't a question of whether a substance is very poisonous. Tlwtt is to be determined after you study the thing, but the question is. is it suspicious? If it is suspicious put i: on the list as suspicious. When you know enough about that poison to say how poif'inu* it is, well and good. For instance, I have four or five thousand cards of doses, all the doses I could get. The dose goes on my outside card to give me an idea of how poisonous a substance is. Therefore I have a scale: grade *`AM poisons used in hundredths of a. grain; grade "B," poisons used in tenths of a grain; gTade MC." poisons used in a grain: grawc "D," poisons used in ten grains; less than that, doubtful, or in large quantities. For instance, you will admit that you have to call poison ivy a poison, lutt you can't say how much. Why wait until you know the final, finishing touches about a thing before you give it a name? Dr. A. W. Colcord (Carnegie Steel Company. Pittsburgh. Pa.) : In those cases of chronic benzol poisoning, what changes of the body did you find? 178 Nineteenth Annuel Safety 'Congress Db. Wadsworth ; I have never had one. I have told you that my knowledge of poisons is only here and there, but I have read and sized up the toxicology of fairly well, and I believe that the dinkal aide of it is more interesting >fi tlx degenerations that take place. Tbe blood, of course. Is affected, and different organs are changed. Wheo we see alcohol used around os freely, we see no two people affected alike by the same amount of alcohol. You Me one person with a brain others with lesions of the liver, stomach, kidneys, or with DT. The same quantity of doesn t have the same effect. We haven't learned all we should learn rV*iTt the in dividuality and personality of reaction* to In benzol poisoning there U that same variety. Consequently, we have m data as to what benzol win do. One man says he has made a thorough He made mincemeat out of the poor man and found something he said most be tbe result of benzol. What else it may have been he doesn't know. Another fellow comes along and says, I didn't find it Therefore, It wasn't benzol. Therefore, I can't tell you what benzol will do, except that I do know that it has a pronounced effect upon all the tissues, that it produces jaundice, and certain nervous symptoms in certain cases. But when it comes to finding out what the beuol is that they have been using and what it contains, the chemist doesn't pay enough attention to that. He says benzol, and benzol may be one of fifty things. Benzol is like commercial whiskey today, denatured alcohol. Some of it may contain some nicotine, some quinine. If you don't know what it fs denatured with you don't know what you are dealing with. Da. C. E. A. Winslow (Yale Medical School, New Haven, Coon.) : Can you tell us anything about botulism ? That interests me because of the preparation of * foods in industry. Dr. Wadsworth : We haven't had any of it in our section. They have had it in California and they tell me that by properly treating vegetables, they have done away with it. D*. Winslow: Have you not had any trouble lately? Da. Wadsworth : Not with botulism, but a little with trichinosis. Da. Winslow : I am interested in your definition of a poison, but under that you would have to class any sugar as a poison, wouldn't you? Dr. Wadsworth : I am not sure that I have not seen somebody take glucose where they were not benefited by it, but I don't know that I would say the mechanical dehydration of concentrated sugar was a chemical action. There you get into the line between physics and chemistry, and nobody is going to make that a hard and National Safety Council--Industrial Health--Paper Section 268 fa*t line. Nobody is going to define the difference between a solution and a chemical reaction but for practical purposes we can pretty well determine whether certain characteristics are physical or chemical properties. Some animals take copper in considerable quantity and some manganese; we re quire a considerable quantity of phosphorous and a great deal of carbon, yet phos phorous and carbon are two of the*most violent poisons we have. Delicats : I wonder if Dr. Bricker would tell us what the Department of Labor and Industry is doing in this matter Da. Elizabeth B. Brjocer (Hygiene and Sanitation Section, Department of Labor and Industry. Harrisburg, Pa.) : I will have to say they are doing practically noth ing at all inasmuch as the Industrial Hygiene Division of the Department of Labor consists of my stenographer and myself. We do not have sufficient equipment to do very much. We would like to pass on to some of the industries some of the things ue learn and some of the material the physicians have found, but we act mainly as a clearing house insofar as we can do an>thing at all. I hope that someday we will have a larger division and will be more ably equipped to be of real service to the state. Industrial Health Section 179 Dr. A. S. Gray (Bureau of Industrial Hygiene, State Department of Health, Hartford, Conn.) : Isn't mercury one of the most violent poisons? Dt Wadsworth : Mercury, by itself, is not a very markedly poisonous substance; in a vapor it becomes rather poisonous; in solution it becomes quite violent. ^ The physical and chemical condition in which the substance exists, determines it* activity. Pure arsenic, unaffected, is not very strikingly poisonous. Carbon when you look at it is io a very decidedly fixed state. Carbon In the diamond is more fixed than the carbon in the charcoal, and carbon that is in the colloidal state that you make gun powder of is a still different state. But the instant you combine with carbon some thing whidi allows it to get ahold--which breaks its internal bond--then you begin to get a pretty definite action. We will say that oxygen, nitrogen, hydrogen and sulphur are not very highly poisonous substances. CO is rather poisonous. CO* is very little poisonous. C by itself is poisonous. CN is fairly poisonous. CH forms most of your poisons that you get in industry. CS is fairly poisonous. Cl, of course, is poisonous. Can you possibly think of those four substances, carbon monoxide, benzol and the other group, methyl and ethyl, (the carbon and hydrogen group) and your carbon disulphide-- can you look at those and say carbon Is not a poison? Your C and your CO* act very much alike in spite of the Colly that some claim that CO* can asphyxiate you. I have said that you should think of chemistry a* a study of dancing. You change partner*, that is all chemistry is today. If you study the changing of partners, you will find that the big footed fellow tramps on his partners toes every time. Carbon is the big footed fellow and the big poison, after all. Can you get away from those four substances? Is there any answer otherwise? Chairman Thompson: It is my understanding that in many sections of the country certain vegetables are sprayed with arsenic to keep them from being infested with certain plant diseases and certain animal pests. I believe that they are spraying tobacco with it. In fact, I have heard that there is not a can of vegetables that may not possibly have arsenic in it. Cigarettes too, I have heard, have a small amount of arsenic in them. I wonder what effect that will have on health. Da. Wadsworth: It will kill off a lot of fellows who don't have sense enough to fight it, the same as mercury killed some of our ancestors. This business of industrial medicine has taught ua as nothing else has the influence of family poison ing. It wasn't until a study of industrial diseases and industrial poisonings was started that we had any conception of family diseases. Of course we studied color blindness, and then we began to take tuberculosis and cancer. but acquired characteristics are inherited, particularly when they are brought ahoyt by drugs or diseases. Now iu the case of the spraying of trees, we have little cards printed in red, "This tree has been sprayed with a poisonous solution--caution," and the men arc ordered to see that people arc not underneath the tree when they are spraying, and the fellows who arc peddling greens are not allowed to stop their wagons under that spray as they did before. Think of the carbon group again--this thing that has its tentacles out like an octopus--that holds the system together and makes it capable of having a large and elaborate system. Hydrogen and nitrogen won't do that. They will fly off. Carbon has the big tentacles that hold on and build a system on it and some of the organic compounds reach clear across the page two or three times pretty names and fancy symbols--built on the tentacles of carbon. Suppose another carbon comes along with its tentacles free and it gets in contact with this complex system. Is it going to grab or isn't it ? Then von have a reason for its being regarded as a poison. It reaches out and its power, which in the organism is useful, comes along in a wrong shape and reaches out and takes some of the other fellow's building material, breaks down the building material, and by chemical action becomes a poison. 180 Nineteenth Annual Safety Congress That is tiie only way I can figure it out. Don't make the mUtylf of thinking that a great many poisons don't do the same thing- Some of them go in and are absorbed, taken in. Some of them sit on the outside and irritate and produce a reaction, and the reaction is the poison, and by the time the reactive material set up the poisoning is gone. You know that certain poisons puff up your nose. The gas is all gone by the time the reaction is fully developed. As a typical illustration--and there are plenty el others--a mustard gas burn goes away. There is no mustard gas to be found when the reaction sets in. Mr. Gumaer: Have you found that immunity can be acquired to certain poisons. D*. Wadswortn: What that immunity is. is our problem. What the stuff is that somebody dubbed an "idiosyncraCy" is another. What we really have learned in bacteriology is that there are physiological species. If we could only apply some of the things we learn to our water-tight compartment stuff we call science we would be a whole lot better off. If we could apply the knowledge of the varieties of re actions--what a complex thing we really are when we come to think of our com plexity and then take the reactions into account. No two people here are alike. They don't act alike, don't think alike, don't eat alike, don't look alike, don't drink coffee alike, don't use sugar, pepper, salt alike. Every one of those things has a tendency toward a reaction. One person drinks tea; another coffee. Of coarse, according to chemists they are the same thing, but they don't happen to be just the same. Now wliat is a reaction? We know perfectly well that if you put six irwn a pit in which there is a gas one will go down first, one will go down next, may stand up through the whole thing. Go into any public garage and look at half dozen men working there. One of them is yellow; one of them is red. Both of them may have chronic monoxide poisoning. Go into a lead plant. Call the men in and the first man comes in with a sallow skin. The next one is just in the jumpy stage. But no two of them are affected alike. One of them gets paralysis, and the other gets constipation, and another encephalitis, and another something else. Why? Because each fellow has a different equation. Now in medicine, if -we don't know those things how are we going to apply them? If we get into the field of industrial medicine and expect to apply what is already known in medicine, we are going to fall down, because industrial medicine has added more to the science and art of medicine than medicine has added to Murtr^> medi cine. That may sound bad but it is true. There is more to be learned by the medical profession in industrial medicine than they realize at the present time. When they take it seriously and take the teaching of industrial medicine seriously in the medical schools, then we will begin to make some progress toward medical science which we have not yet started. ADJOURNMENT Industrial Health Section 181 Wednesday Afternoon Session October 1, 1930 - DR. C.-E. A. WINSLOW, Chairman Professor of Public Health, Yale University, New Haven, Conn. The fourth session of the Industrial Health Section convened with Dr. C.-E. A. Winslow, Professor of Public Health, Yale University, New Haven, Connecticut, presiding. Chairman Winsujw : I have been asked to preside at this session in the absence of your chairman and vice chairman. I am glad to do so because the officers of the Council are pleased with the excellent quality of the work being done In the programs of this section. We had a meeting of the section last night which might be said to perhaps represent the negative side of industrial hygiene, the side which dwells on the dangers and hazards of industry. There is another side to the work which, though it doesn't lead so surely to the front page, is, I think, in the long run of very much greater im portance. That is the development of medical, health and nursing services for the positive upbuilding of the health of the industrial worker. There are few elements in the development of the health of the worker which are so important as the nutritional element. Mias Pritchett baa made an extraordinary record in this state in the practical improvement of industrial cafeterias and other food serving departments, with the most beneficial results to the health of the worker and often to the pocketbook of the manager. Correct Feeding--Its Value To Industry By MISS KATHERINE PRITCHETT Administrative Nutrition, Department of Welfare, Harrisburgb, Pa. It is a great pleasure for me to bring you today probably one of the oldest sub jects. It began with the feeding of the first animals, but today it is so new that it is engaging the finest and most experienced chemists of the world. Lack of food has overthrown governments. Unpalatable food has caused the dynamiting of jails and penitentiaries, but correct feeding has kept many workmen at their posts, happy and efficient. Our industrial concerns and insurance companies today are recognizing the value of properly feeding their employes. To that end, many of diem are maintaining cafeterias. How efficient are those cafeterias? Are those cafeterias maintained for the benefit of the individual employe? Are they serving a great variety of foods and still not furnishing the proper kind of food to the employe who is suffering from hidden diseases that creep on so slowly, which, while they do not incapacitate him entirely, greatly depreciate his producing and earning power? The doctors in the audience will readily recognize those conditions; cardiac, colitis, hyperacidity, arthritis, inflamed mucous linings, irritated possibly from the gases of industrial plants. Those diseases need very careful feeding. Is the cafeteria offering that service or is it feeding the man of vigorous health just to satisfy his hunger and keep him contented ? Is it feeding him to health or is it feeding him to disease? You know we can feed in both directions. Is the cafeteria educating the employe to select the foods 182 Nineteenth Annual Safety Congress best suited to his individual needs? If not. It is falling short of its duty to the em ploye. It is expensive both for the employe and the employer. A cafeteria rendering the maximum service to the Individual employe must be properly equipped and economically managed. Proper equipment refers to the type of utensils that fit the needs of the institution or organization, and to the size that will take care of the total feeding population and will conserve all of the value of the food. In other words, your equipment must be of the thermos type. Otherwise you have lost your vitamins and your minerals, many of them, both so very essential to health. Many times an employer will purchase the very best of foods. The cook prepares them, most of the valuable part of the food going down die Idtchen sink, the rest on the table for the employe. That is one of my biggest problems. This cafeteria must be economically managed. That means beginning with the scullery and going straight through to the accounting at the cod of the month, not only in the kitchen proper but in everything that pertains to foods. The placing of the equipment on the floor should be such as to save the maximum energy and time of the kitchen help. If it is not, you are paying kitchen help that is not necessary. Localize all the main equipment or all the main activities with all the equipment needed to carry on that activity in such a way that'the person conducting that activity does not have to leave his or her post. A number of institutions, by purchasing the right equipment and by placing that equipment as to be convenient, have shown greater profits than I am permitted to quote, and yet there are many other phases to aA economical administration. Let us consider purchasing for a moment. All large concerns purchase on bids. If the bidding has not been prearranged, the lowest bidder is usually accepted. He is frequently the cheapest one in the beginning and the most expensive in the end. I shall tell you of one of the experiments I conducted in reference to cost of canned foods. The bidders presented their samples. Wc had three samples of No. 10 cans of peaches, one a very solid pack, one not quite so solid, and the other with quite a considerable amount of juke. We all know that we can take a little sugar and water and make a syrup to pour over canned peaches and have our own juice. The sale was given to the lowest bidder in one instance and in another Instance the institution gave the sale to the highest bidder. We kept very strict account and found that from the highest bidder, selling the very compact, solid pack, we could get one and one half more servings than we could from the lowest bidder's product, and we saved $300 that year on canned peaches purchased from the highest bidder. Food is cheap only when you pay a fair price for a very high grade product. Take coffee for example. A medium grade coffee with a fair aroma may cost you Sc, 6c, or 7c a pound less than a much finer aroma coffee, but die more expensive coffee is the cheapest one in the end. Buying ground coffee in sacks is a very expensive way of baying it, and yet Institutional men will say that it costs labor to grind that coffee every day. We. have proven that the cost of grinding the coffee is not equal to that of buying the ground coffee -in the sack. Purchasing fresh fruit and vegetables is what a few of you might call one of the minor details that mean nothing in economic administration, but you know it is the little things that bring them the profit at the end of the year. One of our institutions feeding 4,000 people four tunes a day arranged to haw the market men telephone when they had large quantities of fruit or vegetables os hand at the end of the day. 1 had been in the institution for a weds erfcsg co re organization when they notified the market men that they might tmd up 17S Indus of peaches which were slightly specked. When I examined them. I saw they iouIAA keep over night. It took seven men to cull those peaches the hoot. We obtained 100 baskets that were usable. Of those, 25 baskets eorid be kept ortS the next day by putting them in cold storage. The other 75 had to be termcd for wwr. Industrial Health Section 183 Help due to leave at five o'clock had to be held over to prepare those peaches, with the result that the superintendent paid on the average of $1.10 for 100 baskets of peaches, when he could have gone into the open market anywhere and bought finer peaches for 75c a basket. Was It economy? Yet that is considered one of the little things that doesn't mean much. Another economic factor which is not always considered sufficiently is job analysis. Analyze the activities of your employes and assign their work accordingly. I should like to give you a few figures on what we have accomplished along that line. Of course, you have first to place your equipment so that it is convenient for the workers and then make your analysis. In one large state normal school, feeding 800 at that time, we reduced the kitchen help from 15 to 7 with a saving of $260 a month on the kitchen pay roll. That was worth while--over $2,500 a year. In a small state hospital with about a 100 bed population, we reduced the kitchen help from 11 to 8. They were higher paid people. We saved $300 per month on the pay roll, and we had greater efficiency and certainly more harmony in the kitchen. The patients immediately began to respond to the better food and the better service and to notify the kitchen of their satisfaction. Another item that is always considered just a trivial.one In a large institution is the cleaning of vegetables. Here there is much waste. In on4 of our very large institutions with a population between 2,800 and 3,000, T observed nine barrels of cabbage come into the vegetable room. I saw seven barrels of loose-leaf cabbage go out to garbage. From those seven barrels, three barrels, I am sure, could have been saved if that cleaning had been supervised by a person who felt the responsibility of saving for that institution. And then comes the breakage. Any of you who have cafeterias, I suppose, lie awake at night wondering what to do about breakage. We have finally developed this plan: the employe that does not break any bit of china nor destroy any utensil during the month gets a bonus. The employe who breaks a dollar's worth has a 12c deduction from his salary. Trivial? Perhaps, but it will save the china. In one institution it cut the china bill $1,500 during the year. Then there is the item of cleaning silver. We put all of our flat silver in a large aluminum kettle of water with a little bit of salt and soda, take it out and wipe it off, and it is done. There is no silver day with us. Hence, we are able to cut down on labor. One of our small hospitals was meeting a $10,000 deficit and I was told that that deficit had to be cleared right away in some way. I worked for ten days the first time and twelve days the second time. At the end of three months we had re organized that department to the extent that we saved $1,059 in three months. That is a permanent saving which will repeat itself every three months. Practically $4,000 of that deficit was saved. Not only that, but we increased the private room population. We increased the number of patients that the doctors desired to send there for special diet work because we put a very splendidly trained young woman at the head of the department and finally physicians were waiting to get bed space for their patients. . Those are just a few of the trivial savings in maintaining a large food department. We have spoken of the cafeteria as a means of education. All institutions do not maintain cafeterias. Their type of organization does no* permit of a cafeteria, but every employe in every institution must eat his way to health or to disease. If he is to eat his way to health he must have some knowledge of food values. Edu cation along any line is slow but it is especially difficult where you a" trying to change habits that have been established probably in early childhood. Food literature must be very attractive, simple, direct. Life of all classes today speeds on with such rapidity that no one has time to read anything more than a telegraphic statement. Hence, our literature must be terse and scientifically ex pressed. A bulletin of several pages might not be read by the housewife, especially 184 Nineteenth Annual Safety Congress the foreign housewife, but a little card slipped into her husband's pay envelope stating the value of the carrot and how it can be prepared would probably be applied. Folders setting forth the value of fresh vegetables in the diet, how to clean them and how to cook them, might stimulate an improvement in the home menu. Any type of food literature must recognize the contribution that the foreign house wife has to make to our American dietaries. She has very valuable suggestions, Nearly all the concerns that l have contacted have thdr own specific way of reaching the employes and their families, but it seems to me that the National Safety Council, through its industrial division, might help the individual concerns and their families by writing articles on nutrition and food administration which would appear from time to time in the Council's Journal. It might also prepare dodgers and folders that could be distributed either to the firms, or excerpts from these could appear in the firm's weekly publication. Short talks on foods could be given as a part of the radio program which many concerns use in entertaining their employes, but it seems to me that the Industrial Health Division can render a very practical--and it must be practical--and a very valuable assistance to the individual firms or industrial concerns by advising upon request--and I say definitely upon request--as to a more efficient and more economi cal administration of its food department; also as to literature on nutrition and ex|H*rt advice regarding the nutritional problems of the employe's family. It is rather interesting that in my experience it is not the under employe who is so much interested in what I have to tell them about nutrition; it is the High-up man who would like to have something done for that disease that he doesn't par ticularly want to have advertised and yet would like very much to keep in check. We have yet to learn that safety is a by-product of good nutrition, and that the man fed to maintain vigorous health is very much more sure of protecting himself against accident than the man who is not. While the saving in the expenses of the cafeteria may be important, and it may add up into twenty-nine and thirty thousand dollars a year, as I have seen It, your big pay docs not come there. Your big pay conies in the increased production of your employe, iq the increased length of serv ice, in his ability to safeguard himself against accident, and if I understand industry correctly, that is one of their big problems and one that they are making such a splendid and Herculean effort to master. In closing may I summarize. First, correct feeding is absolutely essential to a normal body and mind. This is not fully appreciated. It must come through educa tion. Second, the individual company has two principal methods of education. One is that of the cafeteria where properly prepare! food is served in sufficient variety to meet the health needs of each individual, not just the masses alone. The other is that of nutrition literature published in convenient form for distribution among the employes and their families. Third, the National Safety Council, having an industrial health division. could extend its field of usefulness by aiding die individual concern in maintaining the highest possible standard of nutrition among its employes and their families. Fourth, the proper feeding of industrial employes is a safety device of economic importance to both employe and employer. 1 have brought three little bulletins here in which you may see my conception of the short, scientific statements that win the housewife. This has grown out of my experience. My friends have written long treatises on vitamin complexes and the value of vegetables, ` id so forth, and they have gone into the waste-basket. If Rt)v of you care to look at these l will be glad to have you do so. They are very simple and unobstrusive. Chatsman Wikslow: If there arc no questions and no further discussion we will pass on to the next subject. It is a pleasure to introduce Dr. Elizabeth B. Bricker. Industrial Health Section 185 lhaei of the Hygiene and Sanitation Section, Department of Labor and Industry, Harrisburg. The Relation of Industrial Health to State Departments of Labor and Industry By DR. ELIZABETH B. BRICKER Cbirf. Hyyien* and S.nic&tion Section, Department of Labor and Industry, Harrisburg, Pa. Are there any justifiable grounds for linking together industrial health and State Departments of Labor and Industry? Can the problems of health as related to em ployment reasonably be tied up with the functions of a body administering labor laws ? The scope of public health is so broad; it touches so many interests that it would >eem only sensible to assign to those interests most vitally affected, the supervision .if certain of its subdivisions. Industrial health Is public health plus. The welfare of all our population is guarded by public health activities many of which are accepted * Privilege of citizenship with no thought of the agency responsible for their pro vision. Among these are proper water supply, pure milk supply, and the control of conununicable diseases. These safeguards are common to all and failure to control them in a group of manufacturing, mercantile, or public service workers may be disastrous. But In caring for the health of our industrial population we must, in addition, consider the effect of working conditions. Some of the subjects involved in that phrase are fatigue; placement problems, fitting the worker to his job both jdiysically and mentally; adequacy or inadequacy of heating and ventilating equip* nient; manipulation of poisonous or other health hazardous materials in the process ot manufacture; and the handling of such materials with or without safeguards. When we study the early history of labor legislation we find that it was almost uniformly directed to the condition of child wage earners; and that the hours of labor were specifically singled out, both with regard to the length of the workday and with regard to the prohibition of night work, for such action; and that such super vision was based on the necessity for protecting the health and the morals of these employed children. Later, laws were enacted governing the working conditions of women. These, too, dealt with hours of labor and carried other provisions designed to safeguard the health of women workers. The purpose of this legislation is well put in the following quotation from one of the earlier bulletins issued by the federal Bureau of Women; "Practically speaking, the entire program for the regulation of hours, wages, and conditions of work for women in industry is based upon the power of the State to protect health".1 Passing from the consideration of working conditions in general to specific diseases arising out of employment we meet Uxe tame attitude. In the introduction to his volume on Diseases of Occupation, Sir Thomas Oliver says "The subject of Diseases of Occupation is so intimately associated with the operation of the factory laws, that in order to study one we must know something of the other".1 With such a history, does it not seetn Uiat the care of industrial health is a right ful function of a Deportment of Labor ? In each one of the individual states of the United States there exists machinery organized to supervise, to a greater or less extent, conditions of employment of some or of all the workers in those states. Such supervision varies from the enforcement of laws covering few items, to specific re quirements covering many phases of employment, these latter being naturally in the W`oHmeeanl't*h Problem* af Bureau N*l WIto,mne.n 1I.n Industry, United State* Department of Labor, Bulletin o( iLc 'Discern* of Onruiutfon. Them-- OBver, 1C JX| Methuau ft Co., London, 1908, p. IX. 186 Nineteenth Annual Safety Congress larger industrial states. In almost all states, 1>owcver, there are agencies haring jurisdiction over the safety of workers from injury by accident; over the hours cf labor, particularly for women and children and over the exclusion of children and, in some instances of women from health hazardous occupations. Whether there is a distinct division of these agencies devoted to industrial health or not, the agencies which have been created for the enforcement of labor laws arc to a certain degree, doing this kind of work. Between the Labor Departments in non-industrial states having such a rather remote connection with the health of the workers under their jurisdiction and those Departments having well organized and active supervision over these problems we And wide variations in interest and efficiency. Of all persons, a factory inspector has unlimited opportunity to gain knowledge of industrial processes aod die materials employed is those processes. If he has some taste knowledge of health hazards and easy access to a source of additional informa tion he can be of great help to employers and to workers. He talks to them con stantly on the prevention of accidents in their industries or occupations aod it is only natural to add advice on the elimination of health hazards. Most factory in spectors are qualified to deal with these problems only superficial^ but they can make the contacts and pave the way for more technical advice from their central administrative offices. Many Departments of Labor require that plans for new buildings of certain types shall be submitted for their approval before the buildings are erected. This procedure is usually followed to make sure that the buildings are safe from a fire and panic standpoint. It is not difficult to add to these duties the approval of proper installations for the removal of dusts and fumes and of other construction that will insure health ful working places. For the proper enforcement of labor laws many states are given the power to draft regulations to be used in applying those laws to specific conditions. These regulations usually cover prominent hazards and are developed for the guidance of the employer, the employee, and the factory inspector. There are certain materials that are outstanding in their health hazards, as some o: the well known poisons. But new methods of manufacture or new uses for these compounds increasing their hazards, are constantly being developed. These new condi tion may be found by the inspector in the course of his regular visits. Or the em ployer may ask help directly from tlw central office for the purpose of safeguarding Ilia employees even before ill effects have developed. Information or inquiries such ms these from one locality point the way towards the investigation of similar conditions in other sections. If die problem is of such magnitude as to warrant it, plana may be laid eo develop regulations to make the operation safe. Or, reports of occupational disease received by Workmen's Compensation Bureaus may be a lUitiac pots* for the formulation of regulations to eliminate the hazards.' Whatever die origin of such regulations, they, in common With other regulations far the welfare of the worker, arc enforced by the factory inspector. We therefore sec that when Departments of labor arc given jurisdiction over industrial health, and it seems to be a natural function for them to auorae, they have to cope with a complex problem of administration. Shall all factory inspectors be equipped to be health inspectors as they have been to be safety inspectors? Or shall we have safety inspectors and a distinct group of health inspectors? The former method would place too great a burden on one individual, the latter would be dupli cating inspections which would frequently be unwarranted. The better way. It seems to me, is to have in a department of labor a division, well developed both as to personnel and equipment, to render advice an all problems of health hazards and methods of eliminating them. The members of that division should have close contact with the factory inspectors In the field. These inspectors Industrial Health Section 187 in turn should have some knowledge of the possible itealth hazards they may meet in their routine work. With such basic equipment and ready access to sources of more detailed information they can give a very definite and valuable contribution to industry in its broadest sense--both to the workers and to the employers. By such an arrangement a department of labor can render a splendid health service In its state. It can be kept in dose contact with problems as they arise in the field; it can provide for special studies by experts, both of certain industries as a whole or of certain peculiar hazards common to one or more industries; it can render technical advice to compensation boards and commissions on questions of disability from occupational disease; it can provide opportunity for educational work in plants or industries haring outstanding occupational health hazards; it can keep in touch with plant physicians, a relation useful to the Departments ol Labor and to the plants concerned; it can cooperate with the medical profession as a whole in preventing entirety or at least in reducing the disabilities from occupational diseases; and it can form helpful associations with trade organizations of both labor and capital interested in the health hazards of the industries they represent. With such a program what can be accomplished? What has been accomplished in the safety movement? Accident statistics whether they show increases or decreases in the number of accidents, seem Insignificant before the larger achievement of nuking nation: the men, women, and children thereof safety-minded, for it is this attitude which wilt ultimately minimize the number of our accidents. In the past few year* health has been preached as well as safety, by Individuals and by organizations. Some of this publicity has been wise and some otherwise. But in the aggregate there has been a decided advance in the dissemination of accurate, scientific health propaganda in popular form. May 1 mention just a few of the most conspicuous items which are constantly before the public, and to good advantage? These are nutrition; eyesight conservation; child health; and control of heart disease, tuberculosis, and cancer. What Is more logical than that knowledge on industrial health should be included in this program, and what is more logical than that a large part of this knowledge should originate in Departments of Labor? :Chmsuax Winslow Perhaps we can have a discussion from the standpoint of the industrialist or the industrial physician. There is surely something to be said on this subject of state inspection and state supervision of industry. Da. W. E. Runon (New York City) : I am tremendously interested in this sani tation and health work in industry. I told some of you yesterday that we lost from 40.000,000 to 61,000,000 days a year due to accidents. The Metropolitan Life In surance Company told me not long ago that there was a loss of an average of ten days per person m industry due to sickness That means over 400,000,000 days. That sort of sets ep In figures a fact which should make us all keen toward in dustrial uwllstiua and hygiene. Some cf you are fasmtiar with the cutting oil problem of dermatosis. The U. S. Public Health Service surveyed the field and found that thousands of individuals in various industries using cutting oils had a habit of smearing their hands the first thing in the morning with vaselioe or some other oil, going through the day with 'bat grease os their hands and with all the grime they picked up in doing the work. The Public Health Service decided that the reason these men had thU chronic dermatosis, was not because of the dirt they picked up during the day blit because f the dirt that was already on their hands when they started work. The Public Health Service in its work cleared up 60 to 70 per cent of those cases of dermatosis by competing the men to wash under supervision before starting work. They are like school c.. Vei You can't get them to do things for their own bene fit unless you have someuody to handle them. Then they took another industrial group in which dermatosis had not developed to any marked degree, and had the men follow the same procedure, scrubbing their 188 Nineteenth Annual Safety Congress hands before they started work, scrubbing their hands at lunch time, and over a period of years they discovered no cases of dermatosis developing. About a year ago a well trained nurse went into the American Tobacco Company to do a clean-up job. In winding a cigar they used to wet the end with saliva. The nurse found the personnel was made up chiefly of girls who had no standard of hygiene or cleanliness. The first thing she did was to give each girl three uni forms to be changed every other day. The next thing they did was to put a super visor at every toilet, both men's and women's. Kb person was allowed to leave the toilet without washing his or her hands carefully and wiping them on a paper or cloth toweL Every machine was cleaned three or four times a day. I went through one of their factories in Philadelphia and I saw a little damp spot m one place, a little water had been spilt there, and I came back in five minutes and it wasn't there. Tl>e manager said that at first they had had a big turnover among the girls, but that the turnover had been reduced at least 100 per cent since they had started on this program of cleanliness. The American Carbide Company reported to me about three mouths ago that they also had some trouble with dermatosis. Two years ago they reported over 3S0 cases in one plant in New Jersey. They started on a clean up campaign, hand washing of the workers under supervision, and even the underclothing of the individuals was changed daily as well as the outside clothing. The whole thing was handled by the organization so that the men started to work in clean uniforms aod clean under clothes in the morning, and before they left the shop in the evening they had a shower and went hewne clean. The first five months of this last year they had only 23 cases of dermatosis, and this last June they had no cases as against 23 cases the previous June. Until the industrialist realizes that the same principles of personal and public hygiene and sanitation that work well outside shoutd be applied inside and will work there, he won't get very far in reducing those 400,000,000 days a year lost from common colds, influenza, and innumerable diseases. Of course, the department of labor should be most interested in this work. I don't know how many state departments have an industrial hygienist. I know Connecticut has, and certainly somewhere in the government machinery there should be an In dividual who is responsible for the health ami hygiene of the workers in industry. Citatrmam Winslow: Thank you, Dr. Redden. Is there any further discussion? Da. Mitchell: How dose do you find the cooperation between the state depart ments of labor and liealth? Chairman Winslow: In-Connecticut the State Department of Labor used to liave charge of the reporting of industrial diseases, and of their own accord and initiative they asked that it be transferred to the State Department of Health. That is the present situation. Da. Mitchell: If in Connecticut you needed more help in the State Department of Health, particularly in your work on occupational diseases, where would you go to gel it? Cuairman Winslow : That division of the State Department of Health is backed definitely by the State Manufacturers' Assodation. The Division of Industrial Hy giene is supposed to serve as a means of giving advice and counsel to the manu facturers. In most states the hacking has come from labor. Of course some of the state departments of labor (Penn., H. Y.r N. J. and 111.) have a magnificent group oi expert*. Dr. Bricker: Not many states have well-organized departments. Chairman Winslow : Those four have high grade expert industrial physician* and chemists, but in most of the states the labor department, while it has charge of these things, doesn't function through scientifically trained personnel. Industrial Health Section 189 Dr. Mitchell: The difficulty in Connecticut today, I think, in the Department of Health, in their work on occupational diseases is that they need more help and it is hard to get it. Chairman Winslow : They have been treated very generously in that respect. Ds. Mitchell: I realize it is a rather recent division. Chairman Winslow: T think, although we are a small state, that we would certainly be up with the other half dozen. We liave more provisions made for scien tific leadership in this field than probably any other state, outside of half a dozen, in the country. So I think we have been treated rather generously. Dr. Bricker: Whenever any inquiries concerning industrial health come to the State Department of Health they are immediately turned over to us in the State Department of Labor. While we have no formal working plan between the two departments, the relations informally arc very cordial. Chairman Winslow: The final speaker for this afternoon's session is also an old personal friend of mine. Wc were colleagues fifteen years ago in the New York State Department of Health. We are glad to welcome Dr. Charles S. Prest, Secretary of the Brooklyn Tuber culosis and Health Association. Accidental Sickness By CHARLES S. PREST, M. t>. Secretary, Brooklyn Tuberculosis and Health Association The business of public health, like ttie conditions of modem life, is constantly (hanging, public and private health agencies from time to time must make new ad justments, broaden the scope of their activities and accept with open minds the ad vances in the methods for conserving health and preventing disease. It is characteristic of most humans to look askance and with more or less suspicion on anything that might disturb the smooth tranquility of their everyday routine. In the face of this apathy and aversion, the task of instituting constructive plans, beneficial and advantageous to (he health of mankind as well as continuing those of proven worth is a difficult but an interesting one. It was my privilege to attend the meeting of this National Safety Council in Boston in 1920 and note even then the splendid strides the Council had-made in the prevention of accidents. Interested then as ever since, especially in the prevention of disease and realizing that the great majority of illnesses are preventable and. therefore, usually accidental, 1 arose at one of the safety meetings and I asked, "What is an accident ?" Their answer did not satisfy me and T asked, "Were I to become infected accidentally with the cold in the head the Chairman then had, would that be an accident ?" and the answer was--"the Safety Movement is only to prevent accidental injuries that you can see and feel." I felt that the Chairman's cold fell into this group, as we all coukl see that he had one and it was evident that he felt it. He ruled my question out of order, however, and I withdrew displeased but not disheartened. I claim no paternity of this section on Industrial Health. After that incident, how ever. I fed interested person* information on the extent of preventable illnesses in industry, making I fear unfortunate comparisons with the extent of what are ordin arily termed "accidents." I learned that the Council was aware of this but thought tlic time not ripe In extend its work to the prevention of illness. You may be assured I was indeed delighted, in September. 1923, when the Division <<f Industrial Health was established. To say 1 am pleased with the progress it has made m the short period of its existence under the able guidance of our good friend, 190 Nineteenth Annual Safety Congress Dr. SappitVon, is stating it mildly. 1 look for it to be the leading section of the Council. It is certainly the most important. My only purpose in speaking today is to lend my voice to the further advancement of the important work of preventing the many unnecessary and usually accidental illnesses that are such a loss to industry as well as mankind in general. We are all more or less familiar with the term accident, hut the common concep tion of the term is usually in relation to injuries. We usually think of an accident as a rather definite and concrete occurrence which reaches its maximum severity within a brief period of time. That is only partially true because thousands of the accidents occurring daily really are caused directly or indirectly by the ill health of the persons involved, and the accident is oftentimes the dinar of an illness that existed previously. Hut accidents resulting in personal injury do not happen by chance, but can be traced to a definite cause, is now a well established fact. The National Safety Council in cooperation with local safety campaigns throughout the country has been most successful in removing certain common causes prejudicial to safety and has thereby reduced the number of accidents very greatly. The keynote in all safety campaigns is prevention. By eliminating mechanical hazards, providing every possible safety device, by educating employees to be careful, we prevent accidents. This is indeed progress. But in checkin* over the several kinds of accidents which are preventable, have we not, until recent years, overlooked the most serious, the most detrimental factor in our economic life? I speak of acci dental sickness. Just as injuries are brought about by certain definite causes, sickness in the great majority of instances is accidental. No one actually gets sick on purpose. When we do get sick, we do so -without intent--by some unforeseen occurrence, or series of occurrences. Consequently* ft u not far fetched to say that we become ill accidentally. 1 need not go into any philosophical discussion on this matter. It is pretty well established that moat sicknesses are accidental. Certainly those of which we know the cause we can prevent. The point I wish to establish Is that as we know the cause today of most illnesses or at least their means of spread, most illnesses are contracted accidentally. The keynote in reducing sickness, therefore, as in the case of accidents is prevention. Let us take for example the chairman I mentioned who was afflicted with the so-called common cold. Suppose he, instead of remaining at home in bed until his fever had abated and the virulence of the disease was minimised--and he did not-- suppose I say, he goes to work or to a public gathering, as he did; by so doing he subjected his near-by fellows to infection from his cold. It is not exaggerating in a case of this kind to say that in a short time several of hts fellow* also no doubt had a cold. I have not the statistics of this instance. We all know of many cases, however. Such colds are accidental and could easily have been avoided. Just this one form of sickness alone, the common cold, preventable in most in stances, is the greatest single factor in losttitime from work and causes the greatest economic loss to society. Dr. Dublin, statistician of the Metropolitan Life Insurance Company, in his re cently published book "Health and Wealth**, states that each year there is a loss of $6,000,000,000 in future net earnings on account of deaths from preventable illnesses. Let's discuss just a few of these: Take the five chief causes of death among the employed ages. Every one of these is from what is recognized today as a preventable disease. It is not necessary to discuss tuberculosis as a preventable disease and yet tills is the chief cause of death between the ages of IS and 40 years. It leads everything else during these ages and everyone knows that it Is not only curable but preventable. Think of the losses from tuberculosis, a disease usually chronic and of long duration. Industrial Health Section 191 Deaths From Five Leading Causes V. S. megfatsetleu ins, IMS, Ate Group* Heart Disease Paeuseonie Queer Nephritis Tuberculosis IS--IS 20--24 25--29 30--34 35--J9 40--44 C 2.171 III? 2.411 ( 3,059 II( 3,907 l 6,091 (2,581 11(3,053 (3.34* n.Mo UI (4.851 1V(S,Q$4 t ** f si *0^03 1V(3.37 111(5,810 <m >] ,423 <2,084 V<3.170 ^4,516 < 7,091 (11.793 (11,126 1( ( 9,431 ( 8,976 li< 7,623 45--50 (11,688 VfSJSO 11(8,366 IV(5,946 UI( 6,503 It takes man in his most productive years before his financial independence has been established and woman when her children are small and need her most. Great strides have been made in ti>e control of this disease but these have been chiefly among children. The incidence of this disease among the employed ages has practically not been reduced and that among young adolescents has actually increased. Take heart disease, the chief cause of death beyond the age of 40, second to tuber culosis between 30 and 40 and the third chief cause of death between 15 and 30. The number of cases of heart disease today are on the increase, some of us feel largely through better diagnosis. And yet there is oot a single case of this disease among tlie employed ages, but what can be recognized sufficiently early to be absolutely controlled and probably cured. People who know they have heart disease and follow the advice of their physician do not die of heart disease. It's the ones who do not know they have it who die of it Take pneumonia second only to tuberculosis between the ages of 15 and 30--next to heart disease between 30 and 40 and tlx fourth chief cause of death between 40 and 50. Matty* if not most cases are preceded by a neglected cold. Probably we hAve the poeomococus in our respiratory system most of the time. That is the seed that causes tins disease--the neglected cold simply cultivates the soil--lowers our resistance and we have pneumonia. Certainly if more common colds, contracted accidently as they are, were given proper care we would have less pneumonia. Even cancer, the chief cause of death among women between 40 and 50 years, and next only to heart disease in both sexes between 45 and 50 `is today known to be recognisable in most instances sufficiently early to be completely removed with suc cess and without recurrence. This is positively so In so many of the skin cancer* of the lips of men and the can cers of the breasts of women that the remainder are negligible. Early discovery with prompt removal gives great hope for cancers of other part* of the body today also, and for certain forms treatment with radium gives great promise. The early removal of pigmented moles and points of irritation in the mouth or otherwise are known to definitely prevent cancer in these location* and through this even cancer has become in many instance* a preventable disease. Finally--to complete the five--nephritis and Bright's Disease rank fourth a* the cause of death between the ages of 15 and 35--fifth from 35 to 45, returning to fourth from 45 to 50, and third beyond 50 years. The diagnosis of this disease is certainly not difficult even though complicated by other diseases as it so often is. A semi-annual examination of the urine will give ample warning for successful prevention. Certainly there is no excuse for this disabling disease ranking so high in the causes of death among employed persona. 192 Nineteenth Annual Safety Congress To further illustrate the importance of increasing our efforts in the prevention of sickness in industry, let me remind you of the comparison between sickness and acci dents, made by our own Dr. Sappington. A study made by him in the Edison Com pany of Boston disclosed the fact that sickness caused twenty times as many cases of absenteeism as accidents and seven times as much loss of time from work. He found that 92% of all time lost from work was due to sickness. How about the employer in regard to lost time from work due to sickness? I need not dwell on this point at any great length. You are alt familiar with the cost of training new employees to replace those whom death or disability has re moved ; the cost of idle machinery and the extent to which production has been re duced because of the lowered vitality of workers who have been ilL We have it from an eminent manufacturer and one who is well qualified to speak on the subject that `Tor every dollar lost in wages the employer loses three times as much in lessened production and increased overhead." It has been estimated that $450,000,000 annually is lost by wage earners because of sickness. This would bring the estimate that employers lose three times that much or over $1,300,000,000 annually because of the sickness of employees. What is the answer to all this? Simply more complete and better medical service to employees, especially physical examinations, and constant medical supervision. Many of our large industries have for some time been carrying on this service. And I do not hesitate to say that they have done this not only because of the humane element involved in it but primarily because it pays. A medical and surgical director of one of the largest railroads says "For years we sought to prevent accidents by correcting the defects in physical property, such as the plants, ways, works, machinery and equipment until it has become quite com mon to hear the statement made that mechanical defects cause but a small percentage oi accidents, the great majority being due to the human element". There is no question but what this b true. When we buy machinery for our plants we see to it tltrough careful supervision and inspection that the material and equipment is delivered to us in iirst class physical condition. With the machinery in use, we make daily inspections. When a machine sustains a fracture of some of its parts, we do not replace it with a new one; we repair the break and continue to use the machine to the end of its life, so long as it can per form reasonably efficient service. Why should we not go back to first principles with regard to defects in physical properties and apply them to human beings ? In a word, why not examine all applicants for employment ? Why not inspect or examine employees regularly to ascertain their physical and mental condition and when found needing attention see that they secure it? As I have slated, many of the larger industries have established some form of medical service for employees and have found that it pays. But the em ployers of small working forces have apt as yet been convinced of the value of this procedure. It is in these small .industries, therefore, that wc must make a special effort to reduce the great loss of thne and money because of sickness, a great portion of which is accidental and preventable. The National Safety Council fosters many safety contests and awards prizes for the best No-Accident records over a given period. In these contests, all accidents resulting in lost time from work must be reported. Compensation insurance com panies, both state and private require the reporting of accidents together with their causes. AD of these have necessarily been a primary factor in the reduction of accidents. Why not supplement these safety contests by having no-sickness contests, awarding prises for the least time lost because of sickness ? Just as the no-aeddeat contests inspire safety in the worker and affords Urn a goal for which to strive, contests for the lowest sickness rate would at least result Industrial Health Section 193 in some employees striving for better health. They would take pride in their physi cal health just as they now do in their no-accident records. They would be more apt to take care of their bodies and be more interested in periodic physical `check ups* just as they are now careful to inspect their machines and eliminate safety hazards. With more complete reporting of sickness resulting in lost time from work, each plant will at least be enabled to determine the number of its absences and an estimate of the cost of these absences to the employer and the employees because of sickness. 1 am sure that you will agree with me that the greatest problem facing this Coun cil today is the economic loss to the employer, employee and society because of sick ness, a large proportion of which is accidental and preventable. The hope of the future lies in the continued and increasing application of our present knowledge for the prevention of disease and the promotion of health. For this in industry I know no better way than to follow the modem trend of industrial health service as shown by the recent survey made by this Industrial Health Division of the Na tional Safety Council, covering 191 plants, and 1,615,193 employees. These plants rendered the following service: (a) Conducted health service through part-time physicians. (b) Had full-time dispensary nurses on the staff. (c) Gave physical examinations before employment. (d) Supervised the correction of physical defects. (e) Gave periodic re-examinaticos. (f) Rendered diagnostic service. (g) Studied occupational health hazards. (h) Performed minor operations. (i) Rendered treatment for minor illnesses. (j) Did special eye examinations. (k) Provided a mutual benefit association for employees. (l) Provided group insurance. It Has been recommended that there should be other features added to these as follows: 1. Provision for a visiting nursing service. 2. Provision for mental tests or examinations. 3. The rendering of periodic reports to family physicians. 4. Definite provision for dental service for employees. 5- Sanatorium privileges for employees in need of this type of service. 6. Full-time physicians, where it is possible to make arrangements for this neces sary service. Chairman Winslow : Are there any comments on this admirable, inspiring paper? Dm. R. P. Knapp (Cheney Brothers, Sooth Manchester. Conn.) : Dr. Prast cer tainly hit the nail on the head when he said this section has to do more preventive work in industry. The place where large Industries fall down in the diagnostic service. Most of them have a pre-employment examination. Most of them do a routine, periodic examination every one or two years, t am frank to say that routine diagnostic work in industry appears to be viewed with lethargy, even by the pro fession. We have that service and encourage me of it. Perhaps there are two reasons for neglecting it One, I think, is the cost. They feel that it represents too much of an outlay. Another one is deference to the practicing physician in the community. Both reasons bulk large in their estimate and they are afraid to tackle the job, but it a job that has to be done because people who need diagnostic service are not anywhere near as cfoseJy in contact with their famffy physicians as they ought to be. and certaiafv they are in far closer contact with the industrial physician. They 194 Nineteenth Annual Safety Congress have accni to him more readily. I behave that is the weak link in this chain that we are trying to force. Da. R. hoa (OaFsat Ctatsir. WflmiftOQ, Dd) : As Dr. Prest ha* so well pointed oat to as. ps i msSihi saAcinr i cattwly a very important part of industrial medicine and iffir)' A* he dw mmmmmeO. the cmwiwi cold is a very serious problem in iwfoMtry. aurfoufowfo in da* Mt A me tack of knowledge as to its cense, and 1 wanted so afc Ve Jhme if me e*afo*es has been given to the discovery of the cause by Dr. Itwir A and m to eihrttisr any specific preventive mea surer may he added vs #ur mesh uwesad ot foe hypenk routine that be mentioned. Dr. Pmt nmoOMnsd dm imwaww d hwhf per employment and periodic ex am'matron*. had 1 wndo a hi oeraW sadaiMt a Sttie the matter of thoroughness, because it has hsue ear aupaMunee fort a baser examination may be worse than no eMBinifoa If wrh ovfometdM* is esmsftoeftwd r any of the early symptoms of disease or iwikslwp. an eafofcatv man he fooau a false sense of security for having the doctor up hr a n good *+** edma ha easy not be. Cbasmah Wan*#* l* Paow aritf memer you finally, but I would like to say a word show dhr meeme A efofo. f fofofc w* mast remember the term, common cold. >> an tnnifcag*!' afofoatffog et- 1>. Cafe of the Rockefeller Institute said in an address a year r two ag* foal art me adB. in respect to respiratory diseases today. just whese me wear fito years age wdh regard to intestinal diseases At that time everything fat prMhmed a thereto*! wwftaa of the bowels was grouped to gether. Now we know that foa* land d 4msk tndodes Asiatic cholera, typbokl low. fjrtorny, and also mefodts breams that are not contagious at all, such as caused from eating green aggies. *c- I think we have got to be on our guard against extremes on both sides; against tiwte that say all colds arc contagious, for many are not. and against those that say the vital resistance is (he only factor. I think there are a good many kinds of colds. Any farther discussion before I call on Dr. Prest? Dl \V. E- Rmes (New Yory City) : I want to pay tuy respect to the cold, whether common or uncommon. Pnnjmonia, tuberculosis, innumerable other or ganisms of that land are grouped into diseases known as communicable diseases and find a resting place in the nasal canals of the human being, ami the nose and throat arc turned into geysers which are dispelling almost anything that may be there. Ninety-four per cent of the diseases leave the body or enter the body tlvrough the mouth. You can therefore see that anything that causes sneezing and coughing is simply adding to the highway that spreads communicable diseases. Dr. Watson of the A. T. & T. says that he sends every employe home who has a cold and tells him to stay in bed for the first twenty-four or twenty-eight hours. I don't know of any better medical control. I hope to see the day when every industry will do the same sort of thing and get rid of the spreader and put him where he can't spread his disease. In that way we will keep It tinder control, not only for his own benefit, but for the benefit of those within the range of his cough and his sneeze. Da. Knapp: I would like to ask Dr.'Prest if he doesn't think that a considerable group of those deaths from heart disease are from chronically diseased hearts that give no symptoms prior to what may be die first, last and fatal attack. In other words, it is almost impossible to diagnose such a case. My experience with tuberculosis in industry has made me believe that it has been reduced among those cases at the same rate font it has been in the population of the state at large. When you say that there is a high incidence of tuberculosis in die age group of 15 to 24, do you mean that is among males or females, or both? Da. G. S. Evebts (Philadelphia Health and Tuberculosis Committee, Philadelphia, Pa.) : I don't believe I heard Dr. Prest make any statement regarding die number of industrial workers in small plants. It is 70 per cent, is it not ? Industrial Health Section 195 Da. Pii$t: I don't know. I didn't * it. Da. Everts: 1 believe it is correct that 70 per caxt of tbc people in iodustry work in plants of kss than SOU employes, and * seems to me that those plants need our attention, generally speatowg. more than any others. I would Bu to wde a pica for curly diagnosis. I believe that we should stop disease in its focfooncy. because xnopfceyees will come to the industrial dispensary witborn bav--g me for * afoot fogy woekfot go across the street to Dr. Brown. I bdfoue m a* fofomrifo ihyirianii. and the Burses helping us, should consider um'sefoas saufooa* amen and cmmw to read about bow to make early diagnoses, la for amp wo can kfo eurafooa* a foe in anting down the sickness rate in industry. We ehosdd fodfo aafosmoaufon in among the odwidul to return is taro or three mouth* er fos# and foe fo* >b) --eaf drier* corrected- If we can sett him the idea of fofrfog cans d fom* foeaa*. foot w*8 forgtly be the measure of our success in prevenefog hrfor iflfoe;i. and ear turn*** in setting net only the correction of defects bat fo mttag fowagr I thafot frees ay mm fosfoig foei tme of my ovra areaknesaes perhaps is not in setting therapy fo fo fodtwiduai. Perhaps you have several people coming into the dwpensnry and yws gfoe foam a pill and pass them on. But I believe that the average iafotrai worker is d inch a temperament and sock a make-up that you have fo mgr ana. tom, throe, four, five, six right down the line, outlining the things you wane that person fo da. Our snoccai fo the prevention of minor and accidental sicknesses in industry is largely dependese upon our salesmanship with those individuals. Dl T. K. WcKlt (Mafbesoo Alkali Works, Saltvillc, Vs.): 1 want to stress the importance of the pre-employment examination. I began my work in the Matheson Company eighteen years ago, at which tune they had no examination. A few years later we used a card with half a dozen or a dozen questions on it; these were asked very hurriedly and we called it an examination. Later I took the New York Life insurance blank and made a form from that blank using the most important parts of it I believe that one thing that has emphasized the importance of that examination to management it paying for it In other words, we do what we are paid to do, and if nothing is paid we frequently consider it of no importance. So I believe if you get this thing over to the manager of the company, have them pay this $5 for the initial examination, it will be a great thing. Mist Catherine Dillon (Metropolitan Life Insurance Company, New York City) : Dr. Prest was the first to mention the importance of the visiting nurse. In visiting homes, which we do for different industrial plants, we find that after first aid care is given in the dispensary there is not much follow-up work in the home. Of coarse, some plants have the insurance nurse going into the homes. We follow up the case and quite often find defects.and with the advice of the family physician we can get these corrected. I think it is a very good thing to have the visiting nurse going into the homes of the worker. Chairman Winslow: That is a very important part of this problem in the small plant. We were discussing that yesterday. As for as medicine is concerned, it is often very difficult, but in a good many places the small plant can get the serv ices of the Public Health Nursing Association. Dr. Prest, will you dose the discussion? Da. Prist : We have a staff of about thirty between my Brooklyn and my Queens Association* and we are affiliated in Brooklyn with a group of about 100 more em ployes, and for ten years we have carried on examination of all entering our employ, with re-examination each year, and also whenever there seems to be any indication for it The schedule calls for twenty minutes. The second examination takes about ix minutes. 196 Nineteenth Annual Safety Congress Da. Knaj***: That is the pre-employment examination? Da. Prest; Yes. Dr. Knapp: The average is about tea minutes. Dr. Prest: And then with the re-examinatiou we don't wait for a definite date, (hii as the occasion arises. Of course, private practitioners resent a good deal of this work. I am a member of the medical society in both counties in which I serve. Kings in New York and Queens in New York. Kings has a population of 1,600,000 and Queens 3,030,000. Being a physician and a member of the societies, I am thoroughly sold on the idea tliat there is no patent process for the care of the sick nor control of diseases and that it ought to go through the physician of the person's choice. My Queens group are thoroughly sold on this industrial work. They are glad to have us point out to a large industrial group the need for proper care of the men. It increases tlieir work at home, there is no doubt about that. But the Kings County Medical Society doesn't see it that way. I am a member of the Society and know them all well. They don't quite see the promotion of this work. They didn't see the promotion of school work, getting it back into the hands of private physicians, but we live in hopes, and with the success in the other burough I think it will come. Our Tuberculosis Association in each of these buronghs is able to be of consider able service not only to the industrial physician but to the private practitioner. We do not practice medicine for one minute but we 4 provide proper diagnosis service tor chest cases, for patients referred to physicians from the industries or privately, who are unable to secure that service otherwise. The question does come up that the industry can of course secure service otherwise, bat the consultants don't object if they have high class men doing the service. They make a report to the physician wIkj referred the case, and then of course assist subsequently. F think you will find that service is available through most of the voluntary tuber culosis associations, the Christmas seals group. It is so in Pittsburgh and Phila delphia. In Brooklyn and Queens, and in fact the rest of New York City it is so, and I. think you will find it so alt over. 1 think the requirements of the National Association arc tliat Uk work should be medically and ethically sound, and if it isn't it certainly would not be at all difficult to correct it The results of this work and the public relations are reported pretty thoroughly in the New York State Journal of Medicine. In referring to the common cold, of course I referred to the entire group of nasal and respiratory infections, picking no single one out. That is a large, {Delusive phraseology. About the treatment, I believe Dr. Sappington, in one of the recent issues of ''Stethoscope" related the experience of someone in tlie early treatment of common colds. I have no pet plan on that. The Baltimore work, of course, la interesting. I haven't heard the results of it yet. Isolation is about the only thing we know of, and it has been the practice in my staff, both in Brooklyn and Queens, to definitely require home care. You referred to the chronic type of heart disease. Dr. Winslow didn't teach me this but some publicity man did, that you want to lie just enough so the people know what you say is so. It will make them think. I guess you can put hearts into that too, the clironic hearts that show no symptoms whatsoever. There are not many of them and I think I have qualified that. I have tried to qualify those things slightly. These figures on this chart are not for industry alone. This is the entire registra tion area and we have specific Statistics for New York and the Boroughs of Brooklyn and Queens from June 1 to July 1, That isn't a sufficient period, but for the past five years there has been an increase in the tuberculosis morbidity as well as in the mortality of young adolescents, particularly girls. Ths*t is definitely so and is enough to see a trend. We don't find that there has been any great reduction in the gross adult ages in tuberculosis in years. Of course, there has been a wonderful reduction among children. Industrial Health Section 197 I don't know wliat the percentage is of employes in small plants. Aycar ago there was a paper presented before this Section telling of Brown's work in Philadelphia on tliat. A man in Erie by the name of Winters, working with the tuberculosis group is doing a real interesting service for the small plant. That is apparently well accepted by the medical profession. We don't do very much in Brooklyn but we do some in Queens. I can't get the Brooklyn men to sec it. I believe there is a very great need along that line. X am glad to have the figure--70 per cent. I hope that you recall that I recommended visiting nursing as fundamental in tins work. Chairman Winslow: I am glad that Dr. Prest has modified his statements a little bit so you won't go out and contract with your companies to prevent all the diseases to which man is subject, but after all, it is just what we need. Why is it this Council, with a budget of $800,000 a year, allots a little over $10,000 to the Industrial Health Division? Because the preventability of disease lus not been realized. If a bar of iron falls down and hits a man you don't have to argue the point that if the bar hadn't hit him he wouldn't have been hurt. We know that a large proportion of diseases are definitely preventable and that will come to be recognised through such effective statements as Dr. Prest's, and then his dreams for the development of this Section will be realized also. We couldn't have a more fitting close to the meetings of the Industrial Health Section than his paper. The meeting is now adjourned. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL O Industrial Nursing Officers 1930-31 Ckakmam, Mis* Gkace M. Hrrwx, R. N, SapemMiy Nurse, New York Cenirel Railroad Company, Albany, N. Y. Vicr-Chainnan and Secretary, Miss A. U. Uirems, R. N, Charge Nurse, Cheney Brothers, South Manchester, Coos. Thursday Afternoon Session October 2, 1*30 MISS GRACE M. HEIDRL. R. N,, Chairman Supervisory Nuns, New Yodc Central Railroad Co*, Albany, N. Y. The of Industrial Hmiag of the Nineteenth Annual Safety Congress con vened with Mbs Grace M. HAW, K_ N, New York Central Railroad Company, Albany, New York, presiding. Chaixmajc ; We are going to open thb session with a paper by Dr. G. S. Evert*, Secretary of tbs Tlal nlilplib Health and Tuberculosis Committee. The Organization Administration of Industrial Health Unite By QLEXN SL KVXBTS. 1L D. Medical Secretary, FUbdripbit Health Ccwirfl tad Toberculoei* Committee An labirtriil Hnltl Unit, u rnnsiiWcd &e Ah paper, is s group of plant, cadi having 100 to 500 employee*, which far prywi el health supervision are grouped into a single admhnstmtive unit with a total of appccoumately 1,000 employees. The reason thb comber of employees ha* been fixed upon as constituting a unit is that one industrial nurse; if her time is carefully scheduled and the plants reasonably near together, can satisfactorily serve that number and do the necessary traveling between plants. fn discussing the organization and administration of industrial health units Z shall rely upon the experience of the Philadelphia Health Council and Tuberculosis Com mittee, which has successfully conducted such units for the past four years. In rely ing upon thb experience 1 fully recognize that there may be necessity for modification of these plans and methods under different circumstance*. 199 200 Nineteenth Annual Safety Congress I. In the organization of the unit service there are litre requirements: (1) the plan, (2) selling- the plan, and (3) setting up the physical equipment 1. A fully worked out plan is an essential in organizing the health unit. This plan should cover specifically the services which are to be rendered, the methods of operation, and the costs to the employer both for equipment and maintenance. It should also iodude a statement of the benefits to be expected by the employer from the service. The Philadelphia plan enumerates the following as the services to be provided for each plant: (1) Physical examinations including, (a) examinations of all applicants for work before or shortly after employment; (b) re-examination at intervals of employees having physical defects; (c) annual examination of employees. (2) Medical and surgical relief including (a) emergency treatment of accidents and minor illnesses occurring at plant and follow-up of all compensable cases; (b) advice as to the correction of defects found upon examination; (c) follow-up of sick employees in their homes by nurse when necessary; (d) cooperation with family physician of sick, injured or defective em ployees. (J) Instruction in first aid to sick and injured to selected individuals or groups in each plant (4) Industrial hygiene and sanitation including, (a) sanitary survey of plant annually; (b) sanitary supervision of plant including regular inspection. (5) Health education and hygienic instruction including, (a) health talks to employees, health classes for women workers, posters and especially pre pared leaflets; (b) motion pictures on health problems affecting industrial workers where suitable arrangements can be made. It lists the benefits to be derived as the decreases of absenteeism and turn-over with consequent increases in production through: (1) Prevention of contagious diseases by detection, isolation and vaccination. (2) Prevention of slight illnesses developing into serious sickness. (3) Diagnosis of early beginnings of serious types of illness, for example, tuber culosis, kidney disease, heart disease. (4) Advice to employer in placing of physically defective workmen at occupa tions where they can do efficient work and witliout accident hazard. (5) Investigation and advice regarding sanitation and any industrial health problems which may arise. H outlines the operating method and states that: The cost of medical and nursing service alone is borne by the participating plants. This cost is $4.50 per employee per year, payable monthly. Plants participating also have the expense of equiping a clinic or first aid room which costs from $100 to $100, depending on the size of the plant. 2. Selling the plan is the most, difficult step in the organization of an industrial health unit Many concerns do not sec the need for health services and have to be convinced of its money and goodwill value to them. This is the hardest part of the job of selling the service, but when an employer in a smaller plant is convinced of his need for health service, and has decided to provide it, some kind of joint arrange ment is the most economical method which he can follow. Selling industrial health service requires the difficult combination of a person fully informed regarding the value of various phases of industrial health work and also skin in the psychology of salesmanship. Personal interviews with employers has been the method used, supplemented with occasional talks to employers' association*, service dubs and other groups. A large uutnher of interviews is required. In seoinng 19 firms with a total of approximately Industrial Nursing Section 201 4.000 employees, upwards of 900 interviews and re-interviews were required over a period of ten months. This seems a large amount of work for the results secured. But when it is remembered that each interview is an opportunity to discuss seriously the problem of health in industry with an employer of labor, the expenditure of time and mooey is fully justified as an educational procedure. When the plan is finally accepted a letter stating the acceptance of the plan and its terms Is aU of the contract which is required. The arrangement is for an in definite period and can be terminated by either party on a thirty day notice. 3. The equipment of dispensary rooms at the employer's expense is a part of the plan and when the service is ordered the person in charge of the selling, an industrial secretary, advises with the firm regarding suitable rooms for the clinic and the modi fications necessary to adapt them for the proposed work. The favored arrangement is a rectangular space divided into a large and small room by a partition cutting it partly in two, as in a capital "E". The secretary also furnishes a list of equipment and supplies needed with costs and discounts. The firm orders this material and upon its delivery it is checked and placed in the dispensary by the secretary. The preliminary organization is then completed and the administration of the work begins. II. In the administration of health units I would mention (I) the schedule, (2) the inauguration of the work, (3) its day by day operation, (4) the work of the nurse, and (5) the transfer of the unit. 1. The administration begins with making out a schedule of physician's and nurse's visits to plants, it being assumed of course that this personnel has already been secured. Making out this schedule involves infinite detail sioce the visits of physician and nurse must be made to coincide, must be properly spaced throughout the week, allow adequate time for travel between plants taking into consideration tire location and street car lines, and provide for each plant the amount of medical nursing service which its number of employes calls for. A minimum of three hours of health work for each 100 employees is scheduled,--one hour of physician's service and two hours of nursing sendee. For purposes of this sdwdule the average number of employees is used. In practice it has been found necessary to increase the amount of time spent in the plant by special visits for health examinations, redressings or report work. To provide for these special visits, Wednesday and Saturday forenoons of the nurses time are left free. Notices of the scheduled hoars of physician and nurse are posted throughout the plant The actual administration is usually preceded by a meeting of employees by de partments in which the purposes of the Health Service the necessity for reporting all injuries, however trivial, to the clinic, and the value of health examinations are explained and empltasized. The organization of a first aid group to serve in case of need during the absence of physician or nurse is also announced and later a course of first aid instruction is given to them. 2. The clinic work begins with the health examinations of employees and as rapidly as possible examinations arc made of all workers. The health examinations are not compulsory, but by beginning with the members of the firm and the foreman a spirit of cooperation is secured so that ordinarily all of the employees are willing finally to be examined. A sanitary survey is also made early in the work and this report transmitted to the employer. Thereafter monthly sanitary inspections are made. The first health examinations and the sanitary survey enable the physician and nurse to become familiar with the employed force and with the health problems of the plant 3. The day by day work of the clinic follows the procedure of any industrial clinic excepting that it is part time work. A system of blanks for reference of em ployees to the clinic, for physical examinations and for treatment, reference to per sonal physician or clinic, and nurse's day sheets are pot into use. Complete records 202 Nineteenth Annual Safety Congress are made of all work and these are kept under lock in the dink. A card index of cases requiring follow-up is in constant use. First aid workers report all activities to the clinic, weekly reports of the clinic activities are made to the operating agency which makes monthly reports to the firms, including the number of patients visiting the clinic, departments and the reasons for the visits. 4. Numerous interesting features of the medical and nursing activities might be mentioned if there were time. It should certainly be pointed out that the nurse in the units tends to become the key to the permanent success of the service even more than the physician. It is necessary for the nurse to assemble the cases needing the physician's attention so as to fully utilize his time in the plant. Her schedule of visits places her in the plant prior to the doctor's arrival so that she may do this. The doctor relies upon her for the first handling of many matters which he reviews when he reaches the clinic, definite instructions having been formulated regarding various situations which she will meet. It is evident from this that the industrial nurse in a unit must have administrative ability. When to this is added a good per sonality she becomes the essential factor in maintaining the service. Her better acquaintance with the employees and with the firm bring it about that she is recog nized as indispensable and makes it possible later on to transfer the unit to the ad ministration of the plants themselves provided her services axe also transferred. The cooperation of members of the firm, and particularly of the foremen and fore women, is essential to the successful administration of this service. When necessary, in order to secure this, special meetings of these persons are held for conference and mutual information. To supplement the educational aspects of the unit a monthly health poster service is maintained, motion pictures orrasionaHy axe shown, and classes of women workers have been organized in special situations. 5. This unit service of the Health Council is in the nature of o demonstration of the practicability of joint health service among smaller industrial plants, and there fore when tlie work has become thoroughly organized and integrated into the plant routine--in from one to two years--it is turned over, together with the nurse and the physician who have been carrying on the work, to the administration of the plants themselves. When the unit is turned over to the plants for their own administration each plant agrees to cooperate in the service and to use its part of the physician's and nurse's schedule at a proportionate share of cost, which k worked out in detail for each plant for both physician and nurse. These workers then be come part employees of each of the plants. The nurse is relied upon to see dial the unit is kept going. The Health Council makes an occasional check-up of this service after it is turned over, and holds itself responsible to step In and meet any emergency which may arise. When additional units are turned over it is pro posed to organize an Association of Industrial Clinics for conference on common problems. Because of the knowledge of the actual health needs m each plant gained during die demonstration period, it has been possible so to adapt the schedules of physician's and nurse's time to the needs of each particular plant that there has been no break up of units which have so far been turned over to their own administration. The oldest of these units has now been in operation about four years. There are certain relationships between industrial units and other agencies which are so important as to demand a few words. 1. The relation of the health, unit to the private physician and to industrial cHnics in hospitals is a matter regarding which definite understanding is required. The unit confines itself to the treatment of sickness and injuries only so long as they are not serious enough to take the person from his Work. If an illness or accident is such that the employee must stop working, he is referred to his personal physician or to a hospital, and this reference is made directly by telephone. If, upon health examination, defects arc found which need to be corrected, the employee is inferred Industrial Nursing Section 203 to his family physician, a clinic, hospital, oculist or dentist as the case may be. The employee remains under the physician's or hospital's treatment untit he returns to work. If redressings arc needed, then they are done by the unit in order to save the time of the employee for the firm. 2. The relationship of industrial units to insurance carriers is an important con sideration. The charge for compensation insurance coverage is determined by rates faced by the State Rating Bureau, based upon the accident experience over a period of five years. The insurance carrier is much interested in lowering the experience rate m order to make the insurance costs to the firm as low as possible. Otherwise die standing of the insurance carrier would be lowered and the amount of business it could secure would decrease in comparison with other insurance carriers. The service provided by the health units is, therefore, approved by insurance car riers since it tends to reduce the experience rate. It does this in the following ways: (1) By securing early treatment for minor accidents such as cuts, abrasions, foreign bodies in the eye, ai>d the like; and thus by preventing infection and reducing the number of cases which become compensable. (2) By its health examinations it prevents the placing of handicapped workers >uch as hernia cases or others in places of employment where their handicap is an accident liability. (3) By its treatment of illness occurring in the plant it prevents sick workers from continuing at work without relief and this diminishes the liability to accidents to them. (4) The general stimulation of interest in health and safety in the plant, the training of first aid workers, and other educational activities tend to create pride among employees in holding up standards of health and in maintaining low accident rates. The health unit also enables the insurance carrier lo care for certain compensable accidents at less time-loss expense to the plant than where the carrier does this in its own dispensary. Minor accidents are easily handled by the unit physician and the tame which the worker loses is greatly reduced, the charge to the insurance carrier being a minimum one. Where injured workmen are obliged to be sent to the carrier dispensary or to a hospital for first treatments there are frequently re dressing* which need to be made over a considerable period of time after he returns to work. These are made by the unit at a minimum cost and the loss of time of the employee In going to the outside agency is saved to die employer. This time of the employee which is saved is a distinct asset to the firm. If the concern were obliged to bear this time tost it would mean that the cost of compensa tion insurance to the firm would be increased by this amount. Conclusion: The establishment of a health department hi a plant having upwards of 500 or 600 employees and thus able to use the full time of a nurse is comparatively easy. They need only to equip a clink, employ a nurse, secure a part time medical service, and go ahead. But plants not having enough employee* to warrant a full time nurse must look to some joint arrangement in order to secure health service at an expense proportionate to what large plants pay. The health units whose or ganization and administration I hare described constitute an attempt to demonstrate the practicability of such joint service, an attempt which so far has met with a large measure of success. Chairman Hecsxl: I am sure that Dr. verts' paper answers many of the questions that have been in our minds. Will Dr. McCbcmel, of the Metropolitan Life Insurance Company, open the discussion? Da. W. J. McConncl (Metropolitan Life Insurance Company) : Dr. Everts gave us a very excellent description of the work being done in Philadelphia. I think it is the most valuable single demonstration that any voluntary health organization 204 Nineteenth Annual Safety Congress has ever done. It is not permanent, nor can we expect voluntary organizations to continue *ucb work, because of lack of personnel or funds. Of seven small plants I visited in Indianapolis, four have asked if I could stimu late interest in such service. I was very glad to bear Mr. Browne and Dr. Everts tell me that not one of these units which was organized or one plant in a unit had discontinued the service because they were dissatisfied. I think the success of this work is going to depend on the development of some supervision through our industrial bureaus of state and municipal health departments. Miss Wilbelmina A. CAXvex (American Pulley Co, Philadelphia) : Is Phila delphia unique In this service? Da. McConkel; It is the only city which has a service of this type and on the same basis. They are doing similar work In Cincinnati under Dr. McCord; I believe the cost is much higher. CuAiaUAit Hunel: The second paper is by Miss WUhelmina A. Carver, of the American Pulley Company* of Philadelphia. The Nurse in a Small Plant By WILHELMINA A. CARVER Supervising Norse, American Pulley Company, Philadelphia, Pa. We have beard diwiiwcd a number of times in the last few years, "The Industrial Nurse and her Job." Tins has been done in a very broad way and little by little this thought has been brought to mind--how much die position of an Industrial nurse in a small plant differs from that of the me in a large plant. The one nurse in a large industry is there in a specific professional sole and she is usually kept busy attending to the dories of her jab in helping to treat and care for the injured and the ilL What about the nurse in the small industry? She has been employed primarily to care far the accident cases, and she will soon find that the treatment of the injured and the 0) take a small part of her time. If rise does not realize the op portunities of her position she can spend the greaser pan of her day In sewing, reading, or pciimps in nipping The nurse we art going to talk about does rafiae her wppnmmltift and sets about to make the most of them. Let its assume there as a port time donor employed and a dental clinic on certain days of the week. Physical examinations art required upon employment re~ Mamiwarinru yearly. We are assuming these aoiriries are a pun of the plant poHcy, as we begin our talk. If they do not already exist, the nurse has seme real pioneer work- to do, in ir*1^ her organization see and appredsrtc the value of these services. There are certain duties of the nurse tfset are obvious to her employer and to any one who might be interested in indmliial nirsing In caring for the accident case or the physically ill rmplnyrr. she should fallow ou a treatment prescribed by the doctor. Tteae orders shooVI he in writing. TVs not only protects the nurse, but will do much toward dispelling die oitipim often heard that "the industrial nurse is too independent of the dacaor.* who after aS n the one to diagnose and prescribe. She may. lo some cases, take a very active part in the physical eammations. At least a routine system of dental work and physical i sumatinm la made and carried out by the nurse. She arranges appointment*, in tins may pnwring loss of time for the employee and for the doctor as vdL She sco to it dot (be employee who has a physical defect or affliction reports tack to the mrrikal deportment at stated times. Industrial Nursing Section 205 Many of the employees have a horror nf tlie physical examination, and as in most industries this is compulsory, the nurse can do much in educating the employee in the value of these examinations and in dental hygiene. This requires time and pa tience, but will certainly pay as wc know coercion used in one case will undo a great deal of good work and cause dissatisfaction and dissension among the employees. Then, again, tear is the greatest factor causing unwillingness on the part of the employee, to agree to a physical examination--the fear of losing his job ii some physical defect is found. The nurse can make it clear to him that "firing" does not necessarily follow; she can make him see and realize that his greatest help lies in knowing of these defects. She can bolster up his courage and Itelp him to adjust himself to his life and work in spite of a physical handicap. The same method of education must be used in regard to dental examinations. The average tendency of the employee Is to watt until the tooth aches and then have it pulled. That way of reasoning is, after all, lack of knowledge and the nurse must take the time to explain the necessity of mouth hygiene if physical health is to be maintained. Another of her obvious duties is in regard to safety. She must be familiar with safety rules that arc applicable to her type of manufacturing. She must know and be able to explain state compensation laws. She must be a ntemher of the safety committee in the plant, and having acquired a "shop intelligence", and having famil iarized herself with the different operations going on in the plant, she can, at the safety committee meetings, discuss the hazards with a clear knowledge of what is being talked about. The men on the committee will soon realize this and value her opinion on all matters pertaining to the safety of the employee*. A part of her daily routine should be a. trip through a portion of the plant, watch ing the employees at work, always on the lookout for unsafe methods, with the' hope of helping to make the employees and the .management realize the folly of allowing shop hazards when there may be a way of eliminating them. She is interested In the sanitation and ventilation of ti>c plant. These arc other reasons why frequent walks through the plant .are advisable. Plant housekeeping, while it may not come directly tmder her jurisdiction, should be carefully observed by her and she sltould fed free to criticise and make suggestions. This can be done in a tactful way, if she has maintained a friendly attitude toward the `persons whose job it is to keep the plant neat and orderly. There Js usually a lunch room, varying in size from a sandwich counter to a well equipped cafeteria^ This is strictly under the nurse's supervision, and she should not only insist upon cleanliness but should see to it that well balanced meats are served and that the prices are within the means of the employees. She is interested, too, in the recreation of the employees. Where only men are employed her part is not active, but because she shows an interest in their playtime she will.be kept posted in all the recreation activities going on during lunch period and in the evenings. If there are girls employed she is often called upon to help them find entertain ment during noon. lunch period. It may seem advantageous for her to organize evening clubs if she feels these activities will be one. way of educating the girls in appreciating clean Healthful play. By observing them at play she will often dis cover traits and habits which might help in solving the cause of a physical ailment. The nurse in industry should bc..famUiar with all the policies of the management, wage scales, bonus and insurance plans, and' should understand something about labor turnover." She should be a member 6f all inner organizations, such as beneficial associations and works coimdjisv^,; Now, after having talked*'for"the last few minutes on the duties of a nurse in a small industry, I have really 'rfof' tbu'cKed on the most important part, as is cited by one employer. He' :sayv '"THe aUtse* hi the plant should be of more value to the 206 Nineteenth Annual Safety Congress well organized industry than any one other employee. Her personal contact with the employee and hi* family build up a morale and loyalty which is invaluable.*4 While dressing an injured part or giving a treatment, her friendly interest will gain the confidence of the employees. They will soon realise that it is not necessary to be injured or to Require a headache in order to tell thdr troubles to the nurse. She regards each employee as an individual, and while listening to his story stops to consider some necessary attributes to make up a happy contented person, who is able to do a day's work safely and well. She realizes the close connection between the shop and the employee's home life, his family; their illnesses and worries are his and be brings these worries with him each day to his machine or' work bench. (I wonder how many accidents could be accounted for in this way?) The nurse must visit the homes, not to do bedside nursing, but to advise. Many times this is all that is needed. She must be familiar with all social agencies and hospital policies in her vicinity, and in this way guide, not only the employees but members of their families, as well, to the proper place to get the best service with the least money spent. The Ideal way, of course is to be able to take the afflicted person to the hospital clinic, if that is needed; this is particularly appreciated by the foreign bom, as every thing seems so difficult and strange to them- The worries may not be of a physical nature; finances are frequent causes of home worries. The nurse must be familiar with budget plans, and she will find most families are cooperative in trying to carry them through. She must be able to put herself in their place and in this way understand the many tilings she might be inclined to dismiss as foolhardy. Then again the worries might be among individual employees, between a foreman and one of the men or between two employees working side by side. She must listen to both sides and try to come to a clear unbiased opinion. She must be carei ful in what she repeats as her good work is over if the employer or the employees lose confidence in her. The employees must be free to come to her during the day. She must have a dear understanding about this with the management and the foreman. She can be trusted not to allow a man to loaf unnecessarily in her department. All sorts of jobs will come her way, from both the management and the employees, after she has established this "Court of Personal Relations"--assisting with natural ization papers, legal questions, which are probably beyond her, except for advice as to where to get the needed information. Then sbe will be asked to help chloro form the infected plant cat or perhaps take a stitch in a tom garment; and in the next breath, "Our new baby is fine, but won't you go over and see my wife, she wants to talk with you about having Johnnie's tonsils out." If her employer does not realize the importance of this sort of contact--the value of these many daily duties, which is intangible, but which without doubt does much toward establishing a loyalty among the employees and building up the morale of the entire plant, making the employees feel that the management is not just interested in the work they can get out of him, but that his life as a whole is their interest-- if her employer does not realize the importance of this work, it is probably because this side has never been presented to him and it Is up to the nurse to sell phq of Industrial mxriiog to him. Miss :Hilda Nelson Our big problem is our bdp. We have been able to assist our employers a great deal In getting close to the men, and also to the mother and knowing what happens to the children in school. In our Immunization programs in the com munities we have also been able to do a great deal of health education work in the home, talking with the wife, who in turn tells her hnsbaod. Mas. Blanche Lloyd Heuuhx (Carpenter Steel Co, Reading, Fa.) : We have Industrial Nursing Section 207 about a thousand men. Most of my time is taken up in the dispensary. Last year I did over 144)00 dressings and redressings. I feel the need of getting outside. What suggestion have you for a case of that kind ? Miss Nelson ; Get more nurses. Miss Carver: Have they a first-aid persoo? Mas. Helsinki We have a number of first-aid people, but they arc employed throughout the plant and cannot come in. Miss Carved: In my plant of 350 employees 1 have so few accident cases tliat I spend half of my time outside the plant, leaving a first-aid boy in charge of the dispensary. Mas. Hsleine : The best compromise that I have been able to make is to have the people come to me. Chairman Heioel: 1 think that solution is very good. If a man asks me any thing about some member of his family, I say to him, "You just make it a point to see your family doctor because my company only takes care of the employee." Wc hear so much about the industrial nurse replacing the family physician but we don't mean to do it at all. Any further discussion ? Mas. Wooo: We find many men neglect getting doctors for they can't afford to pay them, so we do all we can for them. Chairman Hbiuel: Nurses should be lamiliar with all the city agencies where employee* can be treated. MISS F. G. Finnell (Philadelpliia Company of Pittsburgh): Encourage men to plan for medical care as for everything else. There are so many needy cases that it ill behooves company nurses to send employees to charitable organizations. Miss Cabver: Our men always pay. We take none of the families into the hos pital without having them pay what they can afford, according to a rating of the social service department. Chairman Heidel: I talked yesterday with a nurse who has a unique program in a local concern. Miss Quinn 1 Um Quinn (Pittsburgh): The employee brings a time card to the hospital department. He rings out on the card and is not charged for tlic thne. Chairman Heidel: And your system of so much taken out of their salary? Miss Quinn : That is for the dental department Two dentists alternate, giving advice free. A nominal fee is charged for. dental work. The employee pays fifty cents or a dollar a week, and by the time the dental work is finished, it is paid for. Chai*mak Hriorl: I think that might be applied to other cases, such as treat ment of the eyes, and so forth. The third paper of the afternoon, prepared by Mr. Oliver G. Browne, will be read by Mr. Harvey S. Cook of Cleveland. Harvey S. Cook (New York Central Railway) : Mr. Browne regrets very much that he could not attend and asked me to read his paper. The Viewpoint of the Management By OLIVER G. BROWNE Assistant General Claims Attorney, New York Central Lines, New York City I am highly complimented to receive an invitation to speak to your organization on the subject of Nursing Service in Small Plant*. I am not particularly dear, however, why I should have been selected to do this, unless the news has been broadcast that on the New York Central Lines we have a number of so-called small plants and have had and are having a rather happy experience in connection with the establishment of so-called first aid stations. In any event, while I feel hardly qualified to handle the subject because of the limited time 1 have been connected 206 Nineteenth Annual Safely Congress with actual contact with the management of the nursinr units, I can at least give you the benefit of such experience as I have had and my observation of the working of these stations. Our first aid stations are, for the most part, located in connection with our shops, although we do not under any circumstances confine the operation of these units to shop work. In locating ooe of our stations it has been our purpose to centralize H, as far as we can, with the probable need from the standpoint of injuries and contact with the largest number of men--in other words, where it will be mose useful. In each instance, that will have to be determined by a survey of the situation and your needs. Our first aid units are organized with a view of rendering as complete a service as possible to the company and its employees. I am not going to say that we are doing it but I do say that we are trending in that direction. There is no question that the service is of value in connection with injuries of every character, and there is no question that the first aid stations generally are of value to the men and in the relationship of the company with its men. There have been so many papers delivered before your organization in the years past, touching on the importance of employers' relationships and the benefits of a handy nursing plant in case of emergency, that it would be idle for me to dwell upon that subject further. I do believe, however, that a first aid station, established primarily because of the advantage of taking care of injuries that may occur in the operation of the plant, is of very great value in spreading the propaganda of good health, and creating a safer feeling among the men that when anything occurs to them during the period of employment, there is a ready and competent medium through which proper care may be administered to them. I Have had knowledge of this from many angles and I have no hesitation in saying that it creates a feeling of satisfaction that such a medium exists. I was much interested In Dr. W. A. Sawyer's excellent paper on the subject of "The Nurse in Industry from the Point of View of Medical Service" which came to me through the November, 1929, issue of The Industrial Doctor, published by the New York State Society of Industrial Medicine. Dr. Sawyer so ably presented the subject and so ably analyzed the necessary qualifications for a successful nurse in an industrial plant, that h would be idle for me to attempt to say anything on that subject. I do feel, however, that when you have secured a nurse who qualifies by the standard set down by Dr. Sawyer, the next thing to do is to furnish her a station equipped and arranged as a proper setting for the work to be done. While a person with an attractive personality and sound judgment might be successful in any sort of a station, certainly if yon haven't one that is neat and clean and capable of being kept in that condition by the nurse you are not going to get 100 per cent service from the nurse herself. Disorder and confusion cannot possibly aid in getting that which you should expect nor yrill It Inspire the confidence of the man who needs attention. It has been our experience that in the conduct of these stations, the nurse becomes more or less of a leaning post for Individuals who have no conception of tbe proper way to preserve their health or-their economic usefulness. I will go a little further and say that in many instanoes-the nurse becomes the confident and advisor in many family relationships because of the confidence in her knowledge and judgment that is largely had as the competent nurse gets the proper grasp in the field in which she is working. I have never thought that a nurse at any time should be a substitute for a doctor. There is a hiatus, however, between indifference to one's individual welfare, or the welfare of one's family, and the stern necessity that requires an individual to go to a doctor or to call a doctor for his family. In this respect, whether It be injuries sustained by the Individual, or a condition of health of himself or his family, the nurse can be both a valuable help and an influence in arriving at the solution of the problem presented to the individual, even though, a* >are confined to the plant. ganization, her activities Industrial Nursing Section 209 It cannot be said that the successful industrial nurse is solely an aid to the doctor and although quite popularly regarded as such, I feel that an industrial nurse, or one icngMd to a so-calkd first aid station, does not live up to present day needs unless she fits in your industrial organization and harmonizes her work with it The situation is entirely different from that to be found in a hospital. The nurse docs more than administer first aid or act as a surgeon's helper. While in many instances the so-called first aid is a treatment, it is frequently the only treatment It is true that it is done in an emergency, but that which is done must be done promptly, and it is done by the nurse because she is the only one available to do it and her efficiency and her knowledge of the work required become of prime importance in the handling of the case. There are hundreds of such cases monthly and the vast majority of them are those which, were it not for a convenient first aid nurse, would receive no attention whatever, due, for the most part, to the carelessness of the individual and his dis inclination to take the time necessary to have any other treatment given. The amount of economic usefulness preserved and the amount of suffering prevented because of this prompt and efficient treatment, it is impossible to estimate, but we who have had experience with the benefits of efficient nursing service and some knowledge of human nature generally, know that it is invaluable. Then too, the nurse comes to know the men. She comes to know whether or not they arc in need of treatment or whether they have undertaken treatment and have become slack about it She is often an influence that will put a man in a course of treatment which will prevent him, not only from doing harm to himself by a continuance of work without it, but sometimes from becoming a casualty or causing casualties to others through neglect or lack of the necessary knowledge. The value of a first aid organization in a small shop may be difficult to measure, but it is needless to say that in avoiding tbe disorganization of shop forces and delay in treatment of men who are injured and in saving the time of a man in going to stations far removed, it is collectively of great value. In a shop where there are a number of men employed, there are so many injuries of a minor nature which would be neglected, some of which would cause lost time or more serious conse quences if they do not have first aid, that it is bound to cause a slowing up of the work and substantial loss of time. This same chance of a minor injury, a mere scratch, becoming a serious injury is often prevented in those cases where otherwise a first aid treatment might be given by a foreman in a shop. The proper and efficient first aid being given by the nurse reduces the chance of infection and thereby saves loss of time and expense. A factor entering into this subject is the better record kept of injuries of a slight nature than under any other system. Many foremen are prone to make no record or report of a case unless it seems serious enough to warrant a loss of time. There are many minor injuries, which, not properly cared for, may ultimately result not only in great expense, but those in which serious loss of time and suffering will result. 1 believe an accurate report should be kept of all injuries, however alight. It is quite common for a case to be brought up at a subsequent period where ill results have obtained, and a claim to be made that this dated from an injury. We have been able to determine fraud through the record of treatment maintained by the first aid nurse. On the other hand, we have been able to establish that men who later claim serious injury, as a result of accident, actually were infected at the time they claimed they were, and it has resulted in fair play to the injured man as well as a satisfactory disposition of the matter later. There are many things a nurse might do that will save cost in first aid oper ations. She may, in her spare time, prepare and sterilize bandages which will be infinitely cheaper and just as satisfactory as those purchased in Utc way of supplies in much more expensive packages; she can and will prevent much waste caused by the inexperienced use of first aid materials by laymen; she can make herself useful 210 Nineteenth Annual Safety Congress in connection with perronnel orgaoizatioo; through her records she can assist the plant in maintaining accurate statistics on the accident experience; she can see that reports are promptly and fairly made; she can make her first aid station the center of activities concerning the health and welfare of the men; and I am sure that when you consider the advantages to be had from such an organization, you will find that the cost of the service in a plant of any fair size will be little, when compared to the cost, under similar conditions, without a station and a nurse such as has been described. Chairman Henna.: Thank you, Ur. Cook. Dr. Gray, will you open the dis cussion? Dt, A- S. Gray (State Department of Health, Hartford, Conn.): I agree abso lutely with all he said. Chairman Heidel.; Are there any further discussions? Dr. Redden? Da. W. R. Redden (Hew York) : Industry is beginning to recognize the value of the health of the people it is employing. Illnesses in industry causes a loss of 400,000,000 days a year as against 61,0001000 days due to accidents. The aeddent is spectacular. Disease isn't spectacular except to the Individual who has it and wants to tell the neighbors about it. The result is ft will take a great many more years to convince an industry that it pays to build up some sort of servfce that will keep people well. Many industries take a man who is trained in first-aid and put him in charge of a smalt dispensary and he does everything, from things out of the eye to giving a little medicine. I wonder how many nurses here have been practicing medicine. If you nurses were organized and developed your own standards, within your own group, I think you would take the first step toward giving industry a better service. 1 don't believe any nurse has a right to do health work or > service in an industry without medical supervision. 1 don't care how small the plant, there should be a medical man responsible for everything that is done. Convince your industry that it is necessary to have somebody who will supervise your work who has a medical degree and can outline treatment. Chairman Heidel: Wlteti industries realize that good nursing service is pur chasable, they arc going to employ the type of nurse who is well trained. A certain industry discontinued nursing service after eight years. We actually know from visiting the plant that the nurse hooked rugs in her office, and when a patient went out, she forgot him aod started on these rugs. Later the head of the phnt said, "We did close out the unit, but we are going to reorganize and this time grt a nurse who actually knows wbat she is doing and can develop the plant for de em ployees' benefit." Dr. Greenberg, have you any discussion? Dr. Leonard Greenberg (Yale Medical School, New Haven, Conn.): The plant very often cannot afford the cervices of a full time medical officer of a fuO time safety engineer. The industrial nurse very often is the most satisfactory per* son to take care of minor surgical dressings and to tabulate the industrial ---* records so that safety work may still be handled in an efficient manner. This b an important and responsible task. The industrial nurse should occupy the of liason officer between die management and the worker; in doing this the per* sonal element in management receives its share of attention as does the p--y*"*1 element in the hospital through the ward nurse and in the home through the Risk ing nurse. Such efforts conducted by the plant nurse would help to remove from industry the stigma that it possesses no soul. Chairman Heidel: There is almost no connection between private duty mming and public health nursing. Mas. Young: I am interested in all the things that people seem to think a nurse should do. It is a problem of placing responsibility. If you put the responsibility on Industrial Nursing Section 211 the nurse without giving her any executive authority you have a problem. The nurse has to be much more responsible than most people arc willing to let her be if she is going to be as helpful to the firm as we all hope. Chairman Heidel: We feel that the nurse we are training and hope io train is going to be backed by authority because she will have such a wdl-roundcd back ground that she can take care of those things. One of the big points that a nurse should see to is the sanitation of the plant. W. H. Winans (Union Carbide and Carbon): I agree that the nurse who was knitting rugs was not the one to be fired, it was her boss that should have been fired. I want to emphasize the point that the nurse to meet her opportunity and to render the real service she should to Industry must feel herself a part of the management. John Barton (International Business Machines): We have 2000 people. We run between eight and nine hundred calls a month to the first-aid nurse. We have the service of a doctor when necessary. I expect the nurse who works with me to take care of her end of the managerial part of the business. I would not expect tvr to go out and tell our service department to pm in certain ventilation, hut we look to her for recommendations. 1 gain from the previous discussion that the nurse should not do anything without the doctor telling her. That may be a little far-fetched. Our nurse, if it is reason ably possible, wipes particles off the eyeball. If for any reason she doesn't frcl safe m doing that, she sends men to the doctor, and that is our biggest expense. Our nurse also gives people aspirin tablets. If I am wrong, we should also clean out a lot of our drug stores that we have that our nurse has access to and uses. Chairman Heidel: Many industries have too much promiscuous giving of medicine. It is always wise to Have a doctor who is responsible, and who issues standing orders. Mr. Barton: What do you do for a man who has a headache or Is bilious? Do you treat him or refuse such cases? Dt. McConnel: I sincerely hope that the day will come when every industrial nurse will consider herself a representative of the medical department. nml < believe that every medical department should be made responsible to the manage ment not to the personnel department or any other. I have seen personnel men attempt to instruct the .nurse how to treat eases. I don't believe Dr. Grecnburg meant that the nurse should act as a go-between, but we know that frequently it is necessary for the medical department to Interpret t!te employee to the management and the management to the employee. Miss F. G. Ftnnell (Philadelphia Company of Pittsburgh) : Great things have been accomplished through having properly equipped first-aid stations with a graduate nurse and a physician in charge. The nurse is at the plant all the time and perhaps the doctor is there one or two hours a day. The nurse is told to encourage the employee to report to her, If He is sick or if he is injured. There is more loss of time chalked up on account of the common cold usually than front accidents. A nurse is permitted to do first aid for a man who is injured. If the man comes In with a common cold, her hands arc tied, she is not permitted to give as much as five grains of aspirin. If we encourage that employee to come to the hospital, shouldn't we be permitted to do something to relieve that condition? Ma. Winans : Absolutely. Miss Finnell: If the nurse takes the temperature and finds that the patient has nothing but a common cold, she should be allowed to give a person a saline cathartic and tell him how to care for himself the rest of the day; if he has an indication of temperature, tell him by all means to call the family physician when he gets home. Miss Carver : I have been given permission to give a saline cathartic and a standard grippe capsule. My only argument is that there should be standing, written 212 Nineteenth Annual Safety Congress order*. I think the doctor will back you if you have those. Then, of course, I tell the patient to report back if he doesn't see his family doctor. Mrs. Heleink: In our plant wc have standing orders for all common illnesses such as colds just the same as we do for injuries. The doctor stands back of me in anything I give and trusts my judgment. I think if all industrial nurses will work right with their doctor* they will find the same tiling. Chairman Hzidel: For the sake of safety on the part of the nurse, if the Chair may be permitted to do so, I would like to say that each nurse should fortify herself with standing orders. We have with us Mrs. Violet H. Hodgson, who needs no introduction, and she is going to talk to us briefly on the voluntary nurse's service to small plants. The Educational Program for Industrial Nurses By VIOLET H. HODGSON, R. N. Assistant Director, National Organisation for Public Health Nursing Mrs. Violet H. Hoogson: It is very evident from the trend of discussion that nursing service in a small plant is not a small Job, that it is filled with peculiar difficulties, that the content of the nursing service is considerably varied from that in a large plant, that the variety of services, the nurse is called upon to do is very much greater than in a strictly professional service such as she renders in a large industrial dispensary, that there are administrative problems peculiar to small plants which have not yet been solved, that there arc problems of profession.!! equip ment that arc peculiar to the needs of the nurse in a small plant Dr. Everts has told us very pointedly that we need an administrative type in the small plant. The problems in relation to administration of a service to the small plant, and I have in mind plants of 25, 50, 70, and so on up to 500 employees, have not yet been solved. The Philadelphia Health Council apparently is the one out standing organization that has attempted to meet and has met this need in one community, but that is far from reaching the needs in this entire country, and wc arc told from studies that have been made that a little less than one-half of the employed are in plants of 500 or less. We also know that wc have a fairly clear field for speculation in administrative methods, and it is because the field is so comparatively clear and unhampered by any precedent that I venture to give any opinion. Otherwise, I assure you I wouldn't be so bold. Other than tlw Philadelphia Health Council method and a few other tuberculosis associations that have copied this procedure, the one other group in the community that has attempted to give service to small plants is the local public health nursing association. As far as I know, these are limited to the voluntary group. 1 see. however, no reason why an official agency couldn't undertake the administration of such a service. You sec that I am indeed speculating, and to continue with this speculation, it would seem that the local public health nursing association was somewhat equipped to give such a type of service. It has, in the first place, the machinery all set up to give community health service. It has its representative board of the members of the community, and in many instances the wives of management who have a peculiar interest not only in the health of the employees hut in every member of the community, knowing that the health of the employee is affected by the general health status hi that community. You have also on that organization a medical advisory committee that protects the nurse from the pro fessional point of view and maintains a proper ethical relationship between the nursing profession and the medical profession. You have on that organization, and I have in mind a well set-up organization, supervision which should aim to provide certain minimum high standards of service at all times. You have flexibility in the Industrial Nursing Section 213 handling of that nursing group that provides continuity of service to management and to industry. The organization can adapt itself very well to providing an hourly appointment service so that it is easily possible for the nurse to appear at the plant at any one stated time during the day. From the professional point of view I also sec certain definite advantages in the administration of such a service, and 1 shall begin by assuming that the nurse who is attempting to give service to industry is a well prepared public health nurse who has had special experience in industry. 1 think this type would more nearly come to meeting the desire of management. That nurse can spend one hour a day in n plant of fifty or a hundred employees, whatever would seem best, depending upon the nature Of the manufacturing process. The remainder of her time during the day could be spent in other public health nursing service, perhaps in the families of thene employees, covering the whole needs of the family from the pre-natal period on through adulthood. As the service grew in the industry, she could take on other plants until pcrhnrs her entire day was given to service in industry. While sbe was doing this, she could introduce another nurse on that staff in the industrial field so that if by any chance she gets married or is ill, there is no break io that service. At the same time, she has the advantage of having supervision, of being kept abreast of the times in public health and preventive measures, not only in industry but in community health through the educational program of that organization. U we carry our speculation a bit further and assume that this service would eventually become popular in that community so that perhaps 3000 employees were receiving care m this fashion, that nurse could eventually, if she is the right type, grow into a part-time specialized supervisor on that staff, being responsible for the techniques, procedures, and administrative measures within that plant so that there would at all times be uniformity of service. And if wc can go on a little bit further, and I think this carries it into the realm of dreams perhaps, to the time when the organization would have 6000 employees under supervision, tills same nurse might well become full-time specialised supervisor. Then her responsibility other than that which I have just enumerated would be to instill in all the members of that staff an industrial health consciousness so that the nurse who Is going into the home to look after the baby of (he worker in that home knows the needs of that worker in the plant, and we would, indeed, have, or more nearly tend to have a true family health service so that the nurse in the plant and the nurse doing the pre-natal work and the nurse doing the school service would all be teaching the same fundamental principles of hygiene and disease prevention, as well as rendering expert professional service in their own peculiar lines. If I may be pardoned for this venture into the realm of the thus far unknown, 1 would like to support my statements with the fact that I truly believe that such a program is based on sound principles of organization and administration and pro fessional nursing service as well. Cnairman Hum: Mrs. Hodgson has given us something to take away and dream about, as she said. I don't believe it is so far off, because industries are about the first to realise their (so far) rather slipshod methods. This doesn't go for all industries, but I ant thinking of a lot of them that don't give any type of service to their employees. I would tike to have Mrs. Hodgson tell you something about the educational pro gram being planned for nurses In Industry. Mrs. Hoogson: I was tempted a while ago to reply to die gentleman who said that you were not organized. It was awfully hard to sit tight and not say anything because rapid strides have been made in the last year in organization. Our Section itself has been in existence since 1920. There are at the present time about six state sections on industrial nursing, and there are at least two or three in the process of organization. There is a general interest among the industrial 214 Nineteenth Annual Safety Congress group toward organization, which I believe is a healthy sign. There is also this trend which is quite promising: nurses are asking for guidance in post-graduate preparation for industrial nursing. They arc aware that the problems of personnel management, safety, and industrial hygiene are not touched upon in their hospital training and that this knowledge is essential in satisfactory administration of their service within the plant. The national organization through its advisory committee and this section, and also allied with the National Tuberculosis Association, Is engaged in a Joint project which is interested in the development of nursing service in industry. Some of the projects which have been undertaken are already producing results in the form of organization, the work of the education committee in attempting to outline a curricu lum that will meet the needs of the nurse contemplating, service in industry, the institutes for nurses now employed in industries so that they can keep up to date on the newer developments in the fields of industrial hygiene, sanitation, and the hope that some time in the near future we may produce a manual that can be used by the nursing group as a guide so that there will be more uniformity of procedures and techniques and even in our thinking and interpretation of our jobs both by those now employed in the field and those who are coming into the field in the near future. It is most gratifying indeed because the responses come not only from the industrial nurse group but from management as well, and when we think of the development of industrial nursing, it would be short-sighted indeed if we did not think at the same time in terms of enlisting the support of management, because management after all is responsible for the health service in the plant and they cor respond to the board of any other public health nursing organisation that if administering a service. Chairman Hbipsl: 1 want to add just a word to what Mrs. Hodgson pointed out; that we can best be informed by reading the magazines, by membership in the National Organization for Public Health Nursing. They set apart part of their editorial staff to find material for you and it is all very valuable and you will be more interested in it if you read them as they come to you each month. Dr. Sappington is going to summarise, or have a little message to leave with us. Da. C. O. Sappinctoh (Health Director, National Safety Council) : I want to make one point, and that very briefly. It seems to me there is a fundamental, psychological basis for the difficulty In providing health service for small groups. We have been deliberately led into the fallacy of believing that health problems and their solutions are different in large and small plants. When a small plant administrator secures definite information as to what constitutes good health service in industry, his reaction is usually this: "That is fine; in fact, that is practically ideal for targe plants, but it doesn't apply to me." He immediately begins to think in terms of large plant medical service instead of m terms nf small plant medical service. He becomes seared because he can't im mediately start a full-fledged health service In his small plant. That is not the way he started his plant, and that i; not the way he does business. Dr. Watson, of the American Telephone and Telegraph Company, fifteen years ngo started his health service, which has now grown to be something to be proud of, with nothing but a desk. The answer is, begin on a small basis. Begin your parttime service at once. I think another difficulty is that most of the small plant managers feel that the knowledge concerning this sort of work should-be in water-tight compartments, that we should give him a list of what he ought to do and a list of the apparatus he should purchase, with specific directions as to how to use it, similar to a prescription. They are trying to reduce all of this sort of thing which should be flexible and which must be changeable to a list which does not grow. J think, then, that no plant, regardless of how small it is, has to wait any longer. Industrial Nursing Section 21S We know enough anw so we can apply all these things, and if you want health service in your flam Id%. yea can get it regardless of how smalt it is. Qiabwas Hum: la there any question you would like to ask Dr. Sappington ? Uus Hua Kum; I can see how Dr. Sappington's remarks would hold good where you Inw (he Visiting Nurses' Association that Mrs. Hodgson speaks of, but what swid you do for part-time service in a small place where you have no such mxatiflB and perhaps have a smalt plant of 200 employees? Dm. SAlWXCTon; Pot ta a nurse who will work part-time or who is capable of dong other things in the plant Mi, Wivajss: We have met the problem by getting a woman of many parts, a nurse with industrial training who is also human and intelligent and will do many other thing* in the organization that will warrant having her. Cvauuaam Hsxml: In sorpe parts of New York State the Board of Supervisors of small townships have appropriated money for a part-time visiting nurse service. Have you anything to add, Mrs. Hodgson? Mrs. Hoogson: I feel there are possibilities of developing a service under the direction of the state. I think that is in line with the thing Dr. McConnel had in mind when he spoke of the State Department of Industrial Hygiene. There is a nursing department that could work very closely right there at headquarters with this department. The state supervising nurse could be the director and the consultant in such a state-wide service. Whether that should be under the Bureau of Indus trial Hygiene or whether it should be an activity of the division of nursing al ready set tip in the state department, that would have to be worked out in each local situation. Mas. Hojcikk: I know you will all be interested to hear that Pennsylvania now is organizing an industrial nurses section. The details haven't been set up yet, but it has been accepted by the State Public Health Organization. We are having a meeting in Allentown the thirty-first of October. Chairman Horn,: I trust that this movement on the part of the nurses of Philadelphia will be copied in many other states that have not already such an organization within the state. I want to thank each one that has participated in the program this .afternoon, not only the people who prepared papers but those who entered into the discussions and gave os she benefit of their opinions. So we draw to a close our Second Annual Meeting of the Industrial Nursing Section of the National Safety Council. ADJOURNMENT NINETEENTH ANNUAL SAFETV CONGRESS NATIONAL SAFETY COUNCIL Psychology and Safety PROPESSOR J. A. MELROSE, Lecturer Department of Philosophy and Psychology, James Miliiken Univarsity, Decatur, 111. Editorial Note: The application of psychological principles and methods to the problem of human relations in industry is a subject of gTeat and growing interest to industrial executives and safety directors. Professor Melrose has had a re markable success in presenting these principles, to audiences of laymen, in a way that they can understand and use. His course of four lectures on "Motivation-- Why We Do What We Do'* at the nineteenth Annual Safety Congress was enthusiastically received and there have been numerous requests for copies of the lectures which could be used for further study or as a basis for shop talks. The following abstract of the lectures is therefore made available to National Safety Council members in pamphlet form as well as being included in the complete Transactions of the Congress. LECTURE ONE The Importance of Human Motivation to Efficiency and Safety I am very glad to be able to present to you. as one of the features of this great Congress, this series of four lectures on some of the practical aspects of psychology which may be applied to the problem of accident prevention. I ara a teacher, and I look at this as an educational opportunity in the best sense of the word. Because, after all, education is just what the word means; it means a leading out. But I want to assure you, at the beginning, that I shall not be able to bring yon much in the way of detailed information. Any man who tries to make you believe that he can give you a lot of detailed information on psychology--detailed information that you can use in your work-- is cither fooling himself, or you, or both himself and you. In the very nature of the case, all that we can give to you in the field of psychology is iiutght--insight into situations in which you have a practical need and certain great principles that can be applied to help you meet these needs. What I am trying to do, therefore, and the only thing that I am trying 'to do, is to establish m your minds a sense that there is a great field here that is not yet adequately canvassed, and to call to yoor attention some principles that can be de pended upon in an attack upon this field. What I am thinking of. therefore, is not education in the usual sense of the word, but training. My success will be dependent entirely upon what you do. My hope is that what I shall give here will constitute 217 218 Nineteenth Annual Safety Congress in some sense an insight and a vision that will issue in action; that is, in a new kind of attack upon /our personal problems, in a new interpretation of them and in new methods of work. Every individual is such a complex institution that any man who stands tap and offers you "rules of thumb" by which yon can manage yourself and other men is either a fool or a liar. Because, in the very nature of the case, you are dealing with very complex factors all bound together. It is this-fact which makes psychology difficult and which makes the books on psychology so confusing. ] once heard Mr. Kettering, of the General Motors Laboratories, say that when a man would come to him and ask him to hire a certain other man who was described as "knowing almost everything about every subject," he would point to his encyclo pedia and say: "Any one of those volumes there knows more than that man knows, and we don't even have to board the book." Practical Psychology That We Can Use Tint is exactly my attitude. 1 have no confidence in mere bits of information as such--excepting when this information belongs to a man who is wise in experience and who has a technique of action and wi.o through his skill can drive this informa tion out on the hot shaft of his own personality just where it belongs. Psychology has been almost spoiled in two ways. One is by pseudo-psychology. The public is terribly oversold on psychology that isn't true, the kind that appears in popular magazines and the newspapers. The other is by the difficult psychology of die textbooks, which "talk about what everybody knows in language that' nobody can understand.* Between these two it becomes rather hard to get practical information oa a sub ject that is. after all, fundamental to all subjects and the very basis of the social sciences. What we are trying to do fn these lectures is to get into our subject of psychology in a practical way. end just "mooch around" in it and "soak" in it until it begins to dawn upon us in what ways it is related to our own personal prob lems and to accident prevention in industry. The reason this method of approach to our subject is important (and you will pardon me if I start with these generalities, because I am merely building a founda tion) is because it is no* natural for us to think of psychology as important. History proves that fact if it proves anything. It is natural for us to think of it as not important or not to think of it at all. We have not yet bored down to the point where we see that while other things are very important and essentia), they mil lean hark upon this one subject--the human factor. Tbe Human Sciences Have Been Neglected \Ve are an objective people. We are "go-getters." We are busy "putting it over." or "bringing home the bacon." It doesn't come natural, in an aggressive and operational society, to dig back to the foundations of things that cannot be seen and that cannot he handled as I am trying to handle this subject. The human factor has always been neglected. When the early thinkers, the Greeks, first started out to do their fundamental thinking about this world, they first con sidered nature--objective things. And it was two hundred years before the Greeks turned back to think about man. That is always the order in which it goes--always. Science developed that way. The first science, in the serial order, was astronomy. Tl>cn physics, chemistry, and biology. Only in very recent times have we developed psychology and sociology, the human sciences. It is natural that the things most fundamental should be appreciated last because they are deepest. Obviously this condition is still true. As we look about us we see oo every hand Psychology and Safety 219 men with the highest type of training in all sorts of abjective engineering. But how much do we know about human nature, except mere common-sense adages about it ? Who has ever analysed it for us in such a way that his method seemed to us some what like, in approach, the type of thing that the engineer does when he attacks his problem ? The human factor has not been treated as a fact to be analyzed, as it should be treated. Likewise, in business, there has been the same development toward the human factor. After all. that is but the truth of the Great Book---"That which is first is not spiritual, but natural, and afterward the spiritual." That is a law just like any natural law. and it is because of that law that I am belaboring this point. Some of you have done a good deal of work in psychology, and some of you probably little. But 1 have a feeling that none of us has appreciated to the full the actual funda mental importance of this psychological approach to industry, both from the view point of safety and general industrial morale. Industry Cannot Neglect Psychology The reason that we do not think of the human factor at first is bi-cause we work first through oar senses, through our eyes and ears and touch. It is quite obvious, when we begin to reflect or think, that psychology is fundamental. But this fact i$ not obvious until we do reflect. I want now to become definite and to call to your attention the fact `' r e * in that part of industry which is most mechanistic and most material, even ere the psychological factor is always the first one and the most important one. The purpose of industry or manufacturing is to create a useful product by the application of labor to raw material. Your own manufacturing must begin with your raw. material. If your material is not suited for the product that you are waking then your product t* going to be an inferior product. If your raw material is bought at too high a price--let us say, for the kind of product you arv makingthen you cannot compete and it will result in disaster to your business. In such a case your product isn't successful. But when your product isn't good or doesn't become what you want it to be, It is always the material that is blamed, because that is what you see. You blame the material, but in reality it was the man who was to blame. He didn't get tbe right material. The material he got was good material, but not good for your job. Human Nature The Key to Many Problems The key to the situation then is not the material (as you are apt to think), it is the man who got the material. We tend to overlook this fact. Again, when this raw material is brought in, it is put in storehouses and store rooms. What it a good storehouse? A good storehouse is a storehouse that is set up on the basis of Ahmos nature. A storehouse for a squirrel or a monkey would not be suited for a man. A man has two hands, he walks, he has eyes, he can't see in the dark. And a storehouse that has materials badly placed, where you roust rehandle them many times, wastes time and irritates tliose who do the work and tends toward accidents. The reason for this is because the storehouse was not set up according to Ammon psychology. It should be set up with the fact in mind that man is made as he is made. Operates as he does operate, is pleased with the things he is pleased with, and is made as "mad as a wet hen" by the things he is made mad by. If you have a storehouse that is set up for man's need, then it is a good storehouse. Again we see that the himn factor is fundamental. 220 Nineteenth Annual Safety Congress Next, how do you get your raw materials to your machines? How is it drawn? J it assembled by a tot of "red tape" that takes unnecessary time and is irritating? Or do you let men go in and take much more than they need, and permit it to lie around and be lost and stumbled over? When we dig back to find what is the matter with such wasteful and hazardous methods, we find that they are not suited to man's nature; that is, human psychology. Men are doing the work; the key to the situation is a human key. Our problem is this; we must inquire what kind of a going machine is man. How may he get materials in the right way hi our storehouse, and convey them with the least expendi ture of time and effort and wear upon his disposition to the place where the work is to be done? Once more, when we start our machine our attention Is upon the machine--not the material now, but the machine. But our attention should be still upon the man. Because nobody has ever yet made a machine, no matter how he links the units together or how he starts the machine or how he stops it, on which a man can't "soldier" If he wants to. Your Machine Depends on Your Mao After all, the success of the machine depends first upon the morale of the man who is running that process. You may say, to try to.keep him from soldiering, that you will speed up your machine. But you can't speed up your machine unless you haw your man with you. If you run your machine too fast for him you will make your man nervous and he will begin to reflect too much upon his work. He ought to control his move ments largely from hts spinal cord, and if he gets to thinking too much about his movements he will cut off his finger or lose an arm. If the machine goes too fast for him he will injure himself and spoil your material. On the other hand, if the machine goes too slow for him he will perhaps begin to think about some of the things his wife said to him when he left the house that morning. He may get a tittle angry, and forget, and stick his arm or finger in the machine. Too stow or too fast, that is when most of your machine accidents happen. Going too slowly is as dangerous as going too fast. Your machine should go fast enough so a man can't do too much day-dreaming, but not fast enough so that be has to think with his head. That is a poof- place to think--when working on a fast ma chine--just as driving an automobile by thinking is a poor way to drive. A Good Driver Drives With His Backbone If you see somebody coming down the street driving an automobile with his head, you should get to the curb, because he can't think fast enough to keep up while going at 40 miles an hour. If a man is a good driver he drives with his backbone. He has relaxed muscles and a relaxed eye. because he has a set of skilled habits that drive for him, and he does the right thing before he has time to think. This he must do to avoid accidents. It is just the same with the man on the machine. He must have a set of motor habits, through eye and muscle, that will enable him to do the work required by the machine so that he will not have to think as he does it. Neither must it go alow enough to permit him to think about other matters. If so he will become tense, which is bad for your production and an accident hazard. Your machine must be adjusted to the man who runs it. Obviously, when your product is done and it is taken over to the advertising and sales department, it still depends upon die human element It can be a splendid Psychology and Safety 221 product, good raw material, brought from a good storehouse with a maximum of speed and efficiency and the least friction upon the men who work there, run through a factory with wonderful morale, and yet the whole thing may flatten out with the human failure of your advertising and sales department From beginning to end. the human element is at the bottom of your results. Of course, the mechanical elements are tremendously important, but the psychological factors must be taken care of first. Last year a toll was taken among the superintendents of great industries that have nation-wide advertising campaigns, and ninety-seven per cent of these men declared that the hcanan factor is the greatest factor in industry. That attitude is new. It wasn't very long ago when our factories merely had so many "hands" work ing in them. We have had a great awakening. But until the rank and file--the foremen and the safely leaders and the straw bosses--awaken to the importance of psychology, and until this thing goes right straight down through industry, it will not be as effective as it ought to be. We Can't Learn Merely By Reading The people of our country, says Janies Bryce, are wonderful judges of ends. But they are poor judges of processes, or means to these ends, unless they are trained. What we need is to get our mind upon processes. AU the problems that are worth considering are problems of process. I don't think anybody can know anything in any other way than by process, or experience. A man can learn from books if he cao leam from anything, but if he just learns the books he will be topheavy in a short time. The only way to Icaro effectively is to learn In the manner by which you learn to play a game. You can't learn to play a game by reading a rule book, howsoever much you read it. You cant learn anything that is valuable in this world--where all things worthwhile isue in their fruits--unless you put them through your own actions. What we are trying to do in this lecture Is to get down to the bottom of this human element of action. My next subject in this inquiry is a study of the mechanism of the power house of man. How is our power house organized, when we took at it the same as we might look at a machine in our factory? What are its limita tions? How does it work as a major machine? learning What Kind of Power We Produce The next step is to break this machine up and show the different kinds of power that it produces, how one shaft can run off here, another shaft off there; how. we can gear in to it and get ooe kind of power in this direction, another kiod of power tn that direction. We shall break it up into separate parts that represent the dif ferent ways In which we respond. Finally we shall see the method of stimulation that is needed to tie up our power machine to our working machine. One of the reasons why we haven't made more use of psychology, is because it is so complex that it discourages us at first We don't know where to take hold of it. We don't know how our actions are going to be taken by different individuals. They may take the same action very, very differently. Until we know something about the basic principles of psychology and how to apply them In our contacts with men we are confused by their complexity. Therefore we may tend to get discouraged with psychology and fall back fust upon good nature--try to have a broad smile and slap other men on the back, all of which is good. Under this plan we merely get as foremen plump boys with good livers who can smile easily, and I tell you it is good business to get them. But we shouldn't stop here, because below this is a great field which requires analysis. 222 Nineteenth Annual Safety Congress Let me -illustrate the nature of the complexity of the problem of psychology. Soppose you say, "I saw the sun this morning.*' That is a common-sense remark which everybody will coder-stand. But really you didn't see the sun. You would hare had to look through ninety-three millions of miles of space. Also it took the light you saw eight minutes to come from the sun to the earth. So you w3t have to go to the science of physics and psychology if you want a more precise answer to that question. You will have to say something like this: "Events were taking place ninety-three millions of miles distant in space and eight minutes ago in time, which, transmitted across space at the rate of one hundred eighty-six thousand miles per second.-fell upon the receptor that I call my eye, and gave me the experience that / call m cemmon-seiue, seeing the sun." Making Psychology More Simple The reason 1 can see the sun is because my eye is so wonderfully made that it can receive and respond to any vibrations of cicetro-magnetic energy, between four hun dred million millionths and eight hundred million millionths of a second--not more than that, nor less than that--and give me the experience which I call "seeing the sun." You may think of this as a simple experiettee, but consider what enters into it. The little retina, as thip as a tissue paper, has eleven different layers in it- And the optic nerve that runs back to the brain has in it a hundred thousand little strands of nervous tissue, each one too fine to be visible to the naked eye. In other words, life is infinitely more complex than common-sense is disposed to think, and it is just this complexity of life that has oftentimes discouraged people from the study of psychology. What 1 am going to try to do in this lecture is to start to make this subject simple. It can't be made very simple, but the major factors of it can be made simple. First, man is just like every other living creature in ooe respect; He is a mar velously sensitive creature in the midst of a stimulating environment. We don't notice a good many of our stimulations. The atmosphere, for example, ts pressing on us fifteen pounds to the square inch, and wc don't notice it. There is usually an indoor temperature that we feel. That is because we have thousands of warm spots on our skin and a half million cool spots. We are Marvelously Sensitive If somebody makes a noise in our chamber when we are in deep slumber, we will respond to this noise even though we don't wake up, because our body responds to a lot more than we know that it responds to. We are marvelously sensitive; and all animal tissues of every sort--microscopic animals or higher animals--are jut the same. We are set in tite midst of a dynamic environment, amazingly sensitive to what goes on about us. The higher the organism the more sensitive, because it has a com plex nervous system with many receptors--the eye, the ear, the taste bulb, smell bulb, touch bulb, and the muscle sense. Pain spots are so thick on our skin that we have to sharpen a hair to find where there are none. Our whole body is just bristling full, beyond our comprehension or imagination, of tiny little organs so fine that the highest microscope cannot analyze them--taking m what comes to us from our universe. That is the first picture to get, that we are very sensitive creatures in the midst of stimulating environment. ' We were made that way. We have a certain original nature, and our stimulations determine what we do about it. When you go into your factory you find just tliat kind of man there--a sensitive Psychology and Safety 223 man. A good many of the stimulations to him you will not pay any attention to. But you will give attention to a good many of them, because you will have sonaetlung to do with the situations that will stimulate him, what they shall be, what they shall do. You will help to create the situations that will stimulate the man. A little amoeba, round in its quiesccrit state, is so smalt that you cannot see it with the naked eye, but it likewise responds to everything that you do. It can say "yes" and "no" just the same as you do, only it has no vocal cords to do it with. It responds to physical stimuli, to electrical stimuli, to chemical stimuli, and to thermal or temperature stimuli, and you don't respond to anything but these. Of course, wc respond to mechanical stimuli io a much more refined way, becadse the amoeba can respond only to touch, whereas we respond to touch and light. Light is mechanical stimulus but it is amazingly refined. All Creature* Have a Kind of Mind If we look at an amoeba under the microscope, it looks just like a tiny little drop of water. We can't see a thing in it. If we touch the amoeba with something he doesn't like, he will dent in and run out what is called a false-foot to get away from it. Then he will roll along into his foot to get away from the stimulation. Qn the other hand, if he does like what we offer to him he will throw out arms and wrap around it, because it will be something he can digest. He makes a stomach of his whole body and stays there until it is digested, then opens up and leaves what re mains. ' In other words, this little organism which cannot be seen with the naked eye has mind in the same sense that we have mind. He has unconscious or motor mind, be cause he is stimulated by the very same classes of stimuli that stimulate us, and he responds to these stimuli just the same way we do, for or against. He can learn. He profits by his experience within a rather narrow margin. Now do you see what I am getting at? Human behavior is too complex for us to understand. Why, if we tried to understand even the behavior of a housebroke dog--all the things a dog will do--we would simply get lost, because they are so wonderful and so complex. If we go back to the beginning of the simplest forms of animal life, and see the simple elements of psychology present, we begin to understand what is fundamental to psychology at the higher levels. Everything We Do Follow* a "Pattern" Now we can come back again to ourselves, and find factors in common with lower forms of life and understand ourselves better. We find that the amoeba is stimulated on all sides by its environment--gravitation, and air pressure, and everything else-- just as we are. And suppose there comes a stimulation of a mechanical sort? The amoeba reacts to it the same as you or I. He accepts it or rejects it. He either goes toward it and takes it; or he goes away from it and says, "No, thank you." All of our own behavior falls into exactly this same pattern. Everything we do Is based upon a stimulus and a response. Here is the formula:. s-O-r. It means, stitnulus-Organism-response. , Everything we do from morning until night it based upon this formula--a stim ulating situation, and the response of our organism to this situation. In the last hatf iiour each one of you has done thousands of things, many things about which you were not at all aware---scratching your ear, fooling with your watch chain, manip ulating a ting. If we step into the middle of things, human nature is amazingly complex. But by going back to the simplest form of animal life we see that the behavior found 224 Nineteenth Annual Safety Congress there >s also the pattern of our own behavior, and that all of our behavior, howso ever complex it is, falls into that pattern. We respond only when we are stimulated; and we respond, when wc are stimu lated, according to the kind of an organism we are and the state of our organism, or body, at that time. In our behavior formula (s-O-r) the O (Organism) should be written large, because the animal or organism determines what the response will be. Sometimes we respond to food with great avidity, sometimes we doo't. We deter* mine whether or not a stimulus shall be a stimulus by die state in which we are when we get the stimulus. Sometimes we wake up in khe morning after having had. a wonderful sleep, and we go out and read the newspapers and look at all the pood things. Human Nature la Not Born--Bat Made Another time we wake up after a bad night's rest, feeling kind of grumpy, and we read about aU the murders and rapes and robberies. The difference is in ns. All the time, from morning until night, we are selecting what we shall respond to, depending on the kind of organism, or person, we are and depending on our feelings at the moment of stimulation. If I were a foreman or a safety engineer in an industry, or an executive in con trol of men, my first interest would not be machinery safety devices, even though they are so valuable and necessary. I would work first to make men, and let them do the rest, because your men are the foundation. If you have good men you have a good organization. Some of you who know your men, know what men in your plants to pick out when you want a job done. The man is the key to the situation, and man is a made product. Human nature is not born. It is made by situations--by social situ* ations, home situations, industrial situations, by church and school. A man's life and Its influences have long, long effects. My philosphy of life has come to be very simple. I am not doctrinaire about toy theory. I believe in just one thing--pood men. I don't mean necessarily pious men alooe. I mean men who are good from the head down. Men who have good, dean, dear-cut thoughts, who have a good moral nature, who have a respect for the things beneath them and above them, men who have a going system of reaction--skilled men. When we come to believe more In men than in theories, we will begin to get somewhere; because the man is always the key to the situation. Our formula is s-O-r. The organism-- that is, the man--between the stimulus and the response is always the kry. All Our Actions Say Either "Yea" or "No" AU our responses fall under this formula, this pattern. All psychology comes under this formula. No matter how simple or bow complex our situations, whether we are conscious or unconscious, asleep or awake, all our reactions fall under this pattern: stimulation--reception by ourself as the organism--response by ourself to the stimulation. My next point is that our responses are always of two kinds (though never both at the same time)--either yes or no. Everything that is Awe in your plant from morning until night strikes your men with either a yes or * no effect Some of these happenings may not register very much--though a lot of things which do not seem to have any effect do register, just as "drops of water wear away stone-" Some of them register at once, aa you know. Some of them make a man very much pleased; some of them make him mad clear to his boot too*. Psychology and Safety 225 Everything that takes place in the industrial situation, just as in any other situa tion, is a stimulus and response proposition to start with. The person receiving it always does one of two things to it--accepts ft or refects it. That is pretty simple, after all. We now have all of psychology reduced to a simple ground plan. This is where our motivation comes--our responses. If we say "yes" to a situation we are motivated toward it. If we say "bo** to a situation we are motivated away from it. We may run or we may fight, according to whether we are a coward or a hero. But we say either "yes" or "do" to everything that happens to ui We either receive it or reject it. I wish to lay these facts as a foundation, and call attention to the fact that our motivation is at the very bottom of our life and that all that we are is our motivation. If you want to get anything out of another man, his motivation is all that you liave to appeal to. And if you want to make anything out of a man, motivation likewise is all that you have to appeal to. This is the reason, you see. why advice is about the most plentiful and useless thing on earth. So much of it never makes a contact with a man's real motivation. Unless you get Hold of your man where he reacts, sc that he does react to you, he stays and you go. You may think you have said something to him, or have got something across to him, but you haven't. That is why I said, at the beginning, that what I accomplish through these lectures will be measured by what you do as a result of these lectures in your own work. Safety Depends Most On The Human Factor Finally, I want to be clear as to my attitude. I am not Interested in any one phase of industry. I have not said much in this lecture about safety--but all that I have said is relevant to safety. I am not any more interested in the front office than I am xa the worker in overalls, not a bit. What I am interested in Is the morale of industry as a whole--that industry shall become more humanized; that wc shall face the human element in industry the same way that we face other facts j that we shall find out what are the human facts, and then get right with these (acts. Until we do accomplish this we will not have a healthy industry. The greatest factor hi getting Industry in good morale is the human factor. We shall never, I think, do justice to this human factor until we begin to analyze it the way 1 am attempting to start this series of lectures. Then carry this analysis on to the different motives to which man responds, and on to the different ways in which we can influence him to respond wholesomely and socially to these motives. The reason I have said little about safety as such is this: we can easily get me chanical safety in many places. In a great many types of industry we can develop mechanical safety practically to one hundred per cent. But that will not develop safety to one hundred per cent--far from it. Ninety to ninety-five per cent of all accidents are caused by the human element, and we can't get at safety by safety methods alone. When we get morale, then we can teach safety. Then we can put up safety posters, then we can put k) our safety devices and they will work. But if we have bad morale in our organization, so long as our bad morale stays bad, our men won't work well. We can sink a piece of iron in water, but h will float in mercury. The difference is not in the woo; it Is in the medium. When vre create morale in a situation, the results we are trying to get In .safety work will increase much more rapidly. Where we are making great success or great records in safety, we can put it down (I think with great assurance) that we are doing it In plants diet already have good morale. Our plant morale,.after,.all, is the foundation that carries our safety idea across. . 225 Nineteenth Annual Softly Congress LECTURE TWO The Source of Body Mechanism of Motivation I tried to say in my previous lecture that there is everywhere--in all work that involves human operations--a growing sense of the importance of the human element. There is a growing sense that we are only scratching the surface of almost all the tilings we arc trying to do unless we have, either consciously or unconsciously, gained some control of the human factors involved in it. Very often we have some control of the human factors but we do not know it, and so we lay our success to other factors. Many a foreman or safety engineer who is very successful in managing iuen in difficult and variable conditions is a good psychologist on his job, whether he knows it or not. But naturally a man will have greater success In his practice if he understands the theory of the practice, provided he doesn't get off on a side track on theory, but keeps his theory and his practice together so that he has a theory of practice. I spoke to you in my previous lecture about things that have been holding psy chology back in the past. One of tltese, I said, is pseudo-psychology; and there is one additional point which I should like to emphasize. Some So-Called "Psychology" Is Worthless There is hardly an industrial plant anywhere that hasn't been visited within the last year or two by some gentleman (who usually wanted to be called "Doctor") who Had something to sell that had something to do with psychology and which was supposed to do big things for the men of the plant right now---a new kind of mem ory work, or a new way of psycho-analyzing men, or measuring them from their chins to their foreheads, or looking at and studying their photographs, or taking a case history, or what-not Some superintendents and some managers of plants, being deeply interested in psychology and very conscious of a need here; have nevertheless not been acute in fudging what would be effective. As a result they oftentimes have eodorsed this man. and have sent him into the plant to take very good money from workmen who needed it. and he gave them in return something that was not worth a good "hill of beans" Such plant experiences naturally interfere with sound psychology. Such experi ences often throw suspicion upon the kind of sound psychology that does not make claims which it cannot meet. Your Keal Psychology Will Pay Dividends I want to say a good word, however, for scientific psychology. Work that is scientific may seetn to move slowly, but if you have a good mao and he is scientific, he will pay large dividends in the end, if you are patient. I am not able to deal with scientific psychology in a popular address, but I say that it is of the greatest im portance to get your psychology in the form of exact measurements when you can. I don't know what memory is and I don't know what mind is, but I can take you into my laboratory and measure your memory with almost the same kind of pre cision that you can measure the distance across a room. I can tell exactly how fast you learn, how fast you forget, how fast you re-lea n, how long it takes you to for get a certain amount of material, or whether you learn better by one method or by another method. Not only can I measure this, but I can measure it for you in quantitative terms. Psychology and Safety 727 The man who comes to your plant (some of you probably have psychologists) and adopts that kind of technique may seem to move slowly at the start. But if he is practical in aim he will deliver the goods to you because he has the same mea surements that have been applied with such power in all the other fields of science* 1 said in my first lecture that psychology is all reducible to stimulus and response situations in which the organism (ourself) is the key. This statement of the or ganism as the key is rather a new thing, that Gestalt psychology has brought to ut. The old psychology text books ail say "stimulus and response." Some of the new books are already getting into the habit of saying '`stimulus, organism and response;" because no stimulus is & stimulus per se. It is a stimulus only because the organism accepts it as such. The organism (ourself) is so constituted that certain things do stimulate us. But what stimulates us at one time may not stimulate at another time. Saying "No" Merely On The Outeide I am going to deal in this lecture with our simple "yes" and "no" responses to our stimulus situations, which I mentioned yesterday as the basis of all our motiva tion. If we stimulate a man so that he responds, he may say "no" on the outside. He may say "bo" merely with his voice. Many a man does that when a salesman comes along: and if he says "no" right off, the salesman has probably already sold him, and ail the salesman needs to do is to stick to it, because if the man didn't care at all be wouldn't even say "no." When a man says "no" emphatically to a thing, he will make a good convert when you get turn. If the minister finds a man who hates the church, the minister ought to camp on his trail because this man is religious. The reason he is ugly Is because be is not being satisfied ; he wants something he isn't getting. When a man says, "1 don't care a tinker's dam," make up your mind that he doe* care a great deal. If he doesn't care he won't say anything. When a man cares, he may say outwardly something directly opposite to what he says inwardly. What he says inwardly is the real thing. A man often Kes. Sometimes we call it defensive mechanism; at times we call it lying. It is the same thing; it means that he says something with his language mechanism that he doesn't My down lower where he lives. I want to show you how this yes and no works, because when we influence a man to say "ye*" we have motivated him forward. When he says "no" we have motivated him backward. Every motivation is either yes or no. Here Is the law for this behavior: "We tend to repeat and learn quickly that which brings in (results in) a satisfactory state of affairs." The opposite law is: "We tend not to repeat and not to learn that which brings In an annoying state of affairs"--and the "annoying state of affairs" is always stronger Bun the other. We know better what we don't like than what we do like. How Our Body Machines Actually Work I want to call your attention to the way in which this actually works in the human body. You have machines in your plants. Some of than are power machines. Some of them are work machines. But they all have a certain type of structure, certain shafts, certain wheels, certain pulleys, certain levers, and so on. They are definite. They don't change from day to day, and the processes they perform are performed because they arc mechanisms to perform just that sort of thing. While ffte processes of psychology are hidden they work through a mechanism which is lust as definite as any other mechanism la a factual and a physical situation. 228 Nineteenth Annual Safety Congress There are two kinds of mechanisms in our body. There is the power mechanism and the work mechanism--just the same as there is in your shop. The tendency, when wc don't know anything about such matters, is to be interested most in the work mechanism, because that is the thing which scans most in sight, and it at tracts us most. If a little child should go into a factory where a work machine was running, the child would think the machine was the cause of the action. He wouldn't understand that there was, somewhere, a power which had been turned on by a lerer or a switch, and that certain gears were tied up to a shaft which carried the power along and applied it. He would think the power was right there where he was seeing it operate. In the same way, the work machine of a man is outside of him and easily seen. His legs, the muscles of his torso, of his head, of his arms, are all work machine; his power machine is inside. When Our Inside Power Isn't Controlled The reason why we often manage men so badly is because wc pay attention just to what they do oo the outside, and then try to get them to do differently. Many a man knows (just as well as we know) that what he is doing isn't right. He has a bad temper. He has this temper stamped in- It is a part of himself, and he blows up once in a while. He is just as sorry about it as we are, maybe more so. But he does it over and over again, because he doesn't know how to get a handle on himself where his power plant is, and when he gets mad he does the same thing over again. He gets tense alt over and trembles. and his hair stands on end and he feels like smashing every thing in sight. He does that on the outside because he has a certain state of tension on the inside. As a comparison, if you suddenly turn the power oo a work machine the machine will go, whether or not you are grinding or making anything. It is just the same with a man. He may blow up and do nothing, or he may damage things, simply because the power has been turned on but not applied to useful work. I want to call your attention first of all (just for the purpose of distinguishing them) to the work machine and the power machine of man; that is, the bases of them in our nervous system. Our power machine is our autonomic (self-controlling) nervous system, localized low down in our trunk or torso. Why We "Lose Our Punch" This fact hasn't gotten into the books very much yet because we have only re cently rediscovered octr power machines. The ancients knew something about its secrets. They said: "Out of the heart are the issues of life." That old book of wisdom, that wonderful book the Bible, says that ugly word "bowels of mercy"-- tender feelings that arc low in our viscera. Through this system originates ocr motives of action. We have gotten so heady in our civilization and think so much of our intellects that we have lost our viscera. We lose our punch when we lose our viscera, because this, after all, is our power machine. It is inside of us. It runs into the cavity of our body. It gets hold of our ductless glands, and our digestive processes, and the pumps of our body, because these control all of our vital processes. When oar processes are going well, then we have strength in our muscles outside. No matter how good our muscles are, if tlicy arc not backed up by a good power plant they peter out. It is our power plant that first of alt matters. .i. As contrasted-with our power machine, our work machine is localized higher op Psychology and Safety 22y in our trunk. It is our central nervous system. In localizing our work machine we may leave off our brain at the top, because it is, after all, an auxiliary. It is a very, very valuable auxiliary when we come to careful work; but the main part of our central nervous system controls the outer musculature of our body. Let me repeat what are the respective functions of these two systems. The function of our autonomic nervous system (our power machine) is illus trated through the fact that there are always two nerves to all of the internal or smooth muscles of our body--the muscles around the stomach, the intestines, the glands, the heart, the lungs, the pumps of the body, the reproduction and sex organs-- all of the older processes of the body, ail those that are fundamental to animal life. Keeping Our Body Adjusted To Itself You often hear about a man's spinal cord, but man has three spinal cords. Two of them are on the outside and belong to our power machine. The other one is on the inside and belongs to our work machine. . The central cord is the one that has been getting most of the attention. Only recently the ductless glands have been discovered, yet they are the forces that control the thermodynamic system of our body, the temperature, the respiration, the circulation, and all the factors that keep us in trim. Our power system likewise controls these functions. There are nervous centers along the spinal column, one on cither side of each vertebra. These are the points that the chiropractor plays a tattoo on when we go to see him. Our power system takes care of all the processes of the body, not the outside activities, but the processes of the body. This system adjusts our body to itself, keeps us balanced, keeps our temperature right, keeps our circulation in accord with our activity. If we start acting from the outside hard and fast, the report of this activity be* gins to come back to our power machine--and power starts to come up. In your manufacturing plant you have to turn on the power; but your body is a self-reg ulating machine. As soon as our work machine starts, by some motivation in it self our power machine speeds up. In contrast, it is the function of our central nervous system (our work machine) to control the outer musculature of our body. It controb through nerve paths to the Ilead, to the body, to the legs. It controls the outside striped, or string muscles of the body--as contrasted with the inside smooth muscles of the body. Our Power and Work Machines Cooperate Therefore this central nervous system (our work system) controls our body with reference to our environment. It gets us at things to change them, or it gets us away from things. We go toward things with our legs, or away from them. We decide either to run or to fight; or we say, "I'll change this and make it to suit my self." The reason man has conquered the face of the earth is because he didn't have to take his environment as he found it; he could make an environment for himself, by means of houses, by the use of coal, by wearing clothing, and so on. But permit me to repeat that while our autonomic nervous system controls the inner processes of our body and our central nervous system controls the outside work of our body, these two systems are related. They are tied together as a work machine and a power machine ought to be; but they regulate themselves--differently from most power and work machines, where you have to press a button or throw a switch or pull a lever and put the power on to the work machine. Our combined nervous system, with its two parts which work together, takes care of itself. It is a self regulating, a self-repairing, mechanism. Let me show you how it works. Tfeing intelligent, man can decide to do some 230 Nineteenth Annual Safety Congress things without being impulsively motivated. For instance, I can deckle that I will start to run half a mile. But just deciding that I am going to run half a mile doesn't start any strong action in my autonomic system. It just gives me control of my outer muscles, because my brain mechanism is attached directly to my muscle mechanism, not to my autonomic mechanism. We can t change our autonomic response very much by thought. We can't make oor heart change beating or our pulse change its rate very much just by thinking of it directly. But we can make our hands or our legs do something, because our head is an auxiliary work machine that cooperates with our main work machine when there is need. So wc say, "I stop to think." When everything goes all right nobody thinks. That is why nobody does very much thinking. We do not think until we have to do so. Real Thinking la Hard Work Our brain is tied up with our central nervous system and is an auxiliary; we use it only when we have to. The hardest thing in the world to do is really to think. When wc say. "I think," most of the time we don't think. We call it thinking but it isn't. We just rehearse our thought habits. When we hold anything up and see it part to part, in relation to the whole, that is hard work, that is thinking' We don't do that unless we have to. Analysing--real-Simon-pure thinking--is the hard est thing in the world to do. When we start ourself running, as suggested above, we start our muscles (through our central nervous system, or work machine) going pretty fast. But our auto nomic system (power machine) i just as it was when we started--it is going slowly. Thus we overload our work machine until our power machine begins to start up. Some of you have done the same thing with a work machine in your factory. You have put a bigger load on the work machine than the power machine would stand, and the wheels have slowed up. Likewise, when we start running and run a hundred yards, we begin to putt and teel like quitting and feci tired all over. This means that our work machine lias too big a load for the power that we have on, because we started our work machine full tilt without turning on the power. But unless we have started too fast at first and if wc stick to it, by and by we begin to freshen up. We call It our "second Wind." When Your Power Machine Goes Too Fast What happened is this: when we developed too much toxin in our muscles con trolled by our central nervous system, the message was sent down to the "old fel low" who controls our autonomic system and he turned on more power. When the power came on, it caught up with the load, then both mechanisms were running at the same speed. So we went along our way fresh and feeling all right, because our autonomic system had regulated our body to itself. We had started one part of the body too fast for the other part, and it took a little time for the other part to catch up. But suppose, on the contrary, you are crossing a field and suddenly see coming a big white-faced bull with his head down and bis tail rising. You say, "Ooohl" and then you start. That "Oooh 1" starts your autonomic nervous system (your power machine). You will go to the first fence, and if you beat him there, as I hope you will, you won't be out of breath at all. It will be hard work to stop when you get over the fence, because by that time you have had a shot of adrenalin, a better one than the doctor coukf give you, and quicker, through the pumps of your body, and you have had some free sugar thrown into your blood. This time your power machine ffOt the running start and your work machine never caught up. Even Psychology and Safety 231 after you get over the fence you will be so tense and full of action that you can hardly stand still. Tlus is the relation between the two parts of our nervous system, our work ma chine and our power machine. In these lectures, because of limit of time, we are going to limit ourselves to our power machine, because we are talking about motivation and because, after alt, that is more fundamental. We could have much to say about the laws of learning as they are involved in our work machine, but we must limit ourselves. So the central nervous system will be eliminated from our picture. We wilt continue to seek the sources which motivate us in every way--those that make our impulses move, our emotions move, our sentiments move, our interests move, until they make our lazy bodies move. Turning On The Inner Power We are all born constitutionally lazy. Unless we can get the workman whom we wish to influence started by some of his internal drives he just "soldiers." It takes muscle to move our arm. It takes muscle to carry our body around. It takes labor to do the things we do from morning till night. If we haven't any particular motiva tion we do what a lot of primitive people do: we just do a lot of heavy standing around, because we are naturally lazy. But if we get hold of these inner drives of our man and turn on his power machine, then our man has got to do something because he is driven from within. If he doesn't do something then, he will worry himself to death because it will make him so tense that if he can't work out of doors he will embrace that "iodoor sport" of worry, which is just what tense people do. I want to call attention to the way in which our yes and no responses, which I previously mentioned, work on our nervous mechanism. Yes and no means for and against. How does the lever work that makes us say "yes", and liow does it work to make us say "no" ? Why We "Like" Things And "Love" People Our "no" responses relate chiefly to our upper nervous centers, and our "yes" responses to our lower nervous centers. Our entire nervous track (spinal column) has thousands of little nerves all mixed together. But there are certain centralized nerve paths relating to our yes and no responses. Some of these nerve paths lead down to the stomach; some go across to the lower viscera, to the sex organs, etc. Some of them go up to the pumps of the body. Whenever we have a stimulus which has to do with food or things we like, the response goes over the tract to the stomach. Whenever we get a stimulus that we like that has to do with people, it naturally goes over the tract still, lower down. We say we "like" things but wc "love" people. You "like" tilings, and do not "love" them, because you have a body that responds over a different nerve tract for things than it docs for people. Of course, by imagina tion a child may come to "love" dolls as much as people, and we can begin to have human sentiments about things that are connected with people. Our responses get all tied together later on so that we may have a love affair over something that is entirely inanimate. But in the first instance, responses to things follows one nerve path and responses to people follow another nerve path. Let me make it clear again that whenever wc have a no response, an unfavorable response inside us, the response goes up over an upper nerve path. The response may be very slight We may just say "no, thank you," or just make a gesture of rejection. Or we may become very angry and find that we have been shot through and through with antagonism and resentment; and this would be a very sharp retjKxiic over tle tame tract. 222 Nineteenth Annual Safety Congress When we get mad we straighten up and probably our Angers go out and tremble a little. Maybe our hair will stand on end and our face will get red. That is a marked no response--as when wc are terribly scared or terribly angry or terribly shocked with grief or terribly worried. We may have a pleasant feeling toward people, we may feel friendly toward a certain individual, we may be favorably impressed at first sight with a man or a woman. We may be deeply attached to a person; or even have a very great love affair so that it fairly upsets us in both our waking and sleeping hours. Such re* sponses would be mainly over the lower nerve path. Our Men Can't Forget Their Anger These nerve tracts control us like valves. Whenever wc have a no response for something, we cannot at the same time have a yes response. Our yes responses may go together, because we may love a lady very much and also like the gown she has on. But when we have a no response, our yes response stops. If it is a very slight no response, we may have a no response and a yes response very dose together. Just as the girl is said to do who has been courted and is being coy. She says no.then she says yes--no-yes--no--ytsi One can do that. It usually means that we are saying no outside and yes inside. When you make a man mad in your industrial plant you can go away and forget it. But he cannot forget it He is tense all the forenoon; and if he is on a dangerous machine he is a bad safety risk all the forenoon. You have made him tense, his muscles are tense, he can't think as clearly, he can't relax, everything he doe* b a little bit nervous. If you could get him to go out and run a mile and then come back, he probably would be all right. He was given a shot of adrenalin by his glands so he could knock you down or do something else like that But since he is afraid to knock you down he doesn't do anything but go back on the job and be nervous. It is a physiological condition because he has had the shot of adrenalin. Why Our Body Believes In "Safety Firat" The reason for this is because our no mechanism is the "safety first* reaction of our body. Our body believes in "safety first" The shock came to us like a fire alarm. It said to our body, "There is danger. Either fight it or run from U." Yon were put in readiness for this extreme action, and everything else for the time being was eliminated. This is good sense on the part of our body. Our body was made so that when we arc put into a dangerous situation every power of our body will be thrown to our assistance to get ti* out of this danger. In the first place, in animal life, such a danger was a physical danger. It meant a fight-or a run. Consequently, our straw no responses throw the power of our body on our pumps, get* us ready for muscular activity, takes away mil of our interest in food and other things, and throws our whole power into our mechanism of defense. Also when we consider love and sex, the same thing is true. "Anger and fear eliminate all friendliness, in the nature of the case. They eliminate all friendliness toward the person who caused the anger, and generally also eliminate all friendliness toward everybody. It is just the same when a man gets annoyed at his boas. He doesn't dare say anything to the boss. He goes home and take* It out on his wife and family all evening. A man is a little bit unusual who doesn't do that Resentment is inside him, it is just aching to come out somewhere because be has had the shot and is ugly. It has stirred up his fight instinct and he ts going to try to take H out on some body or something. Psychology and Safety 233 I have called to your attention how this mechanism works--that your no response Is more powerful than your yes response. You will observe this in yourself when you stop to think about it. When we study the lower animals we find that all they have is a no response. The very lowest animals can't say yes. Down below the amoeba all they can do is to kick-back when they don't like anything. As near as I can see, this kick-back mechanism is the best oiled mechanism in human nature, also. I think a man kicks better than he docs anything else. That is my observation. I should say that most people know better what they don't want titan what they do want. Maybe you sometimes think you don't want your job. You are disgusted with it, and you think of giving it up. Then there comes a lock-back and you say, "I guess not" This negative turn of your thought is what puts you wise to your real feeling. That 19 the reason why "don't do this" and "don't do that" in signs and rules, and in what we say, is often bad. It is not because don't is not powerful; it Is be cause we have stirred up the other fellow's don't, and it is powerful. We have caused resentment His don't usually is nearer the surface than is his yes. We have to look out that we don't get the wrong response. But if we can get the don't of the man working with us, then it becomes powerful in our direction. We Leant Mostly By Error One of the posters of the National Safety Council that was very powerful showed a man looking up at the clouds and the poster said, "Don't dream." That was good psychology because, whether the man who wrote it knew it or not, it put don't effectively where it didn't arouse personal antagonism. Wherever it does not cause personal antagonism, a don't Is better than a do, be cause after all we learn by trial and error. Almost all of our learning Is by error. We do the wrong thing, and then we finally learn how to do the right thing and try to stick to it. The don't are the basis of early learning. Consequently the no is more powerful tlian the yes. My point in dosing my lecture is this; we should realise--for our own personal morale and for our effectiveness as a leader of men--that a great deal depends upon what kind of messages we are sending over our yes and our no tracts. Messages are going over these tracks from morning to night. And if we find an upstanding man who has a clear, keen way of looking at things, who has a fine set of emotions, who has good and stable and well-socialized sentiments, who bos a body that is alive and under his management, we will find a. man who during his whole lifetime, either by accident or by his own gifts, has been sending the right kind of messages over the yes and no nerve- paths of his own body. That's what makes a real man. On ffte other hand, if we fiod a man who is impulsive, who blows up over nothing, who is' lazy half the time, who ts interested ur only a few things that he ought to be interested in, who is emotional on certaio subjects and cokl-bloodcd as a fish oq others, and who has sentiments only oo one or two things, then we will find a man who has controlled his yes and no mechanism blindly, and none too happily. Perhaps we shall also find him with a bad liver and a high blood pressure, because he has not been sending the right messages over those paths that lead info the processes of his body, and those processes of hit body support the whole musculature of his body and his whole mental and spiritual life. For the sake, then, of morale--and for the sake of safety--we should learn to open up our yes nerve tracks that relax us and develop our friendliness; and we should learn to use our powerful mo paths only when necessary. And in using these no paths we should be sure that they are for us and not against us. 234 Nineteenth Annual Safety Congress LECTURE THREE The Factors of Motivation In my previous lecture I called attention to the fact that all human behavior reduces itself to an accepting or a rejecting response. I called it yes and no. Now we can change the terms and say that human behavior has two drives; one is the forward drive and the other is the reverse drive- We either accept a thing and go toward it, like it, embrace it, work for it; or we push it back and get away from it or fight it off. And everything reduces itself to just that. These drives work very much the same as our automobile does, we can't run it backward and forward at the same time. The human body is just the same. We either say yes or no. Wc may say yes and no pretty fast, but we can't say yes and no at the same time, in the nature of the case, because the mechanism of our body won't let us. Difference Between Speed And Hurry On the whole, our yes responses tone us up. You have noticed a dog, for example, when he is ready to eat his food, how he steps around and hot-foots it about the floor, how eager he is. That is a new kind of toning up. That is the toning up that comes from a favorable response. When wc get deeply interested in something, very much attracted to it, possibly charmed by it, then there is a tonus that runs over our whole body. But it is different from the angry or the sorrowful or the' fearful tonus. It is a wholesome tonus. It runs over our whole body. It makes us alert, but it relaxes us. The no makes us tense. The yes makes us relax; we are wide awake, but we are free over our body. When we ore mad we are tense. But when we are happy and interested, we axe active but unbound and free in our whole movement. The difference is just the difference between the man who can make speed and the man who is in a hurry. There i* a great difference. If you ever saw a real master working at his desk who could turn out a tremendous amount of work, you also saw a man who knew the difference between speed and harry. A man who bas control of a situation and who is an able man, a big man in his work, has speed, but almost never hurries. How Some Men Rain Their Jobe A great many people are saying mo all the while to the universe. Tbeir whole habitual attitude i* no. They are worrying about something all the while. When wc are trying to get something to worry about we will find something. There are people even today who have been looking for burglars all their lives and haven't seen one yet. The attitude, then, of what a man is at the foundation ofhis life depends upon the messages that are going over this mechanism. This is a primitive response, this no response; it is good for animals. The animals need it today, to get away from what they don't want and to catch their prey. In the most primitive human society the ho response i$ very important. But when life gets as complex as it is today, when wc need to analyse life, when we need to bring our head into the picture, ail crude responses that arise is the solar plexus alone are almost a total loss. There is many a foreman, many a manager, many a man who is an engineer of men who is really ruining his job because he doesn't know how to control his own no responses. He is all the time provoking no in other people; whereas, if lie would Psychology and Safety 235 be more impersonal, if he would relax, if he would be fair, if he would have a certain chivalry about him, he would soon fiod out that there is a better way. It is the quiet man today who is getting things across, not the fellow who stirs up a lot of dust. I want to call your attention, as our next step, to the fact that we have more than one forward drive. Our automobile has. We have low, then we shift into second, and then into high. They are all yes shifts, they are all forward, but tlwy are different shifts. Our human mechanism also has several forward drives. We might add quite a few more than the ones I am going to mention. I am going to make this simple in order to make It clear and understandable. I have chosen only the "drives" or "shifts" that arc very fundamental. I am going to speak of them with reference to the growth of the child, because you will see them working better there. The Three Basic Needs of Children When a little baby comes into this world, he is an amazingly complex little organism. He is not human yet in the strict sense of the word, because human nature is made in human society. If you were to take a little child away from human con tacts he would never become human. He is simply a marvelously equipped little animal with the ability to become a social animal, but as yet he is not a social animal. The little child tliat conies into this world already has a certain reaction system. The first thing lie does is to holler and say, "Put my name down on the roll." Then he will move his arms around and kick his legs about. He does just three things,-- has three native needs--so far as l am able to observe. He has a need for food. (Of course he lias need for air; I am leaving out some things that are so fundamental wc don't need to pay much attention to them.) He needs to be nourished. The process of nutrition is the foundation process of all living tissue, so he has a need for that thing. Next, he is either kicking or hollering or moving his hands or he is asleep. He has the need for zest ond rest. When he is sleeping, that satisfies what nature requires of him. When he wakes up and lias his food he is full of action and moves around and kicks and squirms and then goes bade to sleep again, and then he asks for food again. And he has the need for love. At this early time the love need is very largely in the form of care, but you will notice that it is quite a trick to quiet a baby. If you will stroke certain parts of his body that are ticklish, the child will oftentimes become quiet. Sometimes a colicky baby may be quieted very quickly by a person who has a stable nervous system; instead of stirring tiie baby up more, that person has the trick of knowing how ta handle that child because he has a natural response lo cuddling and petting. Why Children Like And Dislike These are our fundamental needs, and we never get over them. They always stay with us. They change as growth takes place, but they always remain fundamental to our development. Tiiesc particular drives are located very definitely in our body. The food drive, and zest, and rest have to do with the health of body tissue. The love drive is especially the lower part of the body, located m the lower viscera and related to the sex mechanism. When a little child comes into this world he is the nearest to being the quintessence of selfishness in the innocent sense of any thing known. He will welcome anything his little bodv welcomes and he will resist anything it resists. He has the food mechanism all ready for action. All you have to do is start it and* each step takes 236 Nineteenth Annual Safely Congress care of the next step--a chain of native reactions. He welcomes food because that is the way he is set up. Certain other things his body will resist. If you take the tiniest child and pin his arms to his side, he will begin to twist, and if you keep on you will see a little ex ample of primitive anger. He will finally begin to kick and cry and move his hands because his whole body will fiy into an anger fit; he resists that. You have set off a reverse drive. His whole Ufe consists, at that early time, of physical yes and no responses. Socne things turn on the forward drive and some things turn on the reverse drive, and they are always entirely in the interests of the body; he is perfectly selfish. By and by something happens. He one day sits bolt upright on the floor (all of us have done it) and says `*ba-baM and "la-la." That is just a noise. He uses open vowel* first, no consonants. But by and by, just in the normal growth, that "ba-ba" and "la-la" becomes "papa" and "mama." His noise becomes tied up to people, certain people, and it begins to be a means of his getting what he wants to get. At about two years of age this child begins to use more language. He starts first with nouns: "dog," "cat.'* Then verbs with them: "dog bark," "cat run." Then adjectives; and all of us are still trying to learn the prepositions. When The Child Learn* About Others Language is a lifelong task. We begin it when we first sit up oa the floor and say `*ba-baM and "la-la." Did you ever think what a wonderful thing language is? Our language is a habit, just as much, a habit as putting ou our coat. It runs off entirely independent of thought. If we have learned a language, we begin to learn it when we first sit on the floor as a baby, and are at it all our life long. No wonder that wc can use language after so long a period of practice. As soon as this child begins to use nouns and verbs in sentences, something happens to him because he begins to have dramatic intelligence. He now has an understanding not merely of his own feelings, but he understands also how you feel. He begins to discover that when yon are pinched, it feels the same to you as it does to him when he is pinched; and that when you have a piece of sugar or candy, it tastes to you the same that it does to him when he has candy. That opens a new world to him. He moves out from a selfish world that is centered entirely in his own body and its experiences to a social world that begins to take in others. When a man is first bom he is an animal, be is self-centered. If he ever gets away from his infancy it will be because he gets over into the other side and becomes socialized, and gains increasingly in his courage and dares to throw himself in and share his lot widi hir fellows, because that is the larger life of shared values. Opr Three Social I>rivea When we come to this other side, which we are considering now, we come to our social drives. They, too, are natural. They, too, are on a natural basis, because every human being will get them if he gets the stimntatioos to call them out These drives emerge as onr personality grows. Our social drives are as follows: we have a need for (1) achievement. A child begins very early to try to attract attention. He will do capers before the neighbors (and sometimes embarrass his parents) just to get a little attention. That is the first feeling of being socially important. The greatest quest of human nature is a quest for a sense of worth. When a man lose* his sense of worth he has to reach up to touch bottom and he has no ground to stand on at alL Hence man tries always to protect his sense of worth. That is our first social need. Then we have need of (2) harmony. This is seen first in the human body, in its ability to stand upright. If we slip on a banana peel we don't know which way to Psychology and Safely 237 jump, but our body knows. Without any consciousness of it at all, we have in us the mechanism to set ourself right side up. Ou every level of life, harmony Is needed. We need it in our thinking. If we have a problem we work over it and struggle over it, even though the problem might not be at all important. Our emotions, our feelings, our sentiments need to be right. This need of harmony runs all the way through oar life, dear up to our spiritual life. Our religion is a harmonious expression withio ourself of loyalty to all. All of Us Have Social Drives (3) Rightness, the need to be right Every person has an ideal of rightness. Tltere is hooor even among thieves, as the old saying goes. We may have a very distorted view of rightness, it may be merely protective. A man may have gotten his view of rightness through lying to himself and others. Nevertheless a man hangs on even to the grave to some sense of rightness. "Man is the only animal that weeps or laughs, because he is the only one that sees the difference between the way things are and the way they ought to be." It is this fact of his nature that has urged him on >n industry and in the whole realm of civilization and culture. These three drives are the social drives in us. They differ widely in amount in different men, but they are always there. You can't find a man who has been in human culture who isn't set-up that way, just as much as he Is set up on the three physical drives. Some men have a great deal of these latter drives; they are highly socialized. Some men have never grown up very far. They exploit achievement and rightness and harmony, but their main drive remains wholly selfish like that of the child--always thinking of themselves. I want to make one other remark about these fundamental drives. These physical ones do not reach up to the socializing ones, but the socializing ones always reach back to the lower drives. That is to say, man's drives are tied together from the top down.' They are in the form of a hierarchy. Each set is built on top of the other set and the later drives have a marked effect upon earlier drives. When a child eats food, he doesn't care anything about achievement or harmony as such; but after he gets up higher to the social level and gets achievement, he eats his food differently. He doesn't cat it now like an animal the way he used to. As an adult he eats at a table in a well appointed dining room. He has the linen and the artistic dishes, etc.; maybe the room is suitable to social life. Social drives now come in and enhance the food drive. How We Learn To Be Leas Crude The food drive on its lower level is a very crude thing, as you will see when you watch monkeys cat, for example, or when you see other animals eat. But you see a cultivated man eat and it is very different, because his higher level, his social level, has gone down and taken in his lower level and he has thrown off the crude ness of the lower level where he bolted hit food. It k jut the same with zest and rest His zestfulness now, if he Is civilized (except on his moral holidays) keeps within limits. He goes to bed when other people go to bed. When he rests he doesn't just, flop down anywhere he happens to be. He hss a nice spring mattress if he can afford it; he has a good room with a -color scheme in it Then when he has his love affairs, it isn't the crude lust love affair of the animal. Think of what love has done for humankind. We begin to treat our little boys and little girls different very early. Not so much so as we used to and probably that Is a good thing. But we do treat them differently, and we can't help it. It goes right through humankind. 238 Nineteenth Annual Safety Congress Then by and by the courtship days come, those beautiful days when we older people who have got stale talk about "puppy love." You've got stale when you talk that way. A love affair is a great experience, in every sense of the word to the fellow who has it; it is the fellow who hasn't it that gets funny about it. Love is one of the most motivating things in the world. The typical wedding ceremony is beautiful. How impressive it is madel It has the symbolism of almost all time. Two young people start together; they establish a home, and that is the place of rest UA. million roots in the world, but just one rest, home." If a man hasn't a happy life in his own home that man is having hard going because that is the very center of human life. Human society is not organized around the individual; the individual isn't anything. Just about eighty years, at the best, and he is gone. It is the family that is the unit of society. The family is the real unit, so the home becomes the center. The members of the family who go out from the home to work, come back again to the home as the place of harmony and rest and friendship. Our Sense of "Rightness" At The Top . You see, the sex response on its animal level is about the most sadistic and brutal thing in the world, if left alone. But socialized, as in human society, by blocking it in with all the other human drives, it is one of the most powerful. I should say it is the most powerful, on the whole, and the most beautiful of all human responses. But it is because these social drives go back and take in these lower levels. Tl>c same can be said of either of these other drives, harmony and rightness. I am only going to take time to call attention to the fact that rightness is the top. Hence Jesus said, "Your heavenly Father knoweth that ye have need of atl these things, but seek ye first the Kingdom of God and the rightness that it requires, and all these other things will be added unto you." If you put this drive first and relate these other things in their proper place, then you are organizing your life the way it ts organized in itself. You are getting down to the factual picture of the way life is made when you put the rightness judgment in your life where it covers all else. These, then, are the different parts erf our drive that go forward, the yes drive in man. These are the motives that we can appeal to. If we don't appeal to one of these motives we don't get anything* If we want to make a man into a good worker and a good man these are all we have to appeal to, because life ts always organized around native drives. Our Six Forward **Yes** Drives Thus I have broken up our yes drives into the six different parts which we have been discussing*. Our physical drives for food, zest and rest, and lave; and oar social drives for achieve*tent, harmony, and rightness. Xow 1 want to call your attention to the way in which these facts are applied. You have in your factory certain power machines that you can turn on so far--- and so much more--and so much more. This may be illustrated through a sketch of a rough power dial Our reverse dritres on this power dial are fear and anger. Our primitive forward drives on this power dial are food, rest and zest, and lore. And our later developed social forward drives on this power dial are achievement, harmony and rightness. When a child is young, the primitive forward drives are the only ones we can appeal to. As the child is growing into manhood the social drives are the mat powerful. They are the most powerful drives in the world today in our society. Jat almost even* man, even in almost the crudest man we have, we will And this to be true. Where do men economize when they strike bad times? They economize first on (he necessities, generally. You watch that and see if it isn't true. Though they may Psychology and Safety 239 nut wear any underwear, they will try if possible to get as good a suit of clothes as they.had before. Just the fact that we want to be well thought of is a powerful influence and ever present The pressure of people upon our life is usually unconscious. It is like the pressure of the atmosphere. We don't feel it, but it is a tremendous power. Con sequently when people must economize they cut the necessities and keep up the luxuries, because the luxuries are the things that give them their social place. You will find this tendency tremendously deep in man--the tendency to be right with the social drives. We act that way, and we can't help acting that way, because we are a product of our culture. Wc arc made that way by our original nature and our social life. The point I am making is this: Why not turn on the whole power of the man whom you wish to influence? Turn on the primitive drives, turn on the socializing drives--turn on every one of them 1 Why not bring out all of the yes responses in the man? Reverse Drives Spoil The Man How many foremen and safety leaders are trying to do it? Many people arc doing so more or less unconsciously, but a great many leaders are still crudely depending on the reverse drives. Your worker is afraid he will lose his job, so you make him work. You put him under the pressure of fear and think you are getting the most out of him. If that is your method you aren't getting fifty per cent out of him, in the long run. What is more, you are killing your man--the same way that you could spoil a machine. You wouldn't buy a valuable machine and run it as fast as you could, with no oil. You would see the good sense of taking care of that machine, and giving it adequate rest. Because a machine, like everything else, has its fatigue and its breakdown. So with your man. You can buQd a man. He is better than your valuable machine because your machine never gets better, probably, than when you bought it. But man can get better and better. He has almost infinite possibilities of development, if you put him m a situation and he is normally gHtcd. Even an ordinary man has great possibilities if motivated. Learning To Build Seal Men You can build men in your factory. If I were a manager in industry I would, of course, take care of what is required in the ordinary day* work, as men are doing it today. But I would set myself to study to build men. and then let them build my product- And I am absolutely sure of the result of that procedure. If you are in a situation where you'can meet your men often, as you check up on them, so they can look into your face and get the idea of your frankness and your fairness, they will respond to you. When you get an object lesson across to one or two that are not doing right, the rest of them will pull up a notch. Because, after all, human nature has this rightness to appeal to, and it is a good deal better to appeal to the positive side of human nature than it is to forever keep a man worrying. Pressure alone is deadening. Once in a while it is necessary to use the reverse- But don't use the reverse in industry always in place of the forward drive, as a lot of you may be tempted to do. There are six great forward drives in man, and they are what make human civiliza tion and culture go. The thing to do is to hunt them out, find the way to stimulate them. Tiy to get your man to have a sense of worth, and when you have done that you have made a man. The man will then do your work, for he is motivated from within himself. Let me illustrate this point. If I had a weight that looked like a pasteboard box. 240 Nineteenth Annual Safety Congress but which had fifty pounds of iron in it, and if I should ask a man to carry it he would nuke the attempt with his muscles set for an ordinary pasteboard box, and when he took told of the box he wouldn't move it- He wouldn't move it becatue he would not have the correct muscular set to move it Suppose, on the contrary', that I have a pasteboard box that looks like fifty pounds. The man would scire the pasteboard box and almost unjoint his neck--because he had a muscular set for fifty pounds. When a man does somethin* it isn't what he does that counts. It is the set he has toward what he does that makes him the man that he is. "The attitude is the man." all the way down. Or, as the old Scripture puts it, "As a man thinketh in his heart" (where His drives are) "so is He." Big Things Demand WA Big Set" When a man has a big set toward life he does things big; when he has a little set he does things little, and a man never does anything apart from bis set. Henoc. Jesus said, "Make the tree good and the fruit good, or the tree corrupt and the fruit corrupt" The set of your man is tbe key. Jesus was the greatest psychologist tiiat ever lived, so far as fundamentals are concerned. He said: "If a man seeks himself he loses himself"; (becomes an infant on one side) "but if a man gives himself for my sake be finds himself." And he said, "What should a man profit if he gain the whole world and lose his own self hood." Also, "What can a man give to exchange for himself?" That touches bottom. There isn't anything to say about it Those are not "wise" words; no wise man ever spoke words like that. I am no theologian: I don't care what a man believes about theology. But those are divine words because they the intrinsically divine. They touch the very' bottom of the meaning of life. This is the same principle that I am discussing. What you do, what you think, what you say, ar important These are all important, but more important is the level on whicn you do these things. The im portant task in managing men is to build up levels. Build your man up to a new level, and everything he does will strike a new level. But if you tear him down to a low level he will be a low level man and you can't do anything about it. Some Good Books To Read I have been asked to give you a list of books. I am sorry these books will be a little disappointing. The literature is in a dilemma. Most of the books that are read able arc mostly bunk; and the books that are not bunk--that are good--are often times almost unreadable, even to well informed lay minds. They are written in bookish and conceptual terms instead of in operational terms. First, for the text books m general psychology, these are the best ones I know: "Elementary Psychology", by Gates of Columbia University, published by Mac Millan; "Psychology", by Woodworth, also of Columbia (Henry Holt & Company). Be sure to get the new editions of both these books. A book especially suitable for those who have read little psychology is "The Ways of the Mind" by Adams, published by Scribners. In the field of applied psychology, I would put first Snow's "Psychology in Indus trial Relations" (McGraw-Hill Book Company). Be sure to get the revised edition. The book has sections on the psychology of the consumer, the psychology of mer chandising or marketing, the psychology of salesmanship and advertising, and in dustrial psychology--a very excellent book. Then there is Gorwin's "The Psychology of Managing Men." It is an excellent book. Psychology and Safety 241 Then these is Bunt's "Employment Psychology" (Houghton Mifflin). This book has a good deal of industrial psychology, especially abjective tests. For those who don't know much psychology there is a two-volume work on "Foremanship", published by the Y. M. C. A. Press. There are other books especially suitable for those who have already done some reading in psychology, ,rv* who would like to make a further study of developments that are rather new. I will give you several books in behavioristic psychology and others in Gestalt psychology. The three outstanding behaviorists who are thorough going bchaviorists are Watson and Meyer and Weiss. I will give you a book by each man. Watson's best book probably i* "Psychology from the Point of View of a Rehaviorist," published by Lippincott. Meyer; "The Psychology of the Other One." (The Missouri Book Co, Columbia, Mo.) You see, a behaviorist studies by observation alone. Therefore he can't study himself and has to study the other fellow. Weiss: "The Theoretic Basis of Behaviorism." Weiss is from Ohio State Uni versity. That is a rather heavy book. In Gestalt psychology, (a German word meaning pattern or configuration) Koh ler's foundation hook, because It is the experimental book. Is "Ha Mentality of Apes." It is a very careful observational study of the behavior and learning of anthropoid apes. Kohler's other work, a more general work which is very recent, is "Gestalt Psychology." Another book is Koffka's (another German) "The Growth of the Mind." These three books, all published by Harcourt, Brace & Company, were translated by Dr. Ogden of Cornell University, who also baa a book on Gestalt psychology, "Psychology and Education." It it the only one written by an English-speaking author. 242 Nineteenth Annual Safety Congress LECTURE FOUR The Control of Motivation 1 find that people are asking me: `'Well, what about safety psychology To tell the truth, 1 am not very much convinced about safety psychology, as soda, if it stops there. Psychology is valuable in any field. Cut psychology off in a small field and it is still valuable there, too. But, relatively speaking, as I have been trying to say, safety as such will hardly hit tea pec cent of oar problems of safety. Safety as such probably will hardly hit five per cent of your safety problems in your plant. Getting your eye on just one thing and getting narrow about safety will not help the advancement of the Safety Movement After all. safety promotion is a movement within human lociety or within industrial life, and whatever puts the drive in industrial life will furnish the drive for safety. If there is no drive in industrial life you can't steer a safety program, because even "God himself can't steer a motionless boat." How To Make Your Safety Program Go In order to steer you must have something doing. Things must be moving before you can steer them. If you get into a social situation where a fine organization has built up morale, then your safety program will go. But suppose you put oo a twoweeks safety program In any plant, (1 don't care where it is) and make it as in tensive as you want to--after the next week things will be back again to the dead level of whatever the morale of that plant is. Isn't that so? Just watch it and see. Your emotional interest will hold you up while your campaign is on, but if no new morale is created, the emotion will hold you up, possibly, for only a week. Then you will begin to taper down, and the chances are that in the second or third week you will be pretty near the same scratch as you were originally, if it is a purely safety emphasis. You will settle back to the level of the general morale of your plant. Do you not think so? The safety program has to be floated t>y the general drive program in each in dustry. The campaign lor safety b valuable--valuable in its own right. I don't want to find fault with that, because the posters and everything that is done is greatly worth while. But safety work is the super-structure built upon the foundation of morale. It is the fruit on the tree, it is the end results. Safety work is not the roots. You cannot grow up until you first hare rooted down. Must Give Attention to "Homan Drives" One must get back to the fact that all programs, of whatever sort, that involve human nature, involve human drives. And the only way to get at these human drives is through the stimulation of them. Tlie only responses that you get from your workman are the responses that this man makes to h*s stimulations. Not the responses that you want him to make, or that you wish lie would make. But the responses that he docs make. That is the point. Everything that goes on in this world b like a rolling ball. It may have distance behind it or ahead of it, but Its weight is always on the touching point. That is the way with your man. You may make all kinds of plans for him; but if he doesn't enter into these plans himself, things stop right there. You cannot help anybody in any other way but to help him to help himself; (so far as I know). This means that you must get hold of the dynamic that is in him-- Psychology and Safety 243 that is natural to him, that belongs to him, that is a part of his original life--or that has been built up by his training. I notice that we have a good many psychologists here in this convention. I have been reading the papers and seeing agreement with what I have been saying by men who probably do not claim to be psychologists at all. But they are men of long, deep experience in industry and safety. They say this: Nearly all our accidents happen when men "are worried", as one man put it. Another man said all accidents happen by way of "mental detours." Marcus Dow, a Past President of the National Safety Council, said "Practically all accidents happen when men are preoccupied or hurried." Now I shall simply translate their word* into one word, I would say that they are absolutely right. But one word will cover it--accidents happen when men arc tense. That is a muscular term; that gets down to the ductless glands; that covers the whole picture. When Men Are Tense Accidents May Happen When a man is happy he is relaxed; I don't care how alert he is, he is relaxed. When you play golf and are feeling happy about it, you strike the pill relaxed and you do pretty well. When you get ugly and say a few things that aren't in the dictionary, you are tense and you strike the ball and tear up the green. It is when men are tense that accidents are likely to happen. A happy attitude, I don't care how alert it is, is relaxed. You may be preoccupied, you may be thinking eagerly of your best girl; but you are fairly safe if relaxed. Few accidents happen even when a man is thinking about his best girl, unless he is afraid she is going to jilt him. Then he is tense. A man doesn't "lose his head" if he is happy, even though he may be thinking of other things. A relaxed attitude enables you to take in a good deal of country. Bat just as soon as a man becomes tense his vision narrows, his mind narrows. You are tense when you forget or are absent-minded; that is when it happens. A worker makes his "mental detours" when things are bothering him. When he is bothered his body is tense. He is drawing too much power up to his pumps. The result is that he is in a tense state that tends to make him forget what he is doing; he becomes preoccupied by the thing that is worrying him. In other words, what we are driving at here is that when you open up in a man's life the drives that lead to favorable responses, you relax him and bring out his power. Hut when you turn on the no responses of his`body, then you tie him up and make hhn tense and make him preoccupied with something other than the thing that he may be doing. Situations like that break down the whole morale of the factory, including safety morale. I do not say safety morale alone, but the whole morale of the situation, and then you have safety hazards. You Must Study Your Own Men I want to give a few illustration* of motivation. That is all I can do, because as I have said to you, I am limiting inyself to things that are fundamental and that on the whole remain permanent. If I should attempt to come down and tell you how to motivate John Smith or Jim Jones m your factory, I would faH. Perhaps John Smith had an ugly dad who used to bawl him out when he was young, and he still has a twist in him that makes him hate every superior because he hated his father. He has a father complex. This other man Jones had an indulgent mother. She petted him and babied him until he got a great big expanding ego, and then when he got to school the kids tried to take it out of him and He got away from the crowd and got unsocial. When 244 Nineteenth Annual Safety Congress he gets into industry lie is a hard roan to get along with. It is his past story that makes him so. Some men are so adjusted that they can get along with almost anybody. But most people^ have some "kinks" in them somewhere as a result of going through this precarious old world. But so far as the principles I have given are concerned, they apply to all men, regardless of these accidental facts of their own personal history. We have to learn by practice to apply the principles to each case. Let me first repeat again what 1 said in one of the lectures, that the great quest of the world is for * sense of worth. That is a fact so impressive, when you watch it and study it, that it has both a charm and a pathos. The great hunger of the world is for a sense of worthfulness of some kind. If a man can't get it by the right route, he will get it by some other route. He will be a racketeer or a gunman and get a following some way, because he cannot live in hitman society (made as he is) without this sense of having achievement or worth in the eyes of at least some group of those about him. Try To Develop "A Sense of Worth" This sense of worth is the first thing, therefore, that a leader will want to briz^ out. A man is just as good as hb sense of worth is, provided that --ft-- of worth isn't a false one. If it is just an egoistic one, a defensive one, that bat shows the more clearly his hunger for worth. But every man or woman will have a sense of worth somehow. If 1 were a leader of men, I would do this in my work: I would try to bring out in my men a sense of worth. Here is the great hunger. Look over the strikes that take place, study them, and you will come to the conclusion, I think, that strikes do not happen over wages. They never happen over wages as such, never. There are fewer strikes in the low wage scale, usually, than in the high wage scale. The whole thing, when you lay it before you, shows the impossibility of believing that poor pay alone in terms of money makes strikes. All strikes are struggles of men who feel they are misused and are not countix^ as individuals--struggles to stand up on their own pins and expand themselves and feel they are Individuals and count for one- fa) the world. Isn't that what strikes come from? They are social in their motivation. Wages are always pushed forward because wages, as I will indicate in a moment, are the most obvious and the most materialistic symbol and sign of social values. It isn't just the money, as I think I shall be able to show you. It is the struggle of the man to think well of himself, in a situation that he thinks is not right or good or fair or humane, that causes the trouble. The Real Meaning of Wages All I ask you to do is to take my point of view and watch it I am asking you to watch these points I am making and see, after all. if the real force of motivation doesn't come from this vague and oftentimes unconscious hunger in men for a sense of worth. If you can make a man feel worthful, he will begin to step right op la his work. And everything that he does will step up with him; that is. everything be does will be on a larger scale when you have stepped up your man. You put on the power a little further, and the machine all along the line goes harder and better. It is just the same In this case. There Is no mystery about it. It is just what Wo ought to expect if we should reflect and think our way through. If wc would take our ordinary methods in dealing with our mechanistic machines in oar shop, and turn these methods to account upon this most wonderful machine, the hmnan body and the human mind, we would prove the point. Wages is the next point. The reason wages are so powerful is because, as I said Psychology and Safety 245 a moment ago, they are the most obvious sign of the place a man has in society. It js very difficult for you to feel equal To a man who gets a thousand dollars more a year than you get. Now you may know that you really are a better man in some respects, and you may be honest about it, and it may be so. But you will have to be telling yourself that about three times a day regularly or you will be feeling inferior to the fellow who draws more money than you do. I wonder if that isn't so. Why Tha Pay Check la So Important ] know a man who stutters. He never stutters to anybody but the boss. When he is talking to men on his own level he doesn't stutter. He stutters when he talks to the boss, but not when he talks to his inferiors in the plant. That is a striking illustration of what is everywhere present in our gradations of society. Boys begin to grade themselves very early. They will go with certain gangs and they won't go with others beyond a certain age, down the scale. They will go with older boys but not with younger boys. You try to put them together in any other manner and you have a job on your hands. Men grade themselves in the levels of society more or less unconsciously. There fore, it is very hard even to keep a democracy from splitting up into classes that are more or less distinct, simply because there is this natural tendency toward what might be called invidious comparison, and it \s usually on the basis of objective things like wages. The first reason why a man's pay check is so important is because it is the most obvious symbol in itself of his social worth in his group. It is the sign of where he belongs in his plant It is the sign, also, of his place in the world, because he takes it home and it fixes the home he lives in, the type of house, to a large extent the family situation and the family standards. So that check becomes (not because it is merely money or value in the usual physical sense, but because it is the meant by which he buys social worth and social achievement) a very important thing, and that is why it means so much to him. I am asking you just lo think that relation of wages through, in your contact with men, and come to your own conclusion. 1 am sorry, very sorry (and I think it i* bad business) that in safety conferences so little ii said about the economic side of safety. I don't mind saying it right nut in church that that is what keeps safety going--the economic motive I think it would be good business in the long run to say so. But if a man has only the economic interest he never has grown up; that's what is the matter with him. He ought to have an interest in the human side too; because here are facts also, since all economic values are worthless unless you convert them into human values. The human value is the only ultimate value that business has. Study Waya to Relax Yoor Man Wc can't expect that we are going to build sound industry that depends upon human morale unless we do some thinking on human relations which require cooper ation in sharing profits as well as in making them. We need, therefore, an open, fair, honest discussion in the interest not merely of this plant or that plant, this product or that product, these stockholders and those stockholders, but the whole wide drift of things in business, because in the long run every factor of business enters into the life and health of business. Fairness will cause a relaxed attitude in a man. That is necessary before he begins to open up. And if you have caught the point that the business of effective human leadership is, first, to make men, and after that make products, then you will want to relax your men so that you can draw them out and make better men of them. The first way to do that is by this matter of fairness--having a relaxed attitude yourself. 246 Nineteenth Annual Safety Congress The reason this method of leadership is so hard lo apply in industry is because it is so sound. Its truth is just what makes it hard. I have called your attention to the fact that what all these men uho are working for you--Jet us say there are a thousand of them--are anxious to have is that inflated feeling oi being important, of being worth something in the world. You like to have that too; you like to be praised; you like to have your name in the paper; you like to be elected to places in this safety oganization. Every person is that way. It feels good to become important Men are hungry for the feeling that they amount to something--that they are worth something to the men for whom they work, worth something to the boss, worth something by their work to the public they serve, worth something in their own families, worth something in their own communities. AU such feelings of worth make a man a bigger man. A Foreman Must Control Hla Own Drives But the foreman also is naturally trying to be important; and it is unfortunate tiiat some unreflective foremen bring out their own drives that tend to crush the drives of their workmen. Such a foreman likes to walk through the shop with his chest out. He is the leading man. He likes to do a grandstand stunt. He likes to ctmK around and tell a man once in a while, "Now. John, you do this way!** He likes once in a while to say. "You do it this way or you will get your time!*' He doesn't realize that he is just using bis own drives; but he likes to do it that way. fie proves my point. If he were analytical and watchful he would soon find out that he is merely enjoying himself rather than motivating his men. The reason it is hard for a leader to do what I am suggesting is because what I am suggesting is going against the grain of his own drives; he wants to be important himself. But unless he is big enough to let his own drives sink down into the back ground so that he may get hold of deeper values, and unless he begins to work bn the drives of his fellows, then he is a poor leader and lie is a liability to the concern that hires him. A driving foreman may seem at first to do good work, because the last fellow may have been a driver, too, who was a kind of "weak sister** who didn't get there. This new foreman may be gifted with a great big body and lots of punch; and he may start a drive which makes ten per cent more product and through quick results he may sell himself to the front office. Hut he really is doing the job in the most lazy and the most stupid way a man could do it. He is bringing out his own drives, following his own natural pro pensities a< an animal, and making his workmen timid, uncertain, making them feel inferior n his presence. Getting Your Men To Work With You How much better is the mm who comes around and says, "What do you think about this. John?" and then ask's him some definite question. It may be that John couldn't whittle out an idea i'f you gave him a jack-knife; but John will lie awake nights trying to think ol an idea if his boss will treat him with that much respect. You will find that this method requires more head, more patience, more persistence, more work. But it is a way that will get you a little furtl>er tomorrow, a little further next week, a little further next year; and all your life long you can work on it. It doesn't wear out because it is fundamental. It is building on a foundation, because you are calling out of these men what is natively there, by appealing in a natural way to the drives that God has put into them. If you treat a man with respect, relax him by being friendly to him. you will bring him out. You are superior to him in position, and it will be natural for him Psychology and Safety 247 to be a little tense with you. You need to be marc than ordinarily gentle to him because of that, in order to make him stand on the same leveL If a foreman is really a leader of men, he will put himself in the background. He will get his own sense of worth in his inner sense of doing a fine piece of work on his job. He will get a sense of worth in his loving family and his relationships, and in his value of service. And he will be busy in bringing out the other men in his plant, making them swell up and feel good about it. Then they will be good men and good safety risks. This kind of leadership cumulates in wonderful results. Finatty, order. I want to say just a word about that Order is heaven's first law; but it Is in a way the last law of the industrial plant. If you undertake to establish strict order before you have good feeling, your order probably will scrape and rasp and cause resentment and bad morale. But if you are brood in your policies, kind and fair, then, in the end. you can haw order. I believe in order. In fundamental matters there should be rigid order. I don't believe you should have a lot of little rules that wear men out, a card for this and a ticket for that so that your men are like a lot of flunkies running around the plant. You can over-mechanize your plant so that it takes the very life out of your men. But on great fundamentals of plant life that arc important, you expect order, and l believe you can get order and can get it without resentment. "Get Alive"--and then "Stay Alive" What l am talking about, u my motto, is not "Stay Alive." My motto is "Get Alive" first; and then "Stay Alive" If a man Is half dead he will fall down and step on his own hand. If you get him alive and alert and awake to hts work and to what he is doing, then your safety hazards--with reasonable care in the mechanical factors involved and reasonable training with posters and talks and so on--will be taken care of and you will have a good situation with reference to safety. There is a lot of bad feeling in labor die country over. 1 don't care how good a shop is, there is likely to be an undertow of had feeling there. The leaders may not know it, and the men themselves may not blame anybody. But the class feeling is there, and it must be reckoned with. This fact makes it difficult for leaders. The employee may have resentments that come from his work--bad light, bad order, cluttered up. working with companions who are disturbing or unfriendly, a boss that irritates, a front office that has policies that he may believe are not right, and so on. AJi this is a resisting undertow. The leaders may never hear from it; these men may not be chatty about it Bui it is a}) there, and when the leaders try to go around and be good to such men, it may be said, "Oh, this is just another way of milking profits out of contented men." The Leader's Task In Safety You have got to overcome this feeling. You can overcome it by being square. You won't overcome it in a minute, probably. But a safety engineer should have the same outlook over his whole plant that the superintendent has. only with a differ ent point of view, because everything there is related to the thing lie is trying to do, because die morale of the whole situation is a part of his problem, and he will never get very far until he gets going on the problem of adjusting the human factor cor rectly in his industry. Ninety per cent of his plant accidents are not natters of safety, as such; they are matters of morale, as many speakers in this conference have been saying. To get to this man who has these resentments, in such a way as to break him open and relax him and begin to lead him oat. u a leader's task. It isn't a picnic I am not going to say h will be easy. Soma of you will try it foe a week and uy there is nothing in it. Bat some leaders will go away from here who Have never 248 Nineteenth Annual Safety Congress done it before, or who have done only a little of it, and will open their men up and keep opening them up, and these leaders will grow more and more valuable to tlie organizations they are with. These human facts which I have been telling you about are just as dependable as any other set of facts you can handle. They are always there; and if a leader is enough of a leader to find handle for these facts, he will get results. If 1 were is a plant as a leader, I would find the handle on every man in my plant; or after a time 1 would turn him out, because unless be can be motivated, a man is a liability. 1 wouldn't do this hastily. The man may have had a bad start. He may have got some of this bad start in your plant. I would be very patient. 1 would even be gentle. I would be childlike. I would train myself to be adequate to any given situation. Developing a Dynamo of Power 1 don't believe in mawkish sentimentality. I don't believe in this pat-them-oa-theback stuff, in this handshaking, baby-kissing type of approach. But X do believe that when a man is a strong man he can't afford not to have gentleness and gracA also. The Greeks were right. Beauty ought to ride on a lion. When a leader hat what you men of the shops roughly call "guts;" and when you also put on that man the grace of a fine human heart, then you have a dynamo, of power, because he is smooth and friendly on the surface, but he has the dynamite underneath. He doesn't often use it, but everybody can smell it once in a while, so he doesn't need to use iL Andrew Carnegie tells us that when he began his work as a foreman he started right in with these pressure methods. You know what he did. It wasn't just personal drive, either; he was wise- It was a social drive, ooe group against another group. He did a wonderful piece of work. His method was alt right within limits, although ] think he overdid it. He himself says he did. In later years he rehearsed what be did as a young foreman and he said: "It takes experience to tell the power of gentle* ness." 1 would like to leave that as my final word: "It takes experience to tell the power of gentleness." NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Accident Prevention Equipment Manufacturers' Section Officers 1930-31 General Chairman--Howard B. Fonoa, Burroughs Welcome A Co. (U. S. A.) Inc., New York City. Vice-Chairman--L. E. Dickson, Standard Safety Equipment Co., Chicago, III. Treasurer--C. A. Partbevheuok, American Optical Co., Chicago, 111. Secretary--A. C. Carrutiiers, "Safety Engineering", New York City. Exposition Committee Chairman Bupj.l W. Nutt, Safety Equipment Service Co., Cleveland, O. Market Research Committee Chairman--I, W. Millard, Industrial Gloves Corp., Danville, III. Membership Committee Chairman--Fkiderick Wahlest, PuUnosan Safety Equip ment Corp., Brooklyn. N. Y. News Letter Committee Chairman--R. T. Solenstcn, Elliott Service Co., New York City. Program Committee Chairman--E. L. Whtoxr, F. H. Wheeler Manufacturing Co., Chicago, III. Publicity Committee Chairman--R. T. Solxnsten, Elliott Service Co, New York City. Safe Practices and Codes Committee Chairman--J. M. Lewis. Mine Safety Appli ances Co., Pittsburgh, Pa. Executive Committee: Members at Large-- Edwaid H. Sykes, Mine Safety Appliances Co., Pittsburgh, Pa. George S. Shull, Safety First Supply Co., Pittsburgh, Pa. E. W. Buu.au>, E. D. Bullard Company, San Francisco, Cal. E. Fred Shipman, Industrial Products Co., Philadelphia, Pa. Retiring Officers Chairman--Edward H. Sykes, Mine Safety Appliances Company, Pittsburgh, Pa. Vice-Chairman--Howard B. Fonda, Burroughs Wellcome 4 Co. (U. S. A.), Inc, New York City N. Y. Treasurer--L. E. Dickson, Standard Safety Equipment Company, Chicago, Illinois. Secretory--F. L. Hurlbutt, Patern Scaffolding Com pany, Chicago, Illinois. Entertainment Committee--Ftotucx Wahlert, Pulmosan 249 250 Nineteenth Annual Safety Congress Safety Equipment Corp., Brooklyn, New York. Exposition Committee--Buell W. Nutt, Chairman, Safety Equipment Service Company, Cleveland, Oliio. Market Research Committee-- Membership Committee---I. W. Millard, Chairman, Industrial Gloves Corporation, Danville, Illinois. Nexus Letter Committee--R. T.- Sqlensten, Chairman, Elliott Service Company, New York City, N. Y- Program Committee-- Robert Malcolm, Chairman, Chicago Eye Shield Company, Chicago, Illinois. Pub /icily Committee--A. C Cajcruthers, Chairman, Safety Engineering, New York City, N. Y. Safe Practices and Codes Committee--Allan Clark, Chairman, Safety Clothing Company, Cleveland, Ohio. Executive Committee: Members at Large-- C. H. Sigler, Bauer & Black, Chicago, Illinois. T. A. Willson, Willson Products, Inc., Reading, Penna. Sunday Evening Session September 28, 1930 EDWARD H. SYKES, Chairman Mine Safety Appliances Company, Pittsburgh, Pa. The Sunday Evening Dinner Session of the Accident Prevention Equipment Manu facturers' Section of the Nineteenth Annual Safety Congress, convened with Edward H. Sykes, Mine Safety Appliances Company, Pittsburgh, presiding. Chairman Sykes: Many of you have attended National Safety Congresses for a number of years. So have representatives of the Mine Safety Appliances Com pany, and when I mention this company many of you naturally and immediately thick of Mr. Jack Ryan, who always attends. However, Mr. Ryan has a partner and when the meeting came to Pittsburgh this year, Mr. Ryan's partner agreed to come out and into the picture. He is here this evening and with great pleasure I introduce him as our toastmaster--Mr. George K. Deike, President and Treasurer of the Mine Safety Appliances Company of Pittsburgh. Toastmaster Deike : Mr. Sykes has told you that I have not attended many meetings of the National Safety Council, much as 1 would have liked to, but 1 be lieve that our company has always been well represented. Now that you have come to Pittsburgh, I am glad to have the pleasure and opportunity of meeting with you. I appreciate the honor ol serving- as your toastmaster. The National Safety Council has done and is doing a great work in promoting safety in industry, in five mines, on the highways and streets, m the scltooIs, in our recreation, and in our homes. - The work of die Council is somewhat different from other national organizations engaged in humanitarian and civic enterprises. The Council gets at the cause of the accident in an effort to prevent its recurrence, while in a large number of the other organizations they take ujj their work of relief after the accident has occurred. In this work of the National Safety Council, your section certainly {days an im portant part. You not only cover the ivork of the other sections, but you have the added duty of furnishing safeguards, material and equipment which makes the result of preventing accidents real and practical. This Section is but two years old. I congratulate you on the wonderful results obtained in 50 short a time. It is certainly an allied spirit which has accomplished this, displayed on the part of the men who arc manufacturing and furnishing safety devices, getting together and talking over their problems, and 'working out a pro gram which will result for the greatest good of the largest number. We are fortunate in having with us this evening a representative of the United States Chamber of Commerce. With pleasure I introduce Mr. Emmet D. Borden, Manager of tlie Domestic Distribution Department. Accident Prevention Equipment Manufacturers 251 Practical Interpretation of Problems of Cooperative Market Research and Analysis By EMMET D. BORDEN Manager, Domestic Distribution Department, Chamber of Commerce of the United State*. Washington, D. C. All of us who are interested in distribution and marketing should keep before us one very fundamental fact. It is a premise that we use as a basis for our studies. It is this. When a concern makes a profit at the end of a year, actually that con cern has made a much larger profit from which has been subtracted hidden and buried losses. It applies primarily to the distribution processes, whether the processes are those of the manufacturer or those establishments engaged primarily in distribution. It applies as well to consumer gdods as to industrial goods, in which I assume you are most interested. At this point I might say that we are having a merry time in Washington trying to find oat the distinction between industrial and consumer goods. Wc have solicited the opinions of experts all over the country for a definition. None agree. Of course, it is not very difficult to use a broad definition, but we do have difficulty when it come* to applying it to specific product* or specific activities. For example, we talk about coat and the marketing problems of coal, which of course are entirely different when it comes to marketing to industries and marketing to individual con sumers. It is not necessary. I assume, to tell this audience that the problems of distribution have been sadly neglected until recent years. An attack was first made on the prob lems of marketing consumer goods, presumably because of the larger numbers in volved. both as buyers and sellers. Also because most of the attacks, either by selfappointed guardians of the public interest or others, have been leveled against the distributors of consumer goods. We still hear a great deal about eliminating the middleman, who is too often pictured as a leach on business extracting a toll for* performing as unnecessary service, bat I think It can be demonstrated that we are not going to solve our problems of marketing by the elimination of any function or the elimination of any agency. The job before ns is to modernize some of our methods, and probably in a few cases devise new esses. ___ _______ _____ __ --^viiui iiui -maj iv solve some Ol the problems of marketing consumer goods, some attention is being paid in the United States Department of Commerce and in some of the collegiate schools of business to tackling the industrial marketing problems. While this may be getting ahead of my story, so to speak, wc find in the pre liminary work done so far by these various organizations, and also in a few in dividual studies made by the larger companies, chat the. problems are very similar both in marketing industrial and m consumer goods. We find, very often, this socalled 75-25 ratio, which is shop talk among us. By that we mean that when a study is made to segregate profitable from unprofitable business, we will find, very often, that, say. seventy-fire per cent of the business done by any particular con cern is done with twenty-five per cent of the customers. If a wide range of products is handled, seventy-five per cent of the bmirwu will be done with twenty-five per cent of the products, and particularly with jobbing <wctrw they will find that seventy-five per cent of their burin*** i in twenty-five per cent of the territory covered, usually the nearby territory. Of course, all those things rthtt Amnlm m At profits. I could cite quite a number oi rase* front ahao*t any line of business to show 252 Nineteenth Annual Safety Congress how that works out. Probably one of the best known studies of tha$ kind was made by the Western Electric Company. The study covered their operations for an entire year. The company analyzed every single order to find Out whether or not each order was profitable or unprofitable. They found that of the some 700.000 order* taken in in one year, sixty per cent of their orders were handled at an absolute loss; only forty per cent of the orders were profitable. Translated into dollars and cents, they figured out that on the profitable business, secured from only forty per cent of their orders, the company made about $3,125,000. but of those profits they had to lose about $750,000 to. handle die sixty per cent of unorofitable orders. That company handles both industrial as well as consumer goods Another example along that line is one recently published in a well known trade journal. Last November, Mr. Hatch, the Vice President of the Miller Franklin Company, made a study of their accounts. They found that thirty-five per cent of the customers of that concern bought less than $100 a year. Eighteen per rent bought between $100 and $200, and so on. but only eleven per cent bought over $1,000 a year. They figured out that the direct cost (salesmen's salary and expense*) of selling the concerns which bought $100 a year or less was eighty-eight ocr cent of the selling price. Add to that the pro rata share of sales supervision, filling of orders, and other necessary expenses, and it would have been a whole lot cheaper to have given those goods away. The direct cost of selling the other groups, as stated by this concern, was twentyfive per cent of the selling price for concerns that bought between $100 and $200; sixteen per cent for the customers that bought from $200 to $300; ten per cent for those that bought from $300 to $500; five and a half per cent for those that bought from $500 to $1,000: hut those that bought more than $1,000 a year cost them only two and one-eighth per cent. Tlx* average cost of selling for the business as a whole was nine and a half per cent The author of this article points out. very properly, the misleading method of computing a figure for the business as a whole and applying it to every item. What was done after these results were discovered? They answered the question hv immediately cutting off from their books every customer that bought less than $300 a year. That meant about sixty per cent of its customers. Of the customers that bought font $300 to $500 a year they kept only those that could be called on easily and inexpensively. What were the results? Under the old operation* their average selling expense wa* nine and a half per cent. When they took these few simple steps, their average selling expv^se dropped down to four and three-quarters per cent, exactly onehalf. The company made a profit in place of a deficit that had been made before. Too many business men. as we see it, seem to look upon volume and profit as synonymous. That would be fine if all this additional volume we are getting was profitable volume, but it isn't. In fact, some of our writers these days are trying to corn a word and call it "vofumitis," as a disease for volume without regard to profit. I feci certain (and it can be demonstrated by other cases similar to those I men tion) that individual concerns can do a great deal to discover these wastes and elim inate or curtail them. There is a need for a great deal more basic general infdrmatron for the whole marketing machinery' of the country before we are going to make any appreciable progress in putting distribution on Hie same scientific basis that production is at the present time. I don't hesitate to say that one of these days in the near future we will have distribution on just as scientific a basis as manufacturing. All we need, generally speaking, is a few specific measuring devices by which wc can allocate expenses to functions and commodities and territories and accounts and so on. Accident Prevention Equipment Manufacturers 253 About three or four years ago at the request of President Hoover, who was then Secretary of Commerce we set up a committee to study the question; "What is wrong with distribution?" On that committee we had Owen Young of the General Electric Company, Julius Barnes, who is the Chairman of our Board now, and a number of other men of outstanding importance. Their answer was simply a lack of basic information. Perhaps if I tell you briefly some of the developments that occurred during that study and developments arising out of it later, it might be of some interest. The Government for a great many years, in some cases ISO years, had been collecting all kinds of basic data on manufacturing, agriculture, mines, quarries, fisheries, even on births, marriages and divorces, but not a single bit of information that was of any help to the distribution agencies of this country. II we group transportation with trade there are more people dependent upon the pay rolls of trade and transportation than in all production combined or in all of agriculture, or any other board group of business. Obviously this was a situation requiring immediate action. We found, too, that there were probably 200.001) manufacturing establishments in the country,- and probably 1,750.000 distributing establishments, retail, wholesale, and others. To make a canvass of all those distributing establishments obviously would cost a great deal more than it cost to enumerate the manufacturing establish ments. Wc estimated that tle cost would be about $5,000,000. We got the coopera tion of a number of chambers of commerce in cities selected for a sample census of distribution. We first selected eleven cities. We wanted them to represent the country geographically. We had Providence to represent New England; Syracuse for that section of the country; Baltimore; Atlanta; Chicago; Denver; Fargo, North Dakota, as a small agricultural town; Springfield, Illinois; San Francisco and Seattle. We estimated that the total retail and wholesale trade in those eleven cities ap proximated about ten per cent of the total trade of the country, so it gave us a pretty good cross section. Really amazing results were brought to light. We found that twenty-eight per cent of all the retailers in those eleven cities had a total volume of business under $5,000 a year. We found another group of eighteen per cent doing from $5,000 to $10,000 a year. This indicated that almost one-half of the retailers in this country are doing a volume of business that couldn't possibly be profitable either to the owners of the business or to the concerns that were selling them. With those facts and a number of others equally startling, wc asked Congress to provide for a nationwide enumeration of distribution to be included in the decennial census of 1930. Congress complied. Shortly after the first of this year, the enumera tion work started. Most of tlw schedules are in, and the compilation and preparation of the reports is now under way. It is not confined to consumer goods. I am sure it will be of great value to the distributors of industrial goods of all kinds. The Census Bureau is asking all manufacturers (and I assume many of you here know about it) a set of questions which they never have asked before, to determine the channels through which they distribute their merchandise. They are asked to indi cate how much of their product* are sold, first, through independent wholesale establishment*; second, through branch warehouses or other wholesale outlets that are owned, affiliated or controlled in some way by the manufacturer; the amount sold by the manufacturer direct to retailers, either independent or chain, that are not affiliated with the manufacturer; then the retail outlets that arc owned by the manu facturer or controlled, for example in the shoe trade a large number of the shoe stores are owned by the manufacturer. In the next place they arc asked to indicate the amount they sell to other industries. Of course that it the part of it in which you will be interested. Last, they arc asked to tell how much they sell direct to the consumer, usually by the house-to-house canvassing method. 254 Nineteenth Annual Safety Congress As another vital part of it is a complete canvass oi every wholesale organization, every jobber, and every supply house in the country to determine how much they are selling of specified kinds of commodities. The census ot manufacturers' reports 1 think arc going to show a very interesting trend that is attracting a great deal of attention right now, and that is tle trend toward decentralization of industry, at least shifts in locations. Naturally that has a very great bearing on alt marketing problems. As you know, the Government in engaging in this work Is merely a fact-finding agency. They will issue rather broad analyses and interpretations of the reports. It is then the job of every business concern in the country that is interested to take those facts, analyze, interpret and . endeavor to apply them to their own individual industries. Of course that can be done individually- by concerns and can be done and is being done very profitably by trade organisations or groups such as yours. One of the most disappointing features of the work of the Federal Government in this line of activity, and, In a great many others is that the results are not utilized. The Department of Agriculture, for example, in Washington finds that very little use is made of the data when studies are made. It is true of the Department of Commerce. Either this is due to the cold, matter of fact method of presenting the information, which of course requires intelligent analysis and interpretation, or it is due to a lack of interest. Whatever the cause is, we take the opportunity, when ever we can, to plead for a more widespread use of the information that is available in most cases without cost from the various Government agencies and sometimes from ourselves and similar public and semi-public organizations. This information is being collected at an enormous expense. It is not being col lected by the Government for the Government; it is being collected for business, and it is you gentlemen who arc paying the bill, and certainly I think every oppor tunity should be utilized to get some good out of it. Merely as one example of a reoeat nature, the United States Department of Com merce put out what is known as the Market Data Hand Book, the first thing of its kind that has ever been put togetlier. In this you will find a vast array of informa tion of particular interest, I am sure, to a great many members here. This shows by counties, for every county in the United States, the number of establishments, the number of wage earners, the wages paid, the cost of the materials, the value added by manufacture, the value of the manufactured products, the value of mining products, with the number of employees engaged in mines, and a number of other pertinent facts. In another section is given the location of cadi industry by counties. An examination of this book might disclose for any particular manufacturer that the type of establishments using his product may be located in only, let us say, 500 out of the 3,0^5 counties in the United States. It might disclose, further, that the bulk of those establishments arc concentrated in twenty-live or fifty counties. I am sure that information might be of some lielp to many concerns. As I assumed when I came here that I was expected to make suggestions for a program of activities in the field of market research for this organization, 1 jotted down a number of other things that I will pass on for just what they arc worth. One of the most controversial subjects in the field of marketing today is the com pensation plans for salesmen. Should they be compensated on a salary basis, salary and commission, or straight commission, or some other method? I am sure that each particular method may be suited to some particular industry, but 1 think particularly in an organization of this kind where there arc so many manufacturers of diversified products, it certainly would be very helpful at least to exchange experi ences with the different methods. Channels of distribution Is another subject that bas been pretty much neglected. Wholesalers, for example, claim that a good many lines of merchandise should be sold through them. In many cases .they claim that they can sell more cheaply and Accident Prevention Equipment Manufactureri 255 get goods into the hands of the ultimate consumer more cheaply by.using the facilities of the jobber, and in many cases that is true, but as yet we do not have enough facts to demonstrate what types of commodities or what types of businesses are best suited to go through jobbing channels. Recently a study was made which showed that a department store, for example, could afford to pay a jobber ten per cent more than the department store was paying the manufacturer direct and still get the goods into the store ranch more cheaply; it saved buying expense/- warehousing expense, and there was considerable convenience ir^-having a quick, ready source of supply. One of the outstanding needs of present-day business of all kinds is close attention to the broad developments and trends that affect wliole industries. As we alt know, science and engineering are changing entire industries and creating hew ones. Only recently 1 read about a oew alloy called carboloy, the manufacturers of wbkh claim it could he used for faster cutting speeds in metal industries, but the faster speed required re-designing of the machine tools to use that particular product. While I am no expert on safety devices but I can see the possibility that extra speed may necessitate new and different safety devices. The purpose of any research or market analysis is to increase profitable business. That can be done, of course, in two ways, either by'increasing volume by more ex tensively or intensively cultivating existing markets, but it also can be done by dis covering new uses and at the same time new products that might fit in with the plant facilities of any particular manufacturer. Any research work should have in mind constantly that producers of any particular commodity must keep up with the trends and changes that affect, whole industries. There must be a complete coordination between the manufacturing possibilities, sales policies and methods, with the extension of markets for all products, and the develop ment of new outlets. If these economic developments do not occur over night (apd they usually do not) it is perfectly plain that intelligent and close analysis will discover these trends so that we can attvnc our efforts to them, for if we run contrary to those trends, it is inevitable that we will attain only a limited degree of success and many of our steps - will have to be retraced. I will be perfectly willing to try to answer aoy questions that you gentlemen may want to ask. Otherwise I have finished. (Applause) ' DfscMliOD * Btmx W. Nutt (Safety Equipment Service Company. Cleveland, Ohio): 2 should like to ask just where we may send for such information as we may want on die subject. f Ms. Boaseir: We will be very glad to have you write to us at any time. If we haven't the information, I am pretty sure we can direct you to the sources that can give it fio you. J. T. Ryaw (Mine Safety Appliances Company, Pittsburgh, Pa.): You made a statement that you have investigated to some extent the methods oi compensation for salesmen. I am wondering if you could give us some figures oo that as to relative percentages of the different methods of compensation. Mr. Boedsn: On request 1 will be very glad to get together what Information we have and suggest sources of information on that. E. F. SnrrMAX (Industrial Products Company, Philadelphia, Pa.) : On the point brought up about analyses showing a certain percentage of accounts with a loss, and if these accounts were dropped, what was done with the additional effort? Was it placed on the accounts that were already profitable, or was it placed in going after additional accounts that would be io a class that the company wanted? 256 Nineteenth Annual Safety Congress M. Bomlpcn : In Utc one case I mentioned a Urge number of the accounts were dropped. That meant that the mIcmdcq had more time to more intensively cultivate the profitable accounts, which was the first step. The second step usually is to try to cultivate other profitable accounts. Other steps are taken sometimes, too. . For example, the Kaylin Company, manu facturers of self-tapping screws, discovered a situation of that kind existed with their company. Tltcy found that it was costing $7 for each salesman's call. That meant that (ley couldn't call on small customers amt make any money on it. They first set up a very highly selected system of accounts for the salesmen. Then they set up a system of direct mail canvassing for the larger market or larger number of smaller accounts that they wanted to cultivate. I could probably best illustrate that by a case in the hardware jobbing field. This particular concern cut off 60 per cent of its accounts that were unprofitable, either because they were buying too small quantities, or because they were too far away from headquarters. They cut out 15 per cent of their territory and 20 per cent of their items. The net results were that voltme dropped off about 20 per cent, their 'profits for the first year were just a little bit more than they had ever been before, but inside at three years, by cultivating profitable business so. far as they could, they got their volume back to where it had been, and their profits were about 35 per cent more m dollars. R. F. Becks' (Benjamin Electric Manufacturing Company, Des Plaines, Illinois); Mr. Borden spoke somewhat of an analysis being'made by counties. Mb. Borpcn : It is the Market Data Hand Book, and you can get it from the Government Printing Office at Washington, D. C. The price is 92.50. The Jobber in the Distribution Scheme F. L. Huxlbutt (Patent Scaffolding Company, Chicago, 1)1.): Have you made any study of the position of the jobber iu the scheme of distribution to date? 1 mean, have you endeavored to find out whether there is a growing tendency on the part of the industrial consumer to purchase direct from manufacturer* rather than from the distributor or vice versa? Mr. Bosdcs: About two years ago we ran what wc called a national wholesale conference. We had four committees of outstanding wholesalers and other men interested in wliolesaling. One of the committees made quite a thorough study of that particular phase of the jobbing business. While It wasn't applied particularly to the marketing of industrial goods, more to the marketing of consumer goods be cause the jobber is more important there, I think they did show that in many lines it is more profitable to go through a jobber, and I think it can be shown, too, thgt m many cases sonic of the larger manufacturers selling to the larger consumer re tailers. for example, department stores, are buying more and more of their products through the jobber. We have issued along that line a set of four reports which I will be very glad to send anyone here. - E. Dickson (Standard Safety Equipment Company, Chicago, 111.): You re ferred to a certain percentage of unprofitable accounts that some companies eliminated from their sales activities. Did your investigation carry the thing on to show where those unprofitable accounts went for their merchandise? Mr. Bordcn : I don't believe they ever went that far in the investigation because 1, don't believe they cared. In many cases the smaller accounts would call up for tbeir supplies-over the telephone. In many cases the small accounts were not-neces sarily/small buyers. It was the result of a large account splitting up its purchases among about 57 different sources of supply. Frequently they would go to an account of that kind and say : "Either we have got to get more of your business Or we don't Accident Prevention Equipment Manufacturers 257 want the small part we are getting right now. In order for us to make any money oat of it we have got to get a certain percentage; and that applies to anybody else who Is trying to sell you." The meat packers found a situation of that kind which is really astounding. They operate on a very close margin of profit; nevertheless they figured out that it was costing them 35 per cent of.sales to sell their small accounts, whereas it was costing them less than two per cent to sell the large accounts. They issued instructions to their salesmen to try to cultivate the larger companies that were buying in small quantities from a number of sources for a period of three or four or five months, and if they couldn't bring them up to a profitable volume in that time, drop them. Annual Report of the General-Chaiqnan B7 EDWARD H. SYKES Mine Safety Appliance* Company, Pittsburgh, Pa. In accepting the chairmanship of the Accident Prevention Equipment Manufac turers' Section of the National Safety Council last year, at the Congress in Chicago, I was duly mindful of the hooor bestowed and agreed to serve for one term only. I felt, and still feel, that the office should be rotated among the various manufac turers and distributors of safety equipment, not only to distribute the honor, and incidentally the burdens of the office, but also to bring new life and blood into the organization in order that the need and value of safety equipment may be made constantly and better known to industry. It so happened last year that your chairman was chosen as one of seven sectional chairmen regularly elected to the Executive Committee of the National Safety GmsnciL He was, therefore, in a position to properly represent and present the manufacturers' interests before the National Executive Committee. And in this connection, permit me to say that President C. E. Pettibooe, W. H. Cameron, Managing Director, and the entire personnel of the National Executive Committee, woe duly mindful and extremely gracious toward our requests as indicated by com mittee reports to follow. That tire National Executive Committee, fully cognizant ot the fact that our problems must of necessity differentiate from any other section, lent g receptive ear is indicated by the fact that on one occasion, President Penibone and Mr. Cameron met with your Sectional Executive Committee during the All Ohio Safety Congress in Chicago until after midnight discussing our problems. In cidentally. wc held seven Executive Committee meetings during the year--one in Chicago, three in Pittsburgh, two in Columbus and one special committee meeting iu Kew York. You will possibly recall that our Section was created following the close of the 1928 Congress in New York and that the firit meeting of the newly-created Execu tive -Committee -of the Setticfi was held in Columbus, Ohio, October 4, 1928. At that meeting, the Executive Committee outlined six cardinal points as a general basts covering the aims of the Section. F. R. Davis was chairman of the Section and the writer vice-chairman of the Sectional Executive Committee. We held nine meetings that year and among other things, conducted a campaign to raise voluntary subscriptions of $50 among the manufacturers. Twenty subscriptions of $50 each were obtained, including one from Siebe, Gorman and Company of England. Wc had hoped that as many as one hundred nr one hundred fifty voluntary subscriptions might be received, but such was not the case. You will Mso recall the well attended meeting which we held1 Sunday night in Chicago last' year' preceding the opening of the Congress. At this meeting, ~*fhe various marflifacturers and distributors of'safety equipment gave their views as to just what such a Section might accomplish. I might say in this connection that 258 Nineteenth Annuel Safety Congress many of the thoughts expressed at this meeting were helpful to your sectional officers in carrying on the work this year. Upon assuming the chairmanship of the Section, it was quite evident to me that our progress must, of necessity, be slow but it must be sure. You may recall that in my first message in the December, 1929 "News-Letter," I wrote: "The growth of our Section and its activities, as I - view it. will be slow but nevertheless, sure, if the members do team-work. We have to learn to stand be fore we can walk--and we can't run before we leant to walk. "The most important, immediate work before us for consideration is that of the Special Committee which has been appointed to study Organization and Finance......... "The Executive Committee of the National Safety Council has seen fit to permit us to organize as a Section and, therefore, we are a definite division of the CowiriL To us, our probtdns are very important and that is only natural. On the other hand, we arc but one cog in a large wheel, which goes to make up the ^ of nearly 6,000 members. We are now in a position to place our aims and desires before the National Executive Committee--and 1 can assure you that they warn to hear from us and that we will be given every consideration. Therefore, let us weigh our aims and desires carefully, making sure always that our action* are for the best interests of all concerned.** And in the conduct of the Section this year, I have earnestly tried to live op to the above message. It was at once apparent to me that we must have an assured income if we were to put the original plans into practical operation, which were set up at Columbus two years ago. Meanwhile, I felt that pending a definite plan of organization <t finance, we should make the best use of the things which were available and before us. I am going to ask the various chairmen to report tonight on their accomplish ments during the year. Suffice to say that l fee! we have made definite progress with the facilities at hand. You, of course, are to be the final judge. A Plan for Expenditure of Assessments 1 would be falling short of my duties if I did not suggest a plan to the incoming Executive Committee of our Section for the wise expenditure of those special $S0 assessments against the exhibitors at this Pittsburgh Congress. While no objec tions to the assessment have been made to me personally, I understand that some of the exhibitors have raised the question of "how come and why?** Naturally, we always question anything that affects our pocketbooks--especially in limes of de pression such as we ere now experiencing. Your Executive Committee in requesting and finally obtaining these special assess ments against the exhibitors at the Pittsburgh Congress, felt that we could not go far in promoting the use of safety and accident prevention equipment without a definite and assured income. Voluntary contributions were indefinite and would not suffice. And let me say right here that Mr. Cameron informed me today that he was holding $3,459.00---this special assessment, to turn over to the Incoming Treasurer of our Section. Not ooe penny of this money has as yet been touched and we still have a comfortable bank balance In our treasurery from the original $1,000 collected early in 1929 as our Treasurer's report will show. There are many things that we. operating as a Section of the Council in this great movement, can do in an effort to farther the use and sale of safety equipment, providing the finances are kept at hand. Ultimately, we should strive for a part or full-time secretary at Council headquarters to carry on the detailed work. Mean while. let me suggest to the incoming Executive Committee that we provide funds for immediate use of; Accident Prevention Equipment Manufacturers 259 First---The Publicity Committee As I view it, we need general sectional, literature; for example, to tell the story of why goggles should be worn, why inhalators should be used, etc., etc., . . . .Not Buell Nutt's goggles....................not Mine Safety inhalators. .... .but just goggles and just inhalators. Propaganda, you say. . . . .No I Just a conscientious effort to protect and save lives. And I could enumerate dozens of examples. Look at this barrel full of broken lenses--a story and photograph appearing in the May, 1930 Issue of Safety Engineering. That's the type of message that we should get across 1 Literature, newspaper and trade paper publicity and what not. . .There are dozens of ways in which this one committee alone might function. BUT THEY CAN'T DO IT WITHOUT FUNDS! It's up to us as safety equipment manufacturers and distributors to put these messages across as an organization and in a way that will be helpful to the safety movement and beneficial to all of us at the same time-- for if you can't see any benefits, of course you'll ask the "How come and why'' of this special assessment Then there are the committees on Safe Practices and Codes--Market Research covering unsolved safety problems, etc., etc., not forgetting such important duties as the work of the Membership, Exposition, Entertainment and News Letter Com mittees, etc. Naturally, the committees on Safe Practices and Codes and Market Research could not function this year because the money was not available, until now, to budget the expense. Take the work of the Exposition Committee, for example, in just one of its possible activities. How many worthless exhibits do you go into during the course of a year's time? Wouldn't h be a fine thing if the work of this committee could be set up continuously so as to conscientiously investigate the merits of the many trade exhibits before they are held? Staying out of one unprofitable exhibit would pay your $50 assessments for quite a few years to come. It occurs lo me that we might profitably at a later date have a committee to work up a manual covering a successful plan of instructions for having accident preven tion equipment used by the various industries. For example, how can workmen be made to wear goggles and protective shoes? We all know that certain industries require the use of safety clothing. Why not cover such a subject in several chapters of such a manual? Take the general subject of first aid materials. What types of first aid materials, for example, should a machine shop, with one hundred workers, have on hand? These me vital and important subjects for the thoughtful consider ation of Industry. It would be up to our Section to plant the seed, as it were, and up to us as individual manufacturers and dealers to cultivate the results. Take our great engineering schools and colleges. Why not make an effort to have a course in safety engineering and use of safety equipment put into the cur ricula ? Safety engineering is and should be just as important a course of instruc tion as calculus or other forms of higher mathematics. These, gentlemen, are subjects which we as a Section can and possibly, should sponsor. I could go oo and discuss various subjects such as fair trade practices of mutual interest to all of us, but I won't burden you further. It*s a great and thrilling busi ness in which we are engaged--promoting national safety through the use of acci dent prevention equipment and services. I never thoroughly appreciated the real purpose and value* of the National Safety Council until I became associated in this work. We are striving to eliminate the cause of accidents and their resultant misery.............. while all the cither social agen cies, great as they are, are dealing with the effects of the cause. Let's not step aside hut carry on l In closing, 1 want to take this opportunity to thank all of you, particularly the members of our Sectional Executive Committee for their loyal and faithful support. 260 Nineteenth Annual Safety Congress Annua] Report of the Treasurer b7 l. k. DICKSON Standard Safety Equipment Company, Chicago, H3L RECEIPTS: Received Oct. 31, 1929 from former treasurer.........................................................................$820.94 DISBURSEMENTS: Oct. 31. 1929 National Safety Nears for advertising......... . 262.64 Jan. 14, 1930 Frederick H. Wahlert for incidental ex penses of 1929 Membership Committee........................................... 33-76 Aug. 1. 1930 Buell W. Nutt for purchase of pruee for 1930 Congress at Pittsburgh...................................................... 300.00 $820.94 596.50 596.50 BALANCE ON HAND at Peoples' Trust and Savings Bank, Chicago................................ . .$224.54 (A motion was regularly made, seconded and carried that the report be accepted.) Chaibsian Sykes: Mr. Fred Wahlert will now make his report as chairman of the general Entertainment Committee, and Mr. Ryan will follow with the report of the activities of tlx Smile Party Committee. Fred Wahlert (Pulmosan Safety Equipment, Corp., Brooklyn, N. Y.) : At the last meeting there was $2,500 set aside for the Smile Party. We wanted something different this year, so a company in Chicago was suggested. This company was putting on a cotillion at Atlantic City. I went there to look it over. Mr. McConnell the owner came to Pittsburgh and met with 'Mr. Ryan, Mr. Sykes and myself. We agreed on $2,000 for the cotillion. Outside of that, Mr. Ryan has taken cate of every thing. J. T. Ryan (Mine Safety Appliances Company, Pittsburgh, Pa.)': We are all set for the Smile Party. Unless you specifically ask, I don't think I will give you too many of tlie details, because we want you fellows to be surprised. Wc all agreed that inasmuch as all of the arrangements have been made for the entertainment, the prices; music, and so forth, the problem of our Committee and your Committee on that night is to sec that everything moves along smoothly and make sure that no outsiders get in. We can only take cafe comfortably of about 2.000 people, and that is what we have provided for. All of you representatives here are asked to.be members of the Smile Party com mittee on that night, and your badge will so signify. - ' Four hundred hostesses, as I believe they are called now, get a >specia) invitation through Mr. Frank Lanahan. Chairman Sykes: I want to call next on Mr. Buell Nutt, Chairman of our Ex position Committee, since his activities-tie in with our contribution to the Congress during the week. ' Bik'-l W. Nutt (Safety Equipment Service Company, Cleveland. Ohio): The Exhibit Committee lias met several times with the Executive Committee of our sec- ikm. and at each ooc of iIkmc meetings representatives of the National Safety Council were also present. We have endeavored as far as possible to-improve the conditions Accident Prevention Equipment Manufacturers 261 mitt which we are exhibiting. We felt that one of the things we ought to try to iffwt d possible, was the attendance at the exhibit. We took this up with the officers of the Council, with the result that we have bees aMe to get them to arrange their programs so that a very large majority of the MCtaoos will have a specific time during the week at which they can visit the rrrh3** and t!> day on which they do visit will be- named on their program. There are certain times during the week that'will be named the day of the section that will visit the exhibit, for instance the Automotive Day for the day when the Automotive Section will visit the exhibit. I believe this will have a good effect. If we can get the crowd down we can interest them. At one c< the meetings it was also decided that possibly some other means might be nsd to interest members in attending. It was decided that an appropriation of 8306 from the fund of the Section should be used for the purpose of prizes to* be given as attendance prizes. This fund has been expended, and you will note in the lobby of the hotel three cases in which we have put prizes which this fund purchased. In addition to this amount, a letter was sent to all the exhibitors suggesting that if they cared to do so, they might contribute an individual prize, this individual prize to bear the name of the contributor, and the amount paid for it not to be more than $25. To that letter we have had a fairly generous response. I believe there are some eighteen or twenty prizes of not over $25 valuation each and given by individual exhibitors. The method of handling this distribution has been worked out in this way: Each delegate will register at the registration booth downstairs, and at the time .he reg isters will be given a card. On this card are twenty-four spaces. The direction on the card is that each delegate must visit at least twelve booths on the first floor exhibit and twelve booths on the second floor exhibit. When he visits each exhibitor, he will hare a stamp bearing the name of hiscompany, and the delegate will present this card and the exhibitor will stamp his name in one of the spaces provided for that means. After the card has been filled with twenty-four names, it is to be deposited in, a barrel which will be on the lower floor. The tickets will then be collected, and on the night of the Smile Party .a drawing will be had for the prizes. A young lady is going to draw the card from tlie barrel, and the fortunate holder of that ticket or the man whose name appears on that ticket will receive the prize. We have had some adverse criticism of the plan, but we thought we would try it once, anJ if it works wc can try it again. Each exhibitor, as you know, is. to have a badge of a different color from the delegates* hedge. Another question which I .think we ought to discuss is how the committee can function in trying to provide information regarding exhibits held at other times of the year than at the National Safety Council. 1 think all of us have visited enough exhibits which are unfruitful that wc don't want to attend any more than we have to. I tried during the year, and I tried last year, to get information about some of the exhibits being held around the country, and it is very difficult to get reliable informa tion. .The Safety Council endeavored to give us such - information as they had, but it was not always reliable because they sometimes didn't know. It would seem to me that if a-committee could give further study to this, with the help of the office of the National Safety Council and such other agencies as they might seek, it would be to our advantage. 'Many meetings are coming up every year. Local councils will put on a meeting, ra:e councils put on meetings, and even industries put on meetings and ask us to go. The question has always been a thing very hard to decide for anyone else. For 262 Nineteenth Annual Safety Congress instance, an exhibitor in a certain section of the country might feel that he ought to attend an exhibit or a convention, and he would naturally go because his friends in that section thought he Ought to. For an Exhibit Committee to send out information saying that an exhibit was worth while was very difficult because it might be worth while to some members but no good to others. So it has been hard, as I say, to determine just which ones were the best ones or those that, we should attend. 1 think some more study should be given this thing so that if possible we can arrive at .some conclusions that will be worth while. . Freu Waulkrt (Pulmosan Safety Equipment Carp.); If the number is drawn and the party is not there, he doesn't get the prize, does he? Mr. Nun; Prizes will be given to those present at the Smile Party. We decided to donate three prizes which will, be drawn for by the ladies who arc wives and friends of those who arc coming, G. M. Gltdden (E. D. Bullard Company) : I presume each one of the exhibitors will be provided with the stamp tomorrow morning and that each one of.the cards before the prizes are distributed is to be thoroughly scrutinized to be sure that the required twelve on each one of the floors has been stamped. M*. Nutt: Yes. Mb. DrcxsOK: How are the prizes to be awarded? Mr. Nutt: Each prize is going to be numbered, including the prizes given by the Section and also the prizes given by individuals. We are just going to put an arbitrary number on each , prize, so that when the first drawing takes place, No. 1 prize wifi be given. At the time wc had prizes given out in New York, the idea of letting them pick their own didn't wqrk so well. When they draw No. 6 prize, it will be numbered so there won't be any question. C. H. Sigler (Bauer & Black, Chicago, III.) : May I suggest that care be taken that these stamps are not exposed. Chairman Sykes: A question has been raised as to whether the wives and sweethearts of the exhibitors, are permitted to compete for the prizes; also whether the members of the National Safety Council staff should be eligible. Mr. Nutt and I have talked this over and we believe that they should not be. In connection with the exhibit I should like to read a letter sent to me by Mr. Earl Blank. Director of Safety of the Jones & Laughlin Steel Corporation, Pittsburgh. Mr. Edward H. Sykes: Inasmuch as several of our superintendents and foremen have inquired as to whether the Congress exhibit will be open during the evening, I feel that this will be worth while considering this year because of the intense interest in safety in this district. I would suggest that if possible the exhibits be kept open continuously Tuesday until 10 P. M. in order that those who may And it difficult to attend during the day will have a chance to see the exhibit. I believe that this proposition will be well worth while from the exhibitors1' standpoint as many plant men will have the opportunity to see safety equipment which will be of use to them in their re* spective departments.. If some publicity were given to the fact that the exhibit would be open Tuesday evening. I believe that there would be a good crowd in attendance. Should this be arranged for we will be glad to send a safety news-letter on Monday, September 29th to our 1.500 foremen in the milts in this district, advising them that they could see this exhibit Tuesday evening. It is likely that other large manufacturers could issue a similar notice to their foremen and superintendents. Trusting that your committee will give this serious consideration, I remain. Yours very truly, E. E. BLANK Director of Safety A Welfare. Accident Prevention Equipment Manufacturers 263 Chairman Sykc$: At our sectional Executive Committee meeting at Pittsburgh last May. we went on record as opposing holding the exhibit open at night. You will recall last year in Chicago the exhibit was kept open one evening and there were some special first aid demonstrations by trained teams, and that the exhibit that night was not very well attended. Should we decide to stay open Tuesday night, we can get this message to the Jones & Laughlin Steel Corporation, for one, and we can also get some newspaper publicity between now and that rime. Mr. Ryan : I move that we put it to a vote immediately. CHAIRMAN Sykes: All those in favor of keeping the exhibit open Tuesday night until nine or ten o'clock, please raise thdr hands* (Twenty-one) Those opposed to staying open Tuesday night. (Four) (It was unanimously agreed that the exhibit be open until nine o'clock.) Chairman Sykes: I want to take this opportunity to thank Mr. Nutt and his Committee for the splendid work they have done. The very fact that various sec tions have recognized the exhibit on their programs and in the official program it splendid. The giving away of prizes also C think will create considerable interest in the exhibit. I want to read a letter received a short time ago from Mr. Cameron, Managing Director, with reference to the Buyer's Guide. "The recommendations of your special committee relating to the next issue of the Buyer's Guide were approved by both the administration and Executive Committees. I have notified Mr. Solensten and am handing the memorandum, of the committee to Mr. Wheeler to be kept on file for reference when the next issue of the guide is printed. "1 want to thank you once more, and both your Executive and Special Committees, for your earnest consideration of the problems involved and for the recommenda tions made." I think the fact that the National Executive Committee has agreed to publish the next issue of the guide in conformity with the recommendations made by our special committee is an accomplishment. I am going to ask Mr. Solensten to point out briefly some of the highlights of this new guide. The Council puts out 20.000 copies of this guide gratis, and it is one of the services of particular interest to our Section. R, T. Sounstkn (Elliott Service Company, New York, N. Y.) : I presume all the members present have received the September News Letter, which contained the complete and final report of the Special Committee on the Buyer's Guide of Safety Equipment. For that reason I shall not read the entire report, but I shall simply mention the recommendations that were made with a view toward improvement of this annual publication. The committee consisted of myself as Chairman; Mr. Frederick Wahlert, Pulmosan Safety Equipment Corporation; and Mr. C. H. Sigler of Bauer & Black. The first recommendation is that in the 1931 edition of the Buyer's Guide, names of manufacturers, dealers, distributors and jobbers of safety equipment be printed in bold face type if they are advertisers in the Notional Softly News or Public Safety, or if they arc exhibitors at the Annual Safety Congress. AH other listings arc to be set in light face type. The second recommendation was that the names of manufacturers, dealers, dis tributors and jobbers of safety equipment who are members of the National Safety Council be designated by an asterisk, irrespective of light or bold face listings. The third recommendation was that free listings be extended to manufacturers, dealers, distributors and jobbers of safety equipment who are members of the National Safety Council or who are advertisers or exhibitors. All others should be required to pay a fixed charge for each listing. 264 Nineteenth Annual Safety Congress The fourth recommendation was that the charge he made of $1 for each item under which a listing js desired. The fifth recommendation was that the listing of manufacturers and dealers under the various items in the products classification be a listing of names only, not ad* dresses, but that the names with the addresses of office headquarters be arranged alphabetically in a special section in the front or the back of the book, and that each concern be privileged to publish addresses of branches or distribution centers operated under its own name, but that in every case where an address is published other than that of office headquarters, it should be an address from which shipments are ordinarily made from local stock. Tltose are the five recommendations that were made by your Committee, and h is believed when these recommendations are carried out we will have a Buyer's Guide which will be of greater benefit to the manufacturers and dealers, and of greater henefit to the users of the guide because it will result in improved service to the purchasers of safety equipment. Chairman Sykes: I feel that that is a real constructive piece of work. I have just one more committee chairman to call upon, Mr. Fred Wahlert, chair* man of our Nominating Committee, for officers for the coming year. Mr. VVafilert : The Nominating Committee wish to have for their Chairman, providing the members approve of it, Howard B. Fonda; L. E. Dickson for Vice Chairman; A. C. Carnithers for Secretary; C. A. Partenheimer for Treasurer. If there is no objection I will make a motion that these men be elected. (A motion was regularly made, seconded and carried that the report be adopted.) Chairman Sykes : I should like to present at this time our incoming Chairman, Mr. Howard B. Honda of the Burroughs Wellcome & Company. Howard B. Fonda (Burroughs Wellcome & Company. New York. N. Y.) : Thank you. As you know, the Accident Prevention Equipment Manufacturers' Section is now going into its third year. There has been some grumbling in the past year, but it is like a thunderstorm; there is always a dear sky afterward. I do befieve that we are now coming to that dear sky. I am confident that if we all work to* gether in this coming year as the work and the spirit and the enthusiasm has in* creased in the past two years, a lot of good and accomplishment will be gained in the next year. I sincerely hope that it will. I know every effort of mine will be put forth in that direction. There is one thing that has been very apparent to me in the past year (and I don't want to confine my remarks to the past year, either, when 1 ,ay this), and that is that the officers of your Section have been unselfish, not personal, and most generous in their time and effort of direction and trying to give and promote a constructive program. All (hat I ask is that if there is any feeling or any thought of any member of the Section tliat there is anything that is unfair or not just, he come right out in the open and lay his cards on the table. I would like to give you a list'd the chairmen of the various committees as they have been lined up. The chairmanship of the Entertainment Committee lias been left over for a later date for the particular reason that we want to see jut where the Twentieth Annual Safety Congress will be held, and we will then select a Chairman who will be close to the city and can work more effectively. Exposition Committee. There is only one who can handle that job. It is a thank less one. we all know that, so we have picked on Buell Nutt. Market Research Committee, I. W. Millard, Industrial Gloves Corporation. Membership Committee. I don't think Fred Wahlert needs any introduction. For real work in the Section, there is none that is harder to put over titan the News Letter, and certainly I feel that the News Letter, as each issue has gone out, Accident Prevention Equipment Manufacturers 265 has certainly spoken for itself. It has been real genuine effort, and there goes Solly. Along with that, we are not through with Solly yet. He is the clearing house for all information, and wc feel with Arthur Carruthers as Secretary, it would be well to team up that pair in New York where they can work together. So for Publicity wc will have Solly. Program Committee, E. L. Wlieeler, of the F. H. Wheeler Corporation, Chicago. Safe Practices aod Codes Committee, J. M. I-ewis, Mine Safety Appliances Com pany. He is an engineer, and that is what wc need, so we expect a lot from him. Our Executive Committee Members at Large. Certainly we couldn't get along without Ed Sykes. Pittsburgh has done a real job for us this year, and wc have George Shull. Safety Firt Supply Company. Fred Shipman, Industrial Products, Philadelphia. There is one more member whom I wish to announce on the Executive Com mittee. He is far away but he has been very close in thought as far as this Section is concerned, and he is anxious to do all he can. In picking out these various chairmen we have tried to be fair in the distribution so wc can get an analysis and the clear-cut thought of the group and Section as a whole, so we tried to cover the whole country and we have Ed Bullard of the E. D. Bullard Company, San Francisco. That is the slate. I am sure that you will find every one of these gentlemen anxious, ready and willing to work, and there is a job ahead of us. I am sure we will carry it out. Chairman Sykes: Is there any further business to be brought before the meeting tonight ? Mr. Shipman: While the incoming Chairman, Mr. Fonda, has paid proper respect to the outgoing Chairman, I don't think that wc should close this session without a real rising vote of thanks to the splendid work that has been done which is manifest by the interest here tonight, and I don't think, we should go along with out expressing our appreciation to the Committee on the Smile Party or any others who have had a part in the making of the coming week a success. I so move. (The motion was seconded and carried.) Chairman Sykes: Thank you very much, gentlemen. I assure you it has been a real pleasure to have served as Chairman this year and to have had the whole hearted support of my Executive Committee. ADJOURNMENT 266 Nineteenth Annual Safety Congress Accident Prevention Equipment Manufacturers Who Mad* KihiWn at the Nineteenth Annual 8afety Concrete More than 100 manufacturers of equipment for the promotion of safety and Hs relation to efficiency and production, industrial health, sanitation and general wel fare occupied the two lower floors of the William Penn Hotel, forming the 1930 Exhibition. This year the relationship between safety and efficiency was more definitely established by a number of the exhibitors, and manufacturers of equipment for use in the public safety field were represented by a larger number of exhibits. The following is an official list of the exhibitors: Abbott Laboratories, North Chicago, Illinois. Pharmaceutical products and disinfectants. American Abrasive Metals Company, New York City. Abrasive-metals for safe walkway surfaces. American LaFrance & Foamite Industries, Inc., Elmira, New York. Fire protection equipment and safety supplies. American Metal Products Company, Milwaukee, Wisconsin. AMPCO-METAL non-sparking tools. American Optical Company, New York City. Safety goggles, helmets and masks. Automatic Signal Corporation, New Haven, Coon. Vehicle actuated traffic dispatching systems. Bauer & Black, Chicago, Illinois. Surgical dressings and first aid kits. Ratter Manufacturing Company, Wooster, Ohio. Ladders. Benjamin Electric Manufacturing Company, Des Plaines, Illinois. Lighting equipment for commerce and industry. Robert A. Bemhard, Rochester. New York. "Saf-T'Top" ampoules and "Saf-Fast" liquid adhesive. Bolton Safety Signal Company, ]nc., Memphis, Tenn. Block signal systems for automobiles. R. II. Buhrke Company, Chicago, Illinois. Safety belts, straps, buckets, tool guards. E. D. Bullard Company, San Francisco, Calif. Everything in safety. Bullard-Davis Inc, (of Del.) New York City. First aid and safety equipment. Burroughs Wellcome & Company (U. S. A.) Inc, New York City. "Tabloid" first aid and fine pharmaceuticals. H. Childs & Company. Inc., Pittsburgh, Pa. Safe loc shoes. Chippewa Shoe Manufacturing Company, Chippewa Falls, Wise. Safety shoes, boots and work shoes. Clipper Belt Lacer Company, Grand Rapids, Mich. Clipper belt fasteners, belt lacers and belt cutters. Chas. Cory Corporation. New York City. Safety interlocks and signals. Dayton Safety Ladder Company, Cincinnati, Ohio. Safety ladders. D. A. Eblnger Sanitary Mfg. Company, Columbus, Ohio. "EBCO** sanitary' toilet and wash-room equipment. Accident Prevention Equipment Manufacturers 26; Elliott Service Company, New York City. Publishers industrial bulletin board display services. Endicott Johnson Corporation, Endicott, New York. Safety Shoes. Finnell System, Inc., Elkhart, Indiana. Electric floor scrubbing-polishing equipment. Giant Ladder Brace Company, Chicago, Illinois. Ladder braces. Helios Manufacturing Corporation, Buffalo, New York. Safety guards for woodworking machinery. Joseph M. Herman Shoe Company, Boston, Mass. Industrial shoes. Homestead Valve Manufacturing Company, Coraopolis, Pa. Water vapor cleaning machines. H. F. Husted Company, Hazclton, Pa. Ladder equalizer. Hynson, Wcstcott & Dunning, Inc-, Baltimore, Md. Antiseptics. Hyro Manufacturing Company, Inc., New York City. Automatic furnaces for liquid bath hardening. Industrial Products Company, Philadelphia, Pa. Accident prevention and first aid equipment. Johnson and Johnson, New Brunswick, N. J. Surgical dressings and first aid equipment. The Kent Company, Inc., Rome, New York, Commercial floor machines and vacuum cleaners. Walter Kidde & Company, Inc., New York City. Lux carbon-dioxide fire extinguishing equipment. Mathias Klein A Sons, Chicago, Illinois. Linemen's tools. Lehigh Safety Shoe Company, Inc., Allentown, Pa. Safety shoes. Lima Cord Sole & Heel Company, Lima, Ohio. GRO-CORD non-slip shoe soles and heels. Liquefied Gas Appliance Company, Sharpsburg, Pa. Blow torches. Jas. H. Matthews & Company. Pittsburgh, Pa. Bronze and aluminum safety trophies. Melflex Products Company, Akron, Ohio. Floor mats. Merck & Company, Inc., New York City. Chemists. Metropolitan Life Insurance Company, New York City. Life Insurance. Mine Safety Appliances Company, Pittsburgh, Pa. Everything for mine and industrial safety. Murray Safety Sling Company, Inc., Pittsburgh, Pa. Safety slings and chairs. Ochiltree Electric Company, Pittsburgh, Pa. Distributors General Electric Refrigerators. Patent Scaffolding Company, Chicago, Illinois. Safety ladders and "Tubelox" steel scaffolding. Pennsylvania Manufacturers' Association Casualty Insurance Company, Philadelphia, Pa. Insurance. 268 Nineteenth Annual Safety Congress Pittsburgh Plate Glass Company, Pittsburgh, Pa. Duplate glass. Protectusral Company, Chicago. Illinois. Safety devices for handling of hazardous liquids. Pulmosan Safety Equipment Corporation, Brooklyn, New York. Safety protective devices. Ratio Shoe Manufacturing Company, Milwaukee, Wisconsin. Safety toe shoes. Safety Engineering, New York City. PuMisliers of "Safety Engineering'*. Safety Equipment Service Company, Cleveland, Ohio. Complete line of safety equipment. Safely First Shoe Company, Framingham, Mass. Industrial safety shoes. Safety First Supply Company, Pittsburgh. Pa. Safety equipment. \V. H. Salisbury & Company, Inc., Chicago, Illinois. Linemen's Rubber Protective devices. Sclmcnk Safety Device Corporation, New York City. Safety liandlers for barrels, drums, carboys. Scheulz Life Saving Bumper Corporation, Detroit. Michigan. Life Saving Bumpers. F. J. Stahmcr Shoe Company, Davenport. Iowa. Davenport wood sole footwear. Standard Safety Equipment Company, Chicago. Illinois. Safety equipment. Stonchousc Signs. Inc., Denver, Colorado. Accident prevention signs. Strauss Company, Inc., The, Pittsburgh, Pa. Safety belts. Torehwcld Equipment Company, Chicago, Illinois. Gas welding and cutting equipment. Union Switch and Signal Company, Swissvale, Pa. Designers Railway signalling and interlocking systems. Untied States Bureau of Mines, Department of Commerce, Pittsburgh, Pa. Researches for utility and safety in the mineral Industry. United States Chain & Forging Company, Pittsburgh, Pa. Commercial chain and automobile accessories. United States Navy Department, Washington, D. C. P. Wall Manufacturing Supply Company, Pittsburgh, Pa. "DREADNAUGHT" Blow torches and furnaces. Watson Standard Company, Pittsburgh, Pa. Safety glass. * Weaver Manufacturing Company. Springfield, Illinois. Brake testing, alignment testing and headlight testing equipment for motor vehicles. West Disinfecting Company, Long Island City, New York. Sanitary products and equipment. Westingbouse Air Brake Company, Wilmerding, Pa. Air brake equipment and accessories. F. H. Wheeler Manufacturing Company, Chicago, Illinois. Leg-Safes, Wild Hide gloves and Wheeler protective apparel. Willson Products, Inc., Reading, Pa. Goggles, respirators and welding equipment. Daniel Woodhead Company, Chicago, Illinois. Safe lamps, plugs and sockets. NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL A. S. S. E. Engineering Section Officers 1930-31 General Chairman R. F. Tbalru, Buick Motor Company, Flint, Midi. Vice-Chairman--Da. M. G. Lloyd, U. S. Bureau of Standards, Washington, D. C. Vice-Chairman--H. S. Smith, Union Carbide and Carbon Corp., New York City. Secretary---W. Dean Keefes, National Safety Council, Chicago, 111. Assistant Secretary--Gene S. Wood, 29 W. 39tb Street, New York City. Executive Committee--Tu Officers and A. L Aiksisomc, Eastman Kodak Company, Rochester, N. Y. (Chemical Sec tion.) C. B. Auel, Wcstinghouse Electric and Manufacturing Co., East Pittsburgh, Pa. J. 1. Banash, Consulting Engineer, Chicago, lit E. W. Beck, United States Rubber Ox, Passaic, N. J. R. A. Bloomsburg, New York Power and Light Company, Albany, N. Y. (Pub lic Utilities Section.) John L. Boardman, Anaconda Copper Mining Co., Butte, Mont (Mining Section.) E. A. Biaudt, Middle West Utilities Co., Chicago, 111. (Refrigeration Section.) Frank H. Cocan, The Delaware, Lackawanna and Western Railroad Co., Ho boken, N. J. (Marine Section.) G. W. Cook, Travelers Insurance Co., Hartford, Conn. (Textile Section.) J. E. Collinzy, Bethlehem Steel Corp., Bethlehem, Pa. (Metals Section.) L. A. DeBuus, Consulting Engineer, New York City. J. W. Follin, Associated Pennsylvania Constructors,' Philadelphia, Pa. (Con struction Section.) Dr. James H. Greene, The Studebaker Corp., South Bend, Ind. S. H. Haim son. Vulcanite Portland Cement Co., PhiUipsburg, N. J. (Cement Section.) Ernest Hartford, American Society of Mechanical Engineers, New York City. R. A. Hartzell, Standard Oil Co. (Ind.), Chicago, III. (Petroleum Section.) S. V. James, Underwriters' Laboratories, Inc., Chicago, III. A. S. Johnson, American Mutual Liability Insurance Co., Boston, Mass. R. McA. Keown, Industrial Commission of Wisconsin, Madison, Wis. J. M. Lewis, Mine Safety Appliances Co., Pittsburgh, Pa. (Accident Prevention Equipment Manufacturers' Section.) D. Frank Lord, M. J. Whittall Associates, Ltd., Worcester, Mass. (Worcester Chapter.) D. M. Loughman, General Outdoor Advertising Co., New York City (Delivery, Taxicab and Bus Section.) B. B. McCulloch, Bureau of Safety, Chicago, III. 269 270 Nineteenth Annual Safely Congress Hunky J. Mineur, The Borden Company, New York City. C. B. Mitchella, Republic Rubber Company, Youngstown, Ohio. (Rubber Section.) H. W. Mowery, American Abrasive Metals Co., New York City. Arthur Murray, Chicago Mill and Lumber Corp., Chicago, 111. (Woodwork ing and Lumber Manufacturing Section.) A. A. Oldfield, Wisconsin Power and Light Co., Madison, Wis. (Electric Railway Section.) G. A. Orth, American Car and Foundry Co., New York City. (Metropolitan Chapter.) K. E. Place, The Employers' Liability Assurance Corp., Boston, Mass. (Boston Chapter.) J. J. Pi.zak, Consolidated Water Power and Paper Co., Wisconsin Rapids, Wis. (Paper and Pulp Section.) R. E. Phouty, Aetna Life Insurance Co., New York City. (Food Section.) A. S. Regula. Industrial Relations Counselors, Inc., New York City. A. D. Risteen, The Travelers Insurance Co., Hartford, Conn. G. E. Sanford, General Electric Co, Schenectady, N. Y. W. R. Smith, United Engineers and Constructors Inc., Newark, N. J. (North ern New Jersey Chapter.) G. S. Thompson, Detroit Insurance Agency, Detroit, Mich. (Power Press Section.) Harold M. Toombs, Armour and Company, Chicago, 111. (Packers and Tanners Section.) A. E. Willauan, Kansas City Southern Railway Company, Kansas City, Mo. (Steam Railroad Section.) Retiring Officers Chairman--C. B. Auel, Westinghouse Electric and Manufacturing Co., East Pitts burgh, Pa. Vice-Chairman--R. F. Thalner, Buick Motor Co., Flint, Mich, ViceChairmen^--S. E. Whiting, Liberty Mutual Insurance Co., Boston, Mass. Secre tary--W. Dean Keefer. National Safety Council, Chicago, I1L Assistant Secretary-- Gene S. Wood, 29 W. 39th Street, New York City. Executive Committee: Ta* Officers and A. L. Armstrong, Eastman Kodak Company, Rochester, N. Y. (Chemical Section.) A. J. Autuenrietr, Middle Western Utilities Co^' Chicago, ill. (Refrigeration Section.)- J. I. Banash, Consultug Engineer, Oikago, 111. Captain G. Bartlett, Cosmopolitan Shipping Co., Hoboken, N. J. (Marine Section.) F.. W. Beck, United States Rubber Co., New York City. J. C. Bund. Sinclair Re fining Co., East Chicago, Ind. (Petroleum Section.) E. F. Blank, Jones and Laughlin Steel Corp.. Pittsburgh, Pa, G. W. Cook, The Travelers Insurance Co., Hartford, Conn. (Textile Section.) J. F. CONNER, The Philadelphia Gas Works Co., Philadelphia, Pa. (Construction Section.) J. E. Cullinry, Bethlehem Steel Corp., Bethlehem, Pa. (Metals Section.) I- A. DrBlois, National Bureau of Casu alty St Surety Underwriters, New York City. J. B. Gibson, Western Electric Co., Inc.. Chicago, 111. H- B. Harms*, The Philadelphia Electric Co., Philadelphia, Pa. (Public Utilities Section.) S. H. Harrison, Vulcanite Portland Cement Co., Phillipsburg, N. J. (Cement Section.) Ernest Hartford, American Sodety of Me chanical Engineers, New York City. E. L. Hewitt, Detroit Industrial Safety Coun cil, Detroit, Mich. S. V. James, Underwriters* Laboratories, Inc., Chicago. III. R. McA. Keown, Industrial Commission of Wisconsin, Madison, Wis. D- Frank Lord, M. J. Whittall Associates, Ltd., Worcester, Mass. (Worcester Chapter.) A. S. S. E. - Engineering Section 271 M. G. Lloyd, U. S. Bureau of Standards. Washington, D. C. Earl McIntosh, Security Mutual Casualty Co., Chicago, III. (Packers and Tanners Section.) F. J. Mares, Perfection Stove Co., Cleveland, Ohio. (Power Press Section.) S. Mitch ella, Republic Rubber Co., Youngstown, Ohio. (Rubber Section.) H. W. Mowery, American Abrasive Metals Co., New York City. G. A. Orth, American Car and Foundry Co., New York City. (Woodworking and Lumber Manufacturing Section.) E. E, Place, The Employers* Liability Assurance Corp., Ltd., Boston, Mass. (Boston Chapter.) JR. E. Prouty, Aetna Life Insurance Co., New York City. (Food Sec tion.) A. N. Reece, The Kansas City Southern Railway Co., Kansas City, Mo. (Steam Railroad Section.) A. D. Rjstzen, The Travelers Insurance Co., Hartford, Conn. G. E. Sanford, General Electric Co., Schenectady, N. Y. H. S. Smith, Union Carbide and Carbon Corp., New York City. W. R. Smith, Public Service Production Co., Newark, N. J. (Northern New Jersey Chapter.) R. C. Stratton, The Travelers Insurance Co., Hartford, Conn. D. D. Tiuhkuilu, The SorgOglesby-Smith Paper Co., Middletown, Ohio. (Paper and Pulp Section.) T. A. Walsh, American Optical Co., New York City. (Metropolitan Chapter.) J. J. Zeitner, Bakeries Service Corp,, New York City. (Taxicab and-Fleet-Owners Section.) A. A. Oldfield, Wisconsin Power ft Light Co., Madison, Wis. (Electric Rwy. Section.) Tuesday Luncheon Session September 30, 1930 C. B. AUEL, Chairman Westinghouse Electric and Manufacturing Co., East Pittsburgh, Pa. The luncheon meeting of the American Society of Safety Engineers,--Engineering Section at the Nineteenth Annual Safety Congress convened with C. B. Aucl of the Westinghouse Electric and Manufacturing Company, East Pittsburgh, Pa., general chairman, presiding. Chairman Auel: Our session will be a very short one. It will consist of a very brief report by your chairman, followed by the election of officers, and if there is any new business to come before the meeting we will then consider that feature. Report of the General Chairman By C. B. AUEL Manager, Employees' Service Department, Westinghouse Electric & Manu facturing Co., East Pittsburgh, Pa. As in past years, each member has before him copies of the reports of all of our standing committees, (which appear wi the following pages.) Neverthless, as the re tiring general chairman of the ASSE-Engineering Section, I find it my duty to and take pleasure in commenting briefly on these reports and emphasising some of the outstanding facts contained therein. Executive Committee Meetings. Your Executive Committee has held four meetings during the past year at which all of the Society's activities were discussed in detail. We had an average attendance of eleven members at each meeting. Membership. Our Membership Committee has been active under the capable leadership of its chairman, R. F. Thalner. We now have 1028 members. This represents a gross gain of 49 and a net gain of 5. 272 Ninsfttnth Annual Safety Congress Regional Conferences. E. L- Hewitt, chairman of this committee, reports that during the past twelve months 23 regional safety conferences were organized and held under the sole or joint sponsorship of the ASSE-Engineering Section. In addition, 18 other safety con ferences were held in which we assisted hot for which we received no formal recogni tion. The total attendance at all conferences was approximately 22,000 persons, exceeding by several thousand all previous records. Furthermore, we had a much better geographical distribution than ever before. Research, Standards and Codes, The report of our steering committee on Research, Standards and Codes, E. F. Blank, chairman, is exceedingly interesting. We have four standing research com mittees on Annealing Chains, Low Voltage Electrical Hazards, Static Electricity, and Woodworking Circular Saws respectively. The ASSE-Engineering Section is sole or joint sponsor for 16 safety codes and nine of these codes have been com pleted and published. Sixty-four safety "*** are being formulated under the procedure of the American Standards Association. We have 96 representatives serving on 51 of these 64 code committees. Extremely satisfactory progress has been made in preparing special Safe Prac tices Pamphlets for specific industries. To date, 25 special committees have been organized and through their work 14 pamphlets have been published. Four others have been prepared in conjunction with committees of other sections. Ultimately, we hope to have at least one comprehensive report or Safe Practice* PamjMet on every industry functioning in the United States. We are continually looking for volunteers to serve oo these various committees. It would be Ideal if every member were actively engaged in at least one activity of the Section. Chapter Organisation and Activities. This committee; tmder D. Frank Lord, has been active during the past year pri marily in negotiating with local engineering groups leading to their recognition as chapters of oar organization. We have four flourishing chapters: New York City, Boston, Newark and Worcester, which jointly have a combined membership of 614. Engineering Colleges. ____ R. McA. Keown, chairman, reports that no college presents a foil four-year vflurse in accident prevention. On the other hand, one college presents a one hour a week course in accident prevention to all Junior petroleum engineer student*. At another university, a series of lectures on safety are given to all freshmen. In addition, short courses in safety are presented fay the extension divisions of three universities; and individual professors m about 25 engineering colleges are incorporating aorident prevention material in their existing courses. It is hoped H will not be long before we can afford to employ a staff man to devote bis entire time to the furtherance of this important work. Cooperation With Other Engineering Societies. G. E. Sanford, chairman of this committee, reports that our organization is con tinuing its active cooperation vrith the officers and local brandies of the four founder engineering societies. Liaison officer* of the ASSE-Engineering Section have also been appointed in 110 college communities to contact with all local branches and student branches, and a good percentage of these liaison mas have dooe very effective work. In conclusion, I want to express my appreciation to our committees and to our membership as a whole for the invaluable cooperation accorded your officer*. With out this cooperation, our efforts would have been more or less in vain. In relinquish ing the chairmanship of our Society to my successor, I can give him no move heartfelt wish than to trust that he will have the same active support as I feel I have had during tlic year just closed. A* S. S. E. - Engineering Section Report of Steering Committee on Regional Safety Conferences 273 By E. L. HEWITT Chairman Your committee has the pleasure of reporting that twenty-three successful regional safety conferences were organized and held during the past year under the sole or joint sponsorship of the ASSE-Engineering Section, National Safety Council. Through the whole-hearted support and cooperation of local safety councils, industrial sections, Council members, and outside organizations, this was made possible. The total at tendance has exceeded by several thousand all previous records. Furthermore, it is thought that a better geographical distribution was obtained. In addition to the twenty-three conferences that were held under our recognized auspices, your committee assisted in formulating plans for eighteen other safety con ferences for which we received no formal recognition. These conferences included such meetings as the New York State Safety Conference, the All Ohio Safety Congrets, fourteen conferences conducted by the Portland Cement Association. several organized by the National Petroleum Association, and others. Seven of our twenty-three conferences were held for the first time in the cities of New York City; Madison, Wis.; Ponca City, Okla.; Port Arthur, Texas; Powell River, B. C.; Salem, Oregon; and Wisconsin Rapids, Wis. It is gratifying to note the new territory represented in this group, as this indicates, to some extent, the in creased interest in regional safety conferences. Thanks to the cooperating bodies, eight of our twenty-three conferences were min iature safety congresses. In the cities of Chicago, 111.; Dallas, Texas; Denver. Colo.; Kansas City. Mo.; Green Bay, Wis.; New York City, and Wisconsin Rapids, Wis. various sectional meetings were held simultaneously. Those who attended emphasized the fact that their Individual problems were much more intimately discussed. The fifteen remaining conferences were held in Allentown, Pa.; Augusta, Maine; Boston. Mass.; Birmingham, Ala.; Casper, Wyo.; Duluth, Minn.; Erie, Pa.; Louis ville. Ky.; Newark, N. J.; Pittsburgh. Pa.; Ponca City, Okla.; Port Arthur, Texas; Powell River, B. C-: Salem, Ore.; and San Francisco, Calif. The success of these conferences has been brought about through the free exchange of ideas and experience. Members of the ASSE-Engineering Section stress the fact that their superintendents, foremen and others, who attend, get the spirit of the safety movement more forcibly than in any other way. Thus encouraged, your committee has proceeded with tentative plans for other con ferences to be held during the coming year, and on behalf of our new Committee on ' Conference*, we bespeak your full assistance and support. If regional safety con ferences are desired in your respective communities, just make your wishes known to the committee and an immediate response and offer of complete cooperation will be forthcoming. E. L. HEwrrr, Chairman L. E. BacBrayne M. C. Goodsfced E. $. Beaumont G. E. B truss 274 Nineteenth Annual Safety Congress Report of Committee on Accident Prevention in Engineer ing Colleges By R. McA. KKOWN Chairman In all of its work during recent year*, your committee ha* realized there are two major objectives: !. Influence a* many engineering colleges as possible to develop special courses in accident prevention, perhaps requiring all junior students to take these course*. Each might be a one hour a week course for one or two semesters. 2. Without organizing any new courses. Influence each engineering college profes sor to inject as much accident prevention material as possible in hi* existing courses. ___ . Your committee realises there are definite advantage* and disadvantages inherent in each objective. Thus far, no engineering college ha* formulated a four-year course in accident prevention. Perhaps this is not surprising. Such an undertaking would be a very serious matter and any engineering college, before starting such a coerae, must first be thoroughly convinced there is a demand for graduate safety engineers. Your committee reports progress on both of its objective*. Starting with the hi term, the University of Tulsa will present a one hour a week course in accident pee- ^ vention and make it a required subject for all junior petroleum engineering A similar plan is being considered by the Colorado School of Mine*. At the Uniter? sity of Louisville, a series of lectures on accident prevention are presented to afl freshmen in the engineering college. In addition, special courses in accident preven tion are presented by the extension divisions of Columbia University, University of Michigan and the University of Pittsburgh. Students, as welt as outsiders, are eligi ble for registration1 in these courses. Individual professors in about twenty-five engineering colleges are incorporating accident prevention material in their existing courses. It of course i* exceedingly difficult to secure an accurate check on the degree to which this objective is being attained. As recorded in the past three years, your committee was encouraged to formulate a series of "boiler plate lectures." Four such lectures have been completed, three of which are illustrated with lantern slides Copies of these lectures have bem sent to the deans of 110 engineering colleges ana we have offered to lend the slides to engi neering college professors and authorized student organizations upon request. Thus far. slides have been loaned sixty-two times to thirty.-eight different colleges. In the majority of cases, the lectures were presented by students at meetings of the student branches of the four founder engineering societies. We realize that the use of these lectures is only a halfway measure which we trust will lead to art adoption of one <f the two objectives outlined above. Your committee has continued its contact with the members of our Society selected in various college towns to confer with the college authorities and to promote a greater consideraion oi accident prevention data in classroom work. Many of these men have done excellent work and it is our recommendation that they be asked to continue their activities for at least another year. We hope it will not be long before the National Safety Council cun afford to em ploy a staff man to devote his entire time to the furtherance of this important work. R. McA. Kzown, Chairman J. I. Bamash J. O. Kellkb A. A, POTTFR A. S. S, E. - Engineering Section E.G. Sanford Col. John Price Jackson Ernest Hartford A. W. Whitney E.C. Pettibone George T. Seabury Dexter S. Kimball T. T. Read Robert L. Schmitt F. L. Hutchinson W. Dean Keefer 275 Report of the Steering Committee on Research, Standards and Codes By E. P. BLANK Chairman During the past year the work of your Steering Committee on Standards, Research, and Codes has been similar to that of other years. This lias included: 1. Giving advice to the Executive Committee of the National Safety Council upon subject* proposed for codes or research and to secure the approval of that Committee to proceed with proposed projects. 2. Appointing research committees. 3. A general check-up of research, standards and code work which is in progress by member* or representative* of die A.S.S.E.-Engineering Section. At the present time there are four research committees: 1. The Effects of Annealing on Chains, R. F. Thalner, Chairman. 2. Low Voltage Electrical Hazards, M. G. Lloyd, Chairman. 3. Static Electricity, Thomas W. Butler, Chairman. 4. Woodworking Circular Saw Accidents, Arthur S. Johnson, Chairman. The Effects of Annealing on Chains Committee will present for discussion at this Congress a final report on H inch ricetrie and hand welded Steel chain and <xi H inch hand welded wrought iron chain. Work of the Stalk * Electricity Committee has been held in abeyance pending the securing of funds for making certain tests accord ing to a plan of procedure prepared in conjunction with the United States Bureau of Standards. The report of the Wire Rope Attachments and Connections Com mittee has been printed as a part of the revision to Safe Practices Pamphlet No. 26, "Manila and Wire Rope." The Woodworking Circular Saw Accidents Committee has about completed a report on the work of the Committee. During the year five reports have been completed by four of the twenty-five com mittees organized to study the hazards in special industries. The committee on Structural and Sheet Metal Fabrication lias completed the revision of "Safety in Structural and Sheet Metal Fabrication" which was first published last year. With the nine pamphlets published last year, fourteen in all have been completed by thir teen of the twenty-five committees. The reports completed this year and the names of the committees under whose auspices the reports were prepared are: "Safety in Bakery Operations," Bakery Operations Committee, Walter S. Paine, Chairman. "Safety in Macaroni Plants," Bakery Operations Committee, Walter S. Paine, Chairman. 276 Nineteenth Annual Safety Congress ``Safety in Hotel*/' Hotel Accidents Committee, W. Graham Cole, Chairman. "Accident and Health Hazards io Mercantile Establishments," Mercantile Estab lishments Committee, David S- Beyer, Chairman. "Safety and Health in Tunnel and Caisson Work," Tunnel and Caisson Commit tee, R- McA. Keown, Chairman. In addition to the above five reports, four others have bcei prepared in conjunc tion with committees of other sections. These reports are: "Cement Rock Quarrying and Crushing." "Cement Storing, Packing, and Shipping." "Cement Milt Shops." 'Use of Motor, Hand, and Push Trade Cars." Drafts of reports have been prepared or are In the course of preparation by seven of the remaining twelve special committees as follows: Cigar and Cigaret Manufacture, H. P. Wurman, Chairman. Cordage Manufacture, Sydney Ingham, Chairman. Enameling and Japanning, C F. Whittemorc, Chairman. Excavating and Pile Driving, John W. Powell, Chairman. Lacquers and Miscellaneous Pyroxylin Products Mamifactme, John S. Shaw. Chairman. Printing and Bookbinding Establishments, John J. Lamb, Chairman. Wood Furniture Manufacture, Robert Williams,. Chairman. The five committees authorized and being organized are: Aircraft Manufacture. Clothing Manufacturing. Knit Goods Manufacturing. Meat Packing. Plate Glass Manufacture. Zn conjunction with a special committee of the Cement Section the following four reports are being prepared: "Cement Burning." "Cement Mill Yards and Railroads." "Cement Mill Milling of Raw and Finished Product*." "Cement Mill Power Departments." The A-S.S.E.-Engmeering Section is sponsor or joint sponsor under American Standards Association procedure for sixteen safety codes, nine of which have been approved and published: 1. Colors for Gas Mask Canisters. 2. Odors (or Traffic Signals. 3. Forging and Hot Metal Stamping. 4. Ladders. 5. Paper and Pulp Milts. 6. Piping Systems, Identification of. 7. Power Presses and Hand and Foot Presses. 8. Rubber Mills and Calenders. 9. Textiles. The following seven codes are not yet completed or published: 1. Compressed Air Machinery.--Standardization wotk is well under way. 2 Obstruction Work.--Standardization work is well under way. 3. Floor and Wail Openings.--Draft is now in office of American Standards Association. 4. Rubber Machinery.--Standardization work well under way. 5. Standardization of Methods of Recording and Compiling Accident Statistics^-- Draft is now in office of American Standards Association. 6. Walkway Surfaces.--Draft is now in office of American Standards Association. A. S. S. B. - Engineering Section 277 7. Window Washing.--Draft is now in office of American Standards Association. The American Standards Association has committees cm aixty-four safety codes. The forty approved and published are in italics. The National Safety Council is represented primarily through the A.S.S.E,-Engineering Section on fifty-one of the sixty-four codes. The names of such representatives are given after the title of each code. Copies of codes which have been approved and published may be obtained from the National Safety Council: 1. Abrasive Wheels. Safety Code for the Use, Care, and Protection of-- W. Dean Keefer, George E. Sanford. 2. Aeronautic Safety Code--G. A. L. Beaudoin, G. E. Peterson. 3. Amusement Parks, Safety Code for 4. Automobile Brakes and Brake Testing, Safety Code for 5. Automobile Headlighting, Laboratory Tests for Approval of Electric Head' lighting Devices for Motor Vehicles--W. G. King. 6. Building Exits Code--JL. IL Palmer, S. J. Williams. 7. Colors for Gas Mask Canisters, Cods for--E. 5. Beaumont, R. H. Ferguson. 8. Colors for Traffic Signals, Safety Code for--M. G. Lloyd, W. S. Paine. 9. Compressed Air Machinery, Safety Code for--W. Dean Keefer, Daniel L. Royer. 10. Coal Mine Transportation, Safety Code for--George C. McFadden. 11. Construction Work, Safety Code for-- 12. Conveyors and Conveying Machinery, Safety Code for--C. H. Almstead, R. F, Thafner. 13. Cranes, Derricks, and Hoists, Safety Code for--J. F. Coonor, S. H. Libby. 14. Dust Explosions, Safety Code for the Prevention of-- 15. Dust Explosions in Flour and Peed Millsf Prevention of-- 16. Dust Explosions in Starch Factories, Prevention of-- 17. Dust Explosions in Terminal Gram Elevators, Prevention of-- 18. Electric Wiring and Apparatus in delation to Fire Hattards, Regulations fot ("National Electrical Code"). 19. Electrical Devices and Materials with Relation to Fire and Casualty Haz ards, Specifications and Standards for J. I. Banash. 20. Electrical Equipment tn Coal Mines, Safety Rules for Installing and Using-- R. L Kingsfand. 21. Electrical Equipment in Metal Mines, Safety Rules for Installing and Using-- L. D. Anderson. 22. Electrical Fire and Safety Code-- 23. Elevators, Dumbwaiters and Escalators, Safety Code for--W. E. Crippia, R. C. Stratton.. 24. Exhaust Systems, Safety Code for--H. G. HenseL 25. Explosives in Bituminous Coal Mines, Recommended Practice for the Use of--John L Boardman. 26. Fire Fighting Equipment in Metal Mines--J. I. Banash. 27. Floor and Wall Openings, Railings and Toe Boards, Safety Code for--L. E. Averill, A. W. Benz, W. Dean Keefer, E. B. Tolsted, 28. Forging and Hot Metal Stomping, Safety Code for--H. L. J .i*on, W. Dean Keefer, J. L. Thompson. 29. Foundries, Sofety Code for the Protection of Industrial Workers in--F. G. Bennett, George E. Sanford. 30. Gas Safety Code--Earl J. Reeder. 31. Grandstands, Safety Code for-- 32. Heads and Eyes of Industrial Workers, Safety Code for the Protection of the --George E. Sanford. | 278 Nineteenth Annual Safety Congress 33. Ladders, Safely Code for--A. . Davidson, H. B. Gaffers, M. C. Goodspeed. W. Newell* H. A. Schultz, H. G. Wiberg, C. N. Young. .14, Ladders and Stairs for Mines, Recommended Practice for the Construction and Maintenance o/--Carl Scholtz. 35. Laundry Machinery and Operations, Safety Code for--F. F. Beik. 36- Lighting: Factories, Milts, and Other Work Places, Code for--W. Dean Keefer. 37. Lighting of School Buildings, Code for--G. H. Sttckney. .18. Lightning, Code on Protection Against--F. A. Epps, W. R. Rooney, E. R. Scales. 39. Logging and Sawmill Machinery, Safety Code for--C. O. Horo, W. Dean Keefer. 40. Mechanic*! Loading Underground in Metal Mines, Recommended Practice for-- 41. Mechanical Power Transmission Apparatus, Safety Code for--H. A. Schultz. 43. Mechanical Refrigeration. Safety Code for--f. I. Banash. ' 43. Mane Timbering. Specifications for--F. B. Dunbar, Daniel Harrington. 44. Miscellaneous Outside Coal Handling Equipment, Recommended Practice for --H. T. Bannister. 45. National Electrical Safety Code--R. W. E. Moore, George E. Sanford, S. E. Whltmg. 4<*. Paper and Pulp Mills, Safety Code for--R, M. Altman, G. E. Burns. 47. Piping. High Pressure--H. S. Smith. 4H. Piping Systems. Identification of--W. Dean Keefer, George E. Sanford, H. T. Wearer. 4V. Power Presses and Foot and Hand Presses, Safety Code for--Carl- B. Anel, A. L. Kaems. W. Dean Keefer, C Van Horn. 50. Pulverised Fuel Systems, Installation of-- 51. Pulverised Systems for Sugar and Cocoa. 52. Rock Dusting of Coal Mines, Recommended Practice for--Thomas G. Fear. 53. Robber Machinery, Safety Code for--Ernest W. Beck, R. H. Blanchard, J. E. Congdon, H. A. Dodge. A. E. Hoencr. 54. Rubber Mills and Calenders--Same as Robber Machinery. 55. Sanitation. Safely Code for Industrial--C. O. Sappington. Harry' A. Schultz. 56. Standardization of Methods of Recording and Compiling Accident Statistics- Carl B. AueJ. Earl F. Blank, Lewis A. DcBlois, Elmer L. Hewitt, W. Dean Keefer. Lew R. Palmer. 57. Street Traffic Signs, Signals and Markings, Cade of---Sidney J. Williams. 58. Textiles. Safety Code for--W. Dean Keefer, Ignatius McNulty, Harvey Saul. 59. Utulcrground Transportation in Metal Mines. Recommended Practice Vit-- 60. Ventilation Code--Walter J. Graves, Stewart J. Owen Jr. 61. Walkway Surfaces, Safety Code for--R. P. Blake, A. S. Regula. 62. Window Washing. Safety Code for--G. E. Bums. 63. Wire Rope for Mines, Specifications for and Recommended Practice in the Use of--B. F. Tillson. 64. Woodworking Plants, Safety Code for--A. S. Regula. Our Society is also ably represented on seven special committees: 1. American Standards Electrical Definitions Code--S. E. Whiting. 2. Committee on I 'ght and Safety of the Illuminating Engineering Society-- Walter G. King. 3. Mining Standardization Correlating Committee--F. B. Dunbar, W. Dean Keefer. 4. National Building Codes--H. Weaver Mowery. A. S. S. E. - Engineering Section 279 5. National Fire Waste Council--J. I. Bauash, George 0pp. 6. New York City Building Code--Lewis A. DeBlois. 7. Safety Code Correlating Committee--W. Dean Keefer, George S. Sanford. To formulate a code or a special report requires difficult and exacting work of a committee organized for that purpose. Much of the work must be done by corre spondence as many meetings are held in widely scattered places and committee mem bers are not always able to attend the meetings for that reason. All of our representatives on various codes and committees have given generously of their time and advice that the section may be properly represented. Members of the section should assist these representatives as much as possible through the sub mission of statistics and other data. It is only by close cooperation between the members of the section and our representatives on various projects that the desired results will be obtained. Eaiu. F. Blank, Chairman Carl B. Auel Lawis A. DbBlois Daniel Harrington Stvwabt J. Owen Jt. J. P. Sutton Report of Committee on Chapter Organization and Activities By D. FRANK LORD Chairmen V. There are four chapters of the ASSE-Engineering Section that are functioning actively and makiog extremely satisfactory progress. These chapters are in New York City, Boston, Newark and Worcester and the general chairmen are: G. A. Orth, Alexander Lackey, Max S. Henig and D. Frank Lord. The New York Chapter reports 337 members; Boston, 165; Newark, about 70; and Worcester 42. Your committee has continued to negotiate with several safety engineering groups in Detroit, Springfield, St. Louis, and California. These groups, are very active and we should be proud to have them affiliated with us as chapters. D. Frank Lord, Chairman L. L. SrcMCEB E, E. Flack W. R. Smith Report of Membership Committee By R. F. THALNER Chairman One year ago we had 633 members and 390 associate members, making a total membership of 1,023. During the past year, your Membership Committee has secured 20 new members and 29 new associate members; a gross gain of 49. Unfortunately, however, there have been 44 resignations during the year, of which 23 were members and 21 associate members. The net gain has thus been 5. 290 Nineteenth Annual Safety Congress ihsTtag th vane pane bertbp Thus we fam a ml iiMtiate eve raised to fbD oa- 1J32B, of which 632 arc and 396 S. F. TitAlton, Ckuwmm T. O. Uuim D. L. Rom Cbaumax Avsl: We will am proceed to the election of officers, and ask lor a repot Iran the chairman 'of the Nominating Committee, Mr. DcBtois. L. A. DeBlou (Consulting Engineer, New York City) : The Nominating Committee; consisting of Messrs. Baaih, Heinrich, Mowcry, Lloyd, and myself, as chairman, submit the following report: Chairman, R. F. Thalner Vice Chairmen, M. G. Uqyd and H. S. Smith Secretary, W. Dean Keefer Assistant Secretary, Mrs. Gene Wood Executive Committee, for Three Yean; A. S. Regula, B. B. McCoflodb and Arthur S. Johnson If Mr. Smith, who is now a member of the Executive Committee for one year, is transferred to die vicechairmanship, it will be necessary to fill that vacancy. Al though we were not asked officially to nominate such a man, we presume you do wish us to suggest a name, and the committee submits the name of Henry J. Mineur of the Borden Company. That report, Mr. Chairman, is respectfully .submitted. Chairman Auel : If there is no reason why we should do otherwise, may 1 sug gest that somebody move that the Dominations be closed? John Russkx J*. (U. S. Engineers and Constructors, Inc., Newark, N. J.) : I move that the nominations be closed. (The motion was seconded, put to a vote and carried.) Chairman Auel: May I now suggest that a motion be made for the election of the members as presented by Mr. DeBIois? John E. Walters (General Electric Co., West Lynn, Mass.): I so move. (The motion was seconded, pat to a vote and carried unanimously.) Chairman Aim.: I now present your new chairman. Mr. Thalner. Cbauu&au-Ecjbct Thalmu; It it indeed a privilege for me to be chosen to this office pf distinction. But Mr. Auel has told you of the excellent co-operation he has received during the past year. I know that some cooperation will help us to progress through another year in the same manner. I thank you kindly for your vote of confidence in me. and assure you tliat I will do everything in my power to carry out the duties of the chairmanship of this Section. ADJOURNMENT .A. 5 S. B. - Engineering Section 281 Tuesday Afternoon Session September 30, 1930 R. F. THALNER, Chairman Buick Motor Company, Flint, Mich. The Effects of Annealing on Chains Session of the American Society of Safety Einmi--Engineering Section of the Nineteenth Annual Safety Congress, conwed with R. F. Thalner, of the Buick Motor Company, Flint, Mick, presiding. Chairman Thalner; The program this afternoon is the discussion of the final report of the investigation on the effects of annealing on chains, the research having been carried on at the Carnegie Institute of Technology, As in previous meetings, I will ask Professor Harold A. Thomas to present and discuss the report. As we progress or after he has read his report, which ever he prefers, we will alter into the discussion. The discussion which Is brought out of this meeting, together with this report, will be sent to the various committee members of the Research Committee for their approval or disapproval. I now call on Professor Harold A. Thomas, whom I be lieve you all know. Final Report of the Investigation on the Effects of Annealing on Chains By HAROLD A. THOMAS Carnegie Institute of Technology, Pittsburgh, Pa. CONTENTS Part I__Recommendations in Connection with the Annealing and Repair of Chain. Part II--Synopsis of Established Facts and Principles Bearing upon the Problems of Chain Annealing. Part III--Study of the Annealing of Chain in Relation to the Effects of Repeated Loading. Part IV--Studies of the Annealing of Chain in Relation to the Removal of Brittle ness Produced by Surface Impacting. Part V--Discussion of Results of the Investigation. Part VI--Tables. History and Scope of Committee At one of the executive committee meetings of the Automotive Section of the National Safety Council several years ago, the question of the proper annealing temperature for chains was brought up for discussion, and due to the fact that there were so many varied' opinions on the subject, not only in the meeting, but among most all Safety Engineers, it was suggested by W. Dean Keefer of the National Safety Council that some thought be given to the possibility of determining through research work, the effect of annealing on hoist chains. The work was started and at another meeting, on discussing die matter, the question came up as to the advisability of having this work sponsored by the A. S. S. E.--Engineering Section of the Council because other sections as well as the Automotive were vitally interested m the same subject It was therefore decided to organize this committee tinder the auspices of the A. S. S. E.--Engineering Section on account of the im portance of the problem to industry and the safety movement in general. Various organizations interested in such a study were asked to appoint representatives to serve on the coi and, the following have accepted: 282 Nineteenth Annual Safety Congress Chairman, R. F. Thalner, Safety Director, liuick Motor Company, Flint, Michigan, representing Automotive Section, National Safety Council. Secretary, Stewart J. Owen, Jr., Safety Engineer, representing National Safety Council. E. F. Blank, Safety Director, Jones & Laughlin Steel Corporation, Pittsburgh, Pa., representing Metals Section, National Safety Council. I,. E. Frazier, Metallurgical Engineer, representing American Cllain Company, Inc.. Bridgeport, Conn. R. H. White, Engineer of Construction. American Locomotive Company, Schenectady, New York, representing American Society of Mechanical Engineers. W. J. Merten, VVcstinghousc Electric 9t Mfg. Co., East Pittsburgh. Pa., repre senting American Society for Steel Treating. F. M. Waring, Engineer of Tests, Tlie Pennsylvania Railroad, Operating Depart ment, Altoona, Pa,, representing American Society for Testing Materials. Carnegie Institute of Technology, represented by: Professor James Aston. Head of Department of Mining and Metallurgy; Professor F. M. McCullough, Head of Department of Civil Engineering; Professor H. A. Thomas, Professor Civil Engi neering Department; Professor L. R. Van Wert. Assistant Professor of Mining ami Metallurgy; Professor J. M. Daniels. Assistant Professor, Civil Engineering Department. Frank A. Bond. Vice-President, U. S. Chain & Forging Company, Pittsburgh, Pa., representing Chain Manufacturers' Institute, A. R. Markel, Assistant to President, representing The Columbus McKinnon Cham Company, Columbus, Ohio. M. H. Christopherson, State Insurance Fund, New York State Department of Labor. 432 Fourth Ave., New York City, representing International Association of Industrial Accident Boards and Commissions. George C. Ramsdell, Engineer, The Travelers Insurance Company. Chamber of Commerce Bldg.. Pittsburgh, Pa., representing National Bureau of Casualty' and Surety Underwriters. Horace H. Thayer, Naval Architect & Marine Engineer, Witherspoon Bldg., Philadelphia, Pa., representing Society of Naval Architects & Marine Engineers. David Arnott, Chief Surveyor, American Bureau of Shipping, New York City. Sydney V. lames. Engineer, Casualty & Automotive Departments, representing Underwriters Laboratories, Chicago, Illinois. Frank A. Bond, Vice-President, representing U. S. Chain & Forging Company, Pittsburgh, Pa. Lieut. Com. J. E. Kiernan, Construction Corps. U. S. N., Bureau of Construction and Repair, representing the Navy Department, Washington, D. C. A. C. Badger, Metallurgical Engineer, Youngstown Sheet and Tube Co., Youngs town, Ohio. There lias always been a difference of opinion as to the effects of annealing hoisting chains. Some persons arc of the opinion that annealing is beneficial to Insisting chains under certain conditions, while others believe that annealing of chains is not of much vahic. Among those who believe in the annealing of hoisting chains, there are wide differences of opinion as to the proper methods and temperatures to be used. Some will heat their chains for short periods at low temperatures. Others use higher temperatures with longer heating and cooling periods. Still others use a combination of these two practices. It was soon realized that among other things it would be necessary to deter mine the effect of annealing at various temperatures from about 1,000 to 1,700 degrees Fahrenheit ; what effect annealing has if any on yield points, ultimate A. S. S. E. - Engineering Section 283 strength, type of fracture, etc , and to devise some laboratory method to subject each chain to a repeated load test. Plan of Procedure Two universities were approached as to the proper procedure to be followed and the making of such laboratory tests as may be necessary. After considerable study a preliminary plan of procedure was prepared by Professor J. M. Daniels and his associates at Carnegie Institute of Technology. During the progress of the work at this institution it was found desirable to expand this plan. Part I--Recommendations in Connection with the Annealing and Repair of Chain Foreword: Where the service of a chain is such that its failure might cause bodily injury or loss of life, the annealing of this chain at suitable intervals is neces sary as a safety measure. The following recommendations for the annealing and repair of chain arc based on the result* of the investigation described in this report and Oil a study of previous investigations. They have taken practical form as the result of numerous conferences with members of the Committee and others ex perienced in the manufacture of chaio or its use in industry. (1) Chain used where failure may endanger human life or property should be annealed as often as careful inspection shows this to be necessary. (2) Annealing of chain is advisable when inspection shows the surface, of in dividual links of the chain or the chain in general to have been cold-worked by use. A cold-worked condition is indicated by battered, pecned, polished or gouged links. The most practical way yet found for testing chain to detect embrittlement caused by cold-working of the metal surface, is to cut out individual links which indicate this condition and to subject these links to hammer Mows. In performing this test the link should be held with a pair of tongs in such a maner that one end rests on an anvil while blows with a hammer are applied to the other end. If In a brittle condition the links will crack before any great amount of deformation occurs. After the inspector has become experienced in examining chain for this condition and has frequently checked hi* observation by this test, he should have little difficulty in determining by visual inspection when a chain should be annealed. (3) The servicing of chain should accompany its annealing, and should include the cutting out and replacing of links which are worn, bent, cut, gouged, cracked, or show signs of the shims of the weld lifting. (4) Wrought iron chain for use in service where failure may endanger human life or property should be annealed under conditions which permit accurate measure ment and control of temperature. The annealing furnace should be provided with pyrometric control. The wrought iron chain should be heated to the tempertaure given in paragraph (6) and held at that temperature for the given time--the chain should then be removed from the furnace and allowed to cool freely in air. The foregoing instructions for annealing wrought iron chain arc recommended for secur ing the best results. However, because of the wide application of wrought iron chain in industry, it often happens that chain* become dangerously embrittled from service in plants or localities where there is not available a properly designed an nealing furnace with pyrometric control. In such cases it must be recognized that the necessity of removing the dangerous brittleness is *so imperative that annealing the chain under conditions differing from the ideal may be far safer than not an nealing it at all. Nevertheless, because of Innumerable instances where wrought iron chain has been ruined or seriously damaged by improper annealing in mill furnaces, foundry kettles, blacksmith forges, open fires, etc., we cannot recommend 284 Nineteenth Annual Safety Congress the annealing of wrought iron chain in any heating appliance which fails to permit the definite attainment of a uniform temperature in all parts o! the chain, the definite control of temperature, and means for approximate determination of the temperature. (5) When steel chains are heated for the purpose of removing brittleness, a Jow-temperature annealing is not sufficient, but the chain must be normalised or heated above the upper critical temperature, (from 1600 deg. to 1650 deg. F.). To anneal steel chain at temperatures under the critical is to invite grain growth which is apt to occur especially with cold-worked metal, and extreme brittleness (known as Stead's brittleness) may result Due to the definite temperature necessary in normalizing steel chains, accurate means for measuring and controlling temperatures are required. If the upper critical temperature is not reached Stead's brittleness will not be eliminated, while if this temperature is materially exceeded the metal will be voftened so that excessive stretching of the chain will result. The high temperature used in normalizing steel chain requires the use of a furnace designed to prevent excessive scaling. In normalizing steel chain it is necessary to heat the chain to the temperature referred to in paragraph (6) and for the time given for the various sizes of chains, remove from the furnace and allow to cool freely in air. The practice of heating steel chain in enclosed pots or boxes is not to be recommended, due to the long time required for reaching the normalizing temperature, the result being a chain having a large grain structure and great ductility but little'strength. (6) The following times and temperatures are recommended for removing strains qfirf restoring ductility to iron chains and for normalizing steel chains: Annealing Temperature Site of chain to K* over W to r nr I* to W" " IrOn Chain 1350 deg. to 1375 F. " Steel Chain 1600 deg. to 1650 F. Hours oi tsmterature X X 1 2 (7) In making plant repairs on chains, the work should be done only by an experienced blacksmith. Under the best conditions it Is Impossible for the plant blacksmith to replace links of the same dimensions as those of the original chain. Links repaired by plant blacksmiths are usually much longer than the original links and therefore weaker. In many cases the weld Is too Urge, causing the repair link to bind the adjoining link, producing excessive wear. In repairing chain only ma terials of the best welding qualify should be used. The stock used io repair links should be of the same size as the stock in the original chain. It h important that means be provided to permit the blacksmith to test the strength of the repaired chain under a load ten percent greater than that to be carried in service. (8) The greatest safety is desired in crane and sling chains which are used in carrying material over working men. It is recommended that, wlicre possible, the repair and annealing of such chains be entrusted to a company making a business of this work and having necessary experience, equipment and technical supervision to do it correctly. As a matter of accident prevention this method is fully justified, being much safer than having the work done by local workmen and blacksmiths using furnaces, fires, or equipment not especially intended for the annealing and repair of chain, and perhaps seriously unsatisfactory for this purpose. (9) When cliain has become stiff or partially stiff from overloading or thro repeated annealing and use, or when the cross section of the metal has been materi ally reduced by wear, it should be scrapped and replaced by a new chain A. S. S. E. - Engineering Section 285 Part II--Synopsis of Established Facts and Principles Bearing Upon the Problems of Chain Annealing Classification of Chains Chains whose links are closed by the ordinary process of welding under a hammer must necessarily be made of metal which welds easily and positively, the only practi cal materials for this purpose being wrought iron and soft steel. It is usually con sidered that chain made from the best grades of wrought iron (all puddled pig) is superior to steel chain in general reliability and In residence to corrosion. Chain which is used for handling materials Is generally divided into two classes: (1) Iron Crane or Dredge Chain for slings, hoists, steam shovels and marine uses, and for any use where human life or property would be endangered by the failure of a chain. It is usually specified that this chain shall be made from allpuddled pig iron free from any admixture of iron scrap or steel, and shall be fire welded by experienced chain makers. (2) Proof Coil Chain for miscellaneous uses such as guards, for use as part of equipment and in general where human life and property are not endangered and where corrosion is not a factor. This chain may be made from either wrought iron or steel. Today the bulk of Proof Coil Chain is made from open hearth steel. At the present time the electric-weld process is coming into extensive use for the manufacture of the smaller sizes of steel chain (up to about H inch) but the larger sizes are hammer welded. Nature of Service The service which chains are called upon to withstand includes a wide variety of uses. Sometimes chains are used for resisting constant forces, but more commonly the service involves the frequent removal and re-application of loads under condi tions involving shock or impact to a greater or lesser degree. Chains are often abused by the application of the load when the chain is knotted, kinked or passed around sharp comers. Such treatment tends to produce severe deformation of the links or gouging of their surfaces. Frequently chain is used where subject to cor rosion. When the conditions of service are too severe tlie chain will not last in definitely, but will eventually fail. Numerous instances have been noted where failure has occurred under a load or shock much smaller than dial which the chain had carried on previous occasions. Types of Chain Failures In connection with the work of the present research it has been possible to inspect a great many broken chain links which have failed in service, and to compare their fractures with those of links tested in Um laboratory. The principal types of failure of cliain links may be classified as follows: (1) Ordinary tensile failure accompanied by full elongation of the metal of the links: This type of failure is usually encountered in new chain* of good quality when the attempt is made to make the chain carry a load greater than its ultimate teosfle strength. The metal of the links elongates greatly and the chain "pulls stiff" before failure finally occurs. The fracture usually occurs in the sides of the links near the welded end; the metal "necking down" and pulling apart as in an ordinary tension test. The fractured surfaces arc generally silk)* in the case of steel, or fibrous in the case of wrought iron. Photograph No. I illustrates this type of failure. 286 Nineteenth Annual Safety Congress (2) Failure in the weld: This covers any failure involving partial or total separation of the welded surfaces. In old chain the welded surfaces often sirow signs of progressive deterioration and oxidisation. (3) Failure due to repeated severe bending or deformation of the metal of tire links: This failure is similar to that produced in an ordinary bar by repeated bend ing back and forth. This type of failure is common in long-link chains such as those used on conveyors. The fractured surface is usually fibrous m the case of wrought iron and silky in the case of steel. (4) Fatigue failure, produced by a large number of repetitions of stress ex ceeding tlie fatigue limit of the metal: In fatigue tests on chain links the fracture usually occurs at about the quarter point of the link. The fracture extends directly ncrosh the bar composing the side of the link, as shown m photograph No. ]. This type of failure occurs in chain in machines or appliances used for many repeated liftings of a given load, but is not common in crane chains and sling chains. There is no elongation of the metal. The fractured surface is usually plane, and is of silky texture tn the case of steel, or dull in the case of wrought iron. (5) Brittle failure caused by cold-working of the metal surface: In this typo of failure the metal fractures with no elongation, or with less elongation than would be present in the ordinary tensik failure mentioned above in (1). This type of fracture is usually caused by the development of a.brittle surface skin on the metal by impacts received during service. The nature of this type of brittleness is dis cussed at length in Part IV, Brittle failures tend to show a more or less crystalline fracture, especially in those cases where the brittleness is present in an extreme degree. In service, fractures caused by cold working the metal surface are most frequently found in the sides or near the shoulder of tltc link. In cases where the surface hardening is extreme, the fracture extends directly across the metal of the link in an approximately plane surface. A typical brittle failure is shown in Photo graph No. 4. Since brittleness in metal is correlated with low resistance to shock, breaks of this kind are most apt to be found in chain which has (ailed under the im pact of suddenly applied loads. (6) Brittle failure caused by defects in the metal: Occasionally types of brittle fracture are encountered which are caused by defects in the original Iron or steel. Such fractures are comparatively rare, however, since when chain is proof tested by the manufacturer brittleness from this cause is usually detected and the links re moved. Brittle fractures due to overheating the metal during welding are of rare occurrence. Purpose of Annealing The possibility of occurence of brittle failure in worn chain has been recognized from early times, and the practice of annealing used chain was developed in the attempt to reduce the danger of this type of failure. This practice originated before the days of scientific metallurgy and was based on tltc observed fact that the anneal ing of iron or steel under proper conditions has a tendency to increase the ductility of the metal in cases where it has been rendered brittle by hammering or other cold working. As a preliminary to the discussion of the annealing of chain, it is desirable to review briefly die nomenclature and well-known metallurgical principles con nected with this topic. First Principles of Annealing Low-carbon steel and wrought iron consist principally of grains or crystals of pure metallic iron, known as `'ferrite1'. A. S. S. F.. - linyittcenng Section 287 Wrought iron differs from soft steel in (hat it contains parallel filaments of slag which give it its characteristic appearance. 1`ltere arc two temperatures which are of special importance in connection with the annealing of steel, known as the "lower critical" and the "upper critical," the range between these two temperatures being referred to as the "critical range". The lower critical temperature is in the vicinity of 1300 deg. F. (700 deg. C., medium red heat). Because of the extremely low carbon content of the soft steel or wrought iron used in chain manufacture the lower critical temperature is of tittle significance in connection with the annealing of these materials. The upper critical temperature varies with carbon content, and (or dead soft steel is approximately 1650 deg. F (900 deg. C. bright red heat). When a piece of soft steel is heated above the upper critical temperature the ferrite crys tals go into "solid solution" and the grain structure of the metal is obliterated. Upon cooling thru the critical range a new and uniform structure is formed. In this paper the process of heating steel just above its upper temperature and cooling in air, is referred to as "normalizing". This is done for the purpose of breaking up large or distorted crystals and restoring normal structure. The process of heating metal to a lower temperature, usually in the vicinity of 1375 deg. F. (746 deg. C. medium ^ed heat), and cooling either slowly or in air, is referred to as 'annealing'*. This is ordinarily done for the purpose of relieving strains. The relative advantages of normalizing or annealing chains are considered later in this report. Mechanical Properties of Wrought Iron and Soft Steel Before discussing the causes and remedies for failure in chain, it is desirable to make some reference to the well-known elastic and plastic properties of wrought iron and soft steel, and the behavior of these materials in various kinds of tests. When a bar of wrought iron or soft steel is tested In tension it exhibits very per fect elasticity up to a certain stress known as the "elastic limit", the elongation up to this point being scarcely perceptible After passing the elastic limit the bar elongates plastically until failure takes place by local necking down and fracture, the final length being ordinarily between 130 and 145 percent of the original length. The maximum load, known as the "ultimate strength" is developed just before the specimen necks down. Effects of Overstrain - If after stressing a specimen of wrought iron or soft steel beyond its elastic limit tltc load is removed and a rest period of a few days is allowed, it will be found on a subsequent test that the elastic limit of die material lias been raised lo a value somewhat higher than the maximum stress attained during the first test, and that tlie ultimate strength of Hie material has also been increased, and that the ductility of the material has been diminished. This same phenomenon is encountered in connection with chain. The curving of the rod in forming the links and the operation of proof testing materially increases tltc strength of tle chain and {lie load it can carry without stretching. Heating the cliain too long or at too high a temperature during the annealing or normal izing process may be detrimental to the chain by removing the strength and stiffness derived from this source. Effects of Cold Work When a har of soft steel or wrought iron .is hammered, rolled, or otherwise cold worked, the first effect is to increase the strength and elastic limit of the material 288 Nineteenth Annual Safety Congress at the expense at its ductility. If the cold working is sufficiently severe and pro longed the ductility may be entirely destroyed so that the material behaves in an entirely brittle manner. This phenomenon is of great importance in connection with failures of chain. Distinction between Static Strength and Shock Resistance In connection with tlie discussion of the brittle failure of chain it is desirable to keep clearly in mind the distinction between the tensile strength of a material and the energy-absorbing capacity of the material. This distinction is of vital importance as regards the resistance of the chain to shock or Impact The destructive effect of a falling weight is measured in terms of energy, L e. the weight multiplied by its height of fall. For a chain to resist breakage by such a falling weight Hs energy- absorbing capacity must be greater than the energy of the blow. High tensile strength alone is not sufficient to develop resistance to shocks or blows, but must be combined with a capacity for much elongation in order to produce the necessary large energy-absorption area under the stress-strain curve. The fact that the con struction of chain in the form of links permits the absorption of a large amount of energy before failure takes place, is one of the principal reasons for the widespread use of chain in handling materials. From the above it is evident that the ability of a chain to support its full working load >s no criterion as to whether or not h is in a dangerously brittle condition. Brittleness Is entirely with high strength under static loading. Nature of Fatigue in The behavior of a metal under repeated loading is quite different from km be havior in a single static test. A great mass of experwmtal data oo * hri tests on various metals has been accumulated within y^-**** and **** ague and cause of fatigue failures is well understood. If a bar of iron or soft steel is subjected to a sufficient number of repetitions of a Vr*<V mm wfchfe is above the "fatigue limit'* of the material tlie bar will eventually fail The (nctm will ordinarily be a plane surface at right angles to the axis of the bar, and there will be absolutely no necking down of the metal near the fracture or ekw^xthHi of the metal in any portion of the bar. The cause of failure is found m the gradual development and spreading of a minute crack or flaw In r crystal or iotnayu- tmlline joint. Most of the published researches oo fatigue of metals arc with establishing the fatigue limit, and for this rcajon, to those stresses which will permit several million repetitions before failnre. In the present study of the effects of chain annealing, attention has hm devoted to the investigation of those ranges of stress which will produce failure in several thomaxx! repetitions. In connection with the study of the failure of dam as by re peated severe bending and deformation of tlie links by contact with sharp-cornered loads, we have made tests on ranges of cross-bending stress which would produce failure in two or three repetitions. It is important to recognise that even in the Utter extreme case the failure is essentially one of fatigue, and is produced by the progressive spreading of a flaw or crack. This type of failure is rarely encountered in chains except in long link such as conveyor chains, or in chains used in machines or appliances requiring the repeated lifting of a load. Stead's Brittleness It h a well known fact that it is possible for the low-temperature of cold-worked low-carbon steel to produce a coarse granular structure which is ac companied by excessive brittleness. This is called "Stead's brittleness", after J E, A. 5*. S\ B. - Engineering Section 289 Stead, who first investigated the phenomenon. This brittleness is developed to its fullest extent only when the cold working of the metal has produced a particular degree of overstrain, known as the "critical strain". For this reason slight dif ferences in the amount or nature of the cold-working received by a low-carbon steel may produce very great differences in the brittleness of the metal after low-tempera ture annealing. This makes it difficult to draw reliable and positive conclusions from a limited number of tests on the effects of annealing steel chain links at low- temperatures. Stead's brittleness does, not occur in wrought iron. This fact has been checked by numerous observers, and is one of the outstanding advantages of wrought iron for certain classes of service. The slag fibers in the wrought iron apparently pre vent the development of coarse crystalline structure in this metal at the temperatures used in low-temperature .annealing. Skin Hardening by Surface Impacts; Results of the British Investigation by Gough and Murphy The results of an extensive investigation by H. J. Gough and A. J. Murphy on "The Causes of Failure in Wrought Iron Chain," were published in 1928 in Engineer ing Research Report No. 3 of the British Department of Scientific and Industrial Research. This was the first published report to emphasize the importance of skin- hardening effects as a cause of the brittle failure of wrought iron chains. The principal findings of this investigation with regard to skin-hardening effects due to service impacts are summarized as follows: "Experiments were then made on chain taken from service of known history. It was found that chains which had been periodically proved and annealed showed no signs of brittleness when tested in the annealed condition. Chains which had not hf* annealed were very brittle; annealing or normalizing removed this brittleness. This brittleness was shown to be due to a "skin" effect, cawed by surface hardening waltng from small impacts. The deleterious effect of this action is undoubtedly the major cause of the production of brittleness in wrought iron chains. The eviin the course of the work indicates that, as the result of inter-link action, hammering on ground, rattling through hawse pipes, battering on chain vrfaedtite by rumbling machines in certain cases, the material of the link-- m some only to a very small depth--becomes locally hardened to such an ex- M Hat its ductility is practically exhausted. The link surface then consists of a thin, highly brittle case covering a core possessing the ductile properties of best daun sraa. When the link section is subjected to bending strains--particularly those caoscd by shock conditions--the hardened skin strains elastically aod then cracks. Tins crack Is of such a type that very great stress concentration occurs at its root. When the crack reaches the underlying ductile metal, the latter cannot exert its property of ductility because of the prevailing conditions of local restraint, and the crack continues its course throughout the entire section of the link, producing a fracture which has an entirely brittle (apparently coarsely crystalline) appearance throughout. "This type of fracture has been encountered during tests' on chains drawn from service, and has also been produced on new chain-iron bar and new chain links which have been lightly hammered in the laboratory. "Heat treatment--low temperature annealing or normalizing--has been shown, by re-crystallization in the hardened surface layers, to restore the original ductility. "Other causes--more easily identified--of failure in wrought iron chains in serv ice arise from defects in the material, such as "burnt iron" and "laminated rod." 290 Nineteenth Annual Safety Congress "The progressive deterioration of the welded scarves, due to service shocks and snatches, has also been clearly established". Recommendations of the British Report Regarding the Heat Treatment of Chains The above-mentioned report makes the following recommendations regarding the licit treatment of chains. "As a result of the present research, it is concluded that chain failures in service nrc not due to the effects of heavy static overloading, but rather to surface em brittlement caused by local impacts. With regard to static overstraining, it has been shown that neither subsequent low-temperature annealing nor normalizing pro duces any deleterious effects on the properties of the chain, but actually effects an improvement, particularly in the case of normalizing. With regard to the embrittle ment caused hy local impacts, both heat treatments are practically equally efficacious as a restorative process. Generally speaking, normalizing is preferable. On -the other hand, we have noticed many cases of chain links and chain-iron, bar which have split along the piling when normalized. Also greater wastage from scaling naturally occurs at the higher temperature. It has been shown that as the tempera ture rises above 1200 deg. (2190 deg. F.), the symptoms of overheating--with ac companying brittleness--appear. It is apparent, therefore, that a normalizing process applied to chains must necessarily be much more carefully conducted than a low temperature annealing treatment These facts must be carefully considered in pre scribing a suitable heat treatment to be used as a restorative process for chains in service. "It is obvious that some beat treatment is necessary and that from the point of view of the user of small chains, this treatment must be inexpensive, must not demand any special plant additional to that available, and must be largely "fool proof". "In view of these facts, it is suggested that the present practice of low-temperature annealing be retained; furtlicr, that where it is not at present practised, such practice should be made obligatory." Part III--Study of the Annealing of Chain in Relation to the Effects of Repeated Loading Purpose of Repeated-Load Tests The original program far this investigation provided for the construction of a machine which would cause a chain to pick up a heavy load repeatedly until failure occurred. At that time it was felt that the results of tests of this character would be of much value in connection with the study of the effects of annealing chain. As a precedent for this approach to the subject, the Committee was in possession of the remits of tests of this kind which had been carried on by a large manufacturing company over a period of three years. The results of these tests appeared to indicate plainly that annealing was detrimoital to the chains tested. For these reasons the first period of the investigation was devoted to die study of the failure of chain under repeated overloading. As the work of the investigation progressed, it became more and more evident that in chains of short-link construction, such as those ordinarily used in cranes and stings, the primary cause of failure was not fatigue from repeated over loading, but embrittlement from cetd working of tlte metal surface by service impacts. The latter part of the Investigation was therefore devoted more especially to the study of the effects of annealing in A. S. S. E. - Engineering Section 291 removing surface embrittlement. In spite of these facts, a study of the beliavior of chain under repeated overstrain is of much importance in connection with the general problem of chain annealing. The fact that annealing does not remedy tins damage caused by repeated over strain is a primary consideration in connection with the servicing of chains containing bent or deformed links, or in the repair and annealing of long-link chain in which failure from repeated over strain is common. Some of the fatigue tests which were made on chain and chain stock during the first period of this investigation, were described in the annual progress reports. For the purpose of making the final report a record of tle entire work, this material is here abstracted or reprinted, togetlier with the results of subsequent fatigue tests. Teats on H'lnch Steel Chain Stock 1. Purpose of Tests. The purpose of these tests was to investigate certain fundamental properties of the grade of steel ordinarily used in the manufacture of chains. These properties are considered to have an important bearing on certain questions arising in connection with chain failures and annealing. In particular it was desired to determine: (A) How the endurance of this steel under repeated loads is affected by the occurrence of "surface impacting" such as chains receive during service, and (B) Whether the effects of fatigue in this steel are relieved or obliterated by annealing. 2. Advantages of Tests on Straight Bars. The fundamental fatigue properties of a metal can be studied more satisfactory by tests on the material in the form of straight bars tlian in the form of chain. In standard fatigue tests on straight bars, the various factors affecting endurance can be readily separated and studied individually. In fatigue tests on chain the irregularities in the welding, heating and hammering of individual links necessarily produce a considerable "scatter'' in the numerical results of tests. In testing chains, this "scatter" has a tendency to obscure the effects of individual factors, so that a much greater number of tests must be averaged to secure positive conclusions than when the tests are made on straight bars. 3. Description of Specimens. The tests specimens were made of soft steel chain stock, which was supplied through the courtesy of the United States Chain and Forging Company. The specimens were from the slock ordinarily used in making inch hand-welded chain, this being a continuous coiled bar, approximately round and about 13/32 of an inch in diameter. These specimens were cut lo a length of 13*i inches, this being the length required by the fatigue-testing machines at Carnegie Institute of Technology. The material of these specimens is a dead-soft steel having a tensile strength of about 48,000 pounds per square inch. Before testing, the specimens were straightened with a copper hammer. In general, the specimens were tested with the surface of the metal in its original condition or as modified by annealing or hammering. In a few of the tests the surface skin was removed by filing and polishing, as noted in the record. 4. Description of Rotating-Ream Machine for Fatigue Tests. In a repeated stress machine of the rotating-beam type, the specimen to be tested consists of a horizontal bar of circular cross section. At its ends this bar is encircled by two ball bearings which support it and permit it to rotate freely as a shaft, and near its middle it is encircled by two more ball bearings by which it supports a heavy weight This weight can be adjusted to produce any desired tensile stress in the bottom fibre of the bar considered as a beam. When the bar is rotated, the stress in any given external longitudinal fiber varies from this tension to an equal and opposite compression as the -fiber moves from its lowest to its highest point. The bar is rotated by an electric motor, which is stopped by a circuit breaker when the specimen breaks. A revolution counter registers the number of revolu tions required to produce failure. 292 Nineteenth Annual Safety Congress Machines of this type are simple, inexpensive, and positive. In adapting these machine* for tests on chain stock, which could not be made perfectly straight beforehand, it was necessary to construct a device which permitted the load to be applied to the specimen gradually, thereby straightening the bar and centering its rotation automatically. 5. Severity and Stop* of Test*. Ordinarily, fatigue tests are made to determine the "endurance limit" of a metal (that is: the greatest stress at which it would be safe from failure under many millions of repetitions of the load). In these tests on chain stock, however, the object was not to determine the endurance limit, but rather to subject the metal to a stress sufficiently severe to cause it to fail under a number of repetitions of load which might be obtained by an ordinary lifting chain in constant service. With this in mind, preliminary tests were made to select: a load which would cause the original or un-annealed bars to fail after about 300,000 repetitions- In service this number would correspond to a lift once a minute, ten hours per day for 330 day*. After being once selected this same load was used to all the subsequent tests. With the machines running at 1.500 revolutions per minute, the lime required to run off 200.000 revolutions would be two and one-third hours. As it required about one hour's work to center the specimen in one of the machines, the time required for making a single test would ordinarily be from three to five hours. A number of ordinary tensile tests and cold bending tests were also made on some of these specimens of chain stock. 6. Nature of Fatigue Failure. In an ordinary tension test on a ductile metal, such as chain stock, failure of the specimen is accompanied by extensive elongation and deformation of the metal in the neighborhood of the fracture. In a fatigue test no such defonnstwa occurs but the metal breaks off suddenly and without previous deformation or warning. This type of failure is particularly dangerous in the case of chain. It is well known that fatigue failures are caused by the spreading of a minute crack, which usually starts at the surface of the specimen. In some of the tests of this series the existence of these cracks in the incipient stage could be made clearly visible by making a tensile test on one of the piece* of a specimen which had failed in the fatigue tests. The stretch due to the tension would open up the minute fatigue cracks and make them visible to the naked eye. The condition of the surface of a fatigue specimen has much to do with the starting of cracks, and therefore has an important effect on the endurance of the specimen under repeated loads. In these tests it was considered that the results could be most practical if the specimens were left with their original surface, and were not filed or polished. As fatigue resistance is affected by the dance location of tiny surface flaws, there is more "scatter" or variation in the results of such tests than m those of ordinary tensile tests. 7. Tests to Study the Effect of Surface Impacting. The first tests of series were made for the purpose of investigating the effect of "surface impacting* on the endurance of chain steck tinder repeated loads. In order to duplicate in the laboratory the effects of surface impacting received in service, the surface of each of several specimens was std>jected to several thousand blows with a small hammer. These blows were sufficiently heavy to slightly indent the surface, but m* heavy enough to affect the interior of the specimen or reduce its diameter. The comparative results of rotating-beam fatigue tests on original bars and on surface-impacted bars are given in tests No. 3 to No. 10 in Table 3-1. Part VI. From inspection of these results it is clearly evident that the surface impacting has in no case decreased the endurance of the material, and in some has increased the endurance enormously. The explanation of this phenomenon probably lies ill the fact that the cold working of the outer skin has given it higher strength and elastic limit than are possessed by the original metal. A. S. S. E. - Engineering Section 293 8. Tests to Study the Effects of Annealing and Re-Annealing. The second object of these tests was to study die question as to whether the effects of fatigue on chain stock could be obliterated by annealing. Tests No. 11 to 28, inclusive, indicate the results obtained in this connection. The treatment referred to as "annealing" consisted in normalizing the specimens for 30 minutes at a temperature of 1.500 deg. F. in an electrically heated muffle, followed by air cooling. Tests 11 to 16, inclusive, when studied in connection with tests 3 to 6, inclusive, indicate that a single annealing does not necessarily improve the fatigue resistance of chain stock, but on the contrary, that it may lower this resistance. The cause for this action if probably found in the formation of an oxidized surface on the metal by air penetrating within the muffle used in annealing. This oxidized surface, though hard to the file, is relatively brittle and probably tends to start and localize the cracks which cause fatigue failure. Tests 17 to 22 when studied in connection with tests 23 to 28 clearly indicate that the effects of fatigue in chain stock are not in the slightest degree relieved or obliterated by annealing. This same fact has been noted by other observers in tests on various other grades of steel. (See Moore and Kammers; "Fatigue of Metals." pages 56 and 220.) The explanation of this phenomenon evidently lies in the fact that annealing temperatures arc far too low to produce any welding together of the walls of the tiny Incipient cracks whose spreading will eventually cause the failure in fatigue. Tests 29 to 32 when studied in connection with tests 11 to 16 and 23 to 2fl bring out the fact that no considerable increase in the fatigue resistance of chain stock is prodoced by removing the scale from the surface of the metal. This point has an Important bearing on the fatigue. resistance of chains under service conditions, were surface scale is removed by wear. 9. Tensile Tests on Fatigue Specimens. In the case of specimens 3 to 13, inclusive, tensile tests were made on ooe of the two fragments of the specimen obtained after failure in the fatigue tests. In explanation of these tests it may be noted that the clear span of the original specimens between the end bearings was 12 mdses, and that the ends of the specimen projected H of an inch beyond these bearings. The two bearings applying the load were spaced 3 inches apart, each being 1H inches from the middle of the bar. As the fatigue break seldom occurred at the exact center of the specimen the tonger of the two fragments would furnish an opportunity for making two tensile tests, pulling the specimen apart at the two following points: (A) at the point where the loading bearing had been applied, and (B) at the point where the supporting bearing had been applied. At the first of these points the material had been subjected to an intensity of stress and number of repetitions exactly the. same as at the place where the fatigue failure had occurred. At the second point the material had been subjected to no stress and was in its original condition. The results of these tensile tests bring out ti>e remarkable fact that the tensile strength at the first of these points is invariably as high or higher than that at the second point. Thfa was true even when the incipient fatigue cracks at the first point had become sufficiently deep to be plainly visible after the specimen had been stretched in tension. Tlie explanation of this phenomenon must lie in the fact that the repeated stressing of the specimen has the effect of cold-working the metal until it is stronger than in iU original condition. Two conclusions of much importance can be deduced from these tensile tests: (A) That absolutely no warning can be expected in case of fatigue failure of chains. Up to the very instant of failure there will be no change in the appear ance or dimeniions of any parts of the links, nor any diminution of strength which could be detected by a proof test in tension, or by any other known test. 29* Nineteenth Annual Safety Congress J&eefot^n/trr , / spucmstns ofchain trj/fd 3*r*u//<ennatafy ^ _ ^^iyoc/s <?syf/rv Jaose/jeritr/y cry ~ C/KHr> /irr\^s csAtc/r jnfas? nrt -. 7fyo mo/br- - ' \ tr/sm f/w<J ' ' Aio/br' OMP V,, /<v*/ _L TTf2SW CrsrArs- ^4>i>w6r/ i easorr:r'Ama no A*?t/ jL*jvs?spe ^ JT ntr/offSa/*s7t&' /exrs? j&6*9& MW-m##/t/ sAwe**ir*rr- /A. /brstf"'ey / /-> jocS/cm c/j&w j> a/'sz?7fp/&v. A?. ^ <?/ /cv jgS^ /& Fig. 1. Diagram of machine for repeated-load tests on chain. (B) III planning research tests on chain it is futile to adopt any program which depends on pulling tests to determine how much a chain has been weakened by service conditions or repeated loading. Repeated-Load Teats on Chain For the purpose of making repeated-load tests on chain it was realized that the re pealed lifting of a dead-weight was too slow an operation to be satisfactory. Be cause of the occurrence of impact effects, a weight-lifting test of this kind could not be conducted rapidty. After much study, a machine without any reciprocating parts was designed and constructed for making repeated-load tests on samples of -}-inch chain. A diagram of this machine is shown in Fig. I. The machine is driven by an electric motor and tests four samples of chain simultaneously. Each sample is subjected to repetitions of load at the rate of 950 per minute. The machine stops automatically when a specimen breaks. The general operation of the machine proved to be very satisfactory. A. S. S. E. - Engineering Section 295 Photograph A'o. 1 Fractured Link# from Various Tests on ^-Inch Chain. i to 8--Impact tests. 1--New wrought-iron chain. 2--Same, tporn on wear machine. 3--Same, worn and annealed. 4--New wrought-iron chain. 5--Same, tumbled in rattler. 6--Same, tumbled and annealed. 7--Used wrought-iron chain. J--Same, annealed. 9-11--End-hammering tests. 9--New wrought-iron chain. JO--Same, tumbled in rattler. II--Same, tumbled and annealed. 12, IS, 16--Fatigue failures. 13. 14, 17--Ordinary tension failures. 12 and 12--New eleetrieally-wclded Sleet chain. 11 and IS--New wrattgkl-iron chain. 16 and 17--New hand-welded steel chain. Tables 3-3. 3-4, and 3-5 (See Part VI) give the results of fatigue tests on numerous specimens of ff-inch chain. It has been considered desirable to include the record of minimum values, as well as averages, since a study of the variations ami low values Is of great importance in connection with the interpretation of tlie results of these experiments. In these tests the failure invariably occurred by a break square across the shoulder of the link. There was no necking down of tlie metal or deformation in any other part of the links. After each fatigue failure tlie unbroken portion of the chain was tested in tension, the results of these tests being included in the tables. Typical fractures of chain in the repeated-load test are shown in Photograph Mo. 1. An important point to be determined by repeated-load tests on chain is whether annealing eliminates the effects of fatigue. Inspection of the test .results from Groups 2. 3 and 4 in table 3-3. Part VI, indicates that, in the case of soft steel chain, annealing after the chain has been partially fatigued does not increase the total number of repititions of load required to produce failure. This same result was observed in the fatigue tests on chain stock, and has an Important bearing on the 296 Nineteenth Annual Safety Congress servicing of chains or portions of chains subjected to repeated overstressing of the metal. Annealing cannot $e expected to repair the damage caused by this overstressing. A comparison between the tension tests' recorded in Group ] and 5 of table 3-3, Part VI, indicates that the repeated overstressing of metal, even to the failure point, docs not lower the tensile strength of Use unfractured portions of the metal. In general the tensile tests on specimens taken from chain which had fatigued in failure showed the same strength and elongation as new chain. Fatigue cracks were not in evidence at the fractures In the tensile tests. These results bring out the fact that the development of a fatigue crack is an extremely slow and gradual process, up to the last few repetitions, when it spreads rapidly and produces failure. In examining the results of individual fatigue tests in the differeht groups in Tables 3-3, 3-4, an] 3-5, Part VI, the persistent occurrence of value! considerably below the average is noticeable. For example. Group 1 showed 4 individual specimens failing at less that 40,000 repetitions of the load, although the average for the group 1* 94,000 repetitions. The presence of several links.' which fail at a, number of repetitions much below the average for their group, Is oat confined to the' above example, but is characteristic of all our fatigue tests on chain. This fact should be taken into consideration in deciding on safe working loads for chain. In this connection the low values have much more significance than the average values. The fatigue tests and tension tests on wrougfat-iron chain (Groups 14 to 18 of Table 3-4, Part VI) bring out the fact that the annealing operation tends to lower both the fatigue resistance and the tensile strength of the chain, this lowering being greater as the annealing temperature increases. The furnace-cooled specimens also show lower fatigue resistance and tensile strength than the air-cooled ones doe to being subjected to beat for a longer time. These facts have an important bearing on the selection of suitable times and temperatures for annealing. Inspection of the results of tlie fatigue tests on specimens of electrically-wclded steel chain (Table 3-5). Part VI, indicates that this chain has a materially greater fatigue resistance and tensile strength than the hand-welded chains. Examination of the figures for individual specimens also shows that the fatigue resistance is more uniform than is the case with the hand-welded chains. It is to be noted from Table 3-5, Part VI, that in the electrically-welded steel chain the repealcd-load treatment has a. decided tendency to lower the tensile strength of the chain. This lowering is apparently brought about by the development of fatigue cracks near the weld. This sleet chain shows very little variation in tensile strength or fatigue resistance with changes in the annealing temperature or method of cooling. This characteristic of steel makes it practical to use higher annealing temperatures for steel than for wrought iron. Part IV--Studies of the Annealing of Chain in Relation to the Removal of Brittleness Produced by Surface Impacting Nature of Surface Embrittlement in Chain As mentioned m Part II, the British Department of Scientific and Industrial Research has published the results of a detailed technical investigation by Messrs. Gough and Murphy, demonstrating that brittleness is produced in chain by the development of a nop-ductik surface skin on the metal by prolonged cold working from impacts received in service. A quotation from this publication has already been given, explaining how cracks which originate in such a brittle surface skin may be propagated thru the underlying metal, even tho the latter be in its original ductile condition. A. 5*. S\ E. - Engineering Section 297 Since the publication of the British report, much interest has been taken in the question of the relation of surface embrittlement to chain failures, and to the removal of this brittleness by annealing. The latter portion of our investigation, therefore, has been principally devoted to these topics. While it has appeared desirable to make a limited number of tests to verify the correctness of the observations of the British research, it has not been considered necessary to repeat the details of that research on an extensive scale. In general we have found the observations of the British research to be accurate and reliable. Our own work, insofar as possible, has been directed toward the investigation of features not covered in the British report, or only partly covered therein. Elimination of Discrepancies Noted in Early Tests As noted in previous annual progress reports, our first experiments to produce brittleness in chain stock by liammering its surface, did not appear to give results which checked with those obtained by the British investigators. The British 298 Nineteenth Annual Safety Congress report describes a test on a one-inch wrought-iron bar, in which the bar was surface hammered with one thousand blows of a light hammer and then subjected to simple bending. A photograph shows this bar cracked half way through its section when bent through an angle of about 90 degrees. In attempting to develop similar brittleness we made numerous experiments by hammering the surface of siH!cimeu& of V" and M" wrought iron and steel chain stock, and then subjecting these hammered specimens to various tests. In these tests the specimens did not develop action which could be described as "brittle". In cold-bending tests they did not fracture in a single bend, but required many bendings back and forth to produce a crack. In explanation of this discrepancy, we have found by subsequent tests that simple hammering docs not produce as great a degree of surface brittleness in metal as that which is produced by actions whieh cause sliding and lateral displacement as well as direct compression in the surface layers of the metal. Since cold-bend tests exert a more severe action on large-diameter bars than on small bars, we find that simple hammering may develop enough surface brittleness to cause cracking in the former but not in the latter when subjected to this test. Our results are therefore in agreement with the findings of the British investigation. Lateral Displacement of Surface Layer* Produces Brittleness That lateral displacement in the surface layers of the metal is associated with the development of extreme brittleness ts borne out* by inspection of certain Links of worn chain which developed excessive brittleness--comparable to that of glass-- in the end-hammering tests and tension tests. Some of these links show a ridge of displaced metal at the border of the surface polished by contact with the adjacent link, dearly indicating that there has been an extensive lateral flow in the surface layers of the metal at these contact surfaces. This flow is probably caused by t!je frictional drag, of the metal as the loaded chain adjusts itself in passing around sharp corners. Photograph No. 2 shows the structure of the metal in the contact surface of a link of 1-mch steel chain, which developed glassy brittleness in tltc end-hammering and tension tests. The flow-structure, producing extreme drawing out of the grains at the surface of the metal, is clearly apparent in this photograph. It is io he noted in the photograph that the structure of the grains in the interior of the metal remains unaffected by the action which has caused such extreme compression and flow in the surface layers. Laboratory Methods of Producing Surface Brittleness Tltc experimental investigation of surface brittleness in chain presents various 'fi/fioiltie*. Jn particular, we hare had difficulty in'developing a laboratory method which would consistently produce on new chain the degree of brittleness--similar to that of glass--which is sometimes observed in links taken from old chain after actual service of long duration. The most satisfactory laboratory method we have found for developing brittleness ih new chain is to tumble the chain in a foundry rattler with fragments of scrap iron or other hard objects. That this treatment is capable <f developing extreme brittleness in chain, is illustrated in Photograph No. 3. However, the rattler treatment does not always develop such an excessive degree of leinkno* a- that shown in the photograph, particularly in the case of the -.matter >urr* of chain. Since many of oar earlier tests had been made on ?<-mrh i lain, arid kiewv the capacity of oar impact machine corresponded to this size, it dcrirad to develop a laboratory' method which would produce irm cHsi* a degree <rf brittleness comparable to that sometimes observed in lam ut amJ xn-in With thu object in view, much effort was devoted to the k->qrtt iimatractum uf a special machine to be used in producing wear and ,< it* mriur of tf-cuch chain. A view of this machine is shown in Fig. 3- A. S. S. R - Engineering Section 299 Fig. 3. Diagram of machine for producing surface wear on chain. An endless loop of the chain is hung over a square driving pulley or sprocket and its lower end passes around a pully which supports a heavy weight. The driving pulley is rotated at about 900 r.p.ra. by an electric motor, and as the chain rotates it is subjected to severe impacts from the jarring of the supported weight, and to wear on the contact surfaces between the links as the chain beads around the corners of lltt square driving pulley. During its rotation the chain clashes against the edge of a steel plate which produces impact and wear on the outer surfaces of the links. The action of the machine is sufficiently severe to wear the links entirely in two after a few hours operation. Much experimenting with this machine kafirsted that the degree of brittleness which h would produce in H-inch chain was not materially greater than that which could be produced by tumbling the dam with scrap trots in a foundry rattler. The (alter method is more convenient and requires less attention. In no case have we been able to produce a glassy degree of brittleness on tf-och chain or chain slock by any laboratory method of surface abase. Because oi these difficulties in producing surface brittleness in small chain in the laboratory, we have foond that the most *xtikiaetary method of studying the effects of annealing and normalizing chain t* to work with samples of used chain which are fosaad to exhibit brittleness. This method, however, requires careful attention and much checking, for the reason that brittleness m taed chain is oot ordinarily distribmed uniformly along the chain 300 Snfeiy Congress bat U win annw mowm flMi ge far csapte. kete the chest has repeatedl} been wild a 4>x*e mwmr im aw7fag a particular land of load i Tm far Detecting BrHtlamt Is studying far fafartfat**** fa imUhi ad annealing in removing brittleness, several type* fa asms far fwmfaf far 4fa fa die brittleness may be need, the most significant hefag fan ''ssMiaiMBfa" Mi tto ordinary tension test using an extcnsomeier. eod fa* mmnm met famag fatt the end-hammering test has proved to be the smwt teuo--infa fa *MPfefary ear far Irtrrting brittleness in chain finks and lor farnMtwng a sfadfa* wmsfafafax* faa fa fas amount In this test the Ink is Iteld with a pair fa faoa* as wfa a mMr faot one end Is supported on an anvil while the efaor m ufajnsad in tfauss faa a hammer. Under this treatment extremely ductile fain wfa fluu* r {iwylrttiy without cradring, while if brittleness is present in any mwifarfalc degree fat fink artU crack before a great amount of deformation occurs. H the brieskneet is extreme far metal may crude entirely across under the feet blow, with a load e&ap and with practically no permanent deformation in the tmfractured portion of die fink. In other cases the development of the crack is more gradual A quantitative indkaiioa of the degree of brittleness is obtained by measuring tte inside length of the link before testing and just after the occurrence of the first crack, (omre precisely, when the first crack has developed sufficiently to involve one tenth of the cross sectional area of the metal). The result of the test is expressed numerically as the "percent reduction of Inside length at time of first crack". In interpreting the results of an end-hammering test on a worn chain link It is necessary to know bow either a new link or an annealed link of the same chain behaves in a similar test The test resembles a coldbend test in certain respects, and is very severe on bars of the larger izes, particularly in the case of wrought iron. Even new bars of good quality may crack when bent 180 degrees about a bar of the same radius, and then straightened out again- us is done in malting a chain link and`then faring it a hammer test. For this reason the cracking of a link in this test, if after a considerable amount of deformation has taken place, docs not necessarily indicate either original poor quality or surface embrittlement in the metal. As noted before, links from different parts of a used chain may exhibit widely varying degrees of brittleness in a hammer test. Even adjacent links of used chain may behave differently in the test For this reason it is desirable to test a number of links before drawing conclusion*. Results of End-Hammering Testa on Chain Links Table 4-1 (Part VI) gives the results of end-hammering tests on two lots of old or worn wrought-iron chains which were obtained from the scrap heap of a chain-repair shop. These tests bring out the genera] effect of low-temperature annealing in removing the brittleness of used chain. From the hammer tests on Ute H'irch chain of lot F, it is seen that most of the links tested were in a brittle condition--ooc being extremely brittle--and that this brittleness, was almost entirely removed by annealing at 1375 degrees F. The specimens of lot G, are from used l^-inch chain which was in the most brittle condition of any wrought-iron chain received during the investigation. The hammer test showed that this excessive brittleness was consistently removed far annealing at 1375 deg. F., but that the final condition was far from being ductile. It is probable that the original metal of this cliain was of unsatisfactory ductility. Table 4-2 Part VI gives the results of end-hammering tests on- links from a used 1-inch steel chain which was in an excessively brittle condition when received. Some of the links of this chain fractured dear across under the first blow of the hammer. A. S. S E. - Engineering Section 301 *1 Photograph So. 2-100.r Structure of Metal at and near Surface of Link of Used 1-inch Steel Chain (Lot E). This chain was extremely brittle when received. This brittleness was removed l>v both the annealing and the normalising treatments. 1 --Cold-worked surface of used chain as received. 2--Same annealed at 1375 F. 3--Same normalized at 1650 F. The structure of the metal at and just below the surface of this link before annealing, and after annealing at various temperatures, is shown in Photograph 2. The table shows that a temperature well below 1000 deg. F. was sufficient to relieve the greater part of the brittleness in this chain, and that an ordinary low-temperature annealing at 1375 deg. F. would completely remove all signs of this brittleness. No harmful effects from Stead's brittleness are perceptible in the results of the hammer tests on this steel chain link. Table 4-3 Part VI gives the results of hammer tests on specimens from two lot* of new Jf-inch wrought-iron chain which were subjected to laboratory treatments to produce six-face brittleness. In Lot A the specimens were rendered brittle by the use of the wear machine. The hammer tests show that practically all of the brittle ness was removed by the annealing treatment In Lot D the specimens were tumbled in a foundry rattler. The hammer tests show the annealing treatment to have re moved the greater portion of the brittleness derived from this rattling. Significance of Tenaile Teata for Measuring Brittleness in Chain Ordinary tensile tests produce brittle fractures in chain, if the surface has been cold worked to a sufficient extent, the links sometimes breaking with little or no elongation. In order to utilize a tension test to measure the degree of brittleness present in a chain link, it is necessary to use an extensometer, and to obtain readings uf the elongation at various loads. From these readings a stress-strain curve is plotted, and measurement of the area under this curve gives the energy absorption or "r uptime work" required to produce failure of the specimen. This process is so tedious as to render tension tests much less convenient than hammer tests for comparing the brittleness of various samples of chain. In a tension 302 Nineteenth Annual Safety Congress lost on a brittle chain the first crack usually occurs at the shoulder of the link while in the hammer lest it occurs at the end of the link. In spite of this difference, the results of the two kinds of tests correlate well in indicating the general degree of brittleness present. Results of Tensile Tests on Chain and Chain Stock The results of a series of tension tests on bars of l)f" wrought-iron 41KI steel chain stock are given in Table 4-4 Part VI (he purpose of these tests being ;}o study the nature and degree of surface hardening produced on these materials by tumbling in a foundry rattler, and the extent to which the brittleness due to this surface hardening could he removed by annealing or normalizing. The results of coW-beirid test* <m similar specimens are also given in this table. The most useful'column of the table for comparing the brittleness of the different specimens is. that showing the "rupture work.*' or energy per cubic inch required to fracture Uic metal. This measures the resistance of the metal to failure imder imf cts or shocks. From this tahtc it is seen that tie rattler treatment has materially reduced the rupture work of the wrought-iron chain stock. However, Use reduction is far less than that observed in the case of the failure of certain chains from service. The table also shows that the greater part of the brittleness produced by tumbling has been removed by anneal ing. Jn the case of the steel chain stock the same embrittlement effect is present, hut in a much lower degree. In fact the brittleness produced in the steel by the tumbling treatment may be described as very slight- Iu general the tests of this table indicate that tumbling for 30 hours in a foundry rattler produces moderate brittleness in wrought-iron and slight brittleness in steel, neither of these approach ing tlve excessive brittleness sometimes found in used chains. Annealing or normal izing removes most of the brittleness produced by the tumbling, as may be seen by a comparison of tests (a), (b) and (c) in this table. Table 4-5 Part VI gives the results of tensile tests on samples of new one-inch wrought-iron and steel chain subjected to tumbling and annealing treatments, and also tests on a sample of used 1-inch steel chain. Tn the cases of the new iron and >4ecl chains. Clots H and I) the results of tumbling and annealing or normalizing arc quite similar to those obtained in Table 4-4 for chain stock of the same grade. In the wrought iron chain the tumbling treatment produces a moderate lowering of the rupture work, and in the steel chain a slight lowering. In both cases the brittleness is removed by the annealing treatment. It shoukl be noted that the rattler treatment is sometimes capable oi producing a much more brittle failure in 1-inch wrought iron chain than that recorded in this table. An example of such a brittle failure is shown in photograph No. .3. The reasons for flits variation in (he behavior of the chain at different times have not been determined. As the tests recorded in Table 4-5 were made on a hot day, it is possible that the brittleness of the metal was less than would be the case in cold weather. In Table 4-5, the test ou one-inch used steel chain (lot E) is of great interest as illustrating the extreme degree of brittleness which can be produced in chain hy long service. The rupture -work of this used chain was only 167 inch-pounds per inch of length, this - value being less than one percent of (Ite rupture work (17200 inch lbs.) for the new sled chain of Lot I- In other words this used chain would fail under a shock or blow (css than one hundredth of that which it should carry if new*. It is also interesting to note from Table 4-6 Part VI tliat for a new electrically-welded 378-inch steel chain the rupture work is 3800 lbs. per linear inch of chain. Since this is approximately 23 times 167, it follows that iltc new 3/8-inch steel chain would remain intact under an impact more than 22 times greater than that which would fracture the used 1-inch chain. This is true in spite of the fact that the ultimate tensile strength of the used 1-inch chain (51,350 lbs.) is more than 4 times that of the new 3/8" chain (12,500 lbs.). A. S. S. E. - Engineering Section 303 Embrittlement of Wrought-iron Chain by Tumbling in a Foundry Rattler. 1. Link irom section of same chain as links No. 2 and 3 after annealing. Note fibrous fracture and reduction in area of the iron in this link on the lelthand leg showing that annealing re stored original ductility to the workhardened chain. 2. Link from chain in work-hardened condition after pulling to destruction in testing machine. Note coarse granular fracture of the iron on both sides and manner in which the Section broke from chain. Such a fracture ia caused by the skin whidt is non-ductile and which holds the ductile iron underlying this skin in such manner that it cannot be elongated and fracture must necessarily be of a brittle nature and straight across the grain. This type of frac ture usually occurs when a chain breaks in service. 3. Note transverse cracks in link from the same section of work hard ened chain which developed in and due u> the work hardened skin. This type of crack is often encountered on in<qKCiii>n of chains in service. In the lower part of Table 4-5 Part VI are given the results of tensile tests on specimens turned from the interior metal of one of the extremely brittle links of the above-mentioned 1-inch steel chain, and also from a link of new chain of (his same grade (made in the same shop). These tests clearly show that the interior of the metal has not had its strength or ductility reduced by the cold working, which has produced such great brittleness in the surface of the chain. It is to be noted that the same result has been found in numerous tests of this character by the British investigators. Table 4-6 Part VI, gives the results of tension tests on samples of new 3/8-inch iron and steel chain, which were subjected to surface wear in the laboratory, and subsequently annealed or normalized. Inspection of the data of this table brings out the fact that neither the wear machine nor 30 hours tumbling in the foundry rattler was able to produce a sufficient degree of brittleness on 3/8-inch diain to provide a reliable basis the drawing of conclusions regarding the effects of anneal ing and normalizing in removing this brittleness. The table illustrates tlte difficulties inherent in thii class of work. It appears that the wearing action of the wear ma chine U so severe that it tends to remove the brittle surface as fast as It is formed. 304 Nineteenth Annual Safety Congress Apparently tlie foundry rauler does not produce enough dragging action and lateral displacement of the metal surface layers to develop the most extreme form of brittleness. The results of table 4-6 were obtained too late In. the investigation to permit re adjustment of the wear machine so as to produce more impacting and less attrition. Result*, of, Impact Teats The qifestion often arises as to whether the jneasurement of the `rupture work in a static tension test on a chain really gives a true indication of the eapaotjr of the chain to resist fracture under blows or impact. The answer to the question hinges on whether or not the metal will elongate less under a suddenly applied load than under a gradual load. In spite of the often-recorded fact fhat in tension tests the ductile metals show greater ultimate elongation under rapidly applied loads, many persons have the feeling that, in the case of chains, rapid application of the load increases the probability of securing a brittle type of failure. Because of this it lias been considered desirable m this investigation to carry on actual Impact tests on chain links. An impact machine of the pendulum type was constructed for this purpose. The machine tests a single link of 3/8-inch chain. The pendulum or hammer Is of cast iron, weighing 116 pounds, and swings with a radius of about 6 feet. Two wedgeshaped blocks of hardened steel transmit the blow thru the chain link to the anvil, which is of heavy structural steel and fastened to the concrete floor of the labora tory. The energy given up by the pendulum in fracturing the link is. computed from the angles of the swing before and after the impact. Fig. 2 shows this machine. As in the case of practically all impact machines, it is not possible to utilise 100 percent of the energy of the blow for fracturing the specimens, but a certain amount of the energy is lost in local deformations and in vibrating the foundation, etc. For this reason the energy given up by the hammer in fracturing a specimen on this machine should not be compared directly with the computed rupture work in a tension test The impact tests should be compared only with one another. Tables 4-7 and 4-8 Part VI, give the results of Impact tests made on this machine. The first of these tables shows tests on samples of used 3/8-inch wroughtiron chain from Lot F These tests indicate that the annealing treatment removed a considerable degree of brittleness from this chain. This same result was indicated in the hammer tests on this lot of chain, (See Table 4-1 Part VT). In connection with the impact tests (Table 4-8 Part VI) on samples of new 3/8-inch chain which were surface-worn by laboratory methods, the same remarks apply that were made in discussing the tension tests on these same chains. The degree of brittleness pro duced by the given method was not sufficient to furnish a basis for conclusions regarding the effects of annealing. None of the 3/8-inch chain links tested in this impact machine developed a brittle fracture of tlsc extreme type. In every case the sides of the link elongated a sub stantial amount before fracture occurred. In the case of the tumbled links the elongation was perceptibly less than after annsling, but the fractures could not be described as brittle. Photograph No. I shows samples of the chain links fractured in this test. While the range of the tests is not sufficient to warrant positive con clusions. a comparison of the tension-test data of Table 4-6 with those of the impacttest data for the same chains in Table 4-8., appears to indicate that there is no appreciable difference in the behavior of chain m the static and impact tests. If this is correct, the computation of rupture work from a static test famishes a satisfactory measure of the impact resistance of a chain. A. S. S. E. - Engineering 5refion 305 Photograph So. 4 Tettt on links of s Used l*Iuch Steel Cham which was in xtrcmely Brittle Condition whew Wscrhid. (Lae E). 1. Annealed link of the chain 2. Cnaflncakd link showing brittle failure in tension test. 3. Cnamealed link showing brittle failure md-hamsnerinc test. 4. Ead-tamncring test on link iiwiiM at very low temperature M00c showing partial recovery of doctfhty. 5. End-hammering test on fink meiM at 1375 F., showing. complete covery of doctilsty. l-'.. re Hardness Tests on Cold-Wotked Chain In connection with the investigation of chain annealing it was considered to he of interest to determine whether the degree of skm-hardening on any particular link or portion of a link could be satisfactorily determined by the ordinary hardness measuring devices, such as the Rockwell machine or the Sclerotcope. (The former presses a small hardened ball into the surface of the metal, while the latter measures the rebound of a small diamond-pointed hammer). If such tests gave consistent results they might furnish a reliable aid in the inspection of chain to determine the need for annealing. Table 4-9 Part VI, gives the results of-hardness tests on the surface of a link from the extremely brittle I-inch steel chain of Lot t, and also on the surface of metal cut from the Interior of this link. A study of this table indicates that the hardness readings vary considerably at different parts of the surface and interior of the metal, and that annealing materially reduces these hardness readings. Nevertheless, the readings in general appear to exhibit too many Irregularities to make them useful as a criterion of the need for annealing. It is probable that the attempt to make the Rockwell and Scleroscope 306 Nineteenth Annual Safety Congress tests on annealed surfaces, has resulted in the securing of some erratic low values because of the presence of particles of scale. -* V Repeated-Bend .Test* on Chain Stock . . The side of chain links are sometimes subjected to bending or severe deforma tion from1 contact with sharp corners of! loads or other objects. ' Such bending back and forth may occur repeatedly at a given place in the chain and, (jtally cause failure. This is especially apt to occur in' chains having long links*.'?AUho` such long-link chains are not ordinarily used^where life and property-. WoultTbe damaged by their failure, they may be annealed for prolonging their period of service. It is therefore desirable to know the relation of annealing to this type of chain failure. With this object in view' an existing machine was adapted to making repeatedbend tests on stock for 3/8-inch chain. In this machine ode -fcnd of the specimen is held in a clamp, .while the Other is bent back and forth through a total angle of about 20 deg. (10 deg. each way), until failure occurs. Table 4-10 Part YI, gives the results df repeated-bend tfests made on this machine, using both wrought-iron and steel chain stock. Inspection of items C and E in this table shows that in the case of these wrought iron bars, annealing has not repaired the damage caused by cold bending.' or increased the total number of bends which could he carried without failure. Comparison of items A, B, and C, indicates also that the annealing has not fully eradicated the brittleness produced by hammering the surface of the bars. Different results are obtained in the case of the steel specimens, given in the last half of the (able. Inspection of items (h) and (j) shows that the nonmaliring treat ment in tests (h) has substantially increased the number of bends the bars can make before failing. Comparison of items (g). (i) and (j) shows that the em brittlement produced l.y the hammering has hren almost entirely removed by the normalizing process. In cxplanatiun of these results it is to be noted that the failure in this repeated' !>cnd test is essentially a fatigue failure, and is produced by the gradual develop ment of a small ctack at some weak spot among the crystals of the metal, followed by tlw spreading of this crack. In its initial stages it is probable that the development of weakness preceding the opening of an actual crack can lie corrected by normalizing treatment, which completely obliterates and re-creates the crystalline structure of the metal. Low-temperature annealing cannot do this. After a crack has actually opened it is evident that neither treatment can permanently repair the damage. On the basis of these considerations and the data in Table 4-10. it follows that low temperature annealing cannot be relied upon to prolong the useful service of chain links which have been subjected to repeated bending. Part V--Discussion of Results of the Investigation Canes of Chain Failure In the course of the investigation it lias become evident that surface embrittle ment is the most serious cause of the failures which occur in high grade chains, such as those used for cranes or .sting*. The sJ>ort-link construction of chains of this class tends to protect th- m from failures due to repeated bending of the sides of the links, while because of tlte use of good material and workmanship in tliese chains, weld failures are rare. Fatigue failures do not occur at tlic safe working loads recommended fur chains of this class. In chain used for other types of serv ice, particularly in the case of king-link chain, failures due to repeated bending or deformation of tlie links are frequently noted. Pure fatigue failures are rare, but it is probable that fatigue from repeated overloading is a contributing cause toward failure in other ways. A. S. S'. E. - Engineering Section 307 Photograph So. 5-lS0x Structure of Surface of Wrought-iron Chain Stock, Showing Effects of Hammering and Annealing. 704 J--Longitudinal section, hammered surface. 704 K--Transverse section, hammered surface. 704 H--Longitudinal section, hammered and then annealed. 704 I--Transverse section, hammered and tlteu annealed. (Photos loaned by American Chain Co.). Value of Annealing The investigation has shown that the annealing of chain at temperatures in the vicinity of 1375 deg. K. is sufficient to nearly or fully remove all traces of brittleness caused by cold-working of the surface of the metal. This low-temperature anneal ing, however, will not retard or prevent failures due to fatigue from repeated 308 Nineteenth Annual Safety Congress direct overloading or from repeated bending in the sides of the links. It will not prevent failures earned by deterioration of the welds, or repair defects in originally poor metoL Low Temperature Annealing is Satisfactory for Wrought Iran Chains Low temperature'annealing (at 1375 deg. F.) is recommended for wrought iron chains in preference to. normalizing, because it is almost equally efftcactons, and more simple and "fool proof". Normalizing requires precise control of temperature and oxidization conditions while low-temperature annealing can be successfully ac complished with less detailed attention to these matters. Many tests--particularly those of the British Investigation on Causes of Failure in Wrought-iron Chain--have shown that wrought iron does oot develop Stead's brittleness, aftd can be overstrained and annealed repeatedly without loss of ductility. Annealing vs. Normalising for Steel Chafe Our laboratory tests have shown that in the case of steel chain, low-temperature annealing (1375 deg. F.) will remove practically all brittleoes* rawed by cold working of its surface. In spite of this, we recommend that sled chafe be net an nealed at any temperature below the upper critical (1650 deg. E.) because of the danger of developing Stead's brittleness. This recommendation is based not so much on our own laboratory tests as on other extensive experiences with the be havior of low-carbon steel at temperatures in tiie vicinity of the lower critical. There are on record numerous cases of the failure of low-carbon steels doe to over-strain or cold-working, followed by prolonged heating at a red beat This is considered to prohibit the use of low-temperature annealing few steel chain. Principles Covering the Practical Servicing and Annealing of Chains . In practice the annealing and repair of chains are so closely associated that one can scarcely be considered independently of the other. For the following suggestions we are indebted to a member of our Committee who has had extensive technical and practical experience in this field: "The essential requirements for a satisfactory furnace for the annealing of chains are that-- 1st--The furnace should be so designed that the chains are heated through and come up to the annealing or normalizing temperature uniformly throughout the mass. 2nd--The furnace should be so designed that the atmospheric conditions in the furnace can be controlled so os to maintain a neutral, and, preferably, a slightly reducing atmosphere. "In general it may be said that furnaces used for precise annraKi^ or normalizing of other iron and steel products may be used for the annealing of chafe. Needless to say the furnace should be equipped with proper pyrometer control. "The danger in annealing either iron or steel chain, where die chain is not heated uniformly is that links or sections of the chain not having obtained the annealing temperatures will not be as soft and ductile as chain which received the full anneal ing temperature, which will result in non-uniform stretching of the chain in service. This danger is encountered in the use of blacksmith fires and open fires of wood, coke or coal and in annealing chains in foundry kettles or on furnace grates. In addition to non-uniform stretching of the links of the chain, where the chain has not been heated uniformly, there is also danger in annealing steel chains, fe the A. S. S. E. - Engineering Section 30y crude method* mentioned above, of securing an unsatisfactory' structure, due to the chain not having obtained the annealing temperature. "An important point to keep in mind in annealing both iron and steel chain, ia not to hold the chain at the annealing temperature any longer than is necessary for the chafe to heat through thoroughly. As soon as the chain has heated through at the annealing or normalizing temperature it should be at once removed from the furnace and allowed to cool freely in air. If this practice is followed, troubles encountered due to the chain becoming too soft due to too long a time at the anneal ing or normalizing temperatures will be eliminated. **The desirability of using a satisfactory furnace for annealing chains, and espe cially the control of temperature of furnace atmosphere, is apparent when It is considered that when chain scales in annealing, the cross-section area of the stock in the links is reduced, thereby lowering the safe-working load and breaking-load of the chain. Scaling also causes more rapid wear of the chain due to the gritty abrasive nature of the scale. Elimination or reduction in the amount of scale formed in using blacksmith fires, open fires and other make-shift annealing appliances is almost impossible. "The practice of packing or scaling the chain in pots or boxes is undesirable, due to the long time required in reaching the annealing temperatures and a sub sequent softening of the chain due to enlarged gram size caused by long continued heating." Recommendations The recommendations based on the results of this investigation arc given in Part I of this Report. Part VI--Tables List of (load fas SsptrinMBts Unless otherwise noted, the specimens of chain used foe making the tests re ferred to in Part 4 of this report an from on of the followup lots: Lot A. New 44* band-welded steel chain, together with specimens of the stock. Lot B. New S" hand-welded wrought-iron chain, together with specimens of the stock. Lot C. New electrically-welded steel chain. (Lots A, B. C, are the same as used in the fatigue tests reported on in Part 3). Lot D. New hond-wckled wrought-iron crane chain. (Lots B and O were donated by different chain manufacturers). Lot E. Used V steel chain. Obtained from a heap of discarded chain in a steel mill. In extremely brittle condition. Links showed marks of severe battering. Lot E*. New steel chain of this same grade. Lot F. Used %* chain obtained from heap of discarded chains in a chain re pair shop. Showed signs of severe use. Lot G. Used chain from the same source. Showed wear and polishing con tact surface between links, but outside was not much battered. Lot H. New 1" wrought-iron crane chafe, together with specimens of 11-8* chain stock of the grade used to this chain. Lot 1. New 1" steel chain, together with specimens of 1 1-8* chain stock of the grade used in this chafe. 310 Nineteenth Annual Safety Congress TABLE 3-1 Results of Fatigue Testa on Specimens of Steal Chain Stock Speci Condition at men Start uf Teat No. 3~ 4 5 6 7 8 9 i io i 11 1 12 New SurfaceImpacted Annealed ! >3 ! 14 i 15 1 16 Annealed 24 Annealed 25 26 27 28 29 Annealed; Scale filed eC 30 31 32 35 New; scale filed off Preliminary Cycle* Treatment Alter Preliminary Cycle* 100,000 100.000 100,000 inn.ooo 100.000 100.000 100,000 100.000 100.000 100.000 100.000 Rc-annealed Rest 2 days After Cycles 164,930 102*00 1831880 430640 44*40 L680 190280 140520 62J00 fJ2 52 8*J Total Cyctea to Procedure Pallor* 219840 210,480 205.520 218,320 Artrage 213,540 g til, g S |' . 599,520 133,270 13^680 252,040 180800 . 189560 155.930 174,678 . 190,260 iliilii i 2*0280 24L520 162.300 167-280 152*40 182500 i j- 202,624 1 124020 208.060 397.120 ztsjsn Has diiaeter ol |in.luiin^ J ot M ink Max. bending moment, ] 7iJ lack pound*. Kax. computed fiber turn 26&0Q IW. per a*. in Explanation of crmi; "Aaneslad**--aaoealad far M amass** at IMP* F, ah' cooled. "Surface Impacted** i Surface of middle of maosK* adbfecsed to arvcral thousand blow* with a machinist** fciaorr. each Worn kief bard tenth to predate a per ceptible indentation. "Cycle*": Each cycle represents one eomalcu "Scale filed off**! Surface filed and poSSdb of tbe mrrham b 6ae marry duL A. S. S. E. - Engineering Section Mi TABLE 3-2 Results of Tensile Tacts on Broken Fatigue Specimens from Tests Recorded in Table 3-1. (iters ol Soft Steel Chain Stock 4i of an Inch in Diameter) Specimen No. 3 4 5 6 7 8 9 10 11 12 Tensile strength, lbs./sq. in. At Section of Max. Stress in Fatigue Test 50.800 50*00 52,100 49.800 55,550 50,700 53,100 52,700 47,800 46.400 At Section ol Zero Stress in Fatigue Test 50,600 48,600 51,800 48,000 53,700 49,500 52,000 51,700 48,300 46.100 312 Nineteenth Annual Safety Congress TABLE 3-3 Results of Repeated-load Testa on 94-inch Hand-Welded Steel Chain Greup Treatment of Cbala 1 As received. (25 specimens) hi. 4,880 2 As received. (25 specimens) 3.500 3 Annealed at 1.500 F. for forty 3,500 minutes and air cooled. (25 specimens) 4 Chain as received, unanneated, 3,500 was given 100,000 repetitions of load; then removed and annealed at 1500 F. for forty minutes; after which H was placed beck in machine and run to failure tinder repeated loads. (25 specimens) 5 As received. (21 specimens) <f~ Annealed at 1,500 F. for forty minutes and air cooled. (10 specimens) 7 Annealed at 1000 F, for Y* hour and air cooled. (15 spccimeits) 8 Annealed at 1000 F, for hour and furnace cooled. (15 specimens) 9" Annealed at 1150 F. for 54 hour and air cooled. (15 specimen*) 10 Annealed at 1300 F. for >4 hour and air cooled. (15 specimens) --ii Annealed at 1450 F. for Vi hour and air cooled. (15 specimens) 4,150 4.150 4,150 4,150 4,1S0 jupeddou of Usd U Produce Failure Tensile Test ea Foti|uid Chsln, Ibi Max. 221,640 Max. 10300 Min. 24,800 Min. 8,880 Av. 94,000 Av. 10,118 Max. 1.108.920 Max.' 10,980 Min. 50,720 Min. 7.130 Av. 41S.734 Av. 9,864 Max. 379.880 Max. 9,640 Min. 81.320 Min. 4,140 Av. 175,259 Av. 8.635 Max. 241,610 Max. Min. 16,720 Min. Av. 117,154 Av. (in addition to the original 100,000) 9.650 7,700 8,596 Max. Min. Ar. Max. 10.840 Min. 9.130 Av. 10392 Max. 9,010 Min. 7.760 Av. 8,697 48,720 Max. 9,800 30.680 Min. 7,220 42,575 Av. 9,357 Max. Min. Av. Max. Min. Av. Max. Min. Av. Max. Min. Av. 49200 Max. 9700 23.000 Min. M70 43226 Av. 8337 76,280 Max. 9,960 26,200 Min. 6,750 49.515 Av. 9,066 110.000 Max. 10.000 433)80 Min. 5.700 60836 Av. 8,662 150340 Max. 9.850 26,440 Mm. 4270 53388 Av. 8,878 A. S. S. E. - Engineering Section 313 Group 12 ~~ 13 14 15 16 17 IS TABLE 3-9 Results of Repeated-Load on K-inch Wrought Iron Chain Treatment of Chain As received. (5 specimens) As received. (5 specimens) Kt&" lbs. 3.500 , Repetition* of Load to Produce Failure Max. 1,481,120 Min. 297,200 Av. 811,120 Tn*U* Ten on Fatigued Chain. Ito. Max. 10,720 Min. 7380 Av. 9,192 Max. 9.850 Min. 9,050 Av. 9,480 As received. 4.150 Max. 565.800 Max. 9,500 Min. 140,720 Min. 6.000 Av. 347,103 Av. 8,524 Annealed at 1000 F. for $4 hour and air cooled. (15 specimens) Annealed at 1000 F. for }4 hour and furnace cooled. (15 specimens) Annealed at 1150 F. for hour and air cooled. (15 specimens) Annealed at 1150 F. for hour and furnace cooled. (15 specimens) 4,150 4,150 4,150 4,150 >SS III Max. 486280 Max. 9.435 Min. 782&> Mm. 5200 Av. 217,925 Av. 8292 Max. 183.320 Max. 9260 Min. 65240 Min. 6285 Av. 114,915 Av. 8X74 Max. 10,330 Min. 5.660 Av. 7.986 Max. 110,040 Max. 8,400 Min. 61200 Min. 5,660 Av. 72.442 Av. 7,605 314 Nineteenth Annual Safety Congress TABLE 3-5 Results oi Repeated-Load Teste on M-inch Electricallj-WeJded Steel Chain Croup 19 Treatment of Chain As received* (11 specimens) 20 As received. (5 specimens) 21 22 23 24 i 25 26 Annealed at 1000 F. for # hour and air cooled. (15 specimens) Annealed at 1000 F. for J4 hour and furnace cooled. (15 specimens) Annealed mt 1150 F. for % hour and air cooled. (1S specimens) Annealed at 1150 F. for $4 hour and furnace cooled. (15 specimens) Annealed at 1300 F. for 4 hour -and air cooled. (15 specimens) Annealed at 1300 F. for 54 hour and furnace cooled. (8 specimens) Repealing Repetitions 1' of Load to Produce Failure Tensile Test oa Fatigued 3,500 Max. 3,191,720 Max. 13.100 Min. 298.360 Min. 7,770 Av. 1,459.796 Av. 12,760 4.150 4,150 Max. Min. Av. Max. Min. Av. 345,860 81.360 224,024 405,560 131,120 258,496 Max. 13.630 Min. 13.380 Av. 13,528 Max. 13,630 Min. 8,170 Av. 11,453 Max. 13,070 Min. 8,710 Av. 11,473 4,150 4,150 4,150 Max. Min. Av. Max. Min. Av. Max. Min. Av. 485,200 Max. 13,310 157,600 Min. 6,370 259,075 Av. 11,455 278,840 Max. 12,090 130,160 Min. 4,500 194,250 Av. 10,543 254,640 Max. 11,320 122,240 Min. 101600 174,077 Av. 10,903 4.150 Max. 217,360 Max. 11.580 Min. 127,320 Min. 8,340 Av. 171,470 Av. 10.980 A. S. S. E. - Engineering Section 315 TABLE 4-1 End-Hammering Testa on Samples from Tm Lots of Worn Wrought-Iron Chain. These samples were obtained from a heap of discarded chains in a chain re pair shop. (Parenthesis indicates that the metal did not crack). .Description of Specimens. Percent reduction of inside length at time of first crack. Individual Links. Aver. General Conditions. Lot F., worn chain 67.0 269 19.2 1.7 43.8 36.0 16.6 36.1 100.0 Irregular 38.6 Some links very brittle. Same, annealed ai 1375 F. 100.0 100.0 42.7 (100.0) 80.2 (100.0) 83.3 100.0 92.5 88.7 Ductile. Lot G, worn chain. 4.5 4.3 2.0 2.5 0.0 2.1 10.0 62 1.7 Extremely 3.7 brittle. Same, annealed at 1375 F. 29.6 16-6 27.0 10.4 21.0 11.6 25.4 10.3 2S3) Somewhat 19.6 brittle. Same, annealed at 1650 F 29.5 25.5 24.8 6.8 (piling split.) 21.6 Somewhat brittle. 316 Nineteenth Annual Safety Congress TABLE 4-2 End-Hammering Teat oa Links from a worn Onr-lnch Steel Chain. (Lot E). This chain waa taken from the scrap heap in the chain repair shop of a steel mill. It waa in the moat brittle condition of any chain received during this investigation. (Parenthesis indicates that the link did not crack.) Deacripeioo of Specimens PS1CENT Reduction of inside length at time of drat crack Individual Links A*cr. Ganerml Condition Worn one-inch Steel Chain Annealed at 3W Deg. C 032 Deg. F) ** 6S0 Deg. C <1112 Deg. F) " 700 Dm C _ 02 Deg. F) M " 900 Deg. C (MS2 Deg. F) - 1000 Deg. C (1832 Deg. P) 2.0 14 24 SB4 513 (100.0) (W0j0) (lOOO) (WOO) uoao) (ioao) (100.0) (1004) 14 S8J (MOO) UM) (mei (ISO.*) titrciDK. brittle, moderately ductile ductile TABLE 4-3 End-Hammering Teats on Samples from Two Lota of New Wrought Iron Chain, Made Brittle by Laboratory Methods. Lots A and D were furnished by different manufacturers. Deaeriptlon of Specimen Percent reduction of iolidt length of time of firat creek Individual Link* Aver. Oancral Lot A %m Wrought Iron C&ain (hi Same, annealed at 700 dag. C (1292 F) (e) Same it b. than mm on wear machine (d) Same aa c. annealed again at (700 deg. C) (1DS.0) (100.0) 21.0 954 73.2 (1004) 204 954 (1004) (100.0) 234 4 W.1 toao 3LS 95J Ductile ** Somawhet brittle Ductile Lot D, %* Wrought Iron Chain (a) New Chain (b) Same, annealed at 744 Dag. C CISTS DegTF) (c) New Chain tumbled 20 ooura In foundry rattler <d) Sam* aa t, then annealed at 746 deg. C (1375 deg. F) (tai.0) 04 100.0 2U 2SJ 48.7 9L0 (NtQ) 914 33.0 464 9L3 (MS) 210 9L6 284 254 9S4 (Farantheaie indicate* that link did not crack.) S3 91.4 32.1 715 Irregular Ductile Somewhat Irregular A. S, S. E. - Engineering Section 317 TABLE 4-4 Tension Tests and Cold-Bend Tests on Specimens of 1 ft-inch Wrought-Iron and 8tod Chain Stock. **C#U Bend Teata: B; heat flat on itself without cracking C; crack itmtd when bant UP deg. tracked dear thru when bent 318 Nineteenth Annual Safety Congress TABLE 4-5 Tension Tests on Samples Hew One Inch Wrought-Iron end Steel Chain. Subjected to Tumbling and Annealing. Description of Chain Point*. Ib*. 5tr|agth, fill ft.w a* Rupture work; in. lbs. per inch of chain Condition after Failure New l-incfc wrought iron chain (Lo* H) Natural Tumbled JO hra. in rattler 31000 v 15400 $6500 56SOO 56300 25.3 14.6 274 9930 600 10(80. Pulled rtiff I4rge crack* Ik*. Flexible Pulled stiff New 1-Inch Steel Chain Tumbled 30 hra. in rattler. def. F 36000 36000 17000 67800 69000 63190 33.S 294 .5 17300 15400 19050 Pulled stiff (Lot E) (extremely brittle) 40000 51350 1.4 Specimen** turned from metal in ridea of a link of tbia uacd Chain--(Lot ) Specimen** turned from metal lo in aide of a new link of thia tame grade of chain-- (Lot E> 53050 53130 53010 5040S 21.0 21.0 21.0 19.0 "Approx. dlea. &*% length betwcea face potato I inch. as% 9JO% Reduction of MAMrcs m 60.0% 704* MM A. S. S. E. - Engineering Section 319 TABLE 4-6 Tension Teats on Specimens of New H-Inch Wrought-Iron and Steel Chain, Subjected to Surface Wear in the Laboratory, and Subsequently Annealed. Description of Specimen Approxfield Point, Iba. New %-Incfc Wnmght-ZnMi Chain (Lot B) (Giftl a preliminary annealing at . 120 deg. F) (a) Attar preliminary annealing (b) Swtjl (a), then worn in wear () Sin as A), then annealed ' at U73 deg. 3750 MO 3040 2970 2330 29SO Ultimate sr,h Per cent Elongation Rupture work in. Iba. per in. of chain 8000 7500 7250 7900 17.1 111 11J 15.4 990 610 830 23 307 21a I860 1230 New ft-Inch Sml Chain, electrical!? (d) Aa ftcehr^ (e) Annealed at 1292 deg. F. thro weru m way machine (f) Seme as (e), then normalised at 1650 deg. F. 5000 2800 27SO 2KS0 3108 2500 13600 USD into 18000 10000 9980 344 47A 39.5 33.2 41D 42j0 3748 3840 2780 3230 3770 3990 New %-Iach Steel Chain. Hand welded ,. A (|) Aa Retired (Lot A) (h) Same aa (a), then worn os wear machine (f) 5n^ then normalised at 2250 2200 2M0 2100 2070 2100 8300 8870 8290 8150 29.5 2SJ 37.2 316 39.0 38.4 1570 23 1868 2138 3090 New Im Ch. (Lot D) A) Th Jlil m tow* in rattler 0) 00, then annealed at 1375 4610 4000 5800 5100 3300 3990 9130 4090 1800 10650 1000 10600 17.1 100 18 2&A S 1149 1778 1910 320 Nineteenth Annual Safety Congress TABLE 4-7 Impact Teste oo Links From Old or Worn %-Inck Wrought Iron Chains, Before and After Annealing. Description of Specimens. Energy required to fracture individual links, inch-lbs. Aver. Lot F--Used Chain. (a) As received. (b) Annealed at 1375 F. 4440 3300 3660 5000 4180 6700 8100 3270 6080 5630 9030 4100 6141 Lot F--Used Chain, additional tests. (a) As received. -- 5440 ' 3700 3160 3440 -- , .. ' -- -- 6700 4488 ---- (b) Annealed at 1375 F. 3330 6430 4090 5290 A. S. S. E. - Engineering Section 321 TABLE 4- Impact Tests on Samples of New H-Ihch Wrought Iron Chain. Chain, Surface-Impacted by Laboratory Methods. Description of Specimen. Energy of blows required to fracture individual links, inch- lbs. Aver. Lot A--`Wrought Iron Chain. (.Given preliminary annealing at U92* F.) (a) Worn in wear machine. 6250 8000 4560 5750 4950 5902 (b) Same as (a), annealed at 1375 F. 5600 4650 5520 4760 5132 Lot D--Wrought Iron Chain. (c) As received. 8230 6830 5900 6520 7170 4870 6587 (d) Annealed at 1375 F. <e) Same as (c). tumbled 30 hours in rattler. 8140 9120 7280 6810 6380 6080 6760 5600 7838 6205 (f) Same as (c), annealed at 1375* F. 8140 7280 9120 6810 7838 322 Nineteenth Annual Safety Congress TABLE 4-9 Hardness Tests on Surface and Interior of a Link of a Used One-Inch Steel Chain Which Was in Extremely Brittle Condition When Receive^. T reatment of Links. Positron 0 Rockwell Hardness Tests Sderoscope Hardness Test Inner to Outer Side. Inner to Outer Side. New Link of same grade of chain. (Lot E>) AJ AS BI BS 82 91 97 99 97 94 85 97 88 93 93 69 93 99 96 94 90 90 94 93 90 96 82 83 16 16 14 Is 17 13 14 15 14 13 16 14 16 14 IJ lS 15 13 12 14 12 15 13 14 Used Link Ai 62 70 71 70 72 80 10 9 12 15 14 14 As AS 93 88 97 49 58 48 23 23 21 ip 11 14 Received. BI 67 72 68 70 72 78 11 10 12 i# 18 17 (Lot E) BS 73 69 69 57 77 77 16 16 13 13 13 15 Annealed At 1292 F. (Lot E) AI 37 44 43 52 39 39 8 11 12 12 U AS 26 33 18 27 14 17 10 11 12 u 12 13 BI 39 54 so 46 49 SI U 12 11 ii 11 11 BS 35 40 33 39 17 21 10 10 11 10 11 u Normalized AI 36 39 36 35 32 32 At AS 13 17 29 35 24 16 1652 F. BI 25 41 37 39 38 19 (Lot E) BS 49 27 22 11 44 66 #A: indicates a cron section at the sad of the link. B: " .......................... - ** aids" " t 1: tbs aMtal of the interior of the link S: surface of tks Sale. s 6 10 8 9 8 86875 7 7 89898 5 10 8 6 7 ? A. S. S. E. - Engineering Section .123 TABLE 4-10 Rdsulta of Repeated Bend Tests on Hammered and Annealed Specimens ol H-lnch Wrought Iron snd Steel Chain Stock. Tests made in repeated-bending machine. In this machine one end of the specimch is held in a clamp while the other is bent back and forth thru a total angle of approximately 20 degrees until failure occurs: Treatment of Specimen. Number of bends required to break individual specimens Wrought-Ircn Stock for %" Chain. (Lot B). (a) As received. 541 359 375 510 281 323 527 337 485 (b) Hammered 3000 blows. 158 138 112 166 113 69 84 165 101 (c) Sam^ as (a), then given 220 + 213 = 433 220 Bends*in machine, then an 220 + 257 = 477 nealed at 13750 F., then tested 220 + 59 = 279 to failure. 220 + 286 = 506 220 + 275 = 495 (d) Same (t>). then given 50 bends in machine, then an nealed at 1375 F., then tested to failure. 50 + 294 = 344 50 + 339 = 389 50 + 121 = 171 50 + 30 = 80 50 + 290 = 340 (e) Same as (a), annealed at 1375 F. Steel Stock for 45" Chain. (Lot A). (() A received. 587 354 765 785 812 489 518 740 606 9B0 373 339 759 689 831 (l) Hammered 3000 blows. 412 238 432 801 350 384 627 583 575 (h) Same as <f), then given 600 + 1317 = 1917 600 bdtds on machine, then 600 + 861 = 1461 normalized at 1650* F,, then 600 + 1153 -- 1753 tested to failure. 600 + 876 = 1476 600 + 11$6 = 1796 Aver. 415 123 438 265 443 774 489 1681 (i) Sun ai (*), then given 300 bend*, then noimaKsed at 1650 F,, then tested to failure. (jV Same, as (0, then oer nulited at 1650 F. ] 300 300 300 300 300 1292 979 + 926 + 1138 + 933 + 987 + 986 1010 896 - 1226 = 1438 = 1233 = 1287 = 1286 937 927 1294 1007 324 Nineteenth Annual Safety Congress Pkofessok Haaold a. Thomas : This is the fourth year in which we have beat working on the research on the annealing of chains at Carnegie Tech. This report is a final one because we feel that we have beat able to make recommendations which seem to us to be practical, satisfactory, and of such a nature that they are not likely to be modified by further investigation. From a research standpoint an investigation is never finished. There always remains interesting things which might be studied, and additional tests which might be made, but in this case we are convinced that such additional studies and tests would not change our main conclusions. The work of this investigation has been done principally under the supervision of Professor Daniels and myself. The actual testing has been carried on principally by students in their vacation time, and on Saturdays and afternoons. In that way we have been able to secure high grade men at a very low cost. During the past summer Hr. Harold Wellxel, senior student in civil engineering, has done most of the mechanical testing, strength tests, fatigue tests and impact tests. Mr. James Thurman, senior in metallurgical engineering, has handled the metallographical work, the photographic work, am} the annealing. The research has proved to be a difficult one, in that the results have been, at tunes, unexpected and even puzzling. We have found it difficult to do the work ac cording to a preconceived plan. It has been necessary to change our plans from day to day, and to adapt the tests to the findings of the wofk as it progressed. The fracture extending directly across the metal, as shown on page 303 in Photo graph Ho. 3 is due to surface hardening produced in the laboratory by tumbling the chain in a rattler. The recommendations of the British report regarding the best treatment of chain apply only to wrought-irou chain. Steel chains ore not considered in that report. The information given *n Part Three on tests on inch steel chain stock has been abstracted from oar progress reports published in previous years. This-'material covers repeated load tests on chains and chain stock, and the general conclusion drawn from this part of the work is that annealing will not remedy the damage caused by repeated loading. That land of damage, however, is not characteristic of crane chains, and sling chains, and other chains of short-link construction. We are interested at the present time in failures caused by surface hardening rather than in failures earned by the opening of fatigue cracks due to repeated loading.' Figure 2 is a diagram of the machine for impact tests on chain Hnks. In designing the machine we tried to produce on the chain the effect it would get from tying wrapped around a sharp cornered object such as an I-beam, and at the tame time being jerked up and down and being dragged across objects. The machine is driven by an electric motor and teste four samples of chain simultaneously. Each sample is subjected to repetitions of load at the rate of 950 per minute. The machine stops automatically when a specimen breaks. The general operation of the machine proved 10 be very satisfactory. The chain Is stretched by a lever which has a multiplication of 24 to 1. The lever rotates, and the chain is slack when it is beneath the lever, and 11 carries its full load when it Is on top of the lever. Pictures of the fractures obtained are shown in photograph Ho. 1. Fracture NoJ 12 shows a fatigue failure in new electrically-welded steel chain. In that type of failure the metal erodes straight across and there ts no deformation in any other part of the link. It is interesting to test the unbroken part of the chain in tension after a failure In fatigue has occurred In some link. The remaining Hnks apparently show no falling off in strength. It is evident from that that the development of a fatigue crack is a very gradual process up to the last few alterations of stress which rapidly spread that crack and open it up. It is plain from inspection of the fractures in fatigue tests that there is no liope of detecting that kind of failure by inspection of the chain, and It is fortunate that that A. S. S. E. - Engineering Section 325 kind of failure is not common in chains which arc used in carrying loads over work ing men. We have found, right through the research, that the small chain and die small bars do not show the brittleness in nearly as striking a way as the larger size*That fact accounts for our difficulties which we reported a year ago in checking with the work of the British investigators. Since we have been working on larger sizes, we find ourselves practically in agreement with the British. Photograph No. 2 is interesting. It shows a piece of the metal cut from a link of this chain which is so extremely brittle. Cut No. 1 of that photograph shows the magnified structure of tbe surface of tlie chain. The top of the picture shows the surface, acid brings out very clearly the flow structure in that hardened sioface. You will notice how greatly the crystals are drawn out and distorted. Cut Ho. 2 shows the same metal after low temperature annealing. There is a tendency to growth of the grains, and a partial tendenoy .toward the obliteration of that flow structure. Cut No. 3 shows the same metal .alter normalising. It shows the flow structure com pletely obliterated, and a new jatructune created. Even a good new wrought-iron. chain will sometimes crack before the link flattens out completely,':and the development of aicrack before the link is completely flattened is not a sign that it is a poor quality chain. A point that was of interest to me in the early part of this work is whether the hammer tests really showed the true brittleness. These two specimens Htastrmte that point. This shows a break in the hammer test and this shows a break in the tension test. The two breaks are not very far-apart and both of them start in the worn metal on lle inside of the link, and they are apparently caused by tite same surface brittle ness, brittleness at points not very far removed and where tbe metal is in practically the same condition, so that in my opinion end-hammering tests show the same thing as tension tests show as far u the presence of brittleness is concerned. A conclusion, perhaps, at variance with popular ideas, and with the idea held by various persons, but agreeing with my experience in other types of impact teste is that suddenness of loading is not necessarily likely to bring out a brittle fracture in tbe material, as the material will stretch and elongate just as much in a quick test as it will in a slow test, and if that is correct, the measurement of a rupture work in a tensile test b a satisfactory method of determining Che shock resistance of the chain, and a tension test is far more satisfactory type of test than an impact test. We made a number of hardness tests on the surface of used chain finks to deter mine if a surface test would be suitable for use by the inspector to ascertain whether chain required annealing. The general conclusion was chat a hardness test on the surface of the chain links could not be conducted with sufficient certainty and reg ularity to render it useful as a method of inspection. The attempt to use either a Rockwell hardness machine, or a Sderoscope on the surface of a used chain link seems to lead to radical results. Little particles of scale, or little differences tn slope, or wearing'of tbe surface seem to make the result too irregular to depend upon as a method' of inspection. In my opinion the existence of Stead's brittleness in low-carbon steel has been so thoroughly investigated, that an additional investigation was not really essential to drawing our conclusions. If there-b anything which I would like to still follow up, it would be that, but 1 do not believe' there is any chance that the results of additional tests of that kind would change our conclusions. Annealing U only to remove surface effect It is not intended to do anything to tlie interior part of the metal. 1 desire to call attention to the exhibits in the front of the room. Here are speci mens from our laboratory tests, showing end-hammering tests, tension tests, and impact tests. Here is a group of miscellaneous service breaks, and samples of chains which were sent to us from industrial plants in all parts of the country showing 326 Nineteenth Annual Safety Congress the different kiwis of failures which occur in service. The majority of these show the brittle fracture which is associated with surface impacting in some way or other. Chairman Thai.ner: The meeting is now open for discussion of the report .and for any questions you desire to ask Professor Thomas. Do any uf you have any questions on Part I, "Recommendations in connection with the annealing and repair of chains"? Guv . Johnston (Heppenstall Co., Pittsburgh, Pa-): In the annealing and normalizing, it says that you arc supposed to put the chains on a proper buggy and pull them out into the air. That isn't annealing, is it? Professuk Tiiomas: That is what we have- called annealing. Perhaps %ome metallurgists use Die word "annealing" to refer only to furnace cooling, but we have used the word to cover either that or heating to a fairly low temperature, followed hy air cooling. Me. Johnston: If you normalize a load you get a higher hardness, cither BrtnneU or Scleroscopic, than you do if-you allow your furnace to cool to black- * If you allow your furnace to cool to black you get a soft annealing. If you normalize tlie load, you obtain 5 or 6 points higher Scleroscopic reading. Pnomsoi Thomas: Our experience has been that the higher temperatures tend to produce greater ductility in the material. There are certain surface, effects, particularly scale is present on the annealed material, which prevent the hardness test from being any real indication of what occurs in the interior of the metal, or even of the true condition of the surface. . \Vc have recommended against the slow cooling methods with the general idea flat they all tend to retain the metal at high heat, longer than is ncces&ry. When the surface hardening las once been removed, there is no need for holding the ma terial at High heat, since this softens it and reduces its strength. Chairman Thalnrr: When making the hammer tests on chain links is it necessary to cut tlte individual links out of the chain or can you test them while they are in the chain ? PkOFsssoa Thomas: In my opinion it is not a safe procedure to make a hammer ;est on a link while it is in the chain. It is too risky. Chairman Thalnrr: In what respect? Professor Thomas: The hammered link might develop a crack which you might not notice, or an incipient crack which you couldn't detect If you once star! ham mering links and deforming them fqr the purpose of testing them, those links should not be placed back in service again. Chairman Thalnkr: Would the cutting out of the link have any effect in setting up or removing any strains or stresses that might have been there if! you hadn't hammered It out? .^ Professor Thomas: What we mean by cutting out links is to cut the two ad jacent links away. E. F. Blank (Jones & Laughtin Steel Corpn Pittsburgh, Pa.): How were these annealing temperatures arrived at ?s being the proper temperatures for-wrought iron chains and steel chains? Are they taken from some previous treatise, or were a number of links subjected to various so-called annealing temperatures to determine that, for instance. 1600 to 1650 was better than 1500? Professor Thomas: The lower temperature we recommend, 137$, was chosen as the result of a test we made on annealing links at different temperatures ffow about 700 degrees up. There is quite a range of possible temperatures which mjght be recommended, but between 1300 and 1400 degrees the greater part of the brittle ness seems to disappear. At temperatures below 1300, in the end-hammering test particularly, there seems to be some residual brittleness. We chose the particular figure 1375 on the basis of our own tests, and also on tlx: basis of the experience of Mr. Frazier. A. S. S. E. - Engineering Section 327 . The upper temperature of 1650 is slightly above the upper critical temperature for loW^carbon* steel. It is set just enough above that temperature to make sure of getting above the upper critical range with pyrometers of reasonable accuracy. It is Intended to give a temperature which will normalize the material, which will actually break up the coarse gram if it is present, or, if tlierc arc traces of Stead's brittleness,'it will positively remove that brittleness. 1 think there is very little latitude in the possible temperature we could recommend for* normalizing. It could be neither much'higher nor much lower than 1650 and be satisfactory. Chairman TnALxu: T submitted this report to our metallurgical engineer. He wal a tittle doubtful as to the 2600 and 1650 degree limit. He said he had en countered conditions where the critical range was not passed until the 1700 degree. Do.any of your tests show that to be tme in isolated cases? Professor Thomas: I have not encountered that myself. Perhaps Mr. Merten can answe? that question. Mr. Merten has`had very wide experience in high temperature annealing, and I am open to suggestions as to whetlter this should be chdhged pr not. Our own belief is that 1650 is high enough, but I would like very muHi to hear from Mr. Merten cm that question. \fr. J". Merten ( Westinghouse Electric & Mfg. Co., East Pittsburgh, Pa.) : The iroif carboit diagram gives sufficient assurance that when you reach the temperature of 900 decrees Centigrade (1652 Fahrenheit) you are above the upper critical range of pure iron material. The carbon range of say 15 or 20 points of carbon, or .20 per cent of carbon brings the temperature down to around 1600;`so the ranges as given are the correct ones to bring about the proper adjustment of grain structure as far as the iron carbon constituents are concerned. Ih answer to Mr. Tlalner's question, it slxmld be remembered that in the wrought iron chains all that is needed or really wanted is a removal of the embrittling or thehardening due to cold-working of the material. The rccrystaUization is ac complished .at* temperatures around 1325 or 1375 as the photugraphs show plainly, and no further adjustment is necessary to bring the chain back into the proper service condition. I don't believe that anything higher will hurt it, hut why waste money on a higher temperature when it Isn't needed? Chairman Thalner: My idea in bringing that up was that wc arc heatipg it to 1600 or . 1650, and arc just barely getting by that critical range with a carbon content of ;1S did you say? Mr. Merten : Fifteen to twenty. Chairman Thalner: Suppose you lad a carbon content of 10 or 12, your temperature would naturally have to be a little higher? Why not go just a little pul that point so that we catch every condition and are sure that we arc past that critical point? Mr. Merten : A higher temperature will also involve grain `growth in steel, and it will mean subsequent heating in order to break down or eliminate the boundary lines of the austenite grains which are retained on air-cooling of a material*of that type. Steel behaves somewhat different than wrought iron in that respect, and the higher temperature will involve difficulties, unless you go to a considerably higher temperature" and then by a second thermal treatment rectify anything that has been done by a higher heating. L. E.* Frazier (American Chain Co. Inc., Bridgeport, Conn.) : I agree fully, with what Mr: Merten has just said; in fact, if he hadn't brought out that point of the danger of grain growth over 16S0, I was going to. If you go too high you weaken your chain due to the grain growth. What Mr. ThaJner's metallurgist meant was some unusual condition in the steel which an 328 Nineteenth Annual Safety Congress ordinary normalizing temperature would not take care of. We can't lake care of those abnormal conditions very well unless we know what they are. M*. Blank: I don't think Professor Thomas answered jny question as to how they determined this temperature. of 1600 to 1650. Is it taken from the American Society for Steel Treating, or the American Society for Testing Materials figures, or has it been proven or substantiated by actual tests ? Professor Thomas: It was not determined by tests made during this research. It is based on the known properties of steel used in chains. The temperature given is considered a standard one for normalizing of steels about the degree of .carbon used m chains. A higher temperature than that given will develop grain growth. A lower one will be under the upper critical range. Ma. Blank: In the matter of the wrought iron there were some tests made?, Professor Thomas: Yes, we made them. Guy E. Johnston (Heppenstal! Co.. Pittsburgh, Pa.): In- the winter time we anneal our chains every week end. Is it safe to pick up an ingot or a billet after a chain has been annealed without the chain first being tried out? That is where we find all of our breakage. If there is a weak link in a chain after you anneal- it,-it will break then. . . <i Professor Thomas: We have recommended the proof-testing- of chains after repair, and after annealing. We recommend that where chains are annealed, they should be serviced at the same time, and an-essential part of the operation is providing the man who does the work with some method of proving his work, Ten .per cent above the working load seems to be a reasonable proof-test. . Chairman Thalner: Would, it have any bad effect on a wrought iron chain if it was heated to the same temperature as the steel chain for annealing purposes? Professor Thomas: One effect that occurs in wrought iron chains-is that the metal may split along the fibers or laminations when it is normalized.'' Ordinarily it is not harmful to heat wrought iron chain to'the higher temperature, except that the chain becomes more ductile and less strong. Its shock resistance is no less, hut if you-habitually heat wrought iron chains to a normalizing temperature there is danger of the splitting of the link. That is one objection to the higher temperature. We, however, based our recommendation not so much on that as on the non-neces sity of heating to the higher temperature .. Mil Mertik: Scaling of the material at high temperature is one of the principal objections that stops us from going to even still higher .temperatures for rectification of structures of chains, and as the factor of safety in chains has such an enormous value, there doesn't seem to be any reason why the surface condition should be im paired in a chain, since the imperfection of surface .conditions have a great deal to do with the failure of the chain. ~ An incipient crack produced.in the furnace by heavy pitting due to scaling is just as bad as a crack produced by' cold-work. L. I. Levergood (Western Electric Co.. Kearny, N. J.) : 1 don't believe mention is made any place in the report of the frequency of the tests, or possibly how many hours of misuse of the chain in the rattler, would produce a surface hardness that would be sufficient to need annealing. Professor Thomas: Wc have not determined by test whether leaving the ma terial in tlie rattler for several days would develop a much greater degree of brittle ness than we obtained by rattling the material 30 hours, or in some cases 40 hours. The brittleness produced by rattling seems to be somewhat - erratic .and uncertain, in some cases we got very great brittleness by rattling and in other cases less. I should like to follow this up and find out more about it, altho it is more a question *f lalmratory procedure than it is a point which would affect our recommendation*. Mr. J,,EVEitGOOD: 1 think in connection with scaling that too frequent annealing A. S. S. E. - Engineering Section 329 treatments might tend to destroy the factor of safety in the chain much more rapidly possibly than it would if it were done at proper intervals. Professor Thomas; At the low temperature, annealing at 137$ degrees there is ordinarily not much difficulty with scale formation. The normalizing is a very dif ferent problem, and normalizing should not be attempted at all except under the proper conditions, with scale control and proper temperature control. L. E. Frazier (American Chain Co. Inc., Bridgeport, Conn.) : I tliink what Mr. Levcrgood had in mind was, How often should a chain be annealed? Is that right? Mr. Levergooo: Yes. Mr. Frazier : Thai depends entirely on the service, and it will require some little observation and study to determine by the appearance of the chain when it should he annealed. Wc feel that no chain should be annealed periodically. That is every month, or every two weeks, or six weeks, or six months. We think that you should inspect your chain,-and if it shows the polished, peened, bright appearance, which is illustrated on two of the samples on the board--then you should examine that chain for brittleness by the hammer test, and after you have done that several times and your inspectors have seen the condition which indicates the brittleness, it will be but a short time until they will know by visual inspection when your chains need annealing. It may he every six months or it may be every six years. It depends on how the. chain is used, The chain may require annealing in a week in some services. V. W. Conover (Western Electric .Co., Kearny, N. J.) ; Does it make any dif ference how rapidly the temperature is brought up to 1375 degrees and should the chain be thrown into a furnace at that heat, or brought up slowly? Professor Thomas: There is no danger of bringing it up too rapidly. There is objection to bringing it up too slowly, because that involves holding the chain at a high temperature for a long period. There is no reason why it can't be brought up as promptly as possible. Our general experience has been that the chain should be brought up to the proper temperature as promptly as possible, held there only suf ficiently long to insure uniformity of temperature throughout the chain, and then brought down again promptly-7-hot to the point of quenching, but reasonably quickly. Ml Conover : How are you to know when the mass has been completely heated? Could not tables be made showing for Kth inch chain probably two minutes or ten minutes? :Professor Thomas That la what we had in mind when we prepared the tabic of annealing times in Recommendation No. 6. The annealing times which we recom mend are really intended to permit the chain to attain a uniform temperature when it is put in the furnace. Our own tests did not cover the larger sizes of chain above one inch, and these particular times were recommended to us by Mr. Frazier as a result of his experience in annealing these larger sizes of chains. The purpose of heating the larger chain a longer period than the smaller chain is simply to permit the temperature to become uniform in the chain. Mr. Frazier: We checked those times very carefully. Those arc what you might call "soaking times" after the furnace has arrived at the specified temperature to insure getting uniform temperature in ad parts of the chain. The time of determin ing the proper temperature depends somewhat on the kind of furnace you use and has to be varied. This doesn't apply to log-fire annealing or to grate annealing, or anything like that. Me. Merten: Do not depend on your pyrometer to give you the temperature. Use yonr eye and make a comparison between your pyrometer and chain and see whether you have the heat. Chairman ThalNER: Are there any other questions about the report that you would like to ask Professor Thomas? Mr. Merten: Is there any mtenliou to also go furtlier into tlie question of lifting apparatus, such as eye bolts, hooks, and so forth? At the present time there is quite 330 Nineteenth Annual Safety Congress a tendency to drop-forge those parts, and naturally wrought iron material or forged material is unsatisfactory from quite a number of angles. This particular problem will probably come to the attention of the National Safety Council to some degree because of the practice of drop-forging those parts. Chairman Thalner: Mr. Merten, we haven't anticipated anything of that sort. Our study is to carry on a research with regard to chains atld not with regard to hooks, or eye bolts. Your suggestion is a good one and it might be brought to the attention of the Engineering Section for their consideration. Are there any other questions ? E. F. Blank (Jones ft Laughtin Steel Corp., Pittsburgh, Pa.) : Iu regard to this question of Stead's brittleness and lower temperature annealing, it seems, to me that this report will not be complete until we have had more of an investigation as to the effects of hot loads, especially on chains. I know many steel plants follow the practice of leaving their chain slings around liot blooms and billets for hours, until they arc cooled, before the loads are moved again. According to the statement that Professor Thomas made, this Stead's brittleness factor is generally adopted. It seems as though we should discontinue tliat practice or should remove that brittleness perhaps more frequently than we do through annealing. I notice in table 4-2, Part VI, (hat where the chain was annealed to 932 degrees Fahrenheit, which is right in the critical range, the ductility was very much im proved. From what I have heard, you would expect to see increased brittleness at that temperature. Me. :Frazier That brittleness is something that it is not always possible to pro duce. and it doesn't occur except in really cold-worked materials. In handling hot l>itlets, the chances are that your chain will never be in this work-hardened condition, due to the fact that the heat will continually relieve the strain. 1 have seen 10-carbon wire which was so brittle that if you threw a piece on the floor, it would break up, hut such brittleness isn't encountered often iu chains. What we and all who investigated this question of the annealing of steel chains are afraid of. is the possibility of Stead's brittleness. Vot that it happens so often, but it is liable to happen, and if it does it means a very sudden failure. It can be in vestigated further, and if after we investigated it we found that it only happened rarely, 1 don't believe anyone would want to see a chain used that had a low temper ature annealing, and where that was apt to occur. I think that is the point that Professor Thomas has brought up. He probably lades the evidence to back it up. hut it is well-known among metallurgists .that it occurs. You don't know when it is going to occur, and it takes a certain condition to cause h. XJr. Blank: Do you think then, Mr. Frazier, that where we use chains for mov ing lifts a siiort distance on hot loads and leave the chains on the load, wc wouldn't lave enough cold-working to cause the Stead's brittleness? Mr. Frazier : I believe you would be apt to if your temperatures got up around a temperature which would cause- Stead's brittleness. Chairman Tiialxkr: What.would be the temperature.of those loads? Mr. Frazier: Fourteen or fifteen hundred degrees Fahrenheit. I would say jr-oo would very rarely encounter that condition. :Chairman Tnalnek Have you anything further on that point. Professor? Professor Thomas: Wc arc open to suggestion as to whether it is desirable to do additional work on that. I am disappointed dial wc were not able to carry col our complete program on Stead's brittleness, and yrt. as I said before, the fihtnaieixw is so well known ami it has been investigated so many times, it did not seem to use (hat (lie lack of (he completion of that investfgathm was sufficient to justify (pending another year on this research. Mr. Blank: The reason why l felt that it was more or less important is brame I A. S. S. E, - Engineering Section 331 in our cxicrtcnce I believe the chains ilia*, wc use for hot loads arc more likely to break than any other chain wc have, especially in cold weather. Chairman Thalner: Are any of you gentlemen interested in this same line of thought that Mr. Blank is propounding with regard to moving hot loads? Guv E. Johnston (Heppenstall Co., Pittsburgh, Pa.) : If a chain goes up over 1400 very many times vou ought to do something about it, but I don't think dull reds are 1400 or 1500. Chairman Thalner: Do you handle hot loads with your rltaiiis? Mr. Johnston: All the time. Mr. Merten: Do you get that temperature while the load is longing on the chain? Mr. Johnston : No. Mr. Merten: Then you are automatically annealing any work that you are doing on it. It you get a red heat on there, you are automatically annealing that chain. I would like to know, Mr. Blank, whether you are actually getting a temperature of 1500 on the chain while it is loaded. Mr. Blank: I don't think so, Mr. Merten. I think our chains would probably run somewhere between 900 and 1200. Mr. Mertf.n; Do you actually get that while the load is hanging on the chain? Me Blank : Oh no, after ft has left. Mr. Merten: Well, I don't see that it does any harm. Iu fact, it is an annealing proposition. Chairman Thalner: Have any of you men ever experienced any failures on those loads ? Mr. Blank; Yes, chaius that have been used for hot loads break more frequently than those-u*ed in our cold department. Mr. Frazier: I would be more afraid of a grain growth titan I would be of Stead's brittleness. Chairman Thalner: This subject can be referred to the Committee for further action, and if there are enough men who are really anxious about it, possibly we can go into that angle of it if we can get some more money. Are there any other .question* ? There has been one man sitting through this program this afternoon whom Profes sor Thomas has referred to, and who has done a great deal of work on this report. I think it is no more than fair to him that you men know him, and I will ask him to rise and be rcooguized. Professor Daniels. Professor J. M. Daniels (Asst. Professor, Carnegie Institute of Technology, Pittsburgh) : I don't want to take any credit away from Professor Thomas. He has been the leading spirit in-this investigation, i was at the Committee meeting last year in Chicago. At that time we were not finding anything, as Professor Thomas said, in connection with our laboratory work. This past summer much has been done to clear up the problems that we encountered in the laboratory. Chairman Thalner; Are there any further questions? V. W. Conover (Western Electric Co., Kearny, N. J.) : Will repeated overload ings be indicated in slight elongation of the links, or are there damages to be done which may cause potential failures which need a specific type of inspection not de tected visually? :Professor Thomas I don't think failures due to repeated overloading arc com mon in crane chains and sling chains. They occur where the chain is used in some machine which lifts a constant load time after time. Where the loads that are lifted arc irregular, tlrerr is not o much chance of there being several hundred, or several hundred thousand repetitions of the load without the chain at any lime being over loaded so it will stretch and be detected. Where, however, the chain is used in some appliance that lifts a constant load, time after time, the fatigue failure can develop, and there is no way of detecting by inspection when the chain is on the point of 332 Nineteenth Annual Safety Congress failing. For that kind of service the only protection is rigid insistance on the safe working load not being exceeded. Mr. Conover: Will an overload always be detected in a slight elongation of the link? Professor Thomas: No, at least not repeated overloads. The first time the overload comes on, the link will elongate slightly. Wc find that in testing in the repeated load machine, but after that first yielding the elastic limit of the link is raised, and it can be overloaded up to the same load again without producing any additional elongation, and failure will finally take place without any additional per manent elongation. Mr. Merten: I would like to point out that the degTee of overload must be con siderable. because there is such a thing as recovery in all ductile metals in which elongation does take place on slight overloading, and the degree of danger there is very, very small unless the overload Is of quire a high degree. The question of periodic annealing of chains has been brought before ns. I believe it is of interest to tell just what we are doing at our plant in conjunction with The American Chain Company. We do have a. program that- we actually have a test of alt our chain performance every six months and more frequently if a chain is ap parently abused, or has been overloaded, or has been put to severe service condition. I don't believe there is a possible argument against a periodic test and periodic an nealing of chains if the plant is of sufficient sue to make any less strict attention to that sort of thing dangerous. Chairman Thalneb: Is there anything further? This report, has shown us that annealing will not do any good to remedy repeated loading, or bending, or defective welds, or poor material, but that proper annealing-- and I want to stress that--annealing under proper conditions will benefit a chain which has been embrittled by surface impacting. We have received a definite amount of information from this research, because wc were led to believe in former years tliat annealing was a sort of cure-all for all conditions. 1 think that the professors at the Carnegie Institute of Technology are to be complimented for the splendid piece of work they have done. It has been a trying piece of work. They have encountered many difficulties in performing it and have stuck to it. We finally have a report that we can .pass out with assurance that we are not on the wrong track. I feel also that the Committee is deeply indebted to Mr. Frazier, of the American Chain Company, for the aid extended to m, and to those companies that furnished samples of chains for research purposes at Carnegie Institute of Technology. If there are no other questions we will adjourn the meeting with kindest thanks to you alt for your participation. ADJOURNMENT A. S. S. E. - Engineering Section 333 Wednesday Afternoon Session October 1, 1830 M. G. LLOYD, Chairman United States Bureau of Standards, Washington, D. C. The meeting of the Low-Voltage Hazards Committee of the American Society of Safety Engineers-Engineaiog Section of the Nineteenth Annual Safety Congress convened with M. G. Lloyd, of the United States Bureau of Standards, presiding. Chairman Lloyd: The purpose of this meeting is to deal with and discuss the report that has been drawn up by your Committee on Low-Voltage Electrical Haz ards. I did not Intend to read the report in full, but perhaps, since all of you may not have copies, it may be desirable to read the entire text. It is not a long report and perhaps that wilt be the best way to start our meeting. Report of the Committee on Low Voltage Hazards By M, a LLOYD Chairman; U. S. Bureau of Standards, Washington, D. C. A new committee on this subject was appointed during the current year and bases its report upon two compilations of fatal accidents which have occurred in connection with the use of electricity on circuits not exceeding 750 volts. One set of data has been accumulated in the office of the National Safety Council by following up news paper reports of accidents and obtaining the details froos local sources of information. The other set of data has been collected by the National Electric Light Association and is made up of reports received from member companies in various parts of the country. There is no doubt a certain amount of overlap in the reports listed by the National Safety Council and the National Electric Light Association, but no attempt has been made to identify the cases occurring in these lists. Each list has been treated a$ representative of typical accidents which are occurring from year to year aod seem worthy of the study of this committee. The records of the National Safety Council have been collected during the past year, but some of them occurred during the preceding year, so that the tune period involved is approximately 18 months. They are scattered not only over the United States, but include a few cases reported from Canada. The data are incomplete in that no attempt has been made to survey all of die accidents happening within any particular limits of time or territory. The total number of accidents has, therefore, no particular statistical significance, but they may, perhaps, be considered a typical cross-section of what would be obtained by picking out one hundred accidents from among those which have occurred in the two yean involved. The cases reported have been analyzed from various points of view and they are summarised in the following table: Summ^ry oj C%fet of Low-Voltage Fatalities Reported to National Safety Council Fatal cases ................................................................................................... 107 Voltage not stated ............................. 11 " 220 d. c................................................................................................................... 6 " 440-600 d. c....................................................................................... 7 44 110 a. c........................................................................................................ 44 334 Nineteenth Annual Safety Congress Voltage 220 a. c............................................................. ............................ " 400-600 a. c...................................................................................... Male ........................................................... Female ................................................................................. Home accidents .................................................................. .................. . Mine accidents ...................................................... Kailway accidents ........................................................................................ Other industrial accidents ................................... Miscellaneous places ................................................................... 20 19 93 14 31 9 4 $8 5 Industrial locations: .................................................................................... - Portable -cords and lamps ........................................... Portable appliances ............................... Exposed wires ......... Exposed switch ....................... Ungrounded parts (Code violation) .......................................... Working with live parts ..................................................................... Outside wires .....................:................................................................ Miscellaneous ............................. 71 15 10 - * 18 4 3 15 3 3 Domestic locations.................................................... ............. ................. Dath tub cases ..................................................................................... Other portable appliances ................................................................. Wet basements or earth ................................. Other lamp cord .................................................................................. Amateur experiments ......................................................................... ; Miscellaneous ........................................................................................ 12 6 7 1 1 4 31 Other locations .......................................................................................... These cases may also be classified as follows: Involving defective materials .............................................................. Materials damaged at time of accident ............................................. Involving violation ot National Electrical Code........................... Exposed wires ...................................................................................... Amateur experiments ........................................................................... Working on or handling live parts..................................................... Other improper procedure .................................................................. Not otherwise classified ................................................................ 36 4 M 20 2 16 9 6 5 Discussion of National Safaty Council Reports The largest item in the industrial group is exposed wires. Eight of the eighteen cases occurred in mines, contact, being made with the exposed trolley wire. Many of the others involved traveling cranes, and only two were on lighting circuits. Next in importance is the use of extension cords and portable lamps, and these arc almost entirely on 110-volt circuits. In one of these, as also in two of the domestic cases, electric current was only the indirect cause, although the initial cause of death, fire starting from an electric arc being the immediate cause. Here the are formed bv a defective lamp cord ignited gasoline fumes. Probably the cord was unsmted to the situation., as is usually the case where trouble results. Repair or maintenance work carried , on without first killing the circuit is respon sible for fifteen deaths, two of which occurred on railway work at 600 volts. <L c where it is customary to have contact wires or rails alive and to take suitable precautions. A, S, S. B, - Engineering. Section_ 335 Of tl>e ten fatalities occurring in the use of portable equipment not more (han four were on 110-volt circuits. Under present Code rules the frame in tlc .other six cases should have been grounded and this precaution would havf averted the acci dent. In one case the cord was provided with an extra conductor for grounding, but the connections had been improperly made, and the frame was alive upon a 550volt a. c. circuit. This occurred in a foundry, and gross carelessness must lie charged with this fatality. In three other cases failure to ground equipment as called for by the two national codes was responsible for a fatality. In two of these cases wet floors were involved,4 and in the; third a water pipe was contacted. One was at 110 volts. These show clearly the conditions which make grounding important--dampness, plumbing, any voltage higher than lighting circuits. Of the domestic cases those involving the hath tufa head the list. Most of these cases involve the use of electric heaters, the insulation of which or of the connecting cord is defective and is handled with wet hands. In one case a curling iron provided the contact with the circuit Portable appliances in other locations account for six more fatalities. Two of these occurred in bed. In one case an electric beater set fire to the bed clothes and burned a child fatally. In the other case a man was found dead with an electric blanket wrapped around him and wet with perspiration. Seven other fatalities were due to contact with live parts while in wet basements or on the ground. All of the domestic fatalities, occurred at approximately 110 volts. Of the five fatalities not classified as cither industrial or domestic, two occurred to children at play wlio had climbed to points of danger. One occurred in a school and one in a store while making repairs on live parts. One was due to the deliberate charging of exposed metal at a circus; the voltage used was not stated. The data collected by the National Electric Light Association cover a period of seven years from 1923 to 1929, inclusive, and have been reported from member companies located in twenty-eight different states. The territory includes some of the largest cities in the country, small towns and rural areas, and was believed to con stitute a fair statistical sample. Data were procured from such official sources- as coroners' records, bureaus of vital statistics and municipal bureaus investigating such accidents. Accidents to public utility employees were not included and no effort was made to obtain reports where the voltage exceeded 150 volts to'groortd, but a num ber of cases involving 220 to 240 volts Were included when of such a nature that they might have occurred on a lighting circuit. Summary of Case* of Low-Voltage Fatalities Reported by National Electric Light Aaeociatfoa Total number of cases .................................. ............................................. Voltage not stated ............................................................................... 14 Voltage 220-240 volts ............................ . .'V. ..................................... 14 Voltage 110-130 44 78 105 Of 14 doubtful, the circumstances indicate that 10 were at 110 volts, making alto gether eighty-three per cent at ordinary lighting voltage. Industrial locations: ................................................................ ..................... Portable cords and lamps ............................................... . 23 Portable appliance* ........................................... *................................... 5 Other defective materials ..................................................................... 2 Exposed wires .......................................... 15 Exposed switch ...................................................................................... I Ungrounded part* (Code violation) ................................................................... 3 Working with parts alive ..................................................................... 6 Miscellaneous ............................... .4 57 336 Nineteenth Annual Safety Congress Domestic locations; ............... ...................................................................... Bathtub cases ..................................... ................... .............................. 11 Extension cords under cellarless houses ......................... 8 Wet basements or earth ..................................................................... 7 Amateur repairs or experiments ..................................................... 6 Miscellaneous .......................................................................................... 5 Other classifications ..................................................................................... Outside wires .............................. ..................................................... 9 Buildings damaged by fire .................................................................. 3 37 12 These rases may also be classified as follows: Involving defective materials ............................................. ............... 45 Materials damaged at time of accident ............................................. 9 Involving violation of NationalElectrical Code.............................. 6 Exposed wires ........................................................................................ 13 Radio aerials contacting with power wires.......................................... 4 Amateur experiments .................................................................... 4 Working on or handling liveparts ..................................................... 11 Other improper procedure ........*................ ......................................... 8 Not otherwise classified ....................................^.................... -........... 6 Discussion of National Electric Uflit Association Reports There were twenty-three industrial fatalities involving the use of lamps on portable cords. These were probably all on 110-volt circuits, although the voltage was not stated In all cases, and one may have been at doable voltage. They all involve a good contact to ground, that is, standing on ground or metal or some wet surface. The well known case of cleaning out a boiler is not missing, there being seven cases of working on boilers or tanks. These cases also involve some defect of insolation, such as abraded cord, live metal socket or frame. Extension cords are still provided with brass sockets, this element entering h eleven cases or about half. It also enters in a number of the domestic eases, including five cases of work under cellarless houses. The other twelve industrial cases could atso have been prevented by following good modern practice; namely, the use of sturdy cord such as type S and a guard arotmd the lamp, both properly maintained, or an armored cord and guard. All of these cases have been classed as Involving defective material, but some of them could be regarded as involving violation of Code rule 1405 (c) which calls for weather proof sockets in damp places. The use of lamps on extension cords appears more serious than the use of portable appliances, only live industrial fatalities being charged against the latter. These would probably have been avoided by the grounding of the frame, and under Code rules this should have been done, in the two cases at 220 and 240 volts. The other three cases involved ooly lighting voltage. A dozen years ago the exposed switch was causing frequent fatalities. This con dition has been largely remedied, and we have only one case recorded here. It occurred at 120 volts. Bathtub cases head the list of domestic fatalities, all of which were on lighting circuits, and all but two involved women. Eight of the eleven cases involved port able electric heaters, six of whose frames became alive; ooe case involved a curling iron; and two the cord or socket of a portable lamp. The use of extension cords under celtarless houses has been listed as domestic, since it usually involved the householder. In several cases it appears, however, to be a hired plumber or electrician. This location is usually damp and affords a good A. S. S. E. - Engineering Section 337,j- ground--a sufficient setting for the class of tragedy we are studying. Six.,out eight cases involved the use of an extension lamp. , :1). Of the seven cases occurring in wet basements, etc, two involved washing jtyaebinew two working-on live circuits, two the use of brass sockets, and one an exposed base, of a |amp on an extension cord. Of the five miscellaneous cases, two involved defective sockets and one an extension cord, one a surface snap switch, and one open wiring over a concrete floor. Coaclukm While the two sets of reports which have been here analysed involve no (joubt a certain amount of overlap, there is a large amount of independent material m each set and each may be considered fairly typical of conditions prevailing in this country. Indeed, the one set of reports may be regarded as corroborating the reliability of the other on account of the similarity of the distribution of the individual cases under the selected headings. Both reports show that at least one-third of the fatalities may be attributed to defective materials, such as lamp cof[1 not properly maintained and an. additional five to twelve per cent are due to installations not in accordance standard practice as represented by the National Electrical Code. Ten to fifteen per cent of the fatalities are due to handling live parts and about eight per cent more to improper practices, from which are excluded the ignorant handling of radio aerials and a few disastrous amateur experiments. Let us now consider how many of these accidents could have been avoided. In the first place a goodly, percentage would not have occurred if proper forms of extension cord had been used and had been properly maintained; that is, to say, cords replaced when they became worn to the point of exposing the conductors. We cannot tod strongly urge that both for industrial use and also for domestic use where wet loca tions are involved, only a sturdy portable cord, such as type S should be used and when used with an extension lamp a guard should be furnished around the lamp. We wish to point out the desirability of compliance with rule 374 (c) 'of .the National Electrical Safety Code, which states: "Portable lamps In damp plaCfcs Shall be'equipped with a socket of non-combustible, non-absorptive, insulating material',-an approved handle of non-absorptive insulating material, a basket guard and approved cord." We similarly indorse rule 1405 (c) of the National Electrical Code which calls for the use of weather-proof sockets in damp places or where corrosive vapors exist. We strongly recommend also the grounding of portable devices of all kinds and at all voltages when used in wet locations. Portable motor driven devices oper ated at more than 150 volts, as commonly found in industrial plants, are required to have their frames grounded by a rule of the National Electrical Code. When used in wet places we consider it desirable to ground them even at lower voltages. One case has been reported where a cord had been provided containing an addi tional safety wire for grounding purposes, but had been wrongly connected so that the frame was connected to a hot wire of the circuit. If this occurrence were .to be frequently repeated it would throw great doubt upon the desirability of this type of protection. We do not feel, however, that a single occurrence of this kind is to be given great weight, since it obviously Involves the' grossest kind of- negligence and a failure of the repair or maintenance man to Check conditions upon completing his work. We know that in the home special types of receptacles wiff not usually be available and special types of cords will seldom be used. We consequently urge that the use of portable appliances in the bath room should be discouraged, with particular em phasis upon the undesirability of using such appliances with wet hands. In industrial plants emphasis should be placed upon the practice of killing circuits before work is done upon them, even when the voltage is low, as with lighting rir- aiits. Unless this practice is followed, workmen are likely to handle live parts in 338 Nineiitntk-Annual Safety Congress wet locations or under other conditions where the hazard* are greatly increased, yet are not generally appreciated. It is especially desirable that when work is done directly upon the ground, as for instance underneath the ccllariess house, so common In the south, switches should be firsf ojwned to kill any circuits worked upon. moreover the extension cords used should be of the type referred to above, which air especially approved for such conditions. Too much emphasis cannot be placed upon the statement that in wet places live parts must not be touched, hor, indeed, should any parts be touched that may become alive due to defective insulation or other cause. It would seem that in wet places the frames of all fixed and semi-portable equipment should be grounded regardless of voltage. This Is a good practice to follow with such apparatus as washing machines used in the household as well as the equipment used in industrial establishments. It is evident to members of the committee that a large majority of the low voltage fatalities which have here been considered could he avoided by proper precautions, that is, by the use of the most suitable materials available for the purpose, installation according to Code rules and the precaution of kilim? circuits before working upon them. Unfortunately it is not generally recognized that a real hazard exists from tow voltages- under those conditions which are particularly favorable to shock, such as standing on wet or metal surfaces and touching conductors with wet skin. The necessity for taking additional precautions under such conditions needs to be broad cast both in the industrial plant and 'in the home, and the National Safety Council seems to be tire proper dtannel to disseminate ihest ideas. This should not be done in any alarmist fashion, but along the line of encouraging compliance with national standards of good practice and in pointing out the special conditions which call for special precautions. Electric fatalities are not large when compared with those aris ing from motor vehicle traffic, from the handling of materials, in building construc tion, and other specially hazardous occupations. We do not want, however, to sacri fice even a single life when such sacrifice can be avoided and we realize that many of the cases here under consideration can be avoided by disseminating the information which will lead to proper precautions being taken. This report has been prepared, and submitted by a committee consisting of the following: . M. G. Lloyd. Chairman, representing U. S. Bureau of Standards and Eastern Sec tion. International Association of Electrical Inspectors. S. ]. Owen. Jr. Secretary, representing National Safety Council. - A. W. Bcrrcsford, representing American Institute of Electrical Engineers. William S, Boyd, representing Western Section, Internationa! Association of Elec trical Inspectors. W. J. Canada, representing National Electrical Manufacturers Association. E. W. Gorry. representing National Electric Light Association. Walter S. Paine, representing ASSE-Engineering Section, National Safety Council. \V. D. A. PcasJee. representing Underwriters* Laboratories. Inc. E. E. Turkiogton. representing*National Fire Protection Association. Chairman Lloyd: That concludes the report and you are gathered here today to discuss it. - We want to hear the experience others have had, and also their, opinions of precautions that should be taken, and how the need for these precautions should be disseminated in the places where it.needs to be known. I think we all realize that the average plant electrician thinks these low voltages are not hazardous. He has often taken the voltage with perfect impunity -and he doesn't realize that there arc conditions where that voltage becomes hazardous. - In my own mind the one condition rather than voltage that makes contact with live electrical ports hazardous is the condition of wetness of the skin, because that 'Is the condition under which the ordinary bodily resistance ii broken down or dis A, S, S> B, - Engineering Section 339 appears and makes it possible, even at these low voltages, for enough current to flow through the body to prove fatal. In discussing this report, I want first to give an opportunity to the members of the Committee who are present to express their views and then I -will call for genera] discussion. Mr. Gorry. ooe of the members of the Committee is not present, but Mr. Campbell, of the office of the National Electric Light Association, is here representing him, and I will be glad to liave Mr. Campbell give us any discussion he may care to. A. B. Campssu. (National Electric Light Association, New York City) : Mr. Chairman, one of the main things that we want to take into account in this subject is that these accidents arc happening under certain sets of conditions; that until we can get a sufficient number of accidents with authentic reports of the circumstances to permit a classification into groups, we are likely to be wasting a lot of effort in trying to get at the underlying causes of the accidents themselves. As Dr. Lloyd has pointed out, there are obviously certain groups of these accidents where effort could be made at once to materially reduce the number. He has men tioned the bathtub cases. Just what is the remedy to prevent those cases from hap pening, I am not prepared to say, but it would seem that we could get at this matter by a careful study of the circumstances which led up to the accidents themselves. Another point which I think will be mentioned later is that it is going to be im portant to know about the rate at which these accidents liappen with respect to the possibilities. We have here a list of 107 accidents in one case and 106 in another. There is no doubt but that there are several duplicates in those two lists. If we knew that these 107 accidents in the one case covered a certain area over a given period of time, it would mean a great deal more to us than it does just to know that 107 accidents have happened over a period of years, without knowing what the possibilities or what the exposures were. I think that wc are on the way to getting that information. The sources of in formation that are being drawn upon are largely, at this time, from member com panies--I am speaking now from the National Electric Light Association point of view--with whom definite arrangements have been made to report accidents happen ing in their territory. Another source is newspaper clippings, which we believe are very helpful. We have, however, found, as might be expected, that some of these newspaper clippings do not properly report the accident. 1 happen to know that within the last two months very positive reports have come in which I have tried to check back on, and have found that in the local territory where these accidents were reported to have taken -place there wps absolutely no record. That is only two out of two or three hundred, but nevertheless it is indicative that we can't put too much dependence on what wc get from the newspaper clippings without making a double check back on the conditions that existed. One of the very typical discrepancies which we see in these clippings is, "A man was electrocuted on a high-voltage line," and if you will read through the report itself, you will find that it is very likely to be a street-railway circuit, or a streetlighting circuit, which, in the ordinary meaning .of the term, is not high-voltage at all. The people who write these reports just aren't versed in the proper language to get the information across in the reports that we need. Another point which Mr. Gorry mentioned to me and in which I concur Is that the dissemination of this information should be through The National Safety Coun cil. I don't know how generally it is understood just what is being done on that .matter already. Through the Accident Prevention Committee of the National Elec tric Light Association, a small pamphlet has been very carefully prepared which points to the average domestic user the things to avoid in the use of appliances. Somewhere in the neighborhood of. one and one-balf or two million copies pf that pamphlet have actually been. distributed through member companies. Some member 340 Nineteenth Annual Safety Congress companies have taken the pamphlet directly as printed; others have revised it slightly with their company's name oa it, and these are included with statements that are sent out each month, and with other circulars that are sent out regularly to the customers of electric light companies. We believe that through that means there is a closer contact with the user of electricity than Uwrc is in any other manner. I do not wish to say that The Na tional Safety Council should not participate, but I believe that this is important enough so that the various interests who are endeavoring to get this information to the persons concerned sliould coordinate their efforts and cooperate in their work, so that their unified story will go to these people instead of several different interests sending out information here and there which is likely to be confusing. Chairman Lloyd: Would you care to file for record the National Electric Light Association material that you speak of that the companies are distributing now? Mr. Campbell: Yes, 1 wiU do that. Chairman Lloyd: While 1 think of it, I want to thank the National Electric Light Association and its staff men for furnishing.us all the data they have which have been incorporated in this report. It has been a great help to the Committee. E. E. Tubkinoton (National Fire Protection Association, Boston, Mass.) : My work is with the fire insurance interests, and my work ipith the code confines me to the fire hazards mostly and 1 don't get in touch with the life hazards. f simply want to endorse the conclusions of the report I don't think that any additional rules might be needed at this time, but .1 think emphasis on complying with The National Electrical Code and not using defective or worn-out .material will be in the right direction. J. F. McCaDS (Duquesne Light Co., Pittsburgh Pa.) : 2 should like to ask if In these bath-tub cases the electrical heater spoken of is a space heater or a . heater for heating the water. Chairman Lloyd: The reports are not always specific as to just the type of appli ance that was used, but I think it is safe to assume that most of these cases involve a portable space heater or a radiant heater, and, of course, one of our difficulties is that the reports do not go into as minute detail as we should like. But I picture most of these cases os occurring from the persons in bath tubs, with their hands wet, attempt ing to change the position or to some way handle one of these portable heaters, and it is in cases where the frames become alive that the accidents occur. I am not sure whether the report stated it, but we had two cases where the heater fell into the bath tub. It had evidently been mounted upon the rim of the tub, and due to vibration or something else, actually fell into the water. In one case that re sulted in a fatality. In the other cose, the woman involved was resuscitated. One alternative to using these portable heaters is to hart an electric heater, if you want to use one, built right into the wall of the hath room so there is no occasion to handle it. That is a rather modem development, however. It hasn't been very widely done yet. but if people want space heaters or radiant heaters is the both room that would be the best way to get them there, and not use the portable form of the appliance. Charles L. Mez (Public Service Co. of Northern Illinois, Chicago, III.) : We decided to ground all portable electric tools such as drills, even though they are only 115-volt tools, and to do that we used the three-conductor cord, fastening one con ductor securely inside the frame of the drill and bringing that out at the other end, furnishing a clip or screw connection, by. means of which construction, cords could be attached to a driven ground or any other available temporary ground for the ground ing of the case. The particular occurrence did not result in an accident m our case, but 1 want to point out the possibility of an accident due to the fact that it is quite possible to establish a difference of potential between the ground of the case of the tool and the ground with which the worker may be in contact. In this particular case the construction crew was working on an addition of a A. S. S. E. - Engineering Section 341 steel structure of a substation, and this steel, of course, was grounded in a sense, although the permanent station ground bus of that part of the new structure had not been connected to the ground bus of the operating structure. It so happened that during the time the men were not working, one of the insula tors on the operating structure failed, and, of course, it went to the ground on the structure changing the potential of that ground considerably, and, as a matter of fact, the fault current was so- severe it went back into the substation and wrecked considerable plumbing, and so forth. The point I want to bring out is this. Suppose a man had been working, assuming that he had the protection of this ground connection on his portable tool--they have been in the habit of attaching this portable ground clip to the station ground bus. If the ground had been attached to the station ground bus, and this man had been working on the grounded structure, which is at a point remote from there, there would have been considerable difference of potential between the drill in his hands and the steel on which he was working. That occurrence was brought to our attention by the men on the job, so we con sidered the problem and figured that the best way to avoid a serious accident that might result under those conditions was instead of having them tie their temporary ground to the station ground' but, to have them tie their temporary ground to the structure on which they were working. Chairman' Lloyd: May I ask if that condition persisted more than a few seconds? Mr. Mrs: The failure was just long enough to trip out the oil switch, rather momentarily but very severe. Alexander Maxwell (National Electric Light Association, New York City): Id response to Dr. Lloyd's very kind acknowledgment of the data which we have givm him. I would like to say that we haven't given him all we have. We gave him what was immediately ready, although we wiU be very glad to give him Che rest as it goes forward. There are two points that stick out particularly by comparison between the study which we are conducting on this subject in the National Electric Light Association and in the report of the Committee that is now before you. Both deal with the method of approaching the problem. In the first place, quite early in the recent discussion of the last two or three years in connection with low-voltage fatalities, we who represent central-station companies became impressed with the necessity for obtain ing some statistical basis for these figures, % Theretofore, say prior to four or five years ago, almost all of the code legislation on the subject and ether discussions had been based upon a sort of experience-meet ing method. One man would get up and fell of a case that had come to his notice, and another man would check him. or tell of a case that pointed to an altogether different conclusion. That seemed very unsatisfactory. We are. therefore, attempting, among other things in our office, to produce a statistical basis for the low-voltage fatality and hazard, and for the moment, on account of the great magnitude of the work, wc are confining that to the cases with at least 110 volts to ground since that is the voltage to which everybody, at one time or another, it exposed, and also its significant relation to the codes. The data that we supplied to Dr. Lloyd are thoe that have come out as a result of that study. We are also getting a rather good service in current cates, that is. os they occur. A great many of our member companies are now reporting in detail on that, and that aspect of detail I shall refer to later. This is what we have accomplished on the statistical side. We have procured from official sources, that is, from bureaus <rf vital statistics, either state or municipal where they exist, or from coroners' records, or from other official records, the electrical fatalities that have occurred In definite territories, so when we are through 342 Nineteenth Annual Safety Congress we know that no other* occurred there. Then, 'of course, we have separated those that occurred at ordinary bmp voltages. So far our coverage in that respect has run from about nine and one-half million people in 1923 to about twenty-five million people for the last three years, exactly twenty-four million in 1927. twenty-seven and one-half million in 1928, and twenty- six million in 1929. There are said to be about eighty-five million people in the continental United States who have access to electricity, that is, where the cities, the towns, the hamlets, or the rural areas have electricity supplied. So that our statistical samples, so to speak, for the last three yean, have approximated one- third of the electrified population, which is not altogether bad. Prior to that it is not so good of course. In the figures that we submitted to your Committee we had a total coverage then of 131 years times millions of people, and the 106 cases that Dr. Lloyd referred to may be divided by that 33l years times millions of people, which gives a general rate of -A per million per annum for all classes of cases under 250 volts to ground. That is about I per million .and a quarter, and computes on a basis of 85 million people to 70 cases per annum. I don't offer any guarantee with that figure. It may be useful to keep in mind as a measure of the probable occurrence of low-voltage fatalities during the past few years, and in connection with that I should lire to say that we are fully aware that there is normally among almost all people a perfectly natural human reaction that is unfavorable to this statistical method of approaching these things. I expect wc all participate in that. I shall not attempt to defend it except to state my own conviction that it is so far from being a whole-hearted way of approaching the subject, it is the unc most likely to y'.eld resales and abate tow-voltage hazards. There are a number of other rates in subdassificatiott* under that general rate bm tliat is a convenient figure to keep in mind. The second point that 1 wanted to discuss also involves the approach to the prob lem. 1 don't think wc among the central stations, when we started this, had any pre conception. We wallowed pretty liberally in the data and didn't know what to make of it. but as it began to be classified and worked down, It seemed to us that this outstanding circumstance appeared: These cases followed more or less distinctly As Mr. Campbell said a while ago. it is extremely difficult to draw conclusions marked groups of circumstances, and they were, with certain exceptions, repetitive, from a newspaper report or even a very brief report written by a technically com petent person. It is quite important to know all the detailed circumstances that were involved to form a correct judgment The more we studied that kind of thing, the more we were impressed with that fact, and we, therefore, developed for tentative use--there is nothing final or sacred about it--* type of classification* that differs markedly from the Committee's report. The reasoning that led to that was the circumstance. An occurrence that happens in or about a dwelling is not a domestic case; at least that is the line of approach we have taken. . The more I think of it the more concerned I am that those studying this problem do not fall into what seems to me a mechanistic way of treatir^ it. There is a case, for example, of a fireman helping to extinguish a fire. He has a hose in his hand* and the ground ts wet all around him, and be runs into a wire. I submit that it is not at all significant whether the fire he was putting out was in a resi dential. or a commercial building, or anything else. It is those special and peculiar circumstances that you have to take into account. The result is that the classification that I have here is quite different from that riven hv Dr. Llovd. In those 106 cases we found, with the classification wc have been using, that 57 were industrial, 23 were domestic instead of 30-odd. and we put 2.6 into what we call other c)assificatlons*thai I shall discuss in a minute. f A. S. S, E. - Enginirring Stclion 343 Then the industrial is divided into what seemed to be three characteristic large groups, that i those involving portable lamps and cords, those involving earth contacts or wetness as distinguished from mere dampness, and those poor devils who get shocked when working in confined spaces. That leaves 15 of the 57, or about 25 per cent, miscellaneous. We took out and called them neither industrial nor domestic, but put them into classifications of their own, a larger number than Dr. Lloyd did. We have the same 6 ascribed to amateur experiments, except that wc group them as amateur experi mental and irrational, because some of them were clearly irrational. Some of them were honest amateurish experiments and some were uninformed experimentalists. We group the aerials and outside wires together because they generally involve the ground, and we had 9 cases. We grouped those occurring during fires. There aren't many to be sure; there are only three, but that was on the theory that what went on during the fire was not related to the kind of House that was burning. And we grouped in a separate group the extension cords under cellarless houses, and they might well be combined with some that we let hide industrially because they are the same. . Now, in spite of the fact that there have been many of these cases--as the Com mit cc report relates, the man who rigged the extension cord was the householder-- i* still don't think it makes any material difference whether it was a house or a factory. The fact is, that practically all of these cords were improvised devices. The data accompanying the reports clearly show that these were things that were made up either by the man himself or by some one for him. The materials used were probably suitable for their legitimate purposes. The whole trouble in those cases lies in the circumstance that a man wrongly applied good materials, and the statement that I should like to advocate is that the extension cord, or at least the homemade extension cord, is a problem by itself, and it doesn't particularly matter whether it is in the house, or factory, or anywhere else. Any time a man takes a brass socket, and. an ordinary lamp cord or telephone wire, as some of the cases indicate, and attempts to make an extension lamp of if, and then crawls tinder a bouse to repair the broken drain, or crawls under a factory to repair a water pipe-- it doesn't matter which--1 think he is going to get into trouble, going to be in very grave danger of being killed, and the problem is to get at that particular case. 1 doubt if it would be possible, with the utmost ingenuity, to devise a code rule that would tnkc care .'of that case. As Dr. Lloyd has already told you. there are ample rules in the electrical code that provide for just that sort of thing. They say. "Use a certain kind of socket and a guard." Similarly in the 23 cases that we deemed to be domestic because they seemed to involve ordinary wiring of the domestic premises and the ordinary inhabitants of the house going about their ordinary business, tliat is to say. the people whom you would attempt to take care of if you tried to formulate a rule in some of the na tional codes for them. Of those, approximately 11 out of the 23 were the bath tub cases. That means that if you could find some way to deal effectively with the bath-tub problem, you would cut your domestic cases in half at once. Most of the remainder would probably yield to some kind of code treatment, but, an the wliole, it seems to me that the method that promises the best results in dealing with this thing is further study of the individual circumstances in as many authentic cases a* can be gathered together, to segregate them as rigorously as possible into the characteristic 'groups and deal with those groups. I am really quite apprehensive lest an attempt at generalisation will defeat its own objective, whereas if you deal case by case--and it may require a good deal of ingenuity to deal with them, but nevertheless it can be done--no doubt you will fake out this group of accidents and dispose of them forever, and this group, and that group, until you have worked down- to' what may be an irreducible minimum, or you may dear the hazard altogether. I don't know. But the result of that study indi ( 344 Nineteenth Annual Safety Congress cated that that method of procedure is vastly more likely to produce results than broad generalization is. J. F. Collins (Youngstown Sheet & Tube Co., Youngstown, Ohio) : t should like to inquire of the members here who have had construction work where port able drills have been used as to what kind of sockets and receptacles have been used. CkaUMan Lloyd: Does anyone have the answer to that? I might anvwer that by saying tft the type of cord having the extra so-called safety wire for grounding is provided by some of the supply houses, and it is used with a special polarized plug and a special polarized receptacle. Mil Collins: i understand that some of our places use a special plug for power, but 1 also understand that many of the industrial firms use an ordinary weather proof socket with an ordinary lighting base. I should like to know what their ex perience along those lines is with that type of equipment. Mk. Mas: We use the three-conductor cord with one conductor grounded on the inside of the frame, under a screw, and brought out at the Other end, that is at the prong end of your cord--the opposite end of your cord. That particular con ductor is brought out immediately under a rubber plug, and a brass band is put around there with an arrangement by which you can fasten this temporary ground wire that row want to run to whatever ground you may be able to find. Mr. Collins (Youngstown Sheet & Tube Co, Youngstown, Ohio): What is the experience in construction work of, say, using 250 volts and somebody plugging in an ordinary* lamp on that particular circuit? What precaution is taken to mark a particular type of socket and base? Chairman Lloyd: You are assuming that you have a receptacle of 240 volts for operating portable tools and another receptacle at 110 for lighting? Mr. Collins: Yes sir. Cnairman I.lovd: It seems to me, to operate under code rules, your tool recept acle of 240 volts should be of this three-pole polarized type, in which the other plug would not fit. I think that is your answer. If you do it that way the two (dogs are not interchangeable. I might say io further answer to your other question, Mr. Collins, that in the Erie Works of the General Electric Company, I understand they run a grounding wire separate from the cord from the portable tods to some appropriate ground; that is. a wire entirely separate from the cord that supplies the power. Mr. Goodspeed is Here and perhaps he will tell us about what his company does. M. C. Goouspesd (General Electric Co., Erie, Pa.J : In an attempt to provide safe working conditions in the use of our hand tools, such as portable drills, grinders, hammers, etc., we made a very careful check of all the plug receptacles (several thousand) in the Eric Works and installed polarized receptacles. These receptacles were two points, with the grounded side connected to the grounded wire of a threewire grounded-neutral, 220-110-volt system. The hot side of die plug wire was carried to the inside lead, shell, or connection on the piece of apparatus and the out side lead, shell, or connection placed on the grounded wire. At the same time, the outside or frame of the tool was. also definitely grounded onto the same wire. With very good maintenance conditions (or even fairly good) we expected that this ar rangement would give us full protection against accidental shock due to grounding of tle frames of the tools. Practically as soon as the new system was put into operation, we began to re ceive complaints that men were getting more or less severe (generally very slight) shocks from their tools. As a rule we were able to place this, so we supposed, to tome condition of operation or possibly a poorly made ground. The condition con tinued, however, and finally a very definite study of all the factors of the case was made which gave us some very surprising data. We found that in' the first place, even after just a few months of wear, enough A. S. S. B. - Engineering Section 345 `'play" developed in the receptacles and plugs so tint in some cases the contacts were not very tight. Furthermore, due to other physical conditions, in many cases the actual contacts as made were such as to develop considerable resistance. As a result of these conditions, with the frames of the toots connected directly to the grounded ware of the power circuit, we had established the equivalent of a twocircuit resistance between the high side of the fine and the ground. The return grounded wire through the plug was one of these resistances, and the operator's body, from his bondsr on the tool to his feet oa the floor, was the other resistance. The result of these conditions was that very frequently even at 110 volts the man got a very definite shock. As noted, it took us several months to establish the real connection between all the conditions and we considered we were very fortunate in having no real accidents occur during this period, although there were several potential accidents. As a result of the above study, we have removed all ground connections between the frames of the tools and the grounded wire of the power circuit, so that now the .frame of the tool ts to be considered as being insulated from the power circuit and the tool requirements are back where they were before. In order to take care of the possibility of a break down in the insulation between the power-circuit windings in the tool and the frame of the tool, we are carrying a threfc-wire lead, the third wire being entirely independent of the two power wires, with one of its ends connected directly to the frame of the tool and the other end carried out three to five feet beyond the plug and on this end a heavy clamp, similar to the so-called "battery clamps". Instructions have been issued, and are being carried out by our people, so that this free clamp end of the frame grounding wire is always attached to some grounded metal at the same time the plug is inserted in the power reoeptabte. This gives an entirely separate grounding conductor for the frame of the tool. In view of our experience, with relation to this subject, we feel that the above method of grounding portable tools is the only one which is satisfactory and work able for all conditions. Someone may ask why not use three-pole receptacles with two poles used for the power circuit and the third pole for a separate grounding wire? My answer to this is that the scheme is all right where receptacles are available, but in so many cases it is desirable to use old receptacles, or even plug into a lamp socket, for tools to be used in maintenance work, hence with the three-pole plug it is not suitable or satisfactory and in many cases the ground would be lacking. Hence the free wire, with the long end which is always available for nearby metal piping, etc., is better and cheaper and much easier to maintain. Wills MacLachlan (Toronto, Out, Canada) : The acknowledged cases of bath room fatalities both from the National Safety Council and from the National Elec tric Light Association, clearly establish that with wet hands a shock from 110 volts win Wilt. This acknowledged fact will very much clear the atmosphere. I feel that the big problem is education and although codes are excellent it is oo very much surer ground that we stand if we depend upon the education of people. Instead of an attempt to police a situation. If it could be arranged that people in buying various types of electrical devices and appliances could be taught the safe and efficient way to use these appliances and have some of the hazards of misuse pointed out to them, a considerable gain would be made. One difficulty is to obtain money to carry out such an educational programme. In carrying out an analysis of a considerable number of electrical shock cases, I have been impressed with the fact that it seems more difficult to resuscitate a person from a low voltage shock than from higher voltage shocks. As a considerable num ber of low voltage shock cases are among the generat public (ill-trained if trained at alt in resuscitation) the possibility of resuscitation is very remote. Messrs. Prevost and BatetU of Italy about thirty years ago from laboratory ex- 346 nineteenth. Annuql Safety. Congress perjmcnts apparently felt that in low voltage shock ventricular fibrillation was set up and as this is fatal in man, no resuscitation was possible from low voltage. More recent developments would lead one to modify .this stand, the indications, being that there is some involvement of the heart in low voltage cases, not necessarily ven tricular fibrillation. .Very probably it may be influenced by the good contact in low voltage cases................. Tn field cases it is admittedly very difficult to say exactly the duration of contact. In an analysis that 1 have made.I have .obtained however a gauge of. this by dividing the cases Into those who felt clear from the contact and those in which the contact was broken by other means. In those that fell clear, it is felt that the duration of contact is very much shorter than in those who were cleared by . other means. The greater percentage of successful cases of resuscitation from electrical shock were obtained in those cases who fell clear from the contact. This is rather a haphazard way of dealing with the situation but apparently it is the only- method available in field cases. A more complete discussion of this situation appears in an article en titled, "Electric Shock: Interpretation of Field Notes" appearing in the October issue of the Journal of Industrial Hygiene. G. A. RoHLnxG (Alcoa Ore Co., East St,:Louis, III.) When grounding portable transformers for electrical welders, if you attach the ground to the column of the building on which you arc working, to what extent is.that.ground effective? Is ft necessary to ground the building? Charles L. Mee (Public Service Co, of Northern Illinois) : It depends, as I see it, upon where this builidng is put up. The value of the ground that you may have is rather an indefinite thing. You are speaking of grounding to the structural-steel column of a building? Mr. Roiilfing: Yes. Mr. Mee: I don't know that you could necessarily assume that that is good and sufficient ground. It would depend upon the depth to which the foundation goes, and the conditions of soil and moisture. But I would say that off-hand I would not want to depend upon that. 1 would prefer to attach it to a plumbing ground or something of that nature. Mr. Roiilfing: The buildings that I have in mind are on concrete footings. Mr. Mee: We would never, of course, depend upon a concrete footing for pro tective ground, and wc would never depend upon a concrete footing for any kind of ground at all where we know we want good and sufficient ground. It is a very indefinite thing. I should say it might run anywhere from 50 ohms to S000 ohms. CwAtKMAv Llovd: I think the last speakt< expressed the true view when he was on his feet benre, when he said that it is sometimes better to ground to the building rather than to ground to the bus. I would express the opinion myself that it is often satisfactory to ground to' the building, but I would want to check up as to whether the building frame itself was properly grounded. I think ordinarily it will be. Water pipes and things of that kind that run ioto the building from the ground ace very likely to make contact with a steel frame at one place or another and give you a real ground. It, of course, is safer not to take that for granted but to make some definite tests, or, best of all a very definite and permanent connection at some place in the building between the steel frame and the incoming water pipe at the point , of entrance to the building. But sometimes if is decidedly better to have your local apparatus grounded to the frame of the building because that is what the man probably makes contact with otherwise.. The hazard of using portable cords and lamps, which involve so many of these fatal accidents, has been met by some industrial concerns in this way: Instead of plugging the extension cord directly into a receptacle, they have a portable trans former which steps down from 110 volts to either 30 or 32 volts, which is the voltage of the lamps used in many of these home-lighting outfits. They are available In the market. A. nSVS, E. - Engineering Section.. 347 Another plan is to step all the way down-from 110 to 0 or 8 volts, which then gives you the voltage or other lamps on the market such as automobile headlamps, and to' use these tow-voltage lamps at the end of your extension cord. The primary of this portable transformer is plugged into the receptacle. You have your extension cord connected to the secondary of this portable .step-down transformer. . These transformers are not bulky. They wouldn't need to be much, if any, larger or any more extensive Ilian the toy transformers used o get voltage to run model trains. That gives you a voltage so low that the hazard is very greatly reduced and even though you get the other conditions favorable to fatal shocks, a shock is not likely to be fatal. That scheme has already been used by a few concerns, and it seems to me it is very desirable and should be used more extensively. It is an alternative to the use of a special cord, and perhaps may not be any more expensive, and l don't know but that it is the preferable alternative. That is one little kink I should like you to all take Iwme and spread the gospel around, at the sametime that you are spreading this gospel that the voltage is not the deciding factor as to whether you can be killed, but the most important item is a wet skin. Either a high voltage or a wet skin may decide that a shock will be fatal. It is no^, necessary to have both. Now, it may be interesting in connection with this discussion to consider some foreign experience with this subject. I have a few reports from foreign countries that have not been considered in our own report. One of them, for instance, is from Australia. I think it covers only the state of Victoria- The data cover a num ber of years. 1920 to 1929. Altogether 39 fatalities occurred on low voltage, and I believe all of these arc on 200 to 230 volts, and alt but two of them arc a. c. Out of these 39 cases, the analysis shows tliat 7 were due to extension cords and lamps, 4 to portable devices, 5 to the deliberate handling of live parts. 13 to exposed Wires, 2 to exposed switches, 2 cases of men being killed by a fall, the fall resulting from an electric shock, 2 cases of live wires down (outdoor wires), and 2 cases due to ungrounded equipment. You see ihe experience there rum parallel to our own experience. We have the same classes. Tltc relative numbers vary a little, but the very same items are prom inent in that list as in our own report. In Switzerland it is reported that the low-voltage accidents arc increasing. I have not the detailed experience there. The report of the Chief Inspector of Factories and Workships in Great Britain for 1929 covers industrial accidents -only, but records. 21 fatalities at 250 volts or less. These all occurred on a. c. circuits. Eight of Utciu were due to contact with exposed crane wires. Five were due to working on live parts. Apparently the use of three-pole plugs and cords is common in Great Britain at all voltages, and the use of portable equipment does not occupy so prominent a place among the fatal ities as Jn this country. Tliat report mentions anxltr experiment tlwt l>brs on this question and the Ijacard of low voltage. The experiment was for a man with wet hands to take hold of the two electrodesof acircuit of variable voltage. They started with a law voltage and gradually ran it up to see how much he would willingly endure. When they, got up to 25 volts he called quits. This report that we have presented deals only with fatalities. In the records we have some interesting cases of shock which were not fatal. We also have some inter esting cases of fatalities where the voltage exceeded what we call low voltage. I should like to mention one of them because it. comes right home to us. It is a domestic case and is one due to the radio equipment. Some power sets step the voltage up for.use on the plate circuit of the tube, and in one of these cases a man was--well I guess you might cat! it experimenting. He was trying out different kinds of loud speakers, and he attempted to make a change 34$ Nineteenth Annual Safety Congress in the connections of his set, and apparently, by accident, he came in contact, while the currenr was on, with this high-voltage circuit of his set and was killed. The report stated it was 1,000 volts. He was killed in the handling of his re ceiving set in his home, and that indicates that a Uttle precaution should be exercised in handling the live circuits even in an ordinary radio receiving set. There are other interesting cases, bat I think perhaps I had better not take any more time to go into them. W. H. Hoeton (West Penn Power Co., Pittsburgh, Pa.) : I was pleased to get some idea of the severity rate that the data in the report indicates. One of the questions raised in my own mind was. Did these 106 or 107 accidents occur in the matter of six months or in the matter of six years, and 1 would like to suggest that we again emphasize the necessity of definitely determining some sort of a severity rate in connection with the studies that are going on. Alexander Maxwell (National Electric Light Association, New York City) : 7 think that Mr. Horton would be interested in the statistical rate for the do mestic cases, bearing iii mind that that doesn't include all the cases that happened within reach of the house. It is the cases that happened to the house wiring, to the people in the house doing things that you would expect them to do with this house wiring. There were 23 in our 106 which gives a rate of 16 a yean The bath-tub cases were half of that. That means that so far as domestic premises are con cerned, if you eliminate tbe bath-tub cases, you may expect not to exceed about 8 cases per annum on domestic premises, which it a very significant figure, I think, in view of the impression that some of us had formed of a much higher frequency than that. That, after all, is extremely small, and it is with those 8 cases--it may be 10, or it may be 6. I don't know until we get further statistical data--that we will have to deal in making code rules. The remainder will be education, of course. Mr. Horton (West Penn Power Co., Pittsburgh, Pa.): I don't like to be in the position of implying any value in. dollars and cents, or anything tangible for a hu man life, yet a great deal of the discussion of the last two or three years on code matters, it seems to me, centers around conditions that in themselves we do not appreciate are remarkably excellent For instance, assuming some 16 fatalities in homes per year, how does that compare with the 304)00 or 40,000 fatalities due to traffic conditions? I am not sure of my figures at all,---- Chairman Lloyd: Thirty-one thousand. Mr. Horton: ------- but I know that it is tremendous compared to the fatalities that we get in the home, and I have been wondering at times if we aren't perhaps considering a tempest in a teapot compared to* what could be done in the conserva tion of human life. By that I do not mean to imply at all that we shouldn't do every thing that is practical and reasonable in the protection (4 these 16 fatalities, but in the light of what could be done* elsewhere, I should like to have an expression of what i* practical and what is reasonable to be done to protect these 16. Chairman Lloyd: I might say, in answer to your query, that 1 didn't feel that u'c would be on safe ground in trying to establish any frequency rate became I feel that our data are incomplete. The National Safety Council accumulated, over a period of about a year and a half, almost exactly the same number of cases as fat tbe other set of data which covered some six or seven years, although that included a number of cases of voltages higher than 240. Eliminating them, I believe there are about 80 cases that would be parallel with those accumulated by The National Elec tric Light Association. Mr. Maxwell: That checks very closely for a year and a half. Chairman Lloyd: It seemed to me that we would hardly be warranted in setting up severity figures. In the first place we don't know the exposure, and in the sec ond place, we don't know that we have all the deaths. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGKESS NATIONAL SAFETY COUNCIL m Automotive Section Officers 1930-31 General Chairman--H. L. Fracber, Detroit Steel Products Ox, Detroit. Mich. Vice-Chairman--M. J. McCarthy, Fisher Body Corporation, Detroit, Mich. Secretary--C. M. Dotterrer, Grahani-Paige Motors Corp., Detroit, Mich. Chairman Poster Committee--George E. Sanford, General Electric Co.. Sche nectady, N. Y. Chairman Program Committee--Carl Storcjc, General Motors Corporation. Detroit, Mich. Chairman Membership Committee--K. A. Gallam. Kelsey-Hayes Wheel Corp.. Detroit, Mich. Chairman Publicity Committee--C. W. Bishof, Lycoming Manufacturing Co, Wil liamsport, Pa. Chairman Statistics Committee--Paul J. Brand, Pullman Car and Manufacturing Corp.. Pullman, Chicago, 111. Chairman Engineering Committee--Dr. James H. Gaesxc, The Studcbakcr Cor poration, South Bend, Ind. Chairman Committee on Stupes amt Safety Ktnkr--R. A. Seas', The Murray Cor poration of America. Detroit. Midi. News-Letter Editor--E. C. Walker. Dodge Brothers Corporation. Detroit Mich. Health Committed-Da. A. F. Leckumx. Fisher Body Corporation. Detroit Mich. Retiring Officers General Chairman--H. L. Sadi, Fred G. Lange A Associate*. Cincinnati, Ohio. Vice-Chairman--H. L. Feather, Detroit Steel Products Got, Detroit Mich. Secre tary and Chairman Program Committee--M. J. McCarthy, Fisher Body Corp, Detroit, Mich. Chairman Poster Committee--Vi. A. Bcchol, Chrysler Corp., De troit, Mich. Chairman Membership Committee--K. A. Callam. Kelsey-Hayes Wheel Corp., Detroit Mich. Chairman Pmblicity Committee--C. W. Bisaot. Lycoming Mfg. Co., Williamsport Pa. Chainmtm Statistics Committee--Paul J. Brand, Pull man Car and Manufacturing Corp* Pullman. Chicago, HI. Chairman Engineering Committee--R. F. Thaut**, Buck Motor Co. Flint, Mich. Chairman Committee on Slides and Safety KueJts--R. A. Shaw, The Murray Corporation of America, Detroit, Mich. News-Letter Editor--C M. Dorrtaa**, Graham-Paige Motors Corp.. Detroit, Mich. Members Executes* Committee at Large--E. H. Cotcher, Elite Service, Detroit, Mich. A. F- Dunnibaocb, General Motors, Corp., Detroit, Mich. L. E. Averill, C. H. Dockson Co* Detroit Mich. 349 350 Nineteenth Annual Safety Congress Tuesday Afternoon Session September 30, 1930 HOYT L. FRACHER, Chairmen Detroit Steel Products Company, Detroit, Mich. The first session of the Automotive Section of the Nineteenth Annul Safety Congress convened with Hoyt L. Fracher, Detroit Steel Products Co., Detroit, Mich igan, vice-chairman, presiding in the absence of General Chairman H. L Sain. Chairman Frachc* : Mr. Sain was unable to come so 1 am going to call at once on Mr. Garrett Burgess for his talk. Responsibility and Opportunity By GARRETT BURGESS Vies President, King Refractories Company, Buffalo, N. Y. The subject of Responsibility and Opportunity offers too wide a range for me to endeavor to cover it in one address. Therefore^ I hope to leave with you my own humble interpretation of the application of a supervisees duty in bringing about a clearer conception of the responsibility of the individual workers, managers and safety leaders. First, it requires great intensification of interest on the part of all, and unification of purpose. During the past year, that word "Responsibility" has been brought to the atten tion of a great many executives who, during the past decade, knew not its true meaninr The storm of depression that has worked its way into the majority of American industries has changed the meaning of the word "Responsibility" to "Burden." Many leaders have found the burden more and more difficult, day after day. until, through no cause of their own, the arteries leading to the roads of demand became congested, slowing up our industrial speed tmtil progress was af fected. The storm kept up, working hardship upon hardship in almost every station of activity. Then came the backfire, the shock, the pressure of responsibility upon executives and. one by one, many found it compulsory to make changes. After the years of hard work it had taken to build up an efficient organization, they stood face to face with a task difficult to perform. Many failed under pressure of their respon sibility in the attempt to hold intact that incomparable organization. Among them were leaders in this great movement of safety, that means so much to the happiness and prosperity of the human race, and the preservation of that great gift that God has given us which we never can replace in whole or part if once lost. You, who look upon your station of employment as a task you enjoy, and cor respondingly shoulder the responsibilities connected therewith, have reason to believe that, through the medium of a change in organization, the efforts you have put into your occupation have proved little worth while. As a result of this belief, you may feel creeping upon you that arch enemy u( responsibility--discouragement. If, un fortunately, this is the case, you are headed on the way to failure. The term "Responsibility" indicates a person responsible for the conclusion of a task,--gener ally one who can be depended upon to produce satisfactory results. One of the sure ways of overcoming an incipient depression is to carry not only your share of the burden, but to proffer help to the other fellow. I have seen safety leaders who, realising that discouragement was encroaching on their peace of mind, assumed a tittle more responsibility in an endeavor to eliminate this unfavorable condition. It is well to remember that: Automotive Section 351 "Fortunes or glory will never find The man of the 'too much trouble' kind. For this is a lesson we all must [cam; We get no more than we're glad to earn." The bravery inspired by many leaders in momentary emergency is not to be coufused with that silent, steadfast attitude of mind that conquers hour by hour, gains inch by inch. That is the spirit we need. We tell ulcs of physical bravery, but of the men who have for many years fought to educate the American people to the true meaning of safety, little or nothing has been saxL Nevertheless, they have gained inch by inch until today thousands of our people are enjoying the comforts of life due to their escape from the claws of accident. Your part in this educational effort is partly responsible for this state of being. No man has ever found success in dull routine, or in yielding to natural inclina tions and following the course of least resistance. Responsibility requires courage, and courage is nothing more than grit--just plain sand. This reminds me of a story I once read about a locomotive engineer who was pulling a heavy train up a steep grade. When lie got near the top, he ran out of sand and had to stop. The con ductor wired to the dispatcher, saying "We are stuck on the hill at the Junction. Have run out of sand." The dispatcher said. "What in the wortd are you doing on the hill without sand?" Gentlemen, are we like the locomotive engineer? Are we on the hill pulling a heavy toad without sand: trying to bring conditions back to normal? Are we slipping--going down to failure? No, we are not! The man who can and will shoulder responsibility lias courage, and with this determination we can drive a tunnel through the hill, around the congested arteries and direct to the road of Success. We are going to do just the same as wc did years ago when the National Safety Council made its debut with resistance every where, but those responsible for the phenomenal growth of this important engineer ing phase just tunnelled through. As a result, one of the greatest contributions to the human race has been brought forth in actual practice, by preserving human lives in our industrial world. When we think for a moment of some of the accidents that many of us have witnessed during our experience, it makes one feel obligated to share his part of the responsibility that we may not in any way lose what has been gained. Gentlemen, the world looks up to a man who can carry responsibility, tunnel through difficulties, give a helping hand to the movements that are beneficial to the community at large and, under tension almost to the yielding point, can smile and carry on. That is the type of leadership we need. Most of us expose our feelings by facial expression. Not so long ago, while on the train from Dec Moines. Iowa. I saw a little hoy who came into the dining car all alone. He walked with a "pick-up" gait and later 1 met him in the coach and had a little talk with him. I observed that hts leg had been amputated between the knee and hip.We talked of his accident. He was in a very gay mood; happy, with no worries. Being only eight years old. Itc did not realize what a handicap this would mean to him later in life. Then I met the parents, who were paying the price. The little fellow tried to climb up on the side of the seat but could not make it. The father went over and helped him and after he was seated, the boy turned and gave a very nice smile to daddy as a pleasant way of saying "thank you." It brought to my mind one of the facts of life;the child did not understand, but the father paid the price in a look of deep suffering. Just gaze upon the field of human endeavor and you will find that a great majority of workers today are like the little boy when it cutnes to danger. They do not understand, and were it not for tlie safety leader, known as the Father of accident prevention, what would happen? The same that happened in the foregoing instance. 352 Nineteenth Annual Safely Congress One cue that 1 read about was of a father who had been injured in a foundry and in a few weeks he passed away, jmt two twxttha later the mother became ill and took the long journey from whence there i ik> return, leaving several small children behind. The oldest, a girl of only fifteen years of age, was consequently taken from her natural station of life--that of a child. Responsibility! Who was responsible--tlie child or others? Under the circum stances, the responsibility readies back to tlie day of the accident, and upon those who neglected their duty and caused tlie injury resulting in the death of the father. This is a scene taken from life, of which there are innumerable cases, and tlie responsibility of a safety worker does not end in case oi an individual accident but goes on and on; multiplies time and agaio. Despite the caution exercised in the prevention of industrial suffering, we have today over 100,000 cripples who are handi capped because of accidents. Who are responsible? That is die question. We are making progress, without question, but the footprints on the sands of time get washed away with each incoming wave of negligence. We need more new ideas-- ways of creating interest: "For many of us find, when the trail we're on is all uphill, and things go wrong as they often will-- When troubles are trying your bull-dog grit, why, rest a little, but don't you quit." Far every success has its struggling season, every achievement has its gloomy hours and adversity. Not a thing worth while is easy. Fortune plays no favorites today. Corporations do not go in much for cousins, nor does service prefer sons. Competition is too keen to trust responsibilities to the incompetent. My sympathy is with the man who is past middle age; the man who has reached a time in life when be is not so physically fit to render the most active bodily serv ice. I do fed that these men who have been loyal should receive rightful recogni tion. and t feel confident that men of experience can do the most good in safety work. Many experiences have proven that men who arc loyal to safety have demonstrated their sincerity by sticking to tlieir posts in face of danger at the cost of their lives. An illustration of what men will do for others was brought to my mind on the occasion of a recent mill fire which occurcri in a small town. One of tlie men attempted to save die wheat by opening up tlie chute leading to the base ment. Just as he was about to accomplish this action, the side of the bin gave way mid under the debris his cries could be heard. Without a moment's hesitation, a fellow jumped into the pit to give aid. It was his last act on earth. He gave his life as have many men in doing their best to help others. Mot long ago, I read of a New York University football player who was camping just off Long Island. It happened that lie and three boys were in a canoe that up set. He helped two of the boys to reach the side of the overturned boat and they were subsequently saved. The'third boy failed to come up am* the football player dived and dived in an attempt to locate the fellow, and finally he too failed to appear. What sublime courage! All praise to a man with such courage, who, rather than feel that he had neglected to shoulder his responsibility, died in an endeavor to save the boy wlto depended upon him. Every child looks up to his leaders with confi dence, and places unquestioned responsibility upon them. Are you going to fail; or are you going to grit your teeth, equip yourself with plenty of sand and deter mination to put a stop to so many unnecessary accidents? Let us make our indus tries safe, so that every workman will return to his home after his day's work is done. Remember, if you trust to luck, that there is one chance for you and one clumce against you. Don't take a chance in safety work. True happiness is the Automotive Section 353 soul's calm sunshine and an accident that takes its toll in a part of the body makes more difficult that calm sunshine. Managers of men are dealing with human nature, and human nature is a very delicate thing. So is carrying our share of responsibility and helping our fellow workers to enjoy the sunshine of life. What do we do? We bring them face to face on the road to opportunity. How frequently you hear it said that there are no short cuts to fame; to achieve ment; that the roads that lead to cherished goals are long and rough and strewn with obstructions--safety work or otherwise. Always, too, those who have reached their objective lend substantiation to this accepted thought by more or less elaborate explanations of how they achieved their individual success. No matter how favorable opportunity mar seem, we are never content to leave it to its own devices. Opportunity is a visitor who rarely calls on those who neglect to provide a suitable welcome. And the man who does not know the value of effort cannot attach the same value to success as can he who has devoted to it a portion of his life. Difficulty and postponement lend all the more value to realiza tion. So, as we walk down the path of life each day we find men, honest fellows, who arc giving their time and thought to help others find ways and means of preventing accidents, and giving opportunities to epotinue down the roadway safely. Oh. What this means to us! 1 recall a poster where I could see the thought of an artist painted. On the door step of a home stood the wife, down in the yard the little girl running to meet her daddy, and coming through the open gate was the father and husband with a lunch pail in his Haiid. Just as he entered, the child lifted up her arms and said, "Oh, Daddy, I am so glad you are safe at home 1** What a wonderful feeling--Safe at Home 1 Too many men seem to be living in this age without shelter, without the gate way open to welcome them on the road to opportunities. Many erf our industrial institutions are like the home painted by the artist. In the morning when men enter the factory and take up their respective duties as work men, they Rod thought-out plans by the management for the best known methods in modem practice to make their work safe, placing before them the opportunity to work safely and enjoy the pleasure that follows--success. Just look back on the road of progress punted by your own imagination, in the steel mills, rubber factories and other Institutions; and jat think if we had known yesterday what we do today regarding accidents, what af pcrtwntwt we could have offered to those who hare paid the price for progress that we oaudonshly enjoy. So, fellows, let us be of good dicer regardless of our tanks, let as be ef the spirit of fellowship, and amidst the disappointments whkh may attend <ar rndhridoal exer tions, amidst the ameersal agitations whkh now surruemd m, Wt n* rceugntse the law of good fellowship; confident that whatever is just. wfawrmr a humane, what ever is good, whatever is true, there have been fellow* who have 4mmt much far you and for me. In the recogmciuo of this law. there are motives t activity vWrh 4uD sbm to the Ust syllable of life. It shall give to all, both old wad ymwic. urw appeeootion of their tuiiascc a new sentiment of tbeir force, a new roitarioa of their destiny. Be then oar duty and our encouragement to hue and u kkr, ever mindful of the future. But. fellows, let us not forget that port ages have lived and labored for bk and have made it possible for ns to be here today. 1st m think of tlie many, many good fellows who have paid the price of progress by walking with open eyes, but blinded, into that yawning pit of accident and have paved the way for you and me W gw forward, upward and onward to Mans. Rat we need sand, grit and owwfl msm. In spite of the evolution determined by eeuv. in spite of the iiitcrvcntiuB of knowledge and reason, tlitre are to be found many people at the 354 Nineteenth Annual Safety Congress present time who, independent of all others go forth in their own way and meet face to face with an accident. And who pays the price? The children. A* an illustration, we will assume that word was received that out in the middle of the Atlantic one of our modern steamers was sinking and that one of the life boats had broken away with several small children in it* say the oldest only ten years of age. Wireless was received, "Drifting in Mid-Atlantic several children in lifeboat." The reading of an article of that kind would stir that red American blood in you. and every true man in this country would give his utmost to save the children drifting away to hardship and almost certain of a watery grave. What would you do? With the opportunities to save before you, you would give your all to save* and so would all America. In your imagination you could hear those children calling, crying for help in the darkness of the night, with the resistance of wind and rain making the rescue more difficult. 2000 miles from shore! No storm would stop us from our efforts, put forth in the opportunity to save, because we could hear their cries for help, we could see them, cold, hungry, on their knees praying their childish prayers, looking for help in the form of.a ship propelled by men. Could you stand still? Would you stop in your efforts? No, not one of you! But right here, under our own eyes, day after day, through accidents, we axe forcing out to sea in the storm of life those same small children, by killing many thousand of our industrial workers each ^ear. They are calling for your help. Can't you hear them calling you? Now is the opportunity for you safety workers to win over that spirit of fellowship that will lend a helping hand to any one. Think not of your own difficulties, your own hardships, for, os trying as times may seem, opportunities are here as never before. They seem just out of reach and a little discouraging at times, but think of the good you are doing as a leader. Let us build the ship of opportunities today. Let us all do our share to pilot it with good fellowship. Let us drive her through the pools of failure to the shores of success, and smile with pride at responsibility and accept opportunities now be fore us. Chaikmax Fhacmkr: Our next speaker is an old-time safety man, a man who has made a very good safety record. It is with a very great deal of pleasure that I caii cal! on Mr. John B. Gibson, Publicity Director, Hawthorne Works. Western Electric Co., Chicago. Foot Injuries By JOHN B. GIBSON Publicity Director, Western Electric Co,, Hawthorne Works, Chicago, 111. 1 will discuss first.--the physiological importance of the feet; second, the chief causes of injuries to the feet; and finally the measures that have been taken by the Western Electric Company with which I am associated, to prevent a recurrence of these injuries. Lest you credit me with an extensive knowledge of foot physiology, I have had the very valuable assistance of Mr. C. F. Propson, a fellow-publicity toiler, who is associated with the Scholl Manufacturing Company of Chicago. r imagine that the average delegate to this Congress will walk at least five miles per day in his tour of Pittsburgh. Basing the average step at 26 inches, this means 2,437 steps to the mile, or 12,185 steps to the day. And since 1 weight 175 pounds, mv own feet will support a total of 2,132.375 pounds or over 1,000 tons of live weight every day that 1 propel myself for a total distance of five miles. This entire weight is balanced on two feet in each of which there are 26 bones Is it am- wonder that damage or injury to any one of these 26 bones may temporarily Automotive Section 355 disqualify any one of us from going about his daily work. The strange thing about it all is that until the past few years relatively little progress had been made in the adoption of measures which now seem most effective in reducing foot injuries. It is true that the industrial and safety engineer of today is turning bis attention to the possibility of increasing the efficiency of workers: first, by the elimination of non-productive time caused by preventable physical ills; and second, by analyzing the causes of low or irregular production due to fatigue of mind or body. In this study we must accept as fundamental the fact that the human body has a limited amount of energy at any given time and that too great a drain on this energy caused either by physical ailments or mental fatigue must reduce the amount available for produc tive work. Hence, this most appropriate slogan, "when a good workman docs poor work, don't bawl him out--send him to a doctor". I just remarked that, until very recently, the feet as the foundation upon which the body rests, have not been accorded the recognition and consideration that the rest of the body has had. Our present studies, however, establish the fact that nutch of the drain upon our energy due to ailing or uncomfortable feet can be prevented hy accurate shoe fitting and by the employment of suitable corrective methods in cases where the proper shoes alone are not sufficient. If we consider the bony structure of the body, you will note that as you descend from the shoulders to the hips and down the limbs, the cross-sectional area of this framework grows increasingly larger in order to support the accumulated weight. This statement holds true until you corfK to the feet, in which, instead of the thick, flat plate of bone which the engineer might specify, we find the total body weight distributed and equalised over the many small bones which form the skeleton of the foot. This variance from the usual engineering policy was necessitated by the prob lem of protecting the body with its many nerve adjustments, from the constant im pact of 12,000 steps per day. The 26 bones in nxh foot are arranged in a system of shock absorbing arches, the l>ones being held together with ligaments and padded from each other by shock ab sorber cartilage. The efficiency of the shock absorbing properties of your feet depends to a great extent upon their arches, of which the two most important are the longitudinal, extending from the bed forward to the base of the toe joints, and the transverse, extending across the points at the roots of the toes. The term "arch" is not entirely correct if the engineering definition is used, since the arch of the foot is more like a bow being held m tension by the bow spring. A thick, heavily padded ligament extending a)ong the bottom of the foot along the heel bone to the bones at the base of the toes, serves at once as a bow string and a shock absorber (or the foot. Nature constantly endeavors to keep the ligaments and muscles of the foot in nor mal tone and condition. However, it is quite ajparent that when the feet are under constant and uninterrupted strain, there is a gradual descent of the arches due to a lengthening of the tissues intended to hold them in place. Such a depression of the arch becutnes more serious and painful as it advances, upsetting the intended weight distribution among the various hones and causing pain in the legs or back through pressure of the descending arch upon the sciatic nerve passing across the bones themselves. In yotar investigation into the reason for a serious accident, yoip will find fre quently that physical and mental causes are closely interwoven. To be thorough and fair, the safety engineer may have to consult the plant physician, the psychiatrist, or the oculist before the real cause of the accident can be determined upon. It is true, for instance, that a man ignorant of the fact that he suffers from faulty vision may misjudge distance to an extent that a die or material on which he is working and which he is securely placed may fall from the bench onto his foot. You wiD agree with me. I think in the statement that falling objects are the direct cause of most injuries. To he sure, a stumbling toe or n thin m4c which can 356 Nineteenth Annual Safety Congress easily pick up a nail or a splinter contributes its share to this class of accidents. But it is usually some object (n its downward sweep that brings about this kind of lost time. But what causes the material or object to drop Statistics are useful at this point, but one can also profit by a thorough analysis of all the factors entering the ease. For instance, greasy hands were |l*c cootrilmling cause of an injury where a toolmaker lost his grip on a die tlwt he was placing on a-truck. In another in stance a workman was carrying a piece of sheet metal when a bee flying in from an open window decided to alight on the said workman's neck. The workman in stinctively reacted to the presence of the bee by attempting to swat him with his hand. Instinct may lie charged with this particular injury. At tlw Hawthorne plant of the Western Electric Company, in Chicago, where 1 am located, toe fractures resulting in lost time accidents for the first nine months `of 1930 showed a reduction of 70 per cent over the same period of-1929 or a reduction from 44 such eases last year to 14 in 1930. Of course, there arc other less serious injuries to the feet which may not result in lost time, but for the-purpose of this discussion, the above figures prove the point--presumably due .to some action taken hy the safety organization .of the Western Electric Hawthorne Works. About five years ago, a supervisor in one of our Plant Departments became so sold on the value of safety slices that on his own responsibility he purchased a lot of shoes, stored them in a plant tool shed and gradually persuaded his masons, car penters. and millwright* that safety in a shoe was better than an iron pipe on a toe. In April. 1928. the value of the safety shoe had become so generally recognized that the Works Staff approved of a plan whereby the Company would take over the sale of safety shoes to the employee at cost (which incidentally is $4.25). More over, iltc workman could take time off hi* job to visit the shoe store, select his shoes. Iiavc them properly fitted and pay cash, or have the amount deducted front his wage*. During the fifteen or twenty minutes Ik was at the shoe store, he would Ik paid on tbe basis of hi* normal weekly earning*. Thu* every facility was afforded the employee to secure the shoe which would give him the greatest protection. During the remaining mouths of 1928, about 4,000 pairs of shoes were sold at Hawthorne. Last year, 1929, approximately 9,000 pairs were bought by ll>c em ployee*. and so far this year, the man in charge of the sltoc store reports an average daily sale of 25 pair*. Briefly tlKn. there arc now in our plant many thousands of workers whose feet arc protected and who arc at any rate, safety footed. It would be difficult to determine how many serious injuries have been avoided by the use of safety shoes, but in the Accident Bulletin, which goes to our super visor* every month, there regularly appears some *ndi paragraph as the following: "An operator was tipping a tank loaded with scrap material and resting upon a transveyor skid. As they tipped the tank, the skid tipped also. The skid later fell hack, striking the workman on the foot, fracturing his great fix;. In our opinion, safety shoes would have prevented a lost time accident." Such case* arc evidence that there is still a safety shoe market at Hawthorne which ha* not yet been cultivated. On the other Iland, we have no way of reckoning how many people have iKen-saved (nan foot injuries because of their purchase of safety shoes. I have heard at the National Safely Congress lit past years and also from in dustrial safety engineers that the introduction of safety shoes has frequently been followed hv a flood of complaints, an:l even refusal of the workers themselves to wear tlx? shoe*. Where >uch unuliti.n>. do exist. I am frank to *av a good selling job has not been ij.nu- and wlut may Ik even more serious the shoes have not liven properly fitted. Alter all. gt-otlcsuvu. who wants to wear a slxje that hurts the feet: Fortunately, tor ii'. tlie same man who filled the first safety shoes in 1928 is still liitmji them at Hawthorne this morning. He has lieen trained in this wrk. lias Item givet) a rimrse f instruction in the proper selection ami fitting of shoes, nml Automotive Section 357 within a short time is scheduled to take a two weeks' training course in a recognized shoe fitting and orthopedic school. Have you heard of the Scholl system of stioe fitting? We introduced it at Hawthorne some months ago in cooperation with Dr. Scholl wlu> was interested in studying foot conditions of industrial workers. H has helped us a great deal. In the first place, we found out that in fitting a shoe the individual should not sit but should stand so that the weight of the body comes on the feet. There is a varia tion of yi size in the normz1 foot and as much as 1 Vs size in a weak fool condition, between the length of the foot when it is relaxed ami when -upporting the body's weight. To determine the proper size and width, we make pedi*-grAibic prints of the stockinged feet. The apparatus consists of a rubber blanket upon which the sub ject steps, the lower side of the blanket being inkeL The iot reprint is thus trans ferred to a printed paper chart which shows Ikjthxu. contracted toe*, weak-fool, etc., a* well as indicating the correct hoc size measured from the heel to the center of the great toe joint. Being a permanent print, the shoe man frequently is able to persuade a workman to wear a larger size *>huc than he thinks is necessary. Complaints about shoes causing blisters, pinching toes, causing callouses on the soles of the feet are not uncommon. We have also examined abnormal and neglected feet with broken down metatarsal arc-lie*, hammer he*, flat feet, ami feet that per spire excessively. But with the Scholl system of fitting, we are rapidly eliminating these complaints and are showing to other* that the flat foot or broken arch can be returned to its normal shape when a suitable support or appliance is used. That the majority of our workers are satisfied with the shoes we sell is evidenced from the fact that we have but one-third of 1 per cent rejections and that a number of men whose work keeps them on their feet most of the day tells us that the present type* of safety shoes nw in stock are more Cnml*rt.ible than any shoes they have ever worn. Since 1928, we have inspected, tested ami given careful consideration' to the shoes manufactured by 16 of the nation's Wading ownpanic*, and from that experience, based on actual conditions pin* Uh*rat>*ry test- which irwlmlr a -wnprc**inM test, humidity test, flammability tot. and even a fwopiratswi tot. we *t*k the product of two companies. ft might be of interest W know that tin* year we k-amrd there wa* a fire hazard inherent in tbe material of mei-mrtaflac qfctf tuc cap*. Naturally, we wanted them made non-inflammable The nupplii r enlisted the services of the duPont Laboratories with the revolt that the hr material now used U no more inflammabk? than the feather of the *hoe itwit Such > >e il!n*tratu>n of research methods licing applied to tbe development safety hr. We have made faiely *at**iait**r> peire*s at Hawthorne, but we cannot afford to let up an instant in am pha*c >4 am* wck. Neither can you. K. E. Thalniji ifruck IB** i`*r Co.) What is the cause of the one-third of one per cent rejection* to which ><*j rcsrfrwt Mr. Gibson? Mr. Gibsox : Scene are mamttartvruK defects and some are slight breakdowns in tlx shoe aiter it ha* tent by thr man. Mr. Tiialnu: Where ibl thr footprint dun: Mm, The Sctvdl Manofaenwing Company, of Chicago, who make these charts. It is available ten request. Ma TitAC-.se* ' What set fire to the hue? Mr. Gibsox : Mr. Berry know* the cause f the fire. Mr. Berry: We have had two instance* of safety sIkks catching fire. In one instance the leather cap had been cut open by a sharp object and some sparks fell into the cut in the safety cap. At that time our cap* were impregnated with a nitro cellulose compound to make them impervious to moisture. The cap exploded. 35H Nineteenth Annual Safely Congress In aootlrcr case, a fellow went to sleep luo r.var -a camp (ire ami the nitrocellulose cap caught on fire. Mu. Thalnek: We use the safety shoes in our machine .stop and foundries. Mr. Gibson : Do we use that shoe in our foundry ? Mr. Berkv : No. the shoe cap wc have been using in our foundry is not quhe as flammable as this type. However, wc will eventually have the non-flammable caps on all our shoes. Mk, Gibson: I understand considerable progress is being made in the laboratories on that type. M. J. McCarthy (Fisher Body Corp.. Detroit) : Do you use two kinds <4 shoes in different parts of the shop? Mk. Gibson : No. there is only one kind of slice. We find that comfort, good appearance and conformance with the prevailing fashion are the determining factors in the sate of ir. Wc get the men in the offices, supervisors, and higher executives also to wear the safety shoes. We can give them a tan, a black, or a vici kid in cither a low* or a high shoe. They are very good-looking shoes. G. H. Johnson : What is the tendency toward the steel box' type of shoe? Mk. Gidson : Wc prefer the non-metallic cap. In the manufacture of the safety toe, the steel toe is laid loosely on the box alter it has been fashioned. Over the steel loe another non-metallic or leather is laid and sewed to the toe of the shoe to keep the metallic toe intact. The strength of the metallic toe depends on the strength of the sewing and the fashioning of the other end of the toe. Consequently, after the shoe has been worn, it weakens here and there . If the sewing at the tip of the loe is weakened through weathering or perspiration and loses its normal strength, an impart on the toe is likely to ipring the cap from the toe. An impact on a non-metal)ic safety toe causes the toe cap to squash down evenly, the most seven- injury being done at the point of impact. Several toes might be injured. On the other hand, an equal impact at a certain point on the metallic pack produces a shearing action with the possibility of slicing off several toes. In such accidents it is very difficult for the physician to remove the shoe without aggravating llie injury. k. A. Siiaw (Murray Corporation) : I would like to know what brand of shoe is likely to burn? Mr. Gibson: I prefer not to give the name of any particular company. There are tlic usual channels of correspondence, with Mr. E. J. Smith of the Safety Division of the Western Electric Company. Chairman Fkachek: The next subject is the report of the Nominating Com mittee. I am going to ask one of our past Chairmen to take the chair. Mr. Williams, will take tlie chair and receive that report, please. Report of the Nominating Committee Chairman Williams : 1 will ask Mr. Tlialner, chairman of the Nominating Committee, to give this report.' Mr. Timlkkm: Your Nominating Committee has nominated the following offi cers for election: General Chairman. Hoyt I.. Fracher, Detroit Steel Products Co., Detroit. Vice-Chairman. M. ). McCarthy, Fisher Body Corp., Detroit. Secretary- C. M. fJnttcrrer, of the Graham-Paige Motor Company. Chairman of the Poster Committee--George E. Sanford, General Electric Com pany. Chairman of the Program Committee--Carl Storck. General Motors Corporation. Chairman of the Membership Committee--K. A. Gallant, Kelsey Hayes Wheel Corp. Automotive Section 359 Chairman Publicity Committee--C. W. Bishop, Lycoming Mfg. Company. Chairman of Statistics Committer.*---Paul J. Brand, of the Pullman Company. Chairman of the Engineering Committee--Dr. James H. Greene. The Sl"dcbakcr Corporation. South Bend. Ind. Chairman of the Committee on Slides and Safety Kinks--R. A. SIkiw, Murray Cor|K>ratton of America. News Letter Editor--E. W. Walker. Dodge Bros. Corp.. Detroit. Health Committee--Dr. A. F. Lccklidcr. of the Fisher Brtdy Corporation. Mr. Chairman. I submit this report for the approval of the Section. (A motion wa regularly made and seconded to accept tltc report of the Nominating Committee, ami carried.) Chairman Williams: The report of the Committee is accepted. Are there any other nominations? If nut. a motion to declare the nominees elected will )>c in order. (A motion was duly made and carried to declare the nominees elected.) Chairman Williams: I will now turn the chair over to Mr. Fracher. Chairman Fracher: We will go on with our next subject, by Mr. A. H. Gerald, of the Chicago Pneumatic Tool Co., New York City. Hand and Portable Tools By ARTHUR H. GERALD Chicago Pneumatic Tool Company, Cleveland, O. With the practical safety idea developing so rapidly, with so many beneficial re sults, it is no wonder that the manufacturers of hand and portable tools hare given so much thought to the matter, especially to the design and construction of their equipment, so that the worker will be protected. Many special features to insure safe operating conditions have been embodied In the present-day portable tools and such progress as has been made will be given, emphasis being placed on the latest developments, as these are the ones in which we are the most interested. Pneumatic Portable Tools . The first realty pneumatic or air hammer, tliat proved practical, was developed in 1898, this hammer doing many times the work that could be accomplished by human brawn, and through its use safer operating conditions (`esuked, this especially after proper self-education was practiced by the operator. Riveting hammers of the blest design can be furnished, if so specified, with closed liandles and inside trigger; this type handle eliminates the possibility of the trigger being accidently hit, thus preventing the accidental discharge of the piston or rivet set. Special safety trigger locks, can be furnished on standard hammers, these being operated on the throttle valve, through the use of locking device working on the trig ger. This safety device is automatic as the throttle cannot be opened until the trigger lode is released. Still more recently, safety devices have been developed to accomplish same results, that is to prevent the shooting out of the pistons or rivet sets, as well as to hold the chisels, in rivet cutting guns. These holders consist `of a knurled nose pi***, which is screwed over the end of the hammer cylinder, the cup end of the rivet set projecting through the opening. These holders are simple and can be easily applied to .hammers no\y in use and not so equipped. With these devices the workman is cautioned not to abuse the holders, but in all cases to have the tool on the work, when operating trigger; however, if the trigger is accidently tripped, the piston or rivet set, etc, will not be shot out 360 Nineteenth Annual Safely Congress The piston-retaining wall is another safety feature for pneumatic hammers which is popular. In this hammer the lower end of the cylinder is slightly closed in with a taper throat, corresponding with the taper end of the piston. This makes it impossible for the piston to come out of the cylinder, either by accident or otherwise. It also prevents tlse use of unreasonably short pistons, which it is so often hard to prevent. This type hammer has been used quite extensively in Pennsylvania. Portable' Air Drills or Reamers. Safety Throttle The purpose of this device, is to cut off, automatically, the air supply to the reamer or drill, if the operator releases his handle purposely or accidently from the live air throttle handle, thus immediately stopping the spindle. This is an important factor, that should be considered for accident prevention. This is accomplished by tlie stem of the poppet-valve acting as a piston, this stem in turn causes a thrust action on the roller sleeve stem, which allows the handle sleeve to return to neutral position, through the medium of the cam slots, for opening the poppet valve. In the automotive field especially, one of the most recent developments for produc tion riveting, is the yoke riveter. Yokes with practically any gap or reach, within reasonable limits, can be secured. This flexibility greatly increases its application and eliminates dangerous operations in assembling parts. Again the squeeze riveters have replaced many hand riveting operations for light metal products and aeroplane assembly. These machines are practically noiseless and the uniformity of pressure is assured, hence greater safety. A metal guard coven adequately the working parts. The very latest hammer for light metal and aeroplane work is the one-shot gun, used especially for driving dural rivets. This type gun is required as these rivets should be driven with one blow to secure proper assembly and a completed unit, hav ing the proper safety requirements. This hammer will throw many of the laborious hand methods into the discard. Hand Tools The non-skid screw driver, so constructed as to minimize accidents and personal injuries, which result from the point of the screw driver slipping out of the slot of the screiv, when unusual turning pressure is exerted or if the point of tlie plain screw driver is not placed and held squarely in the slot. The non-skkf point is ribbed, these ribbed points or serrations engage the inside surface of the screw slot and thus the point is locked in the slot, somewhat after the fashion of the meshing of gears. Because of this non-slipping feature of tbe non-skid screw driver prevents gouging and marring of fine finishes or fragile parts and in addition drives screws with much greater ease and speed. Another safety feature in hand tools that could well be mentioned is the automatic chain drill. This device includes automatic friction and ratchet feed. Taking up or releasing the cliain is done in an instant with the friction feed, by simply turning the brace or breast drill, by which the chain drill Is operated. There is no hand feed, no parts to fus$ over, nothing to catch or pinch tlie fingers. Electric Portable Tools A few dates, covering the portable electric tool development might be of interestIn 1904 the first portable electric tool using a cooling fan for forced air circulation was introduced. Up until 1908, portable electric tools were of two types--direct cur rent and three-phase alternating; but during this year the universal winding was in Automotive Section 361 troduced. This was the beginning of the rapid introduction of the portable electric tool. The characteristics qf the direct-current tools of the larger capacities were changed from straight series wound typo, to include the shunt winding in 1916, this to produce a better speed regulation. In 1924 the high-frequency portable electric tools were introduced (180-cycle 3-phase 220-volt). These tools having a motor of the squirrel cage, induction type, tbe char acteristic of which is simplicity, combined with maintained speed under load and light weight. This brought tlie electric tool into the same weight class as the pneumatic portable tool. Osborn Safety Device for Direct Current Tools In the larger drills and reamers the ultimate torque, or turning force at the spindle, must necessarily be great, as they arc often called on to do very heavy work. The power in these tools is sufficient to overcome almost any resistance that the drill or reamer bit may encounter. Therefore if the cutting tool meets an exceptionally hard spot, Uie torque, which is transmitted back through the frame of the portable tool to the switch and dead lumdlc, may be sufficient to throw the workman aside, especially so if his footing is not so good, or the suddenness of the strain catches him unawares. The operator might be hit by tlie revolving handles of the drill, which are then revolving with tlie drill housing. The Osborn safely device is so designed to prevent such accidents, due to the sticking of the reamer bit as previously described. This is accomplished as the current is automatically cut off and the electrical braking action set up, immediately upon the release of the operator's hand. The Osborn safety device consists of a special switch, with connections including a small armature resistance, mounted directly on the switch case. When the op erator's hand is removed from the trigger, a spring immediately opens tlie maia cir cuit from the line, thereby cutting off the line current from tlie drill. Immediately after the line currenj, is open, a circuit is made through the armature and field wind ings, causing the motor to become a generator, the armature, being practically shortcircuited through the resistance. The load thus produced on tlie armature causes it to stop almost immediately, thus effectively destroying the torque or pull on the handles of the tool. The tool cannot become unmanageable, as immediately upon releasing the switch the electric braking takes place, thus acting as a perfect safety device for the operator. This device also would prevent the winding up of a man in his clothing, provided the reamer bit accidently caught in his trouser leg or sleeve; as the coasting of the spindle is immediately stopped, when the operator releases the switch. Many very bad accidents could have been prevented through the use of such a safety device. Again, most of the direct-current drills and reamers are equipped with normally open, self-releasing switches. High-Frequency Portable Electric Tools Grinders: Suitable guards are furnished with all portable grinders; they protect the operator, in case of breakage of the abrasive wlieel and when care is taken in the adjustment of the guards, they will protect from the sparks and the abrasive as it is worn off, in doing useful work. The proper application of the abrasive wheels on the portable grinders is important. The flanges or collars provided should be at least one-third the diameter of tlie wheel, to meet the code requirements; these flanges, between which the abrasive wheels are placed, sliould be sufficiently cupped, so that only the outer section ol flanges bear on the wheel, it being important that flanges do not bind near the spindle. 362 Nineteenth Annual Safety C onyress Again the inner flange, should he altaclied or pan ot the arbor, or so arranged that it will run true and be driven through the medium of the arbor. Vitrified and silicate bonded wheels should not be operated over 6fi00 surface feet per minute. However, organic bonded abrasive wheels have been developed, that can be safely operated up to 9,000 feet per minute, surface speed. These are bonded with rubber, bakelite or shellac and have a higher tensile strength than the older vitrified wheels. Also they have greater elasticity. The high frequency portable electric grinders arc in themselves really conducive to most safe operating conditions. The maintained speed at fhe arbor of the grinders insures that the abrasive wheel, if the right type is selected, is never operated over its safe working speed. Again the high frequency grinders have made possible the speeding up of the grinding operations, as greater power is possible in the portable grinder of this type. So much so that safety abrasive wheels are being used more and more with this type grinder, which in themselves make for safer operating`conditions. Within the last three years the arbor speed of the portable electric high frequency grinder in many plants has been stepped up from 3,600 R. P. M. to 5,400 R. P. M., the latter grinders all using the safety wheels, that Is rubber bonded, bakelite or shellac, in place of the ordinary vit rified abrasive wheels. The, high frequency portable electric grinders Itave an actual variation of speed between no-load to full-load of not over 10 per cent, whereas under actual working conditions, the universal grinder, as well as the piston type pneumatic grinder, varies in speed up to and in excess of 50 per cent; conditions are somewhat better with the throttled rotary grinders. Maintained speed in grinders is not only a big safety feature, but the abrasive wheels last much longer; it being a proven fact from investigations in many plants, tluit more work is accomplished with greater life from the wheels, as against a grinder that slows down considerably under load; under these conditions the abrasive simply stuffs or rubs off, doing very little useful work. Drills and Reamers, High Frequency The case and safety in operation of all classes of high frequency tools, immediately reacts favorably on the operator. The larger the tool, the greater this advantage be comes- For example, on drilling and reaming, we will say the tool has been properly picked for the operation, tliat is plenty of reserve power to meet ordinary conditions, now say a very hard spot is struck or the reamer bit or drill becomes wedged in the hole. With the heavy duty direct current reamer or the piston type air reamer the torque will increase very rapidly-as the tool slows down and in many cases, would get away from the operator. This is not the case with the high frequency portable tool as the torque varies only slightly over the working range of the tool. If due to very unusual conditions it should slow down much over 10 per cent, the tool instead of having a big rush of power or 'torque at the spindle, loses its power immediately, with the result that no undue strain is put on the operator; therefore accidents are reduced to a minimum. Again the maintained speed and comparatively even torque over the working range of the high frequency toot, eliminates practically all the jerking on the operator, thus cutting fatigue to the minimum, which agaiu cuts the number of accidents. Thus the high frequency tool is only a production producing tool, but its electrical characteristics produce an extremely safe operating tool. Up until 1927 it was generally accepted in the automotive industry, that the imeumatic nut runner was the portable loo] to use, both from the standpoint of flex ibility and work accomplished. However, with this type of equipment the operator has to take the shock of setting down the nuts, cap screws, etc., in bis arms and body. Automotive Section 363 as the torque of the marhinc is transmitted through the control liandle and the dead handle to the operator; as it was customary to stall the motor as each nut was tightened- For real heavy work, this torque, which produced extreme sltock, had to be taken op, by a stationary member, the dead handle being kept from turning by coming in contact with such a support. However, this cut down the flexibility of the nut-runner. When the high frequency nut runners were placed on the market, they were first equipped with simply a positive clutch, which automatically let go as the nut was driven home. The jaws of this clutch were made with various angles from 7 degrees op to as high as 34 degrees, the latter slipping out very readily. Thus the shock oa the operator was reduced, as well as the fatigue lessened, which insures much safer working conditions. For heavier work, such as H-inch bolts and up, it was deemed expedient to employ a double clutch arrangement, ordinarily termed a cushion dutch, which even on die heaviest portable work reduced the shock on the operator to a minimum. With this arrangement, nuts on bolts up to one inch could easily be run down, to the proper tightness, and the turning effect of the nut runner, easily held by the operator, without any out-side assistance. The second pair of clutch jaws, which are held normally together by means of a heavy spring, which is adjustable by a locking nut on the driven spindle, thus permitting considerable range or torque before releasing. This clutch has multiple jaws, whkb kick out at the pre-determined load as governed by the spring adjustment and can not drop into engagement again until the completion of one full revolution. This is truly a safety clutch. Balancer for Portable Tools The balancer relieves the operator of the weight of the tool, leaving his hands free to guide and operate it with a degree of accuracy and speed otherwise impossible. This equipment does away with the older methods of springs and counter-weights, which many times were not only dangerous, but did not allow for much flexibility. These balancers can be set to bold, automatically, at any desired position and over a range of several feet, the portable tool, to be suspended. After the operation has been performed the operator can let go of the tool, without danger to himself or others and the tool will remain suspended at the proper position. I believe that the National Safety Council could well work with the American Standards Association and with the State Organisations to standardize on some of the Electrical Code Requirements for portable electric tools, especially those that deal with the consideration of safety. Either that or formulate their own regulations. At present there is a divergence of requirements, between the National Electrical Code of the United States and the Canadian Electrical Code. I will quote from each to show the variations and to bring out the sections that apply to portable electric tools. The ''National Electrical Code"--Regulations of the National Board of Fire Un derwriters. 1930 App. July 19, 1929, American Standard Association. Grounding PortobU Equipment. Par 906 (a) The following exposed non-current carrying metal parts of portable equip ment shall be grounded. (1.) Portable Motors, which operate at more than 150 volts to ground as pro vided in 1003-1. It Is recommended that the frames of portable motors which operate at less Hum ISO volts be grounded, whenthis can be readily accomplished. 364 Nineteenth Annual Safety Congress (c) A separate grounding conductor, it used for grounding portable equipment, shall be installed as provided in section 907 of this article. (d) The point of attachment of the grounding conductor shall be accessible. Par 907 (a) . . . for grounding equipment, devices and the like, there may be need the metal enclosure of the wires which supply than or separate grounding wires in wire assemblies with circuit conductors. (b) When parts of the conduit system are used for grounding equipment, coudnh, etc., on circuits operating with any conductor at more than 150 volts to the ground, the electrical continuity of the conduit system shall be secured by one of the following methods. fl.) Approved threaded fittings with joints made up tight. Par 614 (e) Flexible cords shall be so connected to all fittings that the strain will be taken up from the Joints and terminal screws by a knot in the cord, winding with tape, a special fitting for the purpose, or other suitable means. Par 3303 (a) Approved portable cord designed for rough usage, such as hard service cord, shall be used to connect portable tools. The portable cord shall carry the male end of an approved pin-plug connector. Now, referring to the latest advice from Canada, we have the following, which refers more directly to portable electric tools. The 1930 Canadian Electrical Code went into effect on June 1st, 1930. Section 20, Rule 2012 (1) Page 119, covers grounding of such tools as saws, hammers, routers, shapers, planers, bench grinders, drills, reamers, etc. "Receptacles installed whatever, in industrial establishments and in construction work where hazardous conditions exist, shall be of types which provide means for the grounding of exposed nou-current carrying metal parts. They shall also be polarized and so designed, that they will not accommodate a plug of any type, which will not fulfill the requirements of the rule.1' Also Section 9, Rule No. 904--(a) (2), regarding grounding of exposed noncurrent-carrying metal parts. Electrical equipment operating at any potential at all locations where hazardous conditions exist in industrial establishments, construction work or elsewhere: Note--For portable equipment it will be necessary to provide portable cord con taining an extra wire for use as a grounding conductor, and easily distinguished from circuit conductors, or the cord shall have a metal armor which can be used as the grounding conductor. It has generally been accepted that the red wire will be the grounding lead in this country as well as Canada. Pin-Plog Connectors There is a typical plug for three-phase tools. The various features of interest in this plug and receptacle include the three conductor live fingers, in a protected metal housing, with the ground connection for the separate ground conductor, readily acces sible. The screw, outer ring on the plug, gives the grour I connection through to the receptacle^ to which it is screwed when tool is in service. Another feature of this ping is the strain relief bushing, tliat employs the wedge Automotwe Section 365 shaped circular hushing of rubber, working against a conical surface in the fitting, which arrangement when screwed up firmly grips the outer surface of the hard service cable throughout the perifery of the cable. Also tills rubber bushing assures a pliable edge for the cord to bend over, as it comes out of the fitting. On the end of the hard service cable next to the portable tool, either a rubber sleeve or suitable spring protector is used, as a means of protection, especially to minimize the sharp bending of the cord where it leaves the portable tool. Hard 8ervice Cord A typical four conductor cable is used with portable electric high frequency tools, having the separate grounding conductor as required by paragraph 906 sectioo (c). This conductor is colored red as specifically referred to in the Canadian Electrical Code interpretations. Mam features of this cable are as follows: Special attention is given to the flexibility of the cord, from the stranded copper conductors to the outer rubber sheath; the stranded copper cooductors have a closely woven cotton covering, to keep the strands from cutting through the rubber, as covered by the code requirements; each con ductor has a covering of 30 per cent pure rubber; to increase the life of the flexible cord, the conductors are separated by five jute strands, to add to the cushioning effect, then al! the conductors and jute strands are enclosed by a heavy loosely woven cotton sleeve, before the outer hard service rubber jacket is spewed on. This outer rubber has the consistency, similar to the casing of the ordinary automobile tire, or about 60 per cent pore rubber. High grade equipment, including all practical safety features, is absolutely essential to insure safe operating' conditions. Such equipment in the hands of operators who have the right safety consciousness will go a long way toward minimizing accidents in connection with the use of hand and portable tools. R. A. Sna"' (Murray Corporation uf America) : At the present time, one can't buy an electric or air drill with the proper guard on it. Furthermore, the present strong steel guard is so heavy that not one toolmaker in our shops is using it on the six-inch grinding wheel. Wc have designed an aluminum guard that will retain a broken wheel. With different sized slunk* on the electric and air portable grinders, it has cost our com pany considerable for aluminum guards. I have offered a sample of the guard to the various manufacturers, but so far without result for they are still putting on that steel guard. I believe in safe designing of the electric drill. It still get away from a man, striking him in the face or in the body, which causes a serious accident. One manu facturer sent us a switch which opens and stops the machine the moment anything happens to your hand release. This will eliminate another hazard. ADJOURNMENT 366 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 BC. J. McCarthy, Chairman Fisher Body Corporation, Detroit, Mich. The second session of the Automotive Section convened with M. J. McCarthy, Fisher Body Corp.. Detroit presiding. Chairman McCarthy: Last year we tried to get Dr. Don M. Campbell io address our section, but lie was unable to come to the Congress. He is with us today, and l take pleasure hi introducing him. Eye Safety in Industry By DON M. CAMPBELL. M.D,, L.R.C.S. (Edin.) Chief, Doctors Campbell, Campbell. Carter, and Summers, Detroit, Michigan Never was there a truer saying than that ait ounce of prevention is worth more than a pound of cure. The thesis to which we must direct our attention is made up largely of a considera tion of how best that most valuable of all human attributes, the sight, can be conserved in industry. I would be pleased if you would view this matter with me in its broadest sense and not constrict it to what sliall be doue in the factory, the counting-house--in the office. or even in Uie great outdoors, where men labor after they are employed, while they arc well and unwounded; but let us view the subject from the vantage point Chat >ee> the problem before employment, during employment, and after a catastrophe has occurred. The iintf to be covered by our survey is that broad stretch which begins at the moment the employee applies for a job. and covers what is done for and to him tjefore he is actually employed, continues during his employment, persists after the valuable attribute of sight has been impaired or lost temporarily or permanently, and continues until the victim is again returned to employment or is forever afterward excluded from the enjoyment of its privileges. The physical equipment and personnel to supply the needs of these various stages 4 time constitute the main things to be considered in our present effort to state a clear and'dean-cut analysis of our thesis. Not the least important section of time in this proposition is that which occupies the attention of the prospective employee and those men representing the employers whn are his first contact with His new job--the employment department and the ]ihyseal examiners whose duty it is to sec that the employee is physically and jfsyclmb^pcally fit to undertake the work of his prospective job, and withstand. Mtcct-Miully. its various stresses and strains. This i a very important, and perhaps heretofore not quite understood and appreciated, stage in accident prevention. I am quite sure that it is one of the most vital spots as far as prevention of eye accidents is concerned, because there &ccm* to he no doubt that the man with a surplus of good sight--central, peripheral and perspective, i.c. binocular vision for doing hts particular job, is beforehand much better armed to do it safely than his fellow whohas just enough or not quite enough sight, or who lacks the power of judging distance which binocular vision (seeing the object with two eyes) gives. That he can do a better job more quickly and more safely seems to be beyond a doubt. Automotive Section 367 cor first positive recommendation for eye safety is to see to it that every man i ffhjtI has more and better vision than Is actually needed to do hi particular ud the firs! great step in accident prevention will have been taken. Hue than this be done ? J faswy that perhaps the most striking and simplest way that this question can be luridly and quickly answered, is for me to tell you briefly how in Detroit it actually hm* been accomplished. la December. 1928, C. A. Cotcher, safety engineer of the Murray Corporation of Amoves came to us and placed his problem before us because they had been wewBioc many of their more serious eye injuries to our office for treatment. After looking the situation over, we iaid out this program which received the iMrtion of the president and vice-president of the corporation: we opened a brand) office u the main building of the factory in a room adjacent to the rooms occupied by the corporation's physical examiners. In this room we placed a complete diagnostic and refraction outfit, and early in January, 1929 wc were ready for business. The physical examiner, as a part of his routine, takes the visual acuity of every man going threigli his hands. Those below the required standard of visual acuity he pastes on to our office. Our job is to take these men with subnormal vision and put each one through a searching eye examination, which Includes a thorough-going examination of his eyes including a history of his eye defects as well as a dark-room examination, focal illumination, ophthalmoscopic examination, and a thorough-going refraction including the use of a mydriatic (pupil dilation) in all men below forty years of age. In short, wc diagnose their cases as carefully as is done in our own office among our own private cases. The result of such a procedure naturally places these applicants for employment in three main groups. First, those who have a physical eye defect such as scars on the cornea, cataracts, or some organic disease of the retina, choroid, or optic nerve. Clearly, these men cannot be helped with glasses and so* they are automatically eliminated from the picture, and cannot be employed, so are let out immediately with advice. Second, those who have poor vision from birth or inheritance, and in whose eye condition there is tonvcthing that cannot he cured, or whose vision cannot he artificially brought up to the required standard by glasses. These are also eliminated with advice. Groups one and two are not however, dismissed before they have been told in a friendly way what they can do to preserve what vision they still possess, how they can best utilise their remaining vision, and how important to them it is that these defects and diseases should not be further neglected. Third, those who vision can be raised to, or in most cases, above the required standard by carefully fitted glasses, and to these is offered the opportunity of getting proper glasses and thus securing for themselves the jobs they wish, and so sending them to their work equipped to do that work speedily, efficiently and safely. Just here, may 1 interject an opinion that a man who is equipped with proper glasses when he really needs tltern is not only safeguarded against eye accidents but also his liability to other accidents--notably those to his fingers, hands, and arms--is greatly minimized on account of his truer appreciation of depth and realisation of the relative distances of objects looked at. It might be added that the relief of eye-strain also reduces the total tire of labor not a little, which is an important element in the reducion of liability to accident in tlie later hours of his laboring day. At this point also conies in that ever-present and important question of cost. Most of these men certainly are not economically situated so tlvcy could afford tu go to die office of a first-class eye doctor, pay him his professional fee for the examination, and on top of that buy an expensive pair of glasses in order to get a job. 368 Nineteenth Annual Safety Congress The total cost of such a course would be to him prohibitive. Without some adequate scheme for meeting the situation, the man must either pass out of the picture, or else fail into the hands of somebody not of the best skill and experience. One must admit at once that there is a strong competition to be met here in the person of the optician who certainly deserves great credit for being perhaps the first to offer his services to industry In the solving of this perplexing problem, and 1 certainly hold no brief against that body of earnest workers, my only contention being that the trained medical man has a technically superior position and can deliver a better job than they. Iu order to meet this competition, we make a price for our services and the glasses to tliese job-seekers, which is the same as He would be asked to pay for a pair of glasses purchased from an optician under like conditions; and for that price here is in short what (he man receives--a complete diagnosis of his refractive and eye condition at the hands of a trained eye doctor, a pair of glasses carefully fitted with our best care and skill and the best grade of lens and frames carefully adjusted by one skilled in that part of the work. It has been very interesting to note the fact that from our standpoint the operation has verified the theory indulged in by some of our notable American Industrialists tliat volume can safely be trusted to absorb the grief of low prices and leave in the aggregate a handsome profit. The question of the exploitation of the worker by unduly merchandizing of glasses to him is effectually safeguarded by the fact that to the men in our organization who actually do the fitting of the glasses it makes not a penny's worth of difference whether he sells one pair or one hundred pairs of glasses, because they arc all on a flat salary* basis. The activity of our factory office does not by any means end with the examination of prospective employees for there is a still further, quick, efficient and important service which we extend to the factory as follows: When the factory first aid or hospital runs into an eye injury of such severity that it must needs he referred to an eye specialist, that ease is turned immediately over to car office and receives immediate skilled attention instead of being bundled into an automobile, sent to our main office three or four miles away and there per chance waste precious moments till his turn comes for attention. The chief values of such a service are apparent: First--Prompt attention. Second--Quick return to the job when possible. Third--Early removal to Hospital in grave cases. Fourth--Quick access to those in our organization whose skill and experience are so needed in grave operations and magnet cases. Fifth--Quick and early attention prevents infection which is far and away the most destructive element in Ocular Traumas great and small. For this part of the service the company compensates us on a fee scale the same as if the injured workmen were sent to our own office for treatment. May I digress here for a moment to say something about the medical profession and ofihthalmology in its relation to these questions of accident prevention in industry ? Medicine must, if it is to do its part in the great world-wide change in human relationship which the machine and industrial age has forced upon mankind, in itself change, modify, and I venture to say, improve its ethical standards so that it can take its place in progress, cooperate with industry with its fullest force, and so be a real help to industry in the solving of its problems touching accident prevention. This, it is the writer's firm belief, can be done safely and well without sacrificing the dignity of the medical profession. Indeed, its opportunities for service and its indispensabillty to industrial progress can, I am sure, be greatly enhanced. It seems further that the scheme evolved at the Murray Corporation as outlined Automotive Section 369 above certainly proves the feasibility of cooperation in a big way, and that it will stand up because all partners to it are weO served, viz, the employer has done for him a service that delivers to him an employee fitted to do the job at high efficiency and safety with no increased cost. The employee has a service done him at an extremely low cost, the value of which cannot otherwise be placed within his reach. The medical man has the satisfaction of a valuable service well-done and his compensation is adequate and satisfactory. And so we come to the end of our first section of time. These thoughts might here he emphasized: 1. The desirability of a thorough-going examination of the eyes of all applicants for jobs, whose vision falls below the standard of efficiency and safety, in an office adjacent to that occupied by the physical Examiner; such office to be permanent and properly equipped not only for glass fitting? but also for minute painstaking diagnosis of ocular diseases and deformities. 2. This office should be under the constant care of a medical man, well skilled in ophthalmology. 3. To this same eye doctor, all cases of eye injury which in the judgment of the factory first aid need the care of an eye specialist, should be immediately referred. The second period of lime extends over the whole of employment, and In it must lie grouped all of those things which can and should be done to safeguard the eyes of the employee from the many risks and hazards of his employment. There are some general Ideas which should be briefly touched upon here, before getting down to the more specific matters of specializes! eye protection. The general layout of the factory, especially with reference to the spacing of high speed machines, becomes important so that a workman may not be wounded by flying particles from a nearby machine too closely placed to his own. The segre gation of dangerous high-speed spark and metal chip throwing machines, by screens iuqtcrmeahle to chips and sparks and of enough height, has been found of value, as also has the equipping of machines with vacuum blowers to take away dangerous sparks and hot metallic light-weight particles. The economic value of floor space must of course not be lost sight of in thb con- j.fcration. Proper lighting to enable the man to see clearly what he is doing and so avoid unnecessary risk, becomes important. Intensity free from glare and shadows arc the point* mainly to be arrived at. Also the general housekeeping perfection amt cleanliness of a factory department is extremely important, for infection, that very dangerous complication to all wounds and to those of the eye in particular, is greatly minimized in the presence of clean liness and good light. Finally, the strictest of supervision and eternal vigilance must be exercised in the first aid and factory hospital departments as to meticulous cleanliness and unques tionable asepsis: for after all, the factory first aid and hospital is the neck of the bottle through which must pour the constant stream of the industrially wounded; and I am sorry to have to admit that infection of wounds of the cornea, great and small, lave been known to occur at that point. It must be admitted freely that much that is litre said is trite and old material to many of you, but my excuse for referring to it here is that among the many factories that I have on this and many other like occasions inspected, there is not by any means a uniformity of perfection, or anywhere near it So, money spent in first-class, up-to-date equipment for sterilization, and the employment of A-l high-grade, edu^ted, and well-trained doctors and nurses is above all a good investment, the dividends of which will be very satisfying. Money spent here will save much to the company, and many disasters to the employed men. In order to get a background for a consideration of the best means for the pre- 370 Nineteenth Annual Safety Conyrcss vciiiioo ol eye accidents, a detailed personal survey of prevention methods lias been made in tlie following great industrial plants * The Cadillac Motor Company. The Chevrolet Motor Car Company. The Packard Motor Car Company. The Kelsev-Hayes Wheel Company. The Murray Body Corporation. The Chrysler Corporation. The Dodge Motor Car Company. The Donrnion Forge and Stamping Company. Walkervilte. Ontario. The Ford Glass Works,. Toledo. The Curtis Publishing Company, Philadelphia. The Bethlehem Steel Company, Sparrow Point The Michigan Alkali Company, Wyandotte. Michigan. The courtesy and cooperation extended at all these great institutions were both flattering and inspiring. For the most part. I found in each industrial organization a deep and persistent interest in eye problems and'their solution to the advantage of the employee and of industry. I was afforded opportunity to take many pictures which I have made into lantern slides, which illustrate various phases of eye con servation work. Willi all this background can we summarize a picture which will show at least the present status of eye sight conservation? Compare with past years, and forecast its future? In the city of Detroit, at one time, there was a street crossing, the four comers of which contained four buildings--a church, a school, a brewery, and a court-house. Some wag said. "Here wc have salvation, education, legislation, and damnation.'7 The problem of eye conservation in industry is again at this moment a cross-road comer, and upon its four points we must build to four ideals--education, cooperation, protection, and rehabilitation. When these lofty idealistic structures, tlic foundations of which are already so weft laid, are complete, we shall be able to say of education. that the workman will want the greatest protection that it is humanly possible to get, and that he xcdtt not work without it. The employer who must also be educated, wilt say, "Money spent in safety is a high dividend-paying part of my business. I will not be without it." As Cot medicine, the day that industry cut say, "We have no more industrial accidents for your attention" will mark the attainment of one of its ideals. Of cooperation, it may be said that in the pursuit of tlieir own best interests, the workman, the high executive, and medicine will all contribute their quota to the attainment by cooperation, of the best ideal. Of protection--that it is the means by which all that is most desirable in safety conservation shall be attained, but that there will always be a margin of unsafety which can never be totally eliminated. And of rehobilUation-~lhz\. there will always be with industry those unfortunates who, by loss of limb, health, or eye, will need the painstaking, solicitous care of the best in industry, to fit them again for doing their own or some other job, or when tout disability comes to keep them to o invest the little that they have left that they may still be able to live a pauperjess life. The third and last period of time to be considered is that marking the beginning nr occurrence of disaster, the Conn of an eye accident which is of enough severity to Automotive Section 371 be classified as a loss of time accident, one in which the function of sight is threatened or impaired. The period extends from the moment of the accident until the workman is returned again to his employment. This is a period concerning largely the role of medicine alone in its management. Chairman McCarthy: I am going to ask Mr. Ward to tell you about "Ad vertising, a Factor in Accident Prevention". Advertising--a Factor in Accident Prevention By LOUIS B. WARD MacManua, Incorporated, Detroit, Mich. If any group is interested in safety, it should be the automotive group. If ;my group knows about advertising, it should he the automotive group for the automotive industry lias built into its product an inherent safety that is the root source of its acceptance by some twenty millions of American? today. The motor car industry has built into Its product a safety that defies com parison, gone are the.poor tires, poor brakes, and poor light*. Wc have safety through the self-starter, through four-wheel brakes, through balloon tires to reduce the skid, through acceleration and speed control with its safety in flexibility, closed (todies to protect the health and Anally, through non-shatter Safety Glass, to elimi nate the last great peril of motoring, a danger that' last year caused 65% of the injuries due to accident. You men who have had so much fo do with the evolution of the motor car arc asking me to contribute suggestions on how you can publicize and advertise safety. Just as your comranies have built safety into your product you arc attempting la build safety into the conditions surrounding the men that labor for you. The first part of the problem that you must ultimately solve is to eternally improve the physi cal conditions under which labor work*. The second problem is mine, the problem of educating and training the individual human beings in your factory to protect themselves. Consequently, the task is an educational task and you men constitute lhe teachers of this educational program. Any definite program in any educational campaign must pre-supposc that you are dealing with human heings who are susceptible to suggestion. The world moves r> suggestion and not upon order, and consequently, I w*ould suggest that you start at the source, when a man is hired, and commence a .series of definite suggestions which lead to the practice of safety throughout his industrial life with you. It is worth money in every factory in the country to have every man conscious of the importance of safety lo himself and to you. Consequently, any safety pro gram should carry a definite budget for Safety Advertising. The morning a new man reports for work, I'd say to him--"Here is a little booklet on your job. I want you to read it and study it for one hour before you go to work," and I would have this little booklet contain the story of the type of job tl>c man is to take. I would describe the methods that have been taken to protect the work man and expose the recognized dangers which still exist when men arc careless: if they refuse to wear goggles; if they improperly handle the tools and machinery. I would be as personal and definite in the copy. If Jim Jones lost his eye-sight, admit it, and place the Marne where the compensation courts or the insurance companies have ruled it: I would request the man's contribution to safety as he assumes his duties. Ask him to register his sense of danger as he goes about his tasks. My little booklet would close with general information concerning safety in the entire department, utilizing the equipment for first aid and hospitalization and de scribing ibe procedure when an employee is hurt. 372 Nineteenth Annual Safety Congress The second method 1 suggest to advertise safety is a house organ fur labor. Editorials would be strong and worthwhile and I would eternally preach the funda mental economic fact that labor carries with it its own capital, its own plant, its own machinery; that the invested capital is the body and the mind; that the machinery with which to work arc the hands, the muscles and the eyes; that the dividends are the wages paid, and that it is economically essential that the plant be free from, accidents, and that the human plant be not destroyed if the dividends are to con tinue. I would impress the incomparable value of the sum total of his equipment-- mind, spirit and body, the essential nature of safe conditions, and a correct attitude toward safety and the job by every employee. Each monthly issue of the bulletin would contain, not only a scries of powerful editorials on the economics of labor and wages, but also carry the news of the sliops--how much work was done, how much time was lost, how much improvement was made due to safety. The third form of advertising would be the poster, tt should summarize the vaiue of care- It should be visible from any part of a department. Posters emphasize the constant interest of the company in the safety of its employees. Change the copy once a month, but let the theme run on. The fourth suggestion is one of organization, developing departmental rivalry and emulation. We need these aids to the educational process, but they must be care fully used. In many of our factories 1 have noticed the departmental record--271 <Uys without otic hour lost time due to accidents. This is all right, if the department does not "monkey with the cards". It is a depressing thing, however, to see some laborer prop(>ed up in a wheel chair swathed in bandages, sitting under such a sign with the argument that he is still on the payroll, though shifted over to inspection. I brought a card illustrating each of these methods and also a cost' sheet so that you ran judge the practicability of these ideas for your own factory. As an example, I wifi assume a factory involving six major types of depart ment work. I will assume that employees number 2,000 and are divided as follows: Department 1. 700 men---Machine Department 2. 600 " --Body Shop 3. 400 " --Motor Assembly and testing A. 200 ** --Stamping Division 5. 75 " --Maintenance 6- 25 " --Truckers and helpers I will assume that you are just as much Interested tn the little group of 25 men. who may possibly have a dangerous type of. work, as you are in tlie largest group of 700. The cost of reaching them is extremely modest by my system. Assuming a labor turnover of 41 per cent a year, I would print sufficient copies of the individual booklet to last three years. A. The printing job would be $518.00. B. Recommendation No. 2-- 2.000 issues of a monthly bulletin. Ccst $66x12--$1,032. C. Recommendation No. 3-- The wall sign. Cost $25.00. Total $1,575. Now. gentlemen. I shall be glad to answer any questions that may be in your minds. Chairman McCarthy: If education, as we think, is 85 per cent of the pro gramme. there must be quite a bit of discussion on this subject. R. F. Thalne* (Brick Motor Car Company) : Shouldn't posters and the maga zine be issued in accordance with individual needs? M*. Waid; I said that the new copy, the reminder, should go out the 10th of the month. 1 would never leave a piece of copy up too long leas the men. in glancing :?t it. assume they knew it and not read ft. T M. MAKER (Wilcox-Rich Company) : Would you keep competitive posters separate for a day and night shift, or put them all together? Automotive Section 373 Mu. Wac>' If you have different supervisors at night, keep the comix'litivr records separate. Nils Jutll (Michigan Steel Corporation, Detroit, Mich.) : During tin* pcn<Ml of depression most of us have* observed quite a few casualties .among safety men. We haven't been able to sell ourselves. Most of the safety expense is charged to general overhead and isn't visible in the production cost. How can we show cuts in accident costs in the various departments? Mr. Ward: You ore in a business that has never been dramatized sufficiently for vour own protection. My counsel is to so dramatize your own jobs that you sell American in dustry on the safety movement. Not with a Pollyanna or Daddy Long Leg* theory of Ihc humanitarian side, but on the sheer economic value of keeping lal>or employed continuously without loss due to accident or injury. Dramatize the co-operation you arc receiving from the men; and when an in dustrialist finds that out, he is happy because it means more income for hint. F. C. Kaufman (Jones ft Laughtin) : How would you attack the foreign element who are unable to read the English language? Mh. Ward: If the. foreign clement can read their own language, have your publications translated. I would also use. the cartoon, the pictorial. I think it is almost as strong as the written word, and in individual instances, it is far stronger. Chairman McCarthy: I am going to ask Mr. I. L. Gilbert to tell you how He sells the employees of the Bell Telephone Company on safety. Selling Safety to the Man on the Job By I. L. GILBERT Division Plant Employment Supervisor, Michigan Bell Telephone Company, Detroit. Mich. When Z was first asked to talk before this Automotive Section I thought it rather queer that a representative from a Public Utility should be chosen for the job. Why not rather pick a from the Automotive industry ? Then, when I considered carefully the subject assigned, "Selling Safety to the Man on the Job," I agreed that the underlying principles must be the smie on all jobs. Although it is true I ltave never worked In ah automobile factory, yet I have been a machinist and blacksmith in a shop making auto parts and 1 believe 1 can appreciate most of your problems. I like, whenever possible, to have a picture in my mind to clarify abstract things. And because I am just an ordinary, average mortal, I assume you, too, will like pictures: The memories we carry with us longest and those which`ard most clear are memories wc can picture, and so I am going to lay out my talk In a series of pictures. Assume, if you will, that your individual organization is a baseball team and that yon are engaged in a hard fought game. Your team it in the field. The opposition Is at bat trying to hammer out as many runs as possible, which m this case are represented by lost-time accidents. Any hit or base on balls is a minor accident which puts a man on base in a favorable position to score a rim. Of course, die majority of men who get on base never score a run and it is equally true that the large majority of minor accidents never become lost-time accidents.' But as a man on base is in a position to score, no too we need to watch our minor accidents just as carefully as our lost-time accidents to see that they never grow worse. Now, we will look over these teams and see what can be done to prevent runs. Out industrial management takes the place of the owners of & baseball team. The owners provide the club-house and held for all home games. This held is kept 374 Nineteenth Annual Safely Congress meticulously clean of all foreign substance. Even a small stone on the infield may cause great trouble. The ground keeper has a very important job, if not so well known and advertised as some of the others. So in the industrial field the mainten ance man has an important job in keeping the buildings clean and neat and in eliminating many hazards that might cause accidents. The owners furnish the uniforms, shoes, gloves, masks, etc. for the use of the team. Just as a baseball player can not run safely and turn fast with poor shoes, so no industrial team can do good work without tools designed for the work and properly sharpened and kept in first class condition. Even ms the catcher needs guards and a mask, and as the players need padding, so an industrial team merits all the safeguards than can be placed. We have all seen how a catcher will throw aside his mask to chase a high foul ball. Likewise it is necessary at times to remove a safeguard from a machine when doing some out of the ordinary work. But just as the catcher immediately replaces his mask, when back on his regular job, just to must all safeguard* be promptly replaced. Proper tools are a prime requisite for safe work. The owners appoint the coaches, trainer and captain to direct the team, and the management hires the superintendent and foremen to direct the workers. They also provide a medical department to care for all minor accidents to prevent their causing lost time. No baseball team can make a good record witltout competent roaches and no industrial plant can forge ahead unless directed by an intelligent supervisory force. The coach studies the opposition and plans his attack and defense- So the shop superintendent and foremen study accident hazards and plan to avoid them. A rookie joins a team, and the coach, captain and seasoned players all advise him as to the opposing team's weaknesses and his own team's tactics and signals, and how all work together for a common end. So, too, when a new employee enters the sliop, his foreman and fellow workmen should explain to him all safety devices, tell him of the shop record on safety and show him how to work safely. It is not enough to say, `'Now, Jim, this is a dangerous job and you must be careful.'1 Jim must be shown just wherdn the danger lies and how to handle himself to do the job safely. Few workmen can reason from the abstract to the concrete, but most of them can reason from concrete example to another, even though the second be in an entirely different field. For example, to say to a new workman in a receiving room, "Now, Bill, be careful and don't get hurt" would mean little. But to go through the shop. with him and pick up from the floor a broken piece of crating with nails sticking up and say to him, "Bill, such things as this are dangerous. One as likely to step on such a board and get hurt. Always pick up anything you sec like this. Dotl't leave it for someone else, do it yourself." Bill can't miss the point and wilt apply the lesson in other places where there is no apparent connection. No ball player can win games alone (even the great Rube when he called in all his fielders had to have his catcher) and no safety engineer should be expected to handle the job of safety alone. The safety engineer's job should be one of itudy along all progressive lines, to advise with the foremen and keep them informed and to offer suggestions. He should have the hearty cooperation of every supervisor and workman. Now, how can this problem of accident prevention be presented to the men so they will remember ii ? "For want of a nail, a shoe was lost; for want of a shoe a horse was lost; for wint of a horse a general was lost; for want of a general a battle was lost, and all for the want of a nail." If we expect our men to be sold on safety, then the foreman must be sold; if the foremen are to be sold, then the superintendent must be sold; if the superintendent is to be sold, then the general manager and president must be sold. So l place first in selling safety to the men, having the executives convinced of its economic value and firmly sold on its human worth. A high accident record is a direct result of poor management. Good supervision means freedom from accidents; just as soon as our executives get as fully Interested in accident prevention as in produc tion. just that soon will all of our accident records improve. Automotive Section 375 Second in importance is tlc consistent practice and teaching of safety by the fore man. You know, our men are not dumb, if they have a foreman tell them the value of any safeguard and then see that same foreman when he wants to do a bit of work himself set that safeguard aside, they are more apt to do what they have seen the foreman do rather than follow what he says. And you know the compensation committees have decided that although a rule regarding safety may have been posted, and the man knows the rule, yet the fact that the management has not enforced the rule, makes it of no avail. If our foremen tell a man to do a job safely and teach him how, then it follows as surely as the day follows night that it is the foreman's duty to supervise the job to see that his orders are carried out. There is one best way to do every job. Find out what that way is. Teach every man to do it that way. Then watch and see that it is done. If the foreman it to do this with the least effort, most efficiently, then he must be trained. He must be shown how to- analyze his job, how to plan his lessons and how to teach. You must give the foreman fair traiuing if you expect him to get best results. Just as an indi cation of what this means, we have taken the work of our installers and broken it down into 364 job assignments with suggestions of from five to ten items into which each assignment should be broken for easiest teaching. This can be done in any industry and will aid materially both in doing a safer and better job. When fooling on the job--so called horsc-plav--causes an accident who is to blame? The foreman whose discipline is so lax as to invite such actions. Boor housekeeping results in many accidents. Again who is to blame? Not the man but the fpreman whose poor supervision permits such laxness. If the men are allowed to let tools and material lie around; arc allowed to use defective tools, no otic can be blamed but the foreman. Poor housekeeping is a sure mark of poor supervision. If the foreman is to present his story in the best way to his men, he must know them. He must appreciate their joys, their worries, their home conditions, all thing* that go to make up a man's mental attitude. A father w1k> has been up with a sick child for a night or two is in no fit condition to tackle a job calling for concentratfon and a steady hand. Now, just how shall this teaching of safety be done? I believe we can lay down five or six basic principles. In your work in the shop there are a few essential tools, without which no man can work. His hammer, wrench, calipers, scale, square and micrometer are tools without which he can not work. So in presenting safety there are principles which we might name the "tools of safety" which are vital. Tool No. V. Be specific in your instructions. Tell a man exactly how to do the job safety not how not to do it. It is better to post a series of instructions saying. "Do this and Do that," rather than a series of Dont'a. Tool No. 2. Let every man know that safety is a part of his everyday work. It pays to make sure about your safety plans and not do anything rashly or in a hurry. Forget safety campaigns, forget safety weeks and the like, make safety a regular part of the everyday program. It is every bit as important to have a man work safely a* to have him turn out a good day's production--of proper quality. Tool No. 3. Inlcrut (he man's family because when wife and children add their weight to the safety program, it has added effect on the worker. Tool No. 4. Rivalry. If you have several departments, then start a little friendly rivalry between them to see which can excel in safety. If you have only one depart ment, enter it in the local council contest of the National Safety Council. This can not help but arouse greater interest in safety and will also give you the advantage of knowledge gained by many others in your line of work. Tool No. 5. Every foreman should absolutely plan upon this: To be present on the job when any new or unusual bit of work is being done. It is not enough to give detailed, exact instructions as to what you want done when it is out of the ordinary. Of course you should first make your plans and explain them carefully to the workman but then beyond this, be right on the job and see that it is going as you planned 376 Nineteenth Annual Safely Congress before you leave to supervise your other duties. Instructions can easily be ansooderstood and if they are, you can catch it by being there before any error goes far enough to cause trouble. Tool No. 6. The last but most important. The finest single method of yelling safety to the men is to teach them first aid. Have every single male employee graduate from the certificate course of the American Red Cross training in first mid. When you tell your class what is supposed to have liappened to the subject, select and tell them about an accident which has occurred in vour own plant, or if that is impossible, then in your own industry. And before you start In to handle, ask the group why that accident occurred, how it could have been eliminated and what th^ would do to prevent similar accidents. In this way you wilt teach not only first aid but also accident prevention. For example, if you have taught your class how to apply all kinds of bandages and stop bleeding, etc^ you cite an actual case. A man was working on step ladder, which had been repaired hurriedly leaving a nail projecting outside. The ladder was set up close to a door and the workman on the second step from the top when someone from the outside opened the door. The man fell, bring badly hurt as will be shown later. Now. before we consider the man's injuries, why did that accident occur? Ladder in way of door. How could it have been eliminated? Either hy having another workman watch or else by locking the door open or shut What would you do in preventing similar accident? Guard the door. All right now, here is what happened to the man: broken forearm, simple fracture; artery cut above left wrist; blood oozing from a ait in the head. Care for the man; what most be done first, what second? While it is rather hard to measure the value of Frst Aid training exactly, yet the following cases, I think, will convince you that the value is great A certain manu facturing plant employing 10,000 people was urged to give all of its employees the American Red Cross course in first aid. It was too large an order to be handled all at one time, so certain men were chosen to take the course from all departments, to Die number of 500 and given this training. At the end of a year the accident record of this group was less than half that of those who had not itad the training. Possibly this was just luck, so the next year another group of 500 was taken, sampling the entire force, and at the end of that year tlic record of the 1,000 who were graduates was again compared with 9.000 who were not and the same relative better record was shown. So if you are "from Missouri" and liavc to be shown--try It out oo part of your force, wait a year, compare this group with the balance of the force and you will convince yourselves. It pays in dollars and cents to say nothing of the potential possible saving of life. Right within our own force in Detroit we can point to at least five lives that were saved last year due to prompt application of the first rid measures taught in the American Red Cross first aid course. A father was able to save the life of his own child. The value of life can not be measured in dollars and cents. The satisfaction of the men after completing such a course and having the confidence that they can care for an emergency can not be measured. But it is all very worth while and tends also to improve the morale of any force. ADJOURNMENT Automotive Section 377 Thursday Morning Session October 2, 1939 HOYT L. FRACHER, Chairman Detroit Steel Products Company, Detroit, Mich. The third >caiuu of tin: Autonmtivc Section convened with Chairman Krucher presiding, CtMix.UA.> FHACUta: It is with a great deal of pleasure that 1 ask Mr. J. H. Maguire, Works Manager of the Haynes Stellite Company, of Kokomo, Indiana, to talk on safety and its relation to production. Safety and Its Relation to Production By JAMES H. MAGUIRE Works Manager, Haynea Stellite Company, Kokomo, Ind. I sun sorry to say that there are still many plants in industry that do not consider Safety first. They believe that profit making and safety do not go hand in hand. They are afraid if too much care is taken, production will be slowed up; they *re afraid that if machines are guarded too closely the speed of operation will be hindered. But they discount the greatest factor in production today--the human element. There are two things that worry workmen probably more than anything else. One is the fear of being laid off, which can be explained psychologically by the fact that if they do not work they or their families will not eat, nor have clothes, nor have housing. The other Is the animal fear of being hurt. Economists are working on this tangled problem of continuous employment and we hope some day that they will have it worked out to a point where men do not fear for the future. Records col lected throughout the last few years have proved that men can work safely so that the fear of being hurt can and should be eliminated from industry. Men will produce more when they know the operation they arc working is 'safe, and the continuity of the work will not be disturbed by fear of losing their fingers, eyes or maybe their lives. . A great deal has been said against guarding machines to a point where the guarding has interferred with production. Personally, I have never known of a machine guarded to insure its safe operation wlicre the drop in production on the machine interfered with profit Recently, we had the problem of guarding a punch press in one of Our factories. Our best engineers were `unable to design a guard that would not interfere with production. The manager went to the foreman of the department, laid before him all the proposed guards that had been designed, and told him that it was up to him and has men to design a guard that would make the operation of the machine absolutely safe, and yet not interfere with production. In three days the foreman returned to the manager with a perfectly' safe guard that not only would not interfere with production, but rather added to it, due to the safety that the workman felt while operating the machine. If this method of approach is used, there isn't any doubt that thousands of machines now umafe in our industries could not .only be made safe, but production would be increased by the knowledge in the workman's mind that the operation was safe. Most of the difficulties between management and employees are due to a lack ol understanding. There is no finer common ground on which management and men can meet than the continuous conduct of a campaign for the elimination of accidents. Here 378 Nineteenth Annual Safely Congress the workman las contact with the management to the top. Here the management has a contact with the lowliest man in the plant. The management must always be absolutely on the square. There will always be a few suspicious characters among the men. The bulk of them appreciate anything that is done for their welfare, par ticularly the elimination of suffering and loss of time. There is no better means of creating good feeling among employees than to show them that their interests are considered to the point where the company is willing to sacrifice money and time to prevent their being hurt. While it is impractical to prove on paper, production and profit increase as your accident record becomes better. I know of no case where the promotion of safety hasn't helped the efficiency of the company as a whole. "Self preservation is the first law of nature." The truth of this statement has probably never been disputed by thinking people, but I wonder if everyone who accepts this most fundamental of human characteristics realizes that men are often willing to give up their lives for things, or ideas, or ideals, which offer no tangible, measured return. You might go to a man and prove to him that by sacrificing his life certain, real, definite things proved hy science, mathematics or any of the exact laws would benefit his family or the community, and you would lave few offers. Yet, history is full of cases of men who have willingly sacrificed their lives for love of home, of women, of children, of country and religion. No one can prove that by the winning of a war the victorious country is better off, that the fair name of the woman would be estab lished by the sacrificing of his life, that God would be pleased with the human sacri fice On the other hand, men often face self-destruction in neglected scratches, bruises, and bums because they do not see the danger in them. Appeals to reason apparently are not as effective as an appeal to the heart The wise leader, therefore, appeals to the heart as well as the head. Appeals to the heart alone naturally are imt lasting unless these appeals have some basis In reason that will stand the test of time. The leader in any movement cannot go far by simply presenting cold facts for the consideration of his followers. He must first enlist their love and sym pathy to enable him to Wad them and keep up their enthusiasm. At die same time, he must have their respect by proving hat the thing he recommends is of some real valoe to them. The success of the promotion of safety in industry is controlled by the same funda mental laws as any other movement. First of all, we must find oat whst causes accidents. When we find out what causes accidents we must find out how to prevent' the causes. After wc find out how to prevent the causes we then must, by education, teach our people how to behave to prevent the conditions that cause accidents. Statistics show that less than.15 per cent of all accidents occurring in industry occur because of defective guarding of machines or defective processes, and that 6 per cent of accidents occur through carelessness. For years we have taught this doctrine--that men themselves were responsible for accidents through carelessness. Recently a workman came into'the office of the manager of one of our companies, end during the coarse of the conversation the talk turnrd to the subject of safety. The workman told the manager that he believed we were all wrong in our approach to our workmen by rebuking them for being careless; that It set up in the workmen a reaction unfavorable to the safety movement. The manager asked the workman to write his ideas, and we arc quoting the thought just as the workman wrote it: "Safety work is often hampered by an unskillful approach; in (act, most of us re acted unfavorably when we first came in contact with the safety first movement What caused most of Us unconsciously to lay back our ears and kick over the traces was the careless use of tliat ubiquitous word `'carelessness." We arc not careless in the sense that wc are indifferent to our safety, and wc resented the imputation. We lietieved that most accidents were due to ignorance rattier than carelessness. `'Sometime ago wc yielded to the importunities of a friend and accompanied him Automotive Section 379 upon a rabbit hunting trip. Sltortly after entering a stubble field our friend cried. `There's one,' and fired before we could turn and ask, `Where?' The incident was soon repeated and continued to be repeated all afternoon, the friend shooting at rab bits, and hitting them right in the diaphragm while to us the field was as desolate as Ardath. "On the way back to the car our companion remarked that 'over there was one a-settin'. He obligingly pointed out the rabbit, but we couldn't see it He then described its location with a minuteness that would have credited a (and office report, but still wc couldn't see it. Finally, in desperation he leveled his gun and we peered over the sights at the spot indicated. After gazing until our eyes watered, we were about to declare our unbelief when suddenly an ear drooped and there, as plain is the Past Due on last month's telephone bill, was the rabbit. "The point of this incident is this: When the light rays from flat rabbit were focused as sharply upon our retina as they were upon that of our friend, why didn't we see it when he did? The answer is that we did, but through practice and training he had learned to recognize a rabbit wlien he saw it and we hadn't. "Most accidents arc due, not to mental inferiority or willful negligence, but to inability to recognize potential accidents as such, and no pains should be spared to insure that the safety movement is understood to be r training of the observation and not a rebuke." These and other ideas can be had from people in your plant and surely such expres sions throw light on the true feelings of the people most deeply concerned. To con duct a safety campaign, if we hope to reach the goal of no lost time accidents, we must have the cooperation of the workers. The best way to get that cooperation is by show ing your people that you mean business by doing your share to safeguard them in every way that lies within your power. After that you must demonstrate plainly that the incorrigible fellow will not be tolerated and that you are open to try out every practical idea advanced Wc all know the respect that the square shooter has in the hearts of the workers in industry. The square shooter throughout the years is always respected and often deeply loved. .. Sometime ago I was talking to a banker. After our business was over, we visited for awhile and talked stop, as men often will. The banker was telling me about his old "boss." In talking of his admirable trait* he said: "I think Rudd possessed the highest qualifications that a bank president could have. I have seen men, whom he had turned down for a loan, come out of his office with a smite Ofl their face, after thanking him for the interview." _ I tell this story to prove that lasting respect and love are not always gained by being, to use recently coined slang phrase "givincy." Discipline we must have--kindly indulgent discipline if that will work, and it will with the majority of people, but hard, iron-clad discipline if necessary for the few that need it. To start a No-Lost-Time Accident Campaign, it is first necessary to have every operation and every machine so guarded and so laid out as to be as safe as is humanly possible After that safe practices must be taught and the interest of everyone all along the line enlisted in the movement. Management must prove to those they man age that they mean what they say. In order to prove sincerity, management must give of its time and money absolutely everything necessary to the cause. There can be no quibbling. After management has done its share, it can then logicatly expect and demand that the employee do hU. Most people are not good note or letter writers. Most people like to talk about things in which they are interested or concerned. Wc set apart a lialf hour each month for a safety meeting in every department in our factories. These meetings are conducted by a different cliairman each month. Everyune concerned has an op portunity of expressing himself on the conditions in his department These expres sions are all written down by a secretary and are talked over by a Central Committee, 380 Nineteenth Annual Safety Congress which examines all the reports and approves them or goes back (or further information to the originator of the idea that they have turned down, or are aboyt to turn down. If the idea is entirely impractical or unnecessary, the Central Committee must prove that to the satisfaction of the man who reported the idea. The people in our plants are not limited to the half hour every month for the expresston of their ideas. If they have, what they think, ait important idea any time throughout the month, they are privileged to go to the Secretary in their department and report it. Such reports arc given immediate consideration, regardless of every thing eke. These important, urgent things usually consist of guards that arc loose or broken, wiring that has become defective, switches that stick or arc, shaft hangers that are loose, or any number of things that are likely to occur between regular inspection periods. An inspection of the entire plant and office is conducted every mouth by a committee composed of the General Safety Secretary and two other department secretaries, these two to be different each month. They make a report which is considered by a Central Safety Committee composed of members of the management, ooe or two foremen, the General Safety Secretary, the master mechanic and ooe or snore work men from the plant Tbcre must never be any inclination on ihc part of management to daqr Oat it expects to profit by the safety movement. From the start, therefore, there most be a frank understanding that the safety movement is one by which employee and employer benefit. At the same time advantage should be taken of each opportunity to prove that the management does not intend to derive any profit at the expense of the employee, in this way giving no grounds for imagined imposition. To sum up the whole proposition--it's my firm conviction, based on an experience of many years that-- Safety and efficiency in production go hand in hand. Putting safety first does not mean interference in any way with the profitable operation of any business. Management roost be as fair and square in its conduct of a safety campaign, as it would be in a production campaign. It does not weaken a safety campaign to tell the workmen that the benefits are mutual. Firm disciplinary measures can be used wlwn required without building up ill will. Safety first does not increase manufacturing cost but actually, by improving the morale and establishing the peace of mind of the workman, really increases profits. Chairman Fhacmsk: Mr. Maguire will lx very glad to answer any questions that you ask him. Let's have sonic discussion. Representative Fko.xi Western Electric Company (Kearney, N. J. plant) : Wc have given much thought to whether the accident-prone employee should be retained- Is it ethical for us to dump on society those people who are liabilities? Mi. Maguire: If the work in your plant is of a hazardous nature, wouldn't it be better for an accident prone man to work in some plant where his life won't be in clangerFrankness doesn't hurt and I think the man should be told, as well as his prospective employers. W. H. Winaxs (Union Carbide & Carbon Co.) : Since we have been giving more physical examinations, we are finding the men likely to have accident*. When wc put a man to work, wc assume a direct responsibility. Furthermore, we have no right to keep him on a job. knowing he is likely to be hurt, unless we have done ' the thing* necessary to protect him. For example, if wc know that a man has defective vision, and is placed on a job where improper sight is likely to cause an accident, our nlriiKaticm is to sec that lie lias proper glasses and iwrnpcr illumination >r put him <>n : joli where these conditions arc unimportant. {hiring the four years that tiro Stellite plant was operated without a lost-time Automotive Section accident, the plant made the best cjt records and tl>e best profit records ill Ihc history' of the company. Louis Bright (Pittsburgh) : The gentleman made a statement that Ins plain liad gone for years without an accident. ITow many men arc employed and what is die nature of the work ? Ma. Maguire: Two hundred. Electric furnace operation, machine simp operation* which are mostly grinding. We make castings in permanent moulds, centrifugal cast ings and sand castings. We have all the dangers of a foundry. Mr. Bright: May 1 ask what percentage of these men wear gaggles? Mr. Maguire: All of them where conditions require it. Mr. Bright: What punishment do you inflict wheo a man violates a rule? Mr. McGuire; We lay a man nff for a day or a week. The third time we see him without his goggles maybe we lay him off for good. Mr. CoHwr.u. (Western Electric Company) : Suppose you are faced with tinproblem of laying off help due to business falling off and you have three fellows at the same bench doing the same job. and of equal ability, but one has more accidents than the others, should the man with most accident* be laid off? Me. Wcnaws: Let's hear from a plant superintendent or a plant manager on lh*t, Mr. Chairman. Thar* mot be one or two Herr- j-T. P. Parker (Pennsylvania Manufacturing Ass'n.. Philadelphia): I sltoukl say it would be best to let the man go who was inclined to be a little lax in h way of working. It would be a lesson to him and a saving in insurance rate*. Me. Winans: Isn't there only one answer to that question? You arc a profitmaking organization. You can't afford to have in your employ men who refuse to take the proper attitude toward safety, anti you can't penalize your safe man by firing him when he knows a careless man is being kept. You destroy your whole morale. Chairman Fracukk; I am ikjw going to call on a friend of mint, Mr. Graham, who is chairman, engineering. Detroit Industrial Safety Council. Making Use of Accident Statistics Bj GORDON c. GRAHAM Chairman, Engineering DbrUion, Detroit Industrial Safety Council, Detroit, Mich. With the use of an ordinary amount bl judgment the average safety engineer can make the statistical part of his job very interesting, just as interesting as tackling many other problems that occur in actual operating work. First, a definition of statistics is essential. Briefly, statistics are the yardstick by which we measure accident prevention accomplishment. They liave a very definite value in any accident prevention programme. They are a tool by which the safety engineer carries out his work and directs his efforts. They show the safety engineer where he can direct his endeavors to best advantage for the greatest result* with the least amount of time. They also indicate to the big boss up in the front office* as well as the foremen and men whether he Is doing his job. Statistics can be very easily overdone. 1 caution the safety engineer who is a "bug" on accident statistics that he can spend a great deal of time on them and not produce results. A safety engineer cannot perform his job with hi* heel* on a mahogany desk. He must get out in the plant to do his job. but to do plant work intelligently, he must have some statistical background. I have found, in talking with many safety engineers, that the ordinary funda mentals of statistics are not as clearly understood as they should be. Many safetyengineers have reached their positions as a result of working up from the line. They have not had the advantages of a mathematical background. 382 Nineteenth Annual Safety Congress l-ir>t, wliat js the accident frequency rater The standard definition for frequency s "The number of lost-time accidents per million man hours worked." Second, "severity is the number of days lost per thousand man hours worked." Tiese two measures indicate the number of accidents and the time lost in propor tion to the working time. 1 mention these things because 1 feel there are men in this audience who cannot figure a problem in frequency or severity. A frequency figure indicates whether we arc doing our job in the prevention of lost-time accidents in our plant. Severity indicates whether we arc eliminating those accidents which are the most severe and cause the greatest amount of lost time. I have set up a typical problem in frequency and severity. "If a plant of 400 employees working 84.000 man hours during the month lias three lost-time accidents involving 88 days lost time, what will their frequency and .severity be ?** One of the simple formulas for figuring frequency is this: the frequency rate equals the number of lost time accidents divided by tle number of millions of manhours wrked. Ju this case, to divide 84,000, by 1,000,000, point off 6 places to the left and it gives us .084. Now we divide (he number of lost time accidents of which there are 3. by the figure .084. The answer is 35.7. What docs the 35.7 mean? A similar procedure is utilised in determining the severity rate, except that the 84.000 hours is pointed off only three places to the left, giving us the figure 84. The number of days lost which is 8ft is then divided by the figure 84. The answer is 1.047. This means that for every thousand man hours worked in this plant one and a fraction days are lost as the result of accidents. It is important that wc have some cost data because the executives judge our safety accomplishments by what they see in the bookkeeping department. Their attitude is justifiable. The regrettable thing about our accident prevention work is that wc are unable to show the definite results of our work by accounting methods. We can not definitely prove the number of prevented accidents. 1 have only considered lost time accidents so far in the discussion. In large and small plants more cognizance should be taken of the non-last-time accident*. The difference between a lost-time accident and an accident in which no time is lost is often a matter of luck or a matter of variation in time or speed. If lie Ittd been moving his hand just a little faster than tie was. or a little slower than he was. the accident would have been a lost-time accident instead of just a non-loat-time accident. A careful scrutiny of tltc uon-lost-timc accidents will do more tb enable us to prevent the lost-time accident than almost any other thing we cau dp. This is particularly true in the larger plants where (he number of accidents that occur in a day's time may run anywhere front 50 to 200 I have in mind a plant of seven or eight thousand employees in which from 100 to 125 employees report to the hospital every day with new accidents. Most of them are minor accidents. But by analysing these accident reports, segregating them by de partments and hy cause, you may.find, for example, that in a certain department there is an epidemic of foot accidents .or eye accidents. If nothing is done, one of that type of ixm-lost-time accidents, is going to result in a lost time case. When a particular type of accident is growing in a certain department, all perhaps from a very common cause, and something is done immedi ately. lost time accidents are prevented liefore they happen. Lost-time-accidents arc just a question of batting averages. If certain accidents occur under certain circumstances for a certain length of time, there is fxmnd to be one that will'result seriously. Industrial plant statistics may be roughly divided into five or six classifications. First. I have listed accident statistics for the plant as a whole. These should consist of the frequency and the severity rates for the entire plant. When you have those figures, what arc you going to do with them ? Automotive Section 383 The Detroit Industrial Safety Council issues a monthly statistical report in-which the figures from- the various industrial plants throughout the city are combined ill a chart. When the plant-safety engineer gets his copy he looks up hrs own frequency and severity rates, and then marks them off beside the corresponding rate on the chart. If he finds his frequency or severity rate higher than tle average, he knows something is wrong with the way he is doing hi* job. He knows it is about time to catch up with the parade. Another chart indicates the accident experience of the various groups such as auto motive, public utilities, construction, machine shop and miscellaneous industries. Each plant is classified as accurately as possible. Since many plants perform different operations, the preponderance of one or two operations is used as a basis for grouping. This method is also a good indication of whether we are doing our job. If all the other machine shops in the city are worse than we are, we may feel somewhat complimented by our own results. If the contrary is true, it is time for us to get busy. If we keep accident records for each division or department within our organisa tion, we can definitely locate the division or the department, and even the part of the department sometimes, that is responsible for a large number of accidents or a number which is out of proportion to the general picture. I have known safety engineer* who had no records, nothing to show them where they were going. I remember a request from the management to a safety engineer to compile some accident statistics. They wanted to know where they were going, whether they were getting better or worse, and so requested statistics. Unfortunately, this man. who was a very good practical safety engineer, didn't have the knowledge or the ability to compile them. At his request the industrial safety engineer of the Council showed him how to compile accident statistics for his plant. And when he examined his records for a period of a year, he found, very much to his surprise, that some of the departments which he had considered almost free from accidents, were having a large number of minor accidents, which were causing a lot of running back and forth to the first aid room, causing a loss of money in an indirect way. He had never known of their existence before, simply because be bad never kept records and analysed them. So statistics are only of value to us when we use them intelligently. Accident statistics are an excellent basis for safety contests. Some of us arc very enthusiastic about safety contests and others think they are not so good. But in any event, there is hardly a contest which does not have statistics as its operating basis. Accident statistics also enable us to determine common types of accidents. 1 have in mind a bar chart that has been used by a number of men in the Detroit area. A Urge piece of paper on the wall in the safety engineer's office is subdivided fnto small squares. A line of squares represents a department. When an accident occurs in a department, one O the little squares is filled in with a colored crayon, the color of tlie crayon indicating the part of the body injured. The chart shows at a glance, wliether a department has a preponderance of one color. Thus, numerous blue squares might mean a lot of eye accidents. The chart requires a little time every morning, but it is a valuable indicator to show where accidents are occurring and their character In a large plant. A preponderance of one color in several days accidents indicate some common cause for them. The safety engineer spends his time at the place where they arc occurring to eliminate them. Statistics also enable one to find the accident-prone employee, by checking the frequency with which certain names appear in the records. You wilt find names of certain employees many times in the plant hospital records. In other words you can find the accident-prone employee by the use of statistics. No discussion of statistics would be complete without a word concerning the hidden losses to accident costs. Tltc subject has been investigated by the Travelers Insurance Company. It is impossible to determine accident costs accurately. It is 384 Nineteenth Annual Safety Congress *l*o very difficult for us to determine accurately the savings in accident prevention work. When we compile our record, we must indicate to those above us or below tts that Hidden losses are there. They can draw their own assumptions as to their size. I have received a chart from one of the plants in the city of Detroit in which a safety engineer has endeavored to arrive at cost figures. He lists the accidents in different departments. He indicates the character of the accidents, an eye or leg or finger case and the total of all accidents. He knows the number of and time lost through lost-time accidents and he knows the numoer of and hours lost through minor acridenu in cadi department in their division. He arbitrarily estimated the amount of time that it takes an employee to go from his department to the first aid room and return to have a minor accident dressed. If you work out figure* for your own plant, you will be surprised at the anrount of time that is 'orf by employees going to and from the first aid room every month. This safety engineer estimates the value of the time spent going to and from the first aid room, and to that he adds the medical cost of the accidents. A figure for medical costs is arrived at by adding the total cost of operating, die medical depart ment. the salaries of the doctors and nurses, and the cost of supplies and equipment which is obtained from the Accounting Department An average cost- per accident is arrived at by dividing the total cost by the number of cases treated. He also figures his accidents for the current period and compares them with previous periods to show whether they are up or down. It is important to express accidents in terms of dollars and cents, because dollars and cents are understood in the factory. You can show the dollars and cents figures to your foreman and they mean something to him. You can show him a frequency or severity rate and it means nothing. Frequency and severity ratios mean more to a foreman when expressed in percentages than in actual rates. Many safety engineers neglect to contact with his superior and tell what he is doing and what progress he is making. Once a month send the big boss a brief and concise report of your accomplishments of the past month. It will do the acci dent prevention programme in your plant and your job more good than many other things that you might do for you are keeping the accident problem constantly before a busy man who is apt to forget it in the hurry and bustle of other things. Present your report to him in a very terse way and use percentage to show im provement in frequency and severity rates over previous periods. Present to him some figures on a dollar and cents basis that mean something, and one or two general statements that summarize accident situation. Don't give him any more. If be wants more, he will ask for it. What records should the safety engineer give to the men out in the plant, partic ularly the foremen? Statements to foremen, job setters, and the safety committee should likewise be simple, understandable and to the point. If you can say to a foreman that last month we had half as many accidents as we have had in any simitar month for the last two years, it means more to* him titan if you say we have reduced our frequency rate from 70 to 30 accidents per million man hours worked. Every safety engineer should have some accurate statistical record of what he is doing; he shouldn't over do it; he should make his reports as simple as it is possible. (At this point the Automotive Group and the Power Press Section merged In order to witness the moving picture "The Mechanical Marvel", with Mr. S- H. Slaymaker, General Chairman. Power Press Section, presiding.) (Tlte moving picture, "The Mechanical Marvel," was produced by A. 0- Smith Corp., Milwaukee, Wis.) ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Cement Section Officers 1930-31 General Chairman--R. B. Fortuin, Pennsylvania Dixie Cement Corp., Nazareth, Pa. Vice-Chairman--W. I.. White, Jr., Medusa Portland Cement Co., Cleveland, Ohio. Secretary--A. J. R. Curtis, Portland Cement Association, Chicago, III. Chairman Membership Committee--H. A. Reningrr, Lehigh Portland Cement Co., Allentown, Pa. Chairman Program Committee--Frank H. Sass, Universal Atlas Company, Buffing ton, Ind. Chairman Engineering Committee--S- H. Harrison, Vulcanite Portland Cement Co., * hillipsburg, N. J. Chairman Poster Committee--David Adams, Lawrence Portland Cement Co., North ampton, Pa. News-Letter Editor--Jack Dempster, Canada Cement Co., Ltd., Port Golbome, Ont. Can. Retiring Officers General Chairman--Edward H. Parry, Glens Falls Portland Cement Company, Glens Falls, N. Y. Vice-Chairman--R. B. Fortuin, Pcnnsylvania-Dixie Cement Corporation, Nazareth, Pa. Secretary and Chairman Publicity and Statistics Com mittees--A. J. R. Curtis. Portland Cement Association, Chicago, 111. Chairman Membership Committee--Henry A. Renincer, Lehigh Portland Cement Company, Allentown, Pa. Chairman Program Committee--W. L. White, J*., Medusa Port land Cement Company, Cleveland, Ohio. Chairman Committee on Slides, Safety Kmbs and Posters--David Adam, Lawrence Portland Cement Company, Northamp ton, Pa. News-Letter Editor--Jack Dempster, Canada Cement Company, Limited, Port Colbome, Ont., Canada. Tuesday Afternoon Session September 90, 1930 EDWARD H. PARRY, Chairman Glens Falls Portland Cement Company, Glens Falls, N. Y. The first session of live Cement Section convened with Mr. Edward H. Parry, Glens Falls Portland Cement Company, Glens Falls, N. Y., presiding. 385 386 Smtittmtk Annual Safety Congress Annual Report of the General Chairman Wt sdwakd H- pamy Q--i Fill Mai Cfmrirt Coopmjr, Giro* Falk, N. T. The tov boor ha aa ad h lives me a fiat da} of pkan M epm the with m word d wHmun to eads and every one ol ym and to exprea* the hope that 70a way receive the maximum benefit from the psofiuu which jrom committee has vnorei We have tried to get in; irom the cat and dried discussion of mechanical hazards to stress the proUca of dealing with the human element. This itejned proper to us when we knew that only a small 10 per cent of our accidents are due 10 mechani cal dangers, and die remainder doe to the ctherial, intangible banian element. It is our feeling that delegates sent to this Congress from the cement industry are sent here because they- are outstanding safety men, who do not need trfhnkal instruction nearly as much as they need encouragement, a pat on the back, a stimulus to their jaded spirits 10 that they may go hack to their jobs with a determination that can not be denied to eliminate accidents. With this idea in mind our program has been formu lated and we present it for your consideration. It is customary for the chairman to start the proceedings with his Sternal report. This 1 will do as briefly as possible so that we may proceed to the election of officers for the coining year. I feel that we all should take a great deal of satisfaction in the results that have been accomplislied. Not in any sense do I feel that credit is due to die Executive Committee of your section. It hat been a pleasure and a privilege for us to work as your officers at a time when such outstanding results have been attained That in itself is ample recompense for the labors we have done in your behalf, but in the last analysis credit must go to the mass of Safety workers who by their individual efforts have made their contribution to the cause of accident prevention, and the combined contribution is reflected in the splendid results of the past year. As we view the problem of accident prevention we fee! its primary purpose is the abolition of fatal accidents and those accidents which leave a human being helpless and unable to earn his living. A few years ago our cement industry awoke with a start from a certain feeling of complaisance to discover that while our frequency was dropping rapidly, our fatalities and severity rates were mounting at an alarming rate. Recent figures indicate that the present calendar year will show a splendid reduction in fatal accidents and a corresponding reduction in severity rating. Work along this particular phase of our problem must continue with a greater expenditure of effort. At the present time wc. ms an industry, hold the enviable position as leader among the industries of the country with a frequency rate of 9.5$ per million man-hours worked. It is disgraceful, but a fact, that our industry is at the same time fourth highest in severity rating. There is bat one conclusion to make. The path of our work is clearly indicated. We must bend every effort towards the reduc tion of our severity rate not in order to be undisputed leaders in the industrial world, bat to reduce the unnecessary toll on humanity. No annual report would be complete without mention of the work begun this last year in the publication of a monthly section News Letter. It is a matter of great satisfaction to me that this work was begun during my chairmanship, for I honestly believe that h has been a great force for good. No one I am sure could read care fully any of the issues without receiving a great deal of help. The task of editing this paper has been heavy. Material has been slow in coming in so that in many instances filler has had to be furnished by the active mind of its editor. If it were not for this editor I have grave fears what the outcome of the effort would have been. As it Cernetit Section 387 is wc have an unusually fine News Letter and 1 am sure the Section will extend so the editor its sincere appreciation. As we look forward to the future, gentlemen, what is the outlook? Are we, a year from today, to be rated as fourth highest in severity or are we to more closely Sfpr.jomjtc our frequency standing among the industries of our country? The snsewr he* here in this group of men and the men we represent We hare the knowledge, or the source of knowledge hew it can be done. It only remains for us to return from this Congress to our jobs filled with enthusiasm for the task, optimistic ei the final results and never thruout the year to lose this enthusiasm and optimism. . CHAUUtA5 Pamy: I will now ask Mr. Adam, chairman of the Poster Committee, to present his annual report at this time. Poster Committee Report By DAVID ADAM Lawrence Portland Cement Co., Northampton, Pa. The Committee this year tried a new method in getting suitable posters for the Cement Industry. Instead of getting the staff photographer of the National Safety Council to take the photographs at several cement plants as was done last year, the Poster Committee drew up a list of suhjecrts and same were allocated to several cement companies. There were nine companies asked for photographs of a specific suhject. Only two replied to the letter sent them, and only one sent in photographs. The Committee adopted this method in order to conserve the time of the staff photographer who, we were informed, was rather pushed for time, and also we were influenced with the thought that it might be a good way to create added interest on the part 0/ the companies in safety work. However, things did not work out that way as can be noted by the poor response to the letters sent out. It is hoped that for the coming year a more acceptable plan for everybody can be evolved and from which better results can accrue. The committee for this year did not function perhaps just as early as was advisable hut wc think that can be corrected for the future. Chairman Parry: The next order of business is the election of officers for next year. Again wc hear from Mr. Adam, chairman of the Nominating Committee. Report of the Nominating Committee Ml Adam : The Nominating Committee reports the following names have been idcctcd for your consideration: General Chairman, Res. Fortuin, Penn Dixie Cement Corporation. Pic* Chairman. W. L. White, Jr., Medusa Cement Corporation. Secretary, A. J. R. Curtis, Portland Cement Association. Chairman, Membership Committee, H. A. Renikcer, Lehigh Portland Cement Company. Chairman, Program Committee, Frank Sass, Universal Atlas Cement Co. Engineer Committee. S. H. Harrison, Vulcanite Cement Company. Porter Committee, D. Adam, Lawrence Portland Cement Company. News Letter Editor, Jack Dempster, Canada Cement Company. Chairman Parry: Gentlemen, you have heard the report of the Nominating Committee. Are there any nominations from the floor? W. L. White, Jr. (Medusa Portland Cement Co., Cleveland) : I move that the 388 Nineteenth Annual Safety Congress report of the Nominating Committee be accepted and the Secretary authorized to cast a unanimous ballot for the election of those named therein. . (The motion was duly seconded and unanimously carried). Chairman Parry: Wc have with us this afternoon Mr. P. L. G. Haaskarl, Safety Engineer, Pennsylvania Power and Light Company, who will at this time deliver his paper on "Methods of Investigating Accidents". Methods of Investigating Accidents By P. L. O. HASSKARL Safety Engineer, Pennsylvania Power and Light Company, Allentown, Pa. Before one can investigate it is first necessary to determine why and for what pur poses an investigation is made. Why do we investigate? It is because someone has been injured, property damaged or destroyed, operations interrupted, production stopped, etc. Having determined the cause for an investigation, we shall proceed to explain the purposes of an investigation. Since, in safety work we are primarily interested to preventing accidents to per sons, the purposes should be: 1. Determine the cause of and responsibility for the accident. 2. To prevent recurrence. In order to do these two things, it is necessary to establish routine methods by which written or verbal reports stating concisely all facts pertaining to the accidents promptly reach the person responsible for the investigation. Therefore, the first step is to establish a method for securing verbal or written reports promptly from the place where the accident occurred. Men in the field, preferably those in supervisory capacity, should be instructed in the various methods for reporting accidents to the person in charge of safety work in the organization and the organization headquarters. These men also should be thoroughly instructed in just what information is essential for various classes of p-tidenls, according to the severity or seriousness of them and the cases in which an immediate verbal report Is required and those in which a detailed writtm report is required. Having established a method for securing reports of accidents in headquarters from tt>e field, the next step is to determine which class of accidents require an usunedBatu ver! al report and those requiring a written report A--Verbal Report (By Telephone) All fatal aiid serious accidents. All near fatal and near serious accidents. A serious accident is one in which the attending physician states that the case is serious. A near accident is one in which a person U slightly or even not Injured, but who violated rules or followed an unsafe practice which did not result In a fatal or serious injury to himself or fellow workmen. For example, a workman removes guards from over the gears of a conveyor line to inspect or repair the gears. Aftw the work is completed, he starts the machinery in motion before replacing the guards and while the machinery is in motion, he attempts to oil or grease the gears, disregarding a specific rule, prohibiting oiling and greasing while the machinery is in motion; and while so doing the end of his right little finger is pinched between the gears, caus ing a slight or no injury to his person. However, had his finger been firmly caught in the gears, his body would have been drawn into the machinery and he injured seriously or fatally. ... Cement Section 389 B--Written Reports On accidents which involve only lost time or may only be of a minor nature, but are not serious. Having decided on a method for receiving reports of accidents at the headquarters and classifying them, a study of the organization for investigating and its duties is next in order. Organization There are many methods of investigating accidents, all of which may produce the desired results; however, it is the intent in this paper to discuss two methods that have proven their effectiveness as the companies using them have excellent acci dent records. (a) --Safety Committee composed of various department heads with the safety director or engineer as chairman. This committee should be limited to a maximum of seven members. A committee composed of department heads has many advantages, not only from an accident prevention viewpoint, but from an operating and production viewpoint as well. It is during the investigation of accidents that inefficient methods, non-observ ance of rules and regulations by workmen, ineffective guarding of machinery, use of defective or incorrect tools and improper planning of work may be observed by the department heads. Furthermore, it indicates to the workmen that the department heads, by actually participating in an investigation, are squarely in back of accident prevention. (b)__ Appointive Workmen's Committee, composed of workmeo of equal rank and performing the same duties as the injured person, the chairman of which Is the safety director or engineer. This committee should be limited to a maximum of five members. A committee composed of workmen is educational to the members making the investigation. They disclose many unsafe practices which have existed for a long time that they themselves may have followed. Furthermore, they usually become accident prevention leaders in their own sphere, which ts of great value to their organization. Immediately upon receiving % report of a fatal or serious accident, whether it be an actual or near one, the safety committee members should be notified and requested to go to the scene of the accident at once; or if it la a workmen's committee the members should be appointed without delay and instructed to hold themselves in readi ness, so that when the chairman arrives, they can go to the scene of the accident at once to investigate. Investigation of a fatal or serious accident, to be effective, should be made the same day on which the accident occurs, regardless of place or time of day. Upon receiving a report of an accident, the chairman should issue instructions not to disturb the physical evidence at the place where the accident occurred, unless it is imperative to do so. All workmen (including the supervisory head) who are uninjured should be kept available at the scene of the accident, so they can be inter viewed by members of the committee. Pictures should be taken of the machinery, structure or tools, involved in the acci dent ; if this cannot he done, a pencil sketch on which the various details are shown, should be made. These are valuable for use in the committee's deliberations and for educational purposes. The committee, upon its arrival at the scene of the accident, should thoroughly go over the ground, to acquaint themselves with all the physical details; after which all witnesses and others in any way involved or having facts pertaining to the accident, should be interviewed individually, and written notes made of the questions and an'wcrs. The injured workman, if his condition is such that this can be done, also should be interviewed. A- strenuous effort should be made to find the basic cause for ,the accident, as 390 Nineteenth Annual Safety Congress experience has taught tis that a workman may violate a rule, disregard his superior's order or orders, use incorrect tools, or take a chance. Among the many basic ques tions to assist in the investigation are the following: 1. Did his superior, through lack of discipline or not enforcing the company's or his own orders, permit the workman to acquire bad habits ? 2. Was the work properly planned? 3. Was it properly supervised? 4. Were the correct materials used? 5. Was the workman experienced or inexperienced? 6. Was someone lax in not providing suitable guards? 7. Was proper precaution taken and the workman cautioned before the work was started ? 8. Was the equipment properly designed and arranged for safe operation and maintenance? 9. Was tlie injured person's mental and physical condition normal ? The investigation of accidents loses much of its effectiveness if the bask cause is not found. Following the completion of the investigation, the committee members should review all the facts in the case, reach a conclusion as to the cause and responsibility for the accident and make recommendations for preventing a recurrence or disciplinary meas ures to be taken. The chairman of the committee should write a concise report of the accident, incor porating the committee's findings, which report should be signed by the committee members, after which the report should be submitted to the management for approval. A minority report may he written if ooe-third of the committee members do not concur in tlie conclusion reached, responsibility for the accident or recommendations made by the two-thirds majority. It is the responsibility of the committee chairman to see that the recommendations, if approved by the management, are put Into effect. (to) Written Reporta, lor Other Than Fatal or Serious Accidents The average form. Immediate Report of Accident to Workmen, does not fully cover tlie complete details of an accident and in order to secure all details, it has been nec essary in many cases for the safety departments to prepare a supplementary report, which is attached to the regular form, which will, when properly filled oat, give all the necessary information, with respect to the nature and extent of the injuries, prob able length of disability, cause of accident, whether the proper tools were used, safety devices and guards in place, etc. Listed below are suggested questions for a supplementary report: 1. Name ................................................................. 2. Occupation.................................. Office Address.............................. . Man................. e Age___ Yrs.....Mos. ^ Home Address ................... * Woman............ 6. Employee's term of employment....................................... Yrs........................... Mos, 7. Length of time at present occupation...........................Yrs........................... Mos. 8. Location where accident occurred....................................................................... .. A.M. Date .......................................................................................... rune......................... P.M. 9. Description of tool or other objects if a cautributory cause of accident.............. 10. Name of Owner..................................................................................... 11. What deviations, if any. from standard practices?.'.......................... 12. Wittt light or weather conditions, if any, contributed to accident? Cement Section 391 13. Full description of accident. (Forward sketches or photographs necessary to 14. Name and title of employee's regular immediate supervisor.................................. 15. What positive accident prevention measures were taken to avoid the accident? 17. 19. Complications, if any, from the injury, (This information to be secured from Doctor.) ............................................................................................................................................. Accidents which involve only lost time or may only be of a minor nature, which are preventable, should be investigated by a member of tlie safety department, together with the workman's superior, without undue delay, applying similar methods used in investigating fatal or serious accidents, as many bad practices are discovered during the investigation of this class of accidents. Conclusions, responsibility, and recom mendations should be put into effect, regardless of the seriousness of the injury or offense. It may be necessary In some cases to refer the findings in accidents of this dass to the safety, or appointive workman's Committee for review and recom mendations. These methods arc practical and where they have been properly applied, results have been obtained. In dosing let me again remind you of the importance for investigating near accidents. Chairman Famry : I am going to ask you to defer the discussion of this paper until a little later on in the program. Our next speaker is a man whom I have had the pleasure of listening to on three former occasions, and I am anticipating equal pleasure in hearing him again today. I take pleasure iir presenting to you, Mr. Thomas J. Quigley, Chief,. Mines and Quarries Section, Pennsylvania Department of Labor and Industry, Harrisburg. Address By THOMAS J. QUIGLEY, Chief, Mines and Quarries Section, Department of Labor and Industry, State of Pennsylvania. I (eel that many of you wilt be keenly disappointed in what I have to say today. T did not come here to try to teJl you how to prevent accidents. For me to attempt to Ydl the members of your association how to prevent accidents would be like telling Colonel Lindbergh how to operate an aeroplane. I have too much respect for the members of your association to attempt to advise you what you should do to reduce Your association is so far in advance of all other industries in accident prevention, you should be called upon for advice rather than for others come to yon and advise you. `, Your wonderful record speaks for itself and volumes for the men who have devoted the best years of their lives to put the Portland Cement Association on the high plane it now occupies. The record made by the cement association during 1929 has never been equalled by any other industry in this, or any other country. When you look at the record of 1929, if my memory and figures are correct. 26 plants out of 128 392 Nineteenth Annual Softly Congress in the association completed the year without a last-time accident Twenty per cent of all the plants in the association completing cme whole year without a tingle losttune accident is a record to feel very proud of and while it is a remarkable one; I would like to see yon make* it 50% in 1931. 1 am not a member of your association, but in my official position as Chief of Mines and Quarries, in the state of Pennsyl vania, it is my duty to supervise the inspection of all cement plants in Pennsylvania and I am Just as proud of your record as any member of your association. Thrwalh the cooperation of the cement plants in Pennsylvania, we have been able to make a very remarkable reduction in accidents in the quarrying industry during the past five years. As all of you fully understand, every cement plant also operates a quarry. In 1927, the quarries in Pennsylvania showed a reduction of 10.2 in arridenlt as compared with 1926. In 1928, a further reduction of 4% as compared with 1927. In 1929, a reduction of 10.8 over 1928 or 25% reduction In 1929 as compared with 1926: t ' For three consecutive years, we have shown a reduction each year and for the first eight months of 1930 our accident records show 6% reduction below 1929 or 31% below the figures for 1926. When the quarrying industry can show a reduction in accidents for four consecutive years, what owner or operator can advance an argu ment against the methods used in Pennsylvania ta reduce accidents in the cement and quarrying industry. The splendid cooperation we have received from the cement industry has greatly assisted us in making this excellent record. At this time I would like to call your attention to the remarkable records of three cement r6ck quarries:--The latest information I have from the Bureau of Mines shows the following:--- Cowell Portland Cement Company quarry at Cowell, California--last lost-time accident, August 14, 1925. Lehigh Portland Cement Company, Iola, Kansas, last lost-time accident, Septem ber 38, 1925. Mo. 4 quarry of the Penn Dixie Cement Company, Nazareth, Pennsylvania--last lost-time accident, October 31, 1925. It is my information that Cowell and Iola have not had a lost-time accident this year and if Penn Dixie No. 4 can finish the month of October with a clean slate, all three will have completed five years without a single lost-time strident and I feel that the Portland Cement Association, the United States Bureau of Mines, or some agency should show proper appreciation for such remarkable records and have pre sented to each of the three different quarries a trophy and fitting services to dedicate the same. This, I feel, is only fair to show our appreciation to the men working in these quarries who have made possible such remarkable records. 1 trust this Con gress will not end without taking action upon this suggestion. Another suggestion which I wish to have acted upon by the cement association-- last year 26 plants completed a full year without a lost-time accident. In the state of Pennsylvania, during the present year, two employes, one at a cement plant and the other at one of the quarries was killed by lightning. It o happened that both plants had already been eliminated from the trophy awards by reason Of previous accidents. The point I would like to have settled definitely is this: had either one 1 or both plants had a perfect record from January first until July I7th, the date John Doe was killed by lightning while walking into the office of bis company, and had this company had another perfect record from July 17th up to and including Decem ber 31st, should this plant be charged with a lost-time or fatal accident and deprived of the trophy. My persona) opinion is--the plant should not be deprived of a trophy because of such an accident which is purely an act of God apd one which employer or employe could not prevent. It is true, this is a compcruible case, and X agree it should be, but T firmly believe to deny any plant a trophy because of stldl an acci dent would have a very bad effect upon future safety drives. This Question I have Cement Section 393 discussed with Mr. A. J. R. Curtis, and it is one which I believe should receive careful consideration so as to avoid any argument in the future. I fully realize many of you will not agree with my point of view, but 1 ask you to carefully consider this question with.an open mind. What would be the attitude of your men regarding future safety campaigns if they were denied a safety trophy under such circumstances ? The action taken, by the cement association will be a precedent for all other industries-. It was my pleasure during the past summer to attend a number of meetings where safety trophys had been awarded by your asso ciation and the enthusiasm shown by the men employed at the different plants proved to my satisfaction your money was y/ell spent. My only regret is, that we find it impossible to get other industries to follow the program of the Portland Cement Association for the reduction of accideots. In conclusion 1 wish to say I trust the rime is not far off when a majority of the large manufacturing and minins companies .throughout the United States will see the advantage ot following in the footsteps of the Portland Cement Association for the reduction of accidents, the protection of human life and make our country a safer place to work in. Reduce the number of widows and orphans and remove from our industrial establishments that one black mark--Accidents. Chairman Parry: I would like to say for Mr. Quigley*s benefit that Mr. Curtis has compiled some figures here very hurriedly, and at the present time there are 54 plants in the Association free from accidents so far this year. From January 1st to September 1st, during the year 1929, the Association recorded 444 lost-time accidents. During the same period in 1930, there were recorded 389 lost-time accidents, a reduc tion of 55 lost-time accidents, or 12 per cent. There were 31 fatal accidents from January 1st to September 1st, 1929. During the year 1930 there were 15 fatal accidents-during the same period, a reduction of 15 fatal accidents, or 51 per cent. .<. - Tbe reduction in severity, that is the charges made against these lost-time accidents, is about 100,000 days. Last year-the total lost-time from accidents in the whole industry amounted to 318,597 days, and this year it is estimated the lost-time from accidents will amount to about 200,000 days. F. B. Hunt (Nazareth Cement Company, Nazareth, Pa.): I would like to make a motion that you, as chairman, appoint a committee of three to look into the matter of presenting trophies to the three quarries mentioned by Mr. Quigley. 1 think they are entitled to receive the trophies, and after proper investigation we may be able to have the Bureau of Mines recognize those three plants. (The motion was duly seconded and unanimously .carried.) Colonel Henry A. Rekinceb (Lehigh Portland Cement Company, Allentown, Pa.): I would like to make a motion, Mr. Chairman, that this meeting of the Cement Section, representing the Portland Cement Association, take action that in the future any injuries or fatalities resulting from lightning be not classified as lost-time accidents. (The motion was duly seconded). R. B. Fortuin (Pennsylvania-Dixic Cement Corporation, Nazareth, Pa.): I agree with Col. Reninger and Mr, Quigley, with the exception of one point. As tong as it is caused by an Act of God, the accident should not be classed as a lost-time accident. But there arc times when the employees are kept oa the job during an electrical storm, and at times are required to operate machinery exposed to an electrical storm. If an accident results from a bolt of lightning under such conditions, it should be counted. We stop operations in our quarries during electrical storms. Mr. Quigley : Would you count a man who was walking into the office of the plant when struck by lightning ? He wasn't operating any machinery but simply walking into the office for shelter when he was killed. I agree with Mr. Fortuin, if a man is operating a machine, and the foreman insists upon keeping him the plant should be penalized. 394 Nineteenth Annual Safety Congress A. J. R. Cuitis (Portland Cement Association) : As I understand the Colonel's motion, should an employee be struck by lightning, the first thing we would do would be to make .the company prove that there was no negligence on their part. They would have to establish the fact' that it was purely an Act of God. H. W. Gabor (Chief Inspector, State Insurance Fund New York City) : This opens up the entire field of cases termed as "Acts of God." A few years ago wc had a case where a building had been struck by lightning and one man was injured by falling material. The probability is that you would have to include that type of accident also, or give it consideration at least. There are cyclones, earthquakes, floods and other disturbance which are usually placed in the catagory of "Acts of God." Ma. Adam : ( think we are running away with ourselves in regard to lost-time accidents. If we add any more rules at this time we will only be putting a noose around our necks, and as a result every one will be clamoring for excuses. I think we should stow down a little. Let us investigate such cases and then let the committee decide what to do. Mb. Curtis: The competing companies understand how the Accident Prevention Committee handles such cases. That committee is really the highest court with the exception of the Board of Directors of the Portland Cement Association. In the past this committee has been quite willing to take all of these things into eoasideratioo. Colonel Reninger: At the time 1 made the motion other "Acts of God** were taken into consideration. However, where you have such a clear-cut as die one cited by Mr. Quigley, I think it should not be counted against the plant. I agree tliat all of the evidence should be presented and a thorough investigation made by the investigating committee. I don't believe we want to add any unnecessary rules. A. R. Cowchman (Safety Director, North American Cement Corporation, Albany, N. Y.) : It is my opinion that we sltould refer such cases to the Accident Prevention Committee. Colonel Reninrkb : I am glad to hear the discussion on the motion, h--t it Km brought out the feeling, it seems to me, that an accident from lightning counted as a lost-time accident , ' not be With the consent of the seconder, I should like to change my ( m--^ that accidents resulting from lightning be referred to the Coosnittce on Acbte* Piv vention of the Portland Cement Association, with the of meeting that such accidents should not be counted as lost-time **Y^*tf*f (The motion was duly seconded and carried unanimously.) Cbairuan Parry: The next item on the program is an innovation m our At tbis time we are to have the pleasure of listening to a dialogue entitled "Con verting the Hard-Boiled Foreman," by J. A. Voss, Safety Director, Republic Sari Corporation, Youngstown, and M. P. Grady, Foreman, Pennsylvania Railway Shops, Canton, Ohio. (A copy of this interesting dialogue may be had by requesting it of die head quarters offices of the National Safety Council, Civic Opera Budding, Chicago.) ADJOURNMENT Cement Section 3$. Wednesday Morning Session October 1, 1930 EDWARD H. PARRY, Chairman Glens Palls Portland Cement Company, Glens Palls, N. Y. The second session of the Cement Section convened with Chairman Parry presiding. Chairman Parry: This morning wc are to discuss "What Kind of a Talk Should a Foreman Give to His Men." Mr. R. B. Fortum, our new General Chairman, who is Assistant to the General Manager, Pennsylvania-Dixie Cement Company, is scheduled to lead this discussion. What Kind of a Talk Should a Foreman Give to His Men? By R. B. FORTUIN Assistant to General Manager, Paxmaylvania-Dixie Cement Company, Naxareth, Pa. This subject is rather a difficult one to handle. In the first place, is there any necessity for a foreman to give his men a safety talk? We will concede, without argument, the fact that every foreman is responsible to the corporation for production, and modern management demands that he also be responsible for the welfare of his men. As I see it there are really three types of foremen. The first is the type portrayed yesterday in our playlet by Mr. Grady; the hard-boiled fellow, tough, who has no place in cement and quarry operations today. Such a' foreman is very expensive to the management. The second is what 1 call ttie mollycoddle type. I can illustrate that best by a story. We had a repair man in one of our pack houses, and the foreman did not like the way he was doing some work, so he spoke to him about it. But the man said, "No. it is all right; it is my way." But the foreman said. "I want you to do It my way"--to which the man replied, "Well, I won't do it." "Then you g out of here." "You go jump in the lake and 1*11 see the superintendent", said the man. And he got away with it. That Is the wrong kind of a foreman and we have no place for him in the manage ment of today. The third type is the real foreman, the straight shooter, loyal to the company and loyal to his men. There is not much need of discussing that first type, the hard-boiled foreman, and the second type has no earthly right to be a foreman. I think that by outlining the system we use in our organization I can better explain toy idea] of the type of talk a foreman should give his men. It b our policy that whatever the foreman does is directly controlled by the superintendent, and whatever the superintendent does is directly controlled by the general manager. In other words, if the foreman permits unsafe practices in his quarry, let us say, and the superintendent knows that he does it, and lets him get away with it, they are equally responsible. Now, if the manager knows that such practices continue in the quarry, knows that the foreman permits them, knows that the superintendent shuts his eyes to them, he is not any better than the foreman or the superintendent and alt three ought to be cleaned out. Our system starts with a monthly meeting of superintendents. This meeting is presided over by the general manager. At this meeting he outlines the policies, plans and objectives of the corporation management for the coming month and reviews past 396 Nineteenth Annual Safety Congress work. At this meeting are discussed the plans of operation, quality of the product, the safety and welfare of the plant and men. At this meeting we consider operation, safety and welfare as one subject. We fee! that they should not be separated. One depends very much on the other. Following the monthly meeting of superintendents, the superintendents call meet ings of their foremen every Monday morning at eleven o'clock; and the superintendents talk to them for one-half hour, carrying to them the thoughts and ideas that the manager has transmitted to the superintendents at the monthly meeting. In this weekly meeting, the one thought which the superintendent must bear in mind is that he must sell the corporation to the foremen; he must sell the brand of product we are manufacturing and selling. In other words, he must sell the foreman on the organization. Then, too, we liave monthly safety meetings at which the superintendent talks to the members of the committee. Next, the foremen hold regular safety meetings in their departments. At these meetings the foremen transmit the ideas and thoughts that tlw superintendent has presented at the monthly safety meeting. Every Wednesday, we have what we call our Wednesday Twenty Minute Meet ing. \Ve are indebted to Mr. David Adam of Lawrence Portland Cement Company for the idea. At this meeting the superintendent calls approximately a half dozen men who are not foremen, from various parts of the mill, and talks to them about their jobs. He lays his cards on the table and says, "I am not the superintendent today, boys, I am one of you fellows. Let us talk over your job." He gets into heart-to-heart discussions, and you would be surprised at the valuable ideas that we have obtained from the men through these meetings. Bear in mind that in all these meetings, operation and safety and welfare are not separated. Following this we have our monthly mass meeting, which takes place during the first week of the month at every plant. All men are drawn in from the quarries as well as from the other departments. We have established a policy of not having outside speakers. We draw speakers from our other plants and from our general offices. We have three men here today who were elected by popular vote at our plants. These men attend as representatives of the employes; they will take back to the plants what they can from these meetings and will be the speakers at the next mass meeting back home. The success of any program depends on the results obtained, and wc feel that our results have certainly justified our policies. A. H. Coucbuah (North American Cement Corporation): We should not over look our actions. Sometimes actions speak louder than words; and very often a foreman makes the mistake of following the old policy of "don't do as I do, but do as I say". Sometime ago I beard a foreman giving a safety talk to his men and he was trying to get over the idea of the men taking safety home with them. He was telling of his experience in driving an automobile. He said that it was necessary for them to be careful in driving on the highways, and I heard a man remark. "He certainly sets a fine example for us men. He is one of the most reckless drivers we have in the mill". Chaikmak Pauy : We all agree with Mr. Coachman that safety is not some thing to be put on and taken off tike your shop clothes. No foreman can have any real influence with his men unless he practices what he preaches to his men. I.et me ask this question: Is it more beneficial for a foreman to talk to his men in a group, or to study the individual characteristics of each one and talk to them separately ? A. J. Bales (Bessemer Cement Corporation, Bessemer, Pa.): I quite agree with Mr. Fortuin that in these days of absent management it is up to the foreman to discuss the policy of the company with his men. He is really the k*y man on the Cement Section 397 job. And in these days of industrial depression we should cut out a little efficiency and put in more humanity. We can put in humanity, anyway. The foreman can show by example that all safety rules must be observed. He should know the cost of accidents to the company, to the men, and to the public, and he should discuss costs. He should discuss various safety devices and how they operate. He should talk on dangerous practices--stress no scuffling and practical joking. He could discuss the previous week's or month's accident record. He can ask and answer questions. He should discuss the use of goggles, how they should be worn and what type. He should discuss the proper way of lifting material. He should discuss with the men the danger of neglecting minor injuries. He should, above all, say what he means and mean what he says. I think the daily contact of the foreman with his men will put over a safety message better than meetings and speeches. Ms, Foktuin : Collective talking is successful only to a certain extent. In the collective or group talking you can only speak in generalities. Following that, you must hare au individual contact with your men. The foreman must be fair, loyal to his men, loyal to tltc company, consider the welfare of his men at all times, but he must be boss. That is just as essential as anything else. And unless the foreman has control of his department, all the talking in the world won't do any good. F. C. Jacobs (West Pena. Power Company, Springdale, Pa.) : Is it possible for a foreman to safety too much? And what line of appeal do you find the foreman can use most effectively in talking safety to his men? Ma. Fobtuim; I thoroughly believe that you can talk too much safety, that is. If you talk only safety. If you combine your safety talk with your talk on operations it * different Combine the two. For instance, you are going to take down a crasher. Instead of pounding into the man the safe practices he should pursue, you should outline to him how he should take tliat crasher down in the quickest and best manner. Ho will get the safety without safety being a paramount thought when you talk to him. In other words, if you sell your foreman on the idea that the quickest, easiest, most economical and the best way is the safe way, he will get the safety Indirectly. Suppose you are talking to your foreman about the hazard of electric quarry cable lying on the quarry floor. Why not, in bringing this thought to his mind that it is a hazard, also tell him that when the shovel moves and drags the cable with it, the cover may be turn; when the cover is torn you shorten the life of that cable, and within one-half of the time you have to replace it at a cost of thousands of dollars. That is operation os well as safety. Make one idea include another. Mb. Jacobs: An accident causes certain humanitarian loss and suffering, as well as monetary loss. The ordinary employe does not care so much, probably, about loss to the company, but he does care about pain and suffering and lots of money to himself. Which appeal is more effective when a foreman talks to his men? Me. Fobtuim: We lay our cards on the table. We tell them that if they work safely they will profit and so will we. Don't hide the fact that if accidents are cut down the company profits by .it. Go ahead and tell them the profits will be used to Improve the condition of the company houses, to give an outing next year, etc This is particularly effective among men of foreign parentage. When you talk the pay envelope to them, they listen. Mb. Aoam: When I first went to our plant, we had a great deal of trouble in getting every man to wear goggles. One day I was walking through the machine shop and a repair man was using an emery wheel without goggles on. I waited until he finished and said, "Mike, I was reading in the paper this morning of a man who was using an emery wheel and got a bit in his eye. He was taken to the hospital and they got it out, but he lost the sight of that eye. He had a wife and a family 3198 Nineteenth Annual Safety Congress of four or five kids, and in a very short time that man's earning capacity went down, owing to that one eye. It removed him Iran his home, which was too expensive for him.1' 1 continued along that line, and then walked away and left him. 1 did not tell him be was not wearing goggles or that he should. Three or four days later ] went to the machine shop foreman and asked him to watch this man particularly whenever he came into the shop. He has worn gaggles every time since then. CuAiUtAX Pariv: I happened to be going through another plant with the safety man one day. We came to one department where the foreman was talking to his men. The first thing he did was to take up the accident record of the plant for the past week. He started in on the more serious injuries and worked down until he came to an accident that had happened in his own department. He named the man who had been hurt, and I never heard such a talk in my life. He held him up for ridicule before the whole gang. The safety man said he did not believe there was another foreman in the world who could get away with it the way he had. But he said that was the only method he used with his men and it was that department which had lie best accident record in the entire company. That is something we can't recommend to our foremen as a method for them to use. It seems to me il is entirely too dangerous. Ml Cfirns: 1 wonder if foremen know enough about delegating responsibility to men. I am rather of the opinion that foremen have too many things concentrated right at their own desks. How important it is then, that the foreman leant how to pass along some of those obligations to his men. Essentially it becomes a problem of knowing how to train his men. The best appeal 1 have ever found in talking with foremen, is to point out that the only door that lies open to opportunity is by taking on new responsibilities as they are offered and by getting those under him to help carry his responsibilities. The "Kan-to-Maa" Stuff is the Best Wm. M. Powell <Medusa Portland Cement Co.) : I think the best land of a talk to give a man is an individual talk. I am a big believer in this man-to-man stuff. When I first came with Medusa J spent a week in each plant, and 1 do not believe there is a man in our organisation, from the bottom to the top, with whom I have not talked personally about safety. When yon get a group of men together and the foreman gets up and talks to them as a group you get a sort of company attitude-- that is. well, he is getting paid for it But when a man talks to another individually, it leaves a more lasting impression with the man. He thinks that this fellow really must have the thing at heart An ideal time for a foreman to talk to his men about safety is when he hires them. 1 think when a man cooes into the organisation for the first time, if you drive home the safety thought then, it is going to make a deeper, and more lasting impression on him than if you wait until von have a meeting. Speaking about hard-boiled fellows, we have a man whom many people consider a hard-boiled general superiwtqxfeni When I was first interviewed by him, before I came to work with this company, because of tl>e way lie talked to me, 1 told myself that 1 was going to get into this organisation if 1 lad to lie into it or steal my way. 1 wanted to get into it because he had the safety idea at heart. Most of our men all through the organization have heard him talk at our meetings; they have heard our President. Mr. John, and also Mr. White. And our men have taken their inspiration from these men. I believe that is in a large way responsible for our good record. Wc have eight plants, and to date we have had just one lost-time accident this year. Chairman* Parrv: We now come to our next speaker, Mr. Cline of the Universal Atlas Cement Company, who will discuss "What effect does safety in the plant have on safety in the home ?" Cement Section 399 What Effect Does Safety in the Plant Have on Safety in the Home? By J. R. CLINK Universal Atlaa Cement Company, Universal, Pa. To begin with, MOf what interest is it to us at the plant that there is any safety in the home?" At plants of our company it is of the greatest interest, for aside from all humanitarian interest wc know that any accident in the home affects conditions in our plants. If an employee is injured at home it means an experienced man has to be replaced fay one usually not so good, while he is recovering, or if a member of the family of one of our employees is injured at home we know the employee is distracted from his work thinking about conditions at liome; and this extends to all employees working near one who has had an accident at home because they express their natural sympathy to their fellow workman. It is therefore up to us to make the safety influence in our plant effective also in the home. To prove that good results are being obtained, die word of the local plant doctor is most convincing. His statement is, "Outside the baby crop in our mill town, there is very little practice to make a doctor necessary except among people of the community not connected with the cement mill. Among families of employees there arc very few accidents, and even sickness in this group is at a minimum, as the entire family seem to profit by the health suggestions given along with the safety work." Safety properly taught to any man in the plant is bound to be transmitted to his family and they benefit by it. Working on shaky ladders is just as dangerous in the home as in the plant. The same applies to boards with nails sticking up, boxes or barrels with nails protruding inside to catch arms reaching into them. Materia) left on walks, rakes with prongs ^ticking up, stairways with buckets placed on stairs-- all cause the same kind of an i 'cident, whether in the plant or in the home. At oar safety meetings wc consider the best means of impressing a great number of causes of accidents by referring to conditions that exist about the homes, so that the employee will he impressed doubly, once by the hazard in the mill and again by the association of ideas when he sees the object referred to in his own home. An excellent topic for departmental safety meetings is the discussion of accidents that have occurred in the community in which the plant is located. By keeping in touch with the local doctor the safety man or foreman can learn of any accidents that occur and mention them, explaining the cause, classifying them according to the plant method, and suggesting means of preventing similar accidents in the home and mill. Bums cause just as much pain and suffering wliether received in the plant or in the home. Nails in boxes broken up for firewood or projecting inside boxes or barrels con taining potatoes or apples are dangerous. Broken bottles also left lying around cause very ugly wounds and run up the expense of auto tires. Ladders wittout safety shoes or poorly constructed ladders are a very great hazard. When (his hazard is explained it doesn't take a workman long to realize that a few dollars spent (or a safe step ladder is much cheaper than, paying doctor bills for injuries caused by falling from chairs, tables, boxes or other improvised ladders in the home, let alone the suffering caused to the member of hi$ family by the injury. Unguarded gears are dangerous, such as bicycle sprockets, gears in the drive to washing machines, automobile gears exposed while doing repairs, and the somewhat similar constant source of danger in the wringer on the washing machine. When a hand gets caught in a wringer, there is, of course, a safety release, but women and children get excited almost as much as some men io the mills when an accident oc curs; the arm is drawn in nearly to the elbow and the rolls grind the flesh off; or the 400 Nineteenth Annual Safety Congress thumb catches on the side or top roll and the hand is split between the thumb and the first finger. Sometimes a child stands on a box watching mother wring clothes, the box upsets, and both hands go into wringer. All these accidents have occurred and their repetition is being prevented by using them as examples in explaining the mill hazards. Our general welfare activity is not necessarily limited to the confines of the plant itself. Through our employment bureaus, and our doctors, we do not hesitate to give advice to employees concerning family, and other personal affairs. We attempt by counsel and persuasion to impress upon them the duty they owe to themselves and their families to avoid danger outside the mill in going to and from work. The group insurance funds at the various plants should be protection against heavy drafts due to the death of members caused by their careless acts or omissions. Pamphlets and literature passed out in tl>e mill are bound to be read by the wives or children. Even in the case of safety literature furnished on the street, some child will usually be attracted by the picture and take it home where it is bound to do good. We supply our men with the booklet, "The Safe Worker" and know it is taken home. Allowing children to do dangerous things just to keep them quiet is exactly the same as a foreman allowing some man to continue some dangerous practice because he doesn't want to hurt the man's feelings or because be doesn't want to be considered a crank by his men, or doesn't like to sec the man lose pay by penalizing him. The result is the same, eventually an injury and much- more heartache and suffering than if the foreman or father had taken action in the first place to prevent it. We say to our men that we think our mill is in good condition. We have ap in spection committee on the job but we want the fellows to look around just the same, aml see if anything has been missed in the inspection. And we tell them to do the same at home. I have been asking our men for the last month or six weeks--"Do you take your safety home?" And they all say yes. I have asked them what they do. One fellow said. "My wife left a box of matdics with some newspapers. I told her what safety was and she put the matches in a safe place. At our plant we have given every man the Bureau of Mines training and we encourage the men to practice at home. How do physical examinations in the plant help at home? When a man is told that his eyes are bad or he has any one of a number of a ailments that should be taken care of. he is checked up in a couple of weeks or a- month by our labor man, who talks to him and asks him about it. This man in turn helps to check the health of members of his family. I usually talk to our fellows each month, and each time with a little different approach. In January we start, out with New Year's No-accidcnt-month. In Feb ruary there is Valentine's Day; in March St. Patrick's No-accident-month; in May it is too pretty to have an accident; in June it something else; and so on. When we reach November there is Thanksgiving No-accident-mooth and the little couplet that can be used. "No pumpkin pies for reckless guys". All that helps the men to remember safety. Then, at Christmas-time we mention the hazard of celluloid toys. If you have an injury in your plant, when that fellow gets back on the job say to him. "Do you know what that accident cost the company V* Perhaps it is one hundred and fifty or three hundred dollars, and might look trivial on the lace of tL But then you can go on and say, "Now, if your boy broke his leg because a scrub bucket was set at ti* top of the stairs, what would it cost you? Just about as much as your accident cost the company. Can you afford to pay such bills ?" Mb. Ealks : If safety in the plant does not have any effect in the home, it should have. Wc all know that a large number of cement plants and stone quarries are operated in small and isolated communities. They do not have the advantages of a Chamber of Commerce and other urban organizations. There is no one to instruct Cement Section 401 the people on home safety, if the plant officials, plant foremen and the plant em ployees do not do it. It Is up to us. . Should we not hold mass meetings during the year and endeavor to get out all the people in the community, mothers, children, and others to the meetings? Then, too, through necessity many plants are compelled to own a large number of dwellings. It is important to the plant officials that proper care be taken of them. One is with regard to the placing of rubbish in the home. A fire in one home or dwelling may bum down several dwellings in the community, and our communities usually do not have adequate fire protection. A fire loss in dwellings will often mean a serious loss to the company that employs the men. One day this summer our plant switchboard was out of order. Wc called up the telephone company aod on investigation they found that in a neighboring community some one had taken a length of electric wire and used it in the tail of a kite. The electric power line carrying sixty-six thousand volts was on one side of the road and the telephone line was on the other. The tail of the kite became entangled and stretched across the two tines. No one was hurt but it shut off the telephone service for eighty-nine miles around, in several communities. So we can see the hazard of children not being properly instructed in safety. Many communities do not have desm-up men. Financially they are not able to do it. Our community has a general clean-up week in the Spring and disposes of all rubbish. There are two railroads in.our community that are troubled with a lot of tres passing. Youngsters will go out and pick up coal on the tracks. The railroad agents arc helping by giving talks in the schools. Then too, in these community meetings that I speak of. you can stress the seriousness of an accident in the home. Such accidents arc every bit as serious as if they happened in the plant. A bucket left on the stairs and causing a fall is just as serious as a man falling from an elevated positioo in the plant. And financially it Is usually more serious for lt>e family, because the individual in the plant is usually covered by compensation and gets something out of it. But if an accident happens to a member in the home, there is usually no compensation at all. Also, this point can be stressed: that if an individual were given fifty thousand dollars, he would watch it and guard it and take the best care of it, And the life of any member of a mail's family is equivalent to that amount. And that is what an individual is worth to himself. That should be stressed to men in the plant and to people in the homes. There is another feature that should be kept in mind in small communities. In a majority of the communities the boys of today wilt -be the men in your plant of tomorrow. If you stress safety to them when they are children, you won't have to work so hard to train them in safety when they come into your plant. So X don't think we can stress too strongly the point of carrying safety into the home. I think it is easier to make a talk on home safety than on plant safety. We have statistics that show there are more people killed at home than in industry. Also . stress the automobile accidents on the highways. Mg. Powtu-: Right after I went with our organization I got from the National Safety Council enough home safety pamphlets to send to every home represented by employees in our plant. In addition to that we addressed a personal letter to the lady of the house and told her what we were trying to do- in the plant, and appealed to her to help. Wc had a Bureau of Mines man come to our plants to give first aid training and we invited the Boy Scout Masters in the community to attend also, so that they could pass it on to the Scouts. Just recently we have gotten out the third issue of our company magazine in which we intend to publish articles on safety in the plant, as welt as articles on safety in the home. Wc hope to make It so interesting that tlte men will take it to their homes. 402 Nineteenth Annual Safety Congress Mr. Ealss: We also took this Bureau of Mines first aid course. I happened to be a deputy Scout Commissioner of our county and visited a number of the Scout troops, and on my visits to them I stressed the importance of first aid and also gave a little instruction. Those troops cover not only one community but hall a dozen communities in that section. Cbaisscah Parry: Before we adjourn this meeting, 1 want to read a telegram that Mr. Curtis received from our friend Mr. F. E. Town*: "AH set to celebrate first complete year free from lost-time accidents ending midnight, October 2. Cele bration Friday Night, October 3. Success to your Pittsburgh meeting.** Mr. Curtis: Mr Powell spoke of tire Medusa plants, eight of them having had only one accident so far this year. I believe that at the Toledo plant there has been only one matt changed in a year. At the York plant there were only three. There undoubtedly is a direct connection between the hiring and firing of men, and safety. If you look into the report of our accidents for last year, you will see that out of the seven hundred lost-time accidents which are classified according to length of service, more than two hundred occurred to men who had been employed less than one year. That is just a slant on the problem which you might check up with your own records. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Cement and Quarry Sections Joint Sessions Wednesday Luncheon Session October 1, 1930 EDWARD H. PARRY. Chairman Glens Falls Portland Cement Company, Glena Falla, N. Y. The joint meeting of the Cement and Quarry Section of the Nineteenth Annual Safety Congress was called to order by Edward K. Parry. Glens Falls Portland Cement Company, Glens Falls, N. Y., General Chairman of the Cement Section. Chairman Parry: We are goiug to dispense with all formality and call on our old friend, Lieut- Col. Henry A. Reninger. Address By LT. COL. HENRY A. RENINGER Past President, National Safety Council, Special Representative, Lehigh Port land Cement Company, Allentown, Pa. I will give you a short history uf the work the Portland Cement Association has been doing in accident prevention work. The National Safety Council came into being at a time when our good friend Lou Palmer was secretary of the Iron and Steel Electrical. Engineers. Their first meet ing, which we now designate as the first Congress of the National Safety Council, was held in Detroit in 1912. At that same time, 1 believe, Mr. John Lobcr, presi dent of our Association, known then as the American Portland Cement Manufact urers, and of the Lehigh Valley, had been laving a great many fatal accidents, as in every other cement plant. With the passing of compensation laws, some of which were passed in 1912, he was (oresighted enough to see that something had to be done in our own industry to prevent time serious accidents. He appointed a committee, now known a* your Committee of Accident Prevention and Insurance, to try and do something along accident prevention lines. That com mittee was wise enough to go to an organisation then in exist**- - , known as the Independence Inspection Bureau for help, fie asked tliem to come to the aid of the cement manufacturers, make a careful and thorough inspection of cement properties throughout the country, and evolve safety rules. Those rules were issued in pamph let form; and in reading them over last week. I found that while we have improved in some ways, fundamentally we are following along the lines laid out by Foster, Medina, and other engineers in those old days. 403 404 Nineteenth Annual Safety Congress We began keeping accident records in 1913. Since that time statistics in the cement industry are perhaps the most complete of any industry in the United States. We all realise the way we were operating cement plants in those early days. No thought whatever was given to safety. Our hardest problem, 1 believe, was to edu cate our executives. Today I believe that every one of you men--if you were asked the question, "Does your president or does your.general manager believe in safety?"-- could honestly answer that question affirmatively., If they did not believe in it, I doubt if yon would be here today. Our first meeting of the Cement Section was held in Philadelphia, in 1915, at the Fourth Annuel Safety Congress. Mr. Hubert Sinclair, chairman of the Committee of Accident Prevention and Insurance, presided. Mr. Medina, Mr. Robert Brenton Mill (our first secretary), Mr. Young, then chief engineer of the Alpha, Mr. A. G. Croli, general superintendent of the Atlas, aud myself, were the speakers at that Congress. Those of you who saw the presentation of the Joseph A. Holmes Award, by Mr. Scott Turner of the Bureau of Mines, to Mr. Young of the Lehigh Portland Cement Company, heard Mr. Turner make the statement that the cement industry was far ahead u( other industries in this country in accident prevention work. That state ment was made again yesterday, and it has been made a half dozen times at this Congress. We arc virtually as old as the National Safety Council. We have reached the point of being recognized as the outstanding industry in safety work. The thought that I want to emphasize here is that you men must return to your own organizations and carry on this work. After years of great effort we have reached this point in the cement industry, and we cannot afford to let up one minute in our work. If anything, we must keep in closer touch with the work and keep those accident records down. It i* very easy for them to jump up. I think every one of you men will agree that the safety programs you are carrying on in your plants is the finest thing that ever happened. If your executives are familiar with the results of your work, they cannot help but feel that they cannot afford to let up on their safety efforts now. Safety has meant good housekeeping and efficiency. That is what we need just now. Depression is here, business is slow. For the past two or three days you have heard pessimistic remarks made by some of our men who, I believe, do know the general situation. I hope we have now reached the road running through the valley, and that by Spring we can start going up the other side. T do not believe that any of us can afford to curtail the work that we arc doing in safely, because, to my mind, it is one of the most important things that we have, not only in our own industry but in every other industry. It makes me feel very happy, when I have an opportunity (as I do once in a while) to talk to organizations outside the cancnt groups, and also to one's friends and the wives and mothers of employees, to tell them that their husbands or sons are far safer working in a cement plan!, with dynamite and pulverized coat, than they are walking down Main Street of any town, or even in their own homes. It is true. Last year twenty-seven plants in our industry operated without, a lost-time accident, and I don't believe we can take twenty-seven homej of any. twenty-seven employee* that you pick out and find that in those homes there has not been some accident causing lost time So ] think all of us can cl very happy and proud of the work that we have dene, that we and our feUowmew can walk around our plants and do our daily jobs with a more secure feeling than when we are walking the public highways. Don't let up, fellows, in ywir work. The greatest advertisement the cement industry Ha- today is the record they hare been making in safety. The Portland Crment Association and the kx-rkfanl companies have received more real advertisn^, and there has Hem more really good feeling established throughout this country for the cement iadu*tr>. through this auident prevention work, than through any other activity that we arc carrying on tday. I hope that those of you who are moabers Content and Quarry Joint Sessions 405 of the cement association will continue to realize that the small amount of money being expended by you for safety work brings greater returns than any other money being spent by the association. I say that because I heard big executives, in big steel companies, make statements, and the executive of one of the largest soft coal companies in the country just made that same statement to me the day before yesterday. He said that if the soft coat industry had been wise enough to spend probably two or three times the amount of money that the cemerit industry has spent, they perhaps would be in far better shape than they are today. Don't be selfish in safety. You men are perhaps the only ones in your com munities interested in safety. Take the subject of safety up with your superintendents of schools. If your schools do not have safety in their regular curricula, see that it U put in. What we need more than anything else today is the education of the children in this country. Those children who arc being taught safety in the public schools today are coming into our organizations when they leave school with a mind that unconsciously has absorbed safety. It is going to be an easy matter then for a cement company or a steel company to hand the new worker a book of rules: also it will be much easier for those youngsters to read those rules, study them and carry them out. There won't be opposition to those rules. You and I remember opposi tion from older men in our organization. But if education in safety is started in the schools it is going to mean that accidents in this country will be cut down very materially, in those communities where the education is given. Carry that message back to your superintendent of schools. If he wants any in formation, it is only necessary to drop a line to the National Safety Council in Chi cago. They will gladly send all the information necessary to the superintendent of schools for his program. Give us your help. You are the men to take the message back to your school superintendent. If we can do anything to help you, the National Safety Council will be glad to do it. But we do want safety taught in every school in and around every cement plant in this country. We cannot be selfish. Now that we have achieved a record, we must spread safety. Accidents arc costly, whether they happen in and around a plant, or on a highway, or in a community. Give us your help I ADJOURNMENT 406 AriMmokA Ammuat S<rffty Congress WAmAfMraooo Session Cmnkm U t*M fTIflWl IL MXXT, Chairman OIm fih Cssissr rispmy, Glens Falls, N. Y. The cccuod yvtm nnm i fM C'" and Qasry Sections convened with Chairnwn Kdward H Vn, * tffcr Cwwr * icta. preakfipH. Cuamua* Famth TWr m iMk U wafiauhed business before us. Those of you who wm * aWwsui--w wesioe recall a motion empowering the chairman to mmac* a nuaiwai id tlae, e eall upon the Bureau of Mines, with the idea <4 smne wkfcw* tut --Miifgwar trophy could he provided for the three quarries atAxx tv ci.mplftr W euaiwcum year* without lost time accident. That motion was made, uttnaA* and carried, and ao I appoint these three men to act on that Committee: Mr Fred Jit**. Mr. W. H. White, J|r_ and Mr. Frank Sass. I believe that the work of that cutamrttee can be dooe here in Pittsburgh, inasmuch as Mr. Scott Turner, the head of the Bureau of Mines, and Mr. Dan Harrington, their chief engineer, are both here. This afternoon we have the privilege of hearing a man who has been terribly in jured in an industrial accident. Without further formality, I introduce Mr. Walter A. Darling, of Cincinnati. The Cost of An Accident By WALTER A. DARLING Cincinnati, Ohio I feel that I know something about the cost of an accident from the victim's standpoint. I don't know how much I know about it from the executive standpoint But in the past two years I have talked to nearly a half million workmen over the United States and Canada, and in that time I have come into contact with a great many of the leaders, a great many of the executives in industry, and I have made a few observations. When the question of costs as related to accidents is the subject for consideration, there looms in the mind of every person a great variety of ideas. It ia quite natural that these ideas should invariably resolve themselves to money or its equivalent, as money is the accepted standard of cost accounting. And so firmly is the money cost established as a standard that it appears to be the only item of interest growing out of an accident. To the foreman an accident means a break m the wdl-oilcd, smooth-functioning department. He realises that interrupted production is costly to his organization as well as the cost of compensation and medical attention to his injured workman, and he feels he is responsible for an expenditure that is not profitable to his company. His entire thoughts have, therefore, been in terms of money. * The superintendent sees this department as a broken cog that may cause delay throughout a great portion of the general industrial process. He realizes tliat delayed production means less production, with the overhead remaining at die original figure. His thoughts, too. are in terms of dollars. The safety department sees its frequency and severity records mounting, and realizes that maintaining this department cannot be profitable unless satisfactory results are obtained. This department often includes employment, and they know that replacing the Cement and Quarry Joint Sessions 407 rvtM is m mam W ntpntac wader (he heading of labor turnover. Again the Cote rqihai ifewtt * 4 Han. The mwmm cuummy 4m mi * chua that may include hospital calls, medical c>sMaMi W ftm mumud imjlnj it and continued recurrence of acci- ^ drnmAm 4m --i--gar~i-- * a poor risk, thereby making higher rates justifi able and asm--my- The iwa ft md gsuiral >wager, or the chief executive, has a complete t at wmmuuca r~"lr. taefcer overhead and manufacturing costs, and pale* com, Ml d wfeaeb >nnr a problem `emending serious attention. He, tuo. m ihinlring m term* <d dnfiars. Seme dgmists any wen participate in the cost of an accident where rehabilita te vork u aecewwy or pcaafelv. And here the cost involves the expenditure of pAlif funds* Wbcm the inriiliriin has compiled his report for a twelve month period over the taste eotnery. hi* costs arc alarming, and we cannot help wondering what could be door with this room? if spent on the building of public schools, highways, or other beneficial public measures. It is well for all of the aforementioned to carefully consider the enormity of this economic problem, for it is indeed a problem demanding serious attention. And. viewing it in such a general way, we cannot help but recognize its importance. But while its importance will serve to stimulate each and every one to greater effort, may I be permitted to remind you that none of the foregoing problem or its conclusions may be used as a weapon to combat itself? Nowhere in this entire monetary, ques tion is there offered a solution that can remedy the cost. Let us scrutinize this cost a little closer and see if there is not something that will help and do some good. I think we will find that it is accident prevention--good safety work. Now, safety hi industry, like the morale of an army, does not bubble up from the ranks to inspire and influence its recognized leaders. Unity, harmony, confidence and cooperation arc all the children of good parents. Workmen of today realize that it is the owners and directors of industry that control general working conditions. They appreciate the fact that the management must decide where the quarry is to be opened, and where the plant is to be built, and that the machinery be of modern, approved type; and that the management must sec to it that the equipment is so placed that there is ample working room, good light, ventilation, and sanitation. When this part of the safety program has been carried out, as far as may be found practical, then lire destiny or salvation of your problem in economics lies in the hands of tliose who never recognized the relationship between accident or injury and money. Your problem may be monetary, but your salvation is in the education of your workers. Go to them, and educate them. And when you have their interest and attention in safety as a humanitarian measure, then--and then only--will you find an answer for your problem in economics. By the education of workmen it is possible to show them that their personal safety is paramount. This done, the result yon so desire, the reduction of costs, will be automatic and incidental to the educational plan. Now. 1 sakl that it is well to get the interest of your employee in safety from a humanitarian standpoint. As I see it. safety embraces two equally important factors --tlie economic and the humanitarian. And no matter to which we direct our atten tion, both must profit equally. Since the humanitarian tide of safety is the side that appeals to the men in the shop, to roe it is the side that offers the least resistance and gives the best results. As I said a wh:,e aro. in the past two years I have been called into industrial plants all over tl. ou. y, to give my views on safety, to talk to men in industry, those who are in a position to be hurt, or potential hazards. The talk that I find is the most satisfactory, that gets the best results, that establishes a relationship 408 Nineteenth Annual Safety Congress and understanding between the employee and employer, is a talk that is purely humanitarian. 1 am going to give it to you. I want you to put yourself in the position of the men in the shop, the men in the plant, the men in the quarry, where there arc hazards, and see whether or not you feel a new interest in safety. It has never been the practice in industry to talk costs to workers, but J believe it is the right thing to do. I don't mean to take the books, and say that such-and-such an accident cost so much, and the insurance of the plant cost so much, and so on and so forth. But there is a way of making a comparison of costs that illustrates that the entire cost is not borne by the industry. That is what I try to do. Now, quoting from a plant talk: remember, you are a group of workers in your own mill. I talk a little bit about safety, its history, its progress, and then this cost proposition. . . . The Personal Story of a Workman It has not been so many years ago, men, since safety was just a vague, scattered idea, and little attention was given to general safety work. There were a great many accidents then, considering that most things were done in a rather slow manner. War needs and the increasing requirements of the people speeded up everything, including the accident rate. It grew by leaps and boimds, and in fact, all out of proportion. There were, however, a few pioneers who had foreseen this condition cement mills, steel mills and railroads. And i believe that the old top-look-and-Ksten sign, that has since been replaced by the more modern light and belt was one of the first notable and extensive measures for caution. There are. however, in every community and in every plant, a few who still think that safety is "the bunk." They look with what might be called contempt or pity on men doing safety work, on safety engineers and factory committees. I want to say to the man who feels this way about it that he is so far behind the times that he is a dead number, industrially at least, and it is high time that he awaked to the realization that these men are not trying to make unpleasant conditions, but are protecting life and limb. We have a few who are egotistical enough to think that they can beat the hazards. Men. you cannot do it. It does not matter how fast you are, you cannot duck flying pieces of rode, premature explosions, slipping carloads, or whatever the hazard may be. You know what they are in your own plant better than I do, and can pick them out for yourselves. Now, I said I wanted to talk about costs. Whenever and wherever an accident occurs, almost immediately and invariably a monetary equation presents itself and is given considerable attention by all those involved. If costs are to occupy such a place of prominence, why not consider all of the costs? For, I believe there are some in which you should or should not be interested. To the manufacturer: the industrial accident means a high rate of insurance, it means the expenditure of large funds for accident prevention and safety equipment. It means a lot of industrial inconvenience, replacing and retraining valued men; it means added expense of maintaining industrial relations and firat-aid departments, both of which are non-productive. That is one cost To the insurance companies it means more claims, more bookkeeping, more paper work, more men in the field, more money for hospital bills, medical attention and compensation for time lost That is a second cost. To the victim j< means injury, pain, suffering, and the worry of being incapacitated or handicapped, not only in a physical way but as to continued support of the family. ] have never seen a dollar, spent as the result of an accident, where everyone con* Cement and Quarry Joint Sessions 409 ccrned would sot have been better off were it not necessary to spend that dollar. To me a compensated claim is an apology. That is the best I can call it. Now, as I said, all of these are big, serious items. But to me they represent only a minor part of what I call the real cost of an accident, the one to be considered. 1 want to tell you a little bit about my own experience, and I think it will give you a new version of what we might call a most important cost. My mother and father, like most parents, spent a lot of time and money raising me, and I guess 1 gave them as much trouble as most boys do, especially an only child. I was not an angel, by any means. Before the war, 1 was at an age where I was of little or no belp to my parents. While in the service I could not help. But after the war, I settled down to the business of getting somewhere in the world and began to work and save, and in a measure to repay them for all the time and care that they had so unselfishly given to me. In the next few years I managed to save enough to pay off a small mortgage on the old home. That, of course, lifted a load from the minds and shoulders of my parents. I continued to work and save, and for the first time in their lives, it looked like they might rest a bit and let me take over the burden they had carried for so many years. As I advanced, prospered, the load became lighter. I became engaged. Then, just as the outlook for both my family and myself was bigger and brighter than it had ever been before, the unexpected happened. I had a serious accident. Iu an explosion I was struck across the face with a piece of steel and the damage was great and far-reaching--more than I realized at the time. I was taken to a hospital, a torn and bleeding mass, living, still a pitiful piece of humanity. Much of my face was caved in and terribly lacerated. As I lay on that hospital receiving room table, I began to wonder just how much would be left to represent the life work of my parents. Well, there were X-rays, there were ice packs, and in five days I was in condition to operate, and in the meantime my family had been notified. My father came to my bedside, and to this day I am thankful that the bandages hid the extent of my injury. He could not sec the terrible condition of my face and eyes. Bnt as I held his hands I felt tear-drops on mine, and I want to say to you that when big. strong man of sixty, that has been through the mill, like my father and your father and lots of you--when he sheds tears, there is usually a mighty good reason. Right then and there I decided that, were it ever in ray power, 1 would make every effort to prevent heartaches such as these from occurring to the loved ones of others. I knew my father would leave that hospital a broken man, and I knew what it meant when he would have to go home, and try to explain and comfort my mother. It was seven weeks and three days before I left the hospital and nude the trip from Cleveland to my home in Cincinnati. Arriving there, I was placed in a private hospital and under the care of a specialist. There was still a lot to be done--plastic work, parts of my face had to be rebuilt. 1 have a piece of my shin-bone over my left eye, where it was caved in. I have a piece of one rib in the bridge of my nose. Pieces of skin were taken from the backs of my ears and grafted into the eyelids. And there was still a little hope of saviog the partial sight of one eye. To accomplish all this a series of operations were started, seven in all, lasting almost throe years. And each time that I came out of that hospital I had to be treated at home. That was ray mother's work, and not a easy job for a mother, I will assure you. Those eyes had to be bathed, fresh bandages applied, drops administered; and I feel safe in saying it was only my needs and the hope of ray seeing again that carried my mother so bravely. After that seventh operation was over and it was decided that nothing more could be done, and 1 would never see again, my mother relaxed from that strain that had carried her, collapsed and within a few weeks died. As I stood at her grave I again said that I would do my best to save some other man's mother from what mine had gone through. And it was only fourteen months later that I laid that broken man, my father, to rest beside my mother. For the 410 Nineteenth Annual Safety Congress third time I renewed my rows to do my part to kill conditions such as these, resultif^ horn preventable accident*. It was hard, men, to get over the terrible ending that had come to the lire* of those two, after all their work and sacrifice for me, when it all might have ***** prevented by a little timely safety work. Now, understand me, I am not telling you these things to enlist yuur sympathy. I don't want that. I don't need it. There is.not a bit of doubt in my mind that any one of you here this afternoon could not or would not go through with all that 1 have, and bear it equally as well. Certainly you could. Why not ? But that is not tl>e point. For the victim it is not so bad. A physician can, with a few drops of cocaine, stop your pain or at least relieve it. But remember, fellows, that he or no one else can administer an anesthetic to the hearts and feelings of those who do the actual suffering, your own loved ones who pay a price that can never be reckoned in dollars and cents. And so, I say to you, when you leave this or any safety meeting, forget what it costs industry. They arc able to pay. They are glad to pay. Forget what it costs the insurance companies. It is their business to pay and they expect to. Forget the injury. Forget the pain and so on. But keep clear in your mind that largest cost that you and yours will have to pay. Now folks, that is just a little bit of my own story. I have tried to make it short. There are a thousand heartaches in there I could tell you about. But what is the use? There is not any of it that is a pleasure to recall. There is a lot of it I would like to forget. But if, coming up here today and telling you, I can help to save your eyes for your mothers and fathers, your hands and feet for your loved ones, your lives for your wives and children, then I will be compensated. The whole thing amounts to just this; I am not any different from you or any workman. What has happened to me can happen to anyone. From the time we leave our cradle to the time we go to our grave, none of us is exempt from accident. We should remember that wc may be Injured, and our injuries may be deep and very apparent, very painful. But there will probably be four or five more whose injuries will be deeper and more lasting than ours. I want to sum up this talk by just asking you one question. How soon are you, by carelessness, going to let my story become your story ? The beat I can do is to warn you, show you what it means. Taking care of you is out of my hands. That up to each and every one of you as individuals. I hope you do it well. Now men, I don't know what you think of this talk. I don't know whether I have made an impression on you or not. But that story is what convinces me that the humanitarian side of safety is the answer for the problem in economics. Chairman Parry: I think no comment is necessary on Mr. Darling's speech. I simply ask that everybody stand and give him a rising vote of thanks for this message. (A rising vote of thanks was extended Mr. Darling.) Chairman Parry: It has been my pleasure to .tale* the meeting up to this point and from this point on I am going to turn it over to Mr. Worthen, chairman of the Quarry Section. Mr. Worthen. (Mr. A. L. Worthen, General Chairman of the Quarry Section, took the Chair.) Chairman Worthen: In looking around the room, I am forced to say that doubtless the Quarry Section are guests of the Cement Section. Those of us who have followed the progress of the Cement Industry in accident prevention cannot help being envious of die record which you have made. Nevertheless, the quarry Industry is making rapid strides in accident prevention work. We appreciate the importance of such things as the cost of an accident, although I don't think I ever heard it so dramatically portrayed as Mr. Darling lias done. Wc have reached the level now where we are considering the study of psychiatry in relation to accident prevention. Dr. H. S. Hulbert, who will be our next speaker. Cement and Quarry Joint Sessions 411 has been identified with the Universities of Michigan and Illinois, in the departments of psychiatry and neurology. 1 will ask Dr. Hulbert to talk to you now. Aids in Handling Oneself and Others. Especially in Relation to Accident Prevention and Safety By HAROLD S. HULBRKT, M- D. F. A- C. P. Ckkan IHMfe Accidents are of human origin, therefore of mental origin. A man whose mind is on his work is not a causative factor of accidents, provided, of course, the man has previously demonstrated his fitness and his capability in judgment and in agility in the particular job or role in which he is engaged. A man whose mind is on his own personal problems or interests can not pay adequate attention to the work at Kiiwl amt is therefore a causative agent of accidents. The mental causes of acci dents are thoughtlessness and carelessness fas workmen whfa normal minds, rather than ter--l>-*1 or of foadfigewce. Distraction of attention permits hazy thiniwij the work and tmfifference so its risk*; hi other words, accidents result from t'T***1 detours. Safety thinking is thinking about the work being done, not Amtiwy of safety. Psychiatry is the trifyw oi treating minds which have foiled to function norm ally. In order to psychiatrists were lead to work out an irrfrtadwig of si) Iiwmh pmi*iI nmetaen types, sane or insane, successful or OBsaccessfot. One we have foamed is that the emotional life of an individual is of vastly more importance than die uwdfoctual (or kkatkraal) part of his mental life. Emotions tend to direct attention: a na while emotional about himself can not keep hi* attention directed towwd his vk Psychiatry also has its fimimions. and when we can not cure certain types of cases we can only recommend that cases of each type be collected and segregated. There is no place m competitive American mdmiry for the insane, the feebleminded, the fpfliptk. the constitutionally frail or hderfocs or the sick (arteriosclerotic*, paralytics, tenflea. or cases of arterio-seforosis. cases of Brights' disease, anemia, tuberculosis, cancer, skull fracture or brain concession). These persons, industrially unfit can be easily identified by general observation and certain simple tests, and they had best be pensioned "off or worked in groups segregated with others like themselves. The normal man is comfortable in mind and in body, at ease with him* ell, adjusted to his work and Ms cin `nwawu> wl to his hane fife. and ho* R work record showing longer and longer periods of employment of better and better kind of employment (for a good work record shows he is neither sick, perplexed nor fatigued and alio shows he it not misplaced, inadequate nor discontented). The normal man has better self-mental-discipline of the same mental tendencies as the man who is a failure, whether he foamed this discipline wittingly or unwittingly. It is of some of these things of which 1 want to speak today. Classification First, to anticipate the most frequent question asked on this subject, may I not say that there is no successful or scientific system yet evolved to place men or esti mate an individual's character or characteristics. Of the various tests. I think the best is the personal interview between the employment or personnel officer and the applicant, and later an interview between the manager and the man he considers promoting to foreman. The next best test is a probationary period such ax has been found so successful in better organized groups, such as Annapolis. West `Point, nurses' training schools, and police departments. To date and probably thereafter, 412 Nineteenth Annual Safety Congress common sense ?nd experience are better than theoretical tests whose usefulness has been only partially proved by enthusiasts. The inequalities of human nature can be graphed in what is known as the human praph. This applies equally to all humans, regardless of the standard by which they are measured, be it height, age, wealth or poVerty, promptness or tardiness, success or failure. Three per cent will be practically parallel to the base line, 12. per cent slightly rising, 15 per cent sharply rising, 40 per cent top plateau, which may he somewhat domed, 15 per cent sharply falling, 12 per cent gradually falling, and 3 per cent practically parallel with the base line. The middle 70 per cent, consisting of the sharply rising 15 per cent, the plateau of 40 per cent, and the sharply falling 15 per cent are what we call normal. Ob servation of a man over a reasonable period of time will enable you to place hijn pretty well in this graph. .............. Day Dreaming This type of thinking is known by various names: phantasy with a ph, revery, day dreaming, or more properly wistful thinking or wishful thinking. It has been estimated that 11/12 of the thought-processes of tbe average person, excluding the old, are of this character. These thoughts may be momentarily short or they may be minutes long. They are usually vague, pleasing, and highly emotional. They are usually ambitious and are often mistaken for the foundations of plans. They are regarded as harmless and the cheapest of indoor sports. But we psychiatrists now know that these phan tasies are extremely bad for the individual in that they rob hhr. of his initiative to make sound plans and the mental energy to carry out his plans. These wistful thoughts leave the individual apathetic and rob him of his interest in his work. If indulged in extravagantly, they lead to dementia praccox. As ordinarily indulged in, they lead to indifference, and carelessness in the daily work. This may be illustrated by a dull punch-press operator to whom Dr. Plant once remarked. "Why, you have ten lingers and you have been on a punch press six months !H To this she replied, "It's only them what thinks that loses their fingers.** The operator was right, only she did not realize that she meant the phantasy tvnc of thinking. These phantasies can lie identified and handled as follows: a phantasy usually be gin* with one of three phrases, "I wish,'* "When," or "If" Whenever a phantasy enters the mind of an individual, he should do one of two things: he should either do something motor about it now. that is, use his hands to change the phantasy into a somewhat started or completed plan, or he should dismiss the thought from his mind and preserve his mental integrity and his interest in ordinary affairs. There is a second form of phantasy which has most of the characteristics of the previous type, except that the mood is a depressed or anxious one and that the time is the present or the Immediate future. This is called worry. The mind is filled with highly emotional thoughts,* the ideas of which are incompatible with each other. The advice is the same: do something about it. The worker whose mind turns to worried thoughts about his wife in the hospital and the ability of his daughter to get her own breakfast, should be permitted to phone his home before school hours and to call the hospital several times during the day, otherwise hU abstraction will take his mind from his work and lead to carelessness. Persons who worry are those who formerly indulged in anticipatory reveries to a great extent. Usually they are not in the best of health and are not living norm ally. Nowadays, some of the most common causes of worry are birth control or indulging in sex starvation or sex experimentation. The third form of phantasy is the retrospective reverie. It begins with, "Oh 1 If the past had only been different!" This leads to an incurable paranoid insanity. Cement and Quarry Joint Sessions 413 when sud> thoughts enter die mind nothing motor can be done to alter the past. It is imperative that such thoughts be dismissed from the mind. People need instruction in rational forgivefulness and also in rational self-forgivefulness, the peril of which is indulgence. The open, frank, non-sedusivc, but reactive type ol individual is the wholesome one. Ambitions should be limited to what is practical in attainment. A man should be encouraged to prepare himself for tbe oext higher job above him. The advice, "Hitch your wagon to a star* or "Be ye therefore perfect," is so impractical that it is hurtful to personality. Ambitions which are more generalized should displace them, for example, "Be faithful and planful." or "Never get tired of doing your best". Anger Tli niot common form of anger, is from the thwarting of some impulse. The primitive form of this kind of anger is personalized. The person thwarted wants to destroy whoever put the. obstacle in his path. Primitive anger shows itself best in a quick resentment, and at its worst in thoughts of revenge. The civilized form of anger is depersonalized anger; that is, a strong determination to overcome ob stacles. There is a most pernicious form of anger which should be avoided, and that is self-anger, or self-reproach, because it is inevitably baffled anger. Anger without an outlet is sickening; it is harmful to physical and mental health and to one's work. Conflict Is normal in healthy males, but contemplations on conflict lead to abnor mality. Socialized conflicts, within rules, such as quoits, baseball, or even pinochle, are vastly better than angry broodings. The angry workman, emotionally interested outside of his work, is little interested in his handiwork, and is an easy prey to absentmindedness. The determined man while at work substitutes his work for his problem, is energetic and helpful, and is not apt to cause accidents which would re flect on him. The reaction of exasperation is often a cause of accidents: A man will tug at a piece of machinery to get it in place, using what he believes to be the right amount of strength. Then, being exasperated, he may yank it or hammer it ruthlessly and cause something to break or slip and thus precipitate an accident Men should be taught that it is results, not efforts, that count, and that the group cannot proceed until each man's work is well done. A persistently impetuous man cannot be deliberate or discipline himself, and the company will do well to let him go. The impetuous man makes mistakes not from fascination, but because of alcoholic inheritance or because be is hungry for some thing. Impetuous men are unreliable workers. They are almost as unreliable as' stammerers, who have psychic ataxia as well as jerkiness in speech. There is another form of anger which is an increase of irritability without any apparent increase of provocation. When a man is more irritable than usual for a day or so, it is safe to assume that he is in pia Tbe pain is more often physical than mental. It may be a symptom of some developing disease, a dental cavity, or eye strain.. A man may be 111 at case because his wife is pregnant. In any case, a temporary increase of irritability is sufficient cause for a supervisor to send the man to the company doctor. Critichm It is important in the training and handling of men. and equally important at home in the training of children, to differentiate between an offense and an offender. One may disapprove or hate a characteristic in a person, but one should not there fore hate the individual. Never totally criticize a person. Never let your foreman say, "Oscar, you damn big Swede, why In hell did you do that?" You should train your foreman to say. 414 Nineteenth Annual Safely Congress "Why, Oscar, I am surprised that any man who is always here on time and never seen drunk on a Monday morning would make a mistake like that. What the hell ?** If the foranan handles him in the first way, totally criticizing him, the man will develop a grudge against the work, against the company and against himself. He will brood over his wrongs with the constant tendency to be abstracted and in peril of causing an accident. If the foreman handles him with the better technique, the man will tell his wife that the company has noticed that he is never drunk and that he is always on time, but wilt not mention the mistake. He will be more alert at work to avoid mistakes and deserve favorable comment The ratio of two slaps on the hack to one kick in the pants is a good one. A workman should not be criticized to hts equals lest the speaker be quoted and his criticism reach the workers in garbled form. It is permissible to criticize the worker to his face, *and of course, to report on him to his superiors. Even io such cases, however, the offense should be distinguished from the offender, and his good characteristics as well as his faults repealed. The word `'shame" sltould never be applied for a physical condition to any per* son, especially to a child or young workman. To tell a workman that he should be ashamed of himself because he did not wash his hands before eating in the lunch room of a lead factory tends to make him slovenly and hurts his self-respect. Porgivefulnesa When a man has been fired, docked, laid off, criticized or otherwise punished, he should be given a receipt in full and placed in good standing when he is forgiven and returned to work. His next effort must be made a successful one, and it is the duty of the foreman and those of still higher rank to assist him and to arrange that the return to full duty is accompanied with approval and is successfully fulfilled. The same is true with men who have been laid off because of injury. These men have suffered more or less sltock, hence when they first return to light duty and when they are returned later to full duty, the authorities must see to It that the duty is successfully performed and that the man is told that they approve of lus efforts and successes. Happiness Happiness may be regarded as the opposite of anger. Happiness is the emotional state which accompanies the carrying out of ideas and plans If these plans were, in part at least, of the individuars own making, whereas anger Is the emotional state which results when the carrying out of one's plans is baffled. Practically every sentence in this article is based .on the tragic life history of one or many individuals. It was my duty during the war to become acquainted with the hospital care of sick and wounded British soldiers. These men were called "Blue Boys" because the hospital uniform was entirely blue. At the hospital where these experiments were made, the Blue Boys had been thoroughly institutionalized by being there many mouths, They had been thoroughly studied and records had been kept of their re actions. One incident will show the effect of happiness on physical effort. A certain group was assigned to certain medical officers. Oiw doctor was oo the first floor and another on the second floor. All day long this group of soldiers sat in the office downstairs and at intervals one would come to the doctor's desk to have his pulse and blood pressure recorded. He would then walk up the long flight of stairs for a similar test. These soldiers would repeat the test at half-hour intervals during the day. day after day and week after week. One Saturday morning a sergeant-major came into the room where the soldiers were waiting and tead a list of names. Tltose whose names had been read would Cement and Quarry Joint Sessions 415 not be permitted to have "shore leave" or leave to go down town for Saturday after noon or evening. It was observed that the next time these disappointed soldisr* walked upstairs their blood pressure was lower and their pulse rate was higher. Tbc about two hours later the sergeant-major came into the room and announced some mistakes on his list, that it was Smyth, not Smith, and Robertson instead of Robinson who had been denied leave. On the next test the men who had regained their happiness were able to walk upstairs with as little effort, as shown by the blood pressure and pulse data, as they had on previous days. This demonstrates again the fact that avoidance of unhappiness lessens fatigue hence lessens the risk of causing an accident. Pear The use of fear as a whip to keep men in line and to do their work well lest they be laid off or bawled out must be used in very great moderation. Fear is a poor whip. To be sure, there are many men of tow intelligence who may react well to fear, but in men of average or high intelligence fear is distracting to attention. Fear limits output. It produces an unwholesome state of physical health, and should therefore be saved for a few emergencies. A disagreeable foreman or school teacher of whom all are in fear should be transplanted. On the other hand, tenderness or solicitude should not be overdone. Workmen do not do well if they know they are pitied; they do even less well if they develop self-pity. Anxiety Anxiety in the mind with concomitant physical sense of tension is caused by in completeness, repression, or by self-conflict in the inner mental life. It shows Itself jn a depression of mood and also in doubts and indecisions. Persons in a state of anxiety need help. Problems which produce anxiety are usually tiiose which can be understood or helped by physicians, social welfare workers, or priests. Anxiety, if intense or prolonged, may lead to hysteria or neurasthenia. Anxiety sometimes develops after an accident while the claim is still unsettled. Then if the claimant is allowed to "jew up" the claim agent when a settlement is arrived at, Acre will not be the tendency to have a chronic neurosis, whereas if the claim agent "jews down" the claimant, a chronic neurosis may follow and the com pany loses the efficiency of a former good workman and the community loses a selfsupporting citizen. The human mind craves certitude. Few of os can stand uncertainty. It will either give mental anxiety or produce a conversion hysteria. Almost always the cases which develop conversion hysteria are persons who tamper with sex living. Per sons who arc biologically wholesome are not predisposed to develop marked anxiety, but the anxiety can be about other things--finances, returning to work, and so on. I hold no brief for persons who indulge in misconduct, but 1 do think a man is not as bad off if he indulges in an evening of carousing as he is spending many hours brooding about "I wonder what my wife is doing/' or "I wonder if I can't get next to Joe's wife while I'm on my way home from work". A highly emotional life is more destructive titan the misconduct itself. Fatigue There is an increase in accidents from mental fatigue or emotional fatigue from being overstimulated or over-hurried too long. A short campaign is better than a long one and is followed by less reaction and is permanently followed by a more enduring improvement. Many slogans lost their stimulating ability when they became commonplace such as, "Watch your Step," or "Safety First". A slogan particularly 416 Nineteenth Annual Safety Congress appeals to the man or group or men who developed that slogan bat to others its appeal rapidly fades. Fatigue leads to accidents. Fatigue is increased by unhappiness and decreased by happiness. Happiness also increases accuracy. That a kind word or properly spoken request increases the workman's accuracy was observed in elevator operators who stop their cars more accurately with the floor level when the passengers say "four teen please," than when the floor number is given in an abrupt or muffled tone. Men who are constantly unhappy should be placed at work where the accident risk is small or where accuracy is of minor Importance. Monotony of work leads to indifference to the execution of that work. This flag ging of interest causes wandering of attention or even drowsiness. Accidents are prone to follow. What is here said, as is tree elsewhere, is as applicable to executives driving their Packards as h is to workmen in the quarry or shop or factory. Surprise Surprise is defined as an emotional state, that is, a state of excitement, not a state of thinking, or at least not a state of clear, orderly thinking. The surprise lasts until the individual arrives at a definite thought as to what should be done under the cir cumstances. Surprise leads to complications of accidents. The prevention of surprise is to permit and encourage men to be decisive and to acquaint the individuals who might be surprised with die probable complications of snch types of accident. Rehearsals, such as life saving or training in' resusritatioo. arc preventives of surprise. In any type of accident, experience in similar accident* lead to less surprise in case of recurrence because the experienced person b nov endowed with ability to make derisions based on previous knowledge^ Obedience vs. XHadpBne Obedience means the giving of rewards for unofuaBy good or dealing out punishment for misconduct A Ann will not prosper if the sign rimnaif nl Is per mitted to fire employees on the rrrommcndatioo of Ac lumiiu. hs sunt wait until the January meeting of the board of directors to psumdc a nan for ability. Rewards and punishment should be offered Discipline, by definition, means the setting of an or Ac following of an example which has been set. It docs not mean fietislsatnt A b a follower. In our every day life discipline b more effective flan instnsctiasL The foreman who violates the "no smoking" rule cannot by peanabmeot get has aren to observe fire hazards. Monk A man can not defy the moral code of hb |iwp or anb-groep. while stupefying hb conscience with excuses which are efltfachwy to hnwsrtf but which he know* would not be satisfactory to others, without showing a a personality and in useful ness. This deterioration of pfrao--flly. from >e|f Indulgence, b *3 severe as deterioration from drugs. Such employees should he once warned and then dismissed. Respect and Sdf-Rcapact Self-respect is based on two things of equal importance. The first b good or improving health, and the second b a COOsciottMeu of Ac mdririduaTs own liabilities and assets. A person who over-emphasises hb own Imutations has a so-called infer iority complex and has crippled his occupational and rkwnejtic life, whereas a person who minimizes his limitation* while he magnifies hb abffiticj b proud, bat ineffective as a leader. Cement and Quarry Joint Sessions 417 The normal individual Is equally self-critical and self-approving, but he is careful never to confess to others his shortcomings nor to boast about his exceptional abilities. He takes himself for granted, concerns himself moderately with self-improvement, and is concerned mostty with his work. He places the emphasis on his production and minimizes the emphasis on his overhead or himself. When an individual is in good health or improving health and has a proper balance in the two phases of self-regard, then automatically and inevitably he commands the respect of others without delib erately seeking it. This probably is the most Important point in the development of personality and of usefulness in the world. A good way of establishing a man's self-respect and at the same time disciplining him is to ask him about himself. "How are you getting along?" "What progress are you making7" "What can we do to help you?" "What do you think of yourself as an employee for such and such a company?" He will tell you. Then say, "Now describe yourself as the foreman sees you. Describe yourself as you think the doctor sees you," and make the man see himself from several points of view. He wit! take himself much more seriously after that and lie will try to do those things which appeal to the superintendent, the company doctor, and the foreman. You haven't hurt hit self regard. You have given him something to think about, and I think that is respect building. Effect on the Mind of Bodily Health & Nervous Breakdown There is a .close but complex relation between a man's physical health and his intellectual capacity and emotional life. In men of 40 to 55 a lessening of mental vigor, imperceptible at first, is found in about 1/6 of all cases examined. It usually Is due to heart or kidney (Brights') or blood vessel disease; these conditions are very easily disclosed by any physician by examination of Ac heart, Mood pressure, blood and urine. Realty, you men and oAcr executives owe it to yourself and your families and your companies to have an annual physical examination, preferably dur ing the week of your birthday. You also owe Ac duty of sensible living. Drinking isn't safe, it is smart-aleck. Sweating once a week from hard work or hard exercise will add seven useful years of life to Ae average sedentary man. Nervous breakdowns, so called, occur when there is at the same time a great emo tional strain plus a state of poor health such as acute tonsillitis or convalescence from influenza, but they do not occur in healthy persons from emotional stress or strain nor do they occur from poor healA under ordinary stress. You can not anticipate when death or other family or even financial strain may come to you, therefore it' is of vast importance for men like you to maintain your own healA at a high level. See that you do it 1 Inference* Men can make or mar themselves largely by their mental habits. An inference is a conclusion based on slight data. Almost all persons regard themselves as smart enough to make inferences. Actually but few are able. The most intelligent persons rarely make inferences but do engage themselves in getting more data, form a tenta tive opinion or judgment but are open-minded and welcome-still new data while they are reacting to their provisional judgment. Most men infer unfavorably to thcftraelves and about others wiA the consequent paralysis or paresis of effort, or with diminishing friendship and diminishing approval for others. The bookkeeper receives a telephone call saying Aat Ae boss wants to see him in the office at ten o'clock. He spends the intervening time inferring unfavor ably to himself about such trifles as "Did the boss see me at Ae White Sox ball park on Ae afternoon I stayed home pleading sickness "Did the boss know Aat 1 had joined the bookkeepers' racket?"--"Did Ac boss notice that I parked my car near 418 Nineteenth Annual Safety Congress a fire plug in the yard ?**, et cetera, ad nauseum. He might know the boss would not have sent for him unless the boss wanted something:. All conversations begin with "I want" on the part of the person inaugurating the conversation. The presumption is that the boss wanted the bookkeeper to help the boss do something the boss wanted. The bookkeeper should have inferred that he might give the boss anything from his department that the boss wanted. He would be a better bookkeeper and would soon be promoted. When one infers favorably, one risks 11 per cent error only: if one infers unfavorably, one tends to create unfavor able circumstances. Comparisons The habit of indulging in comparisons is very common and is very dangerous. When an individual compares himself with any other specific person or when an indi vidual is compared by an outsider to any specific persons, an unwholesome state of mind follows which shows itself in less accurate productive work. Persons, usually between the ages of 31 to 38, sometime* show an overdevelopment of this bad habit and we call them paranoid. Such employees are stormy petrels. They compare conditions here with conditions in Russia or in the good old days or under the former boss; they preach the philosophy that "we workers own our jobs." They are too talkative and argumentative and should be discharged for they are as bad as a rotten apple in a barrel of good ones. Character Character is the sum of the decisions an individual has made during his lifetime, A person of strong character is a decisive person. A person of weak character is one who cannot make and adhere to his own decisions. Others make his decisions for him or he is vacillating m adhering to his own decisions. Usually a person of strong character is also of good moral character--for example, Roosevelt, Wilson, Gary*. There are some exceptions, such as leaders in our politically protected crime gangs. These leaders arc decisive men of strong character, but according to our code, they are nnt of good moral character. Character can be developed in a person just as deliberately as ability in music or boxing. Character should be developed In the home while the individual is a child by intelli gent parents allowing the growing diild to make his own decisions within the neces sary limitations of his own judgment. For example, a good mother will say to her little son, "Dear, do you want to wear your rubbers or your galoshes to school this morning?** She has decided tint he should wear some form of foot protection, and where it makes no real difference to his health, she allows him to make decisions for himself. Good parents so train their children that at 18 tbe children can be weaned from supervision and guidance, and thereafter can deride for themselves and meet the ordinary problems of life. After 16 the parents should continue to offer their children such financial and domestic support as is necessary; and should be willing to interfere without request or offer advice and make derisions when the child is in danger, or in vital matters, such os being vaccinated against typhoid before taking x long automobile trip. Business character can be developed in young workmen. When a new employee comes to work at a factory or office, he should be allowed some latitude in deciding how he will fulfill his duties. A clever foreman will tell him that he can turn an object on the lathe either from left to right or from right to left A clever head clerk will tell the new office boy that he has to deliver three envelopes to three places in whatever sequence he decides to follow. For when an individual fools that he may make some decision* about bis work he has started to develop a business char acter, and other things being equal, he will be of relatively greater value to his com pany in future years. Cement and Quarry Joint Sessions 419 The strong character who has ability to make his own decisions must, of course, be differentiated from the opinionated person who complicates the lives of others by firmly expressing the first opinion that enters his mind without weighing the pros and cons of a situation. A man accustomed to making prompt decisions is mom attentive, is less predisposed to cause accidents, is better equipped to deal with an accident which has been caused, and recovers more quickly from surprise alter an cadent Normal physical health, pleasant interest in his work, comfortable adaptation-to his domestic and social life and to the changes in his environment, self respect, and the avoidance of such bad menial traits as mentioned above are important personal con tributions which any average men, who is intelligently handled by his superiors, may make towards accident prevention and safety. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Chemical Section Officers 1930-31 General Chairman--John S. Siiaw, Hercules Powder Co., Wilmington, Del. Vice-Chairman in Charge of Program--]ohn Roach, Deputy Commissioner of La bor. State of New Jersey, Trenton, X. J. I "ice-Chairman in Charge of Engineering--A. L. Armstrong, Kastman Kodak Co.. Rochester, N. Y. Secretary--H. C. Mougey, General Motors Corporation, Detroit, Mich. Chairman Posters, Slides and Safety Kinks Committee--George H. Mu.j-F-k. E. f. du Pont de Nemours & Co., Wilmington, Del. Chairman Membership Committee--J. M. McVey, Hercules Powder Co., Wilming ton, Del. Chairman Publicity Committee--S. D. Kirkpatrick, Chemical and Metallurgical Engineering, New York City. Chairman Statistics Committee--Ira V. Kepnek, Pennsylvania Salt Manufacturing Co., Philadelphia, Pa. Chairman Health Committee--'Dr. Leonard Greenbuml. U. S, Public Health Service, c/o Yale Medical School, New Haven, Cornu Executive Committee--The Officers and L. A. DeBlois, Consulting Engineer, New York City. C F. Whittemore, Western Electric Co., Chicago. 111. -- ' F. E. Clancy, Jr., Mathieson Alkali Works, Inc.. Niagara Falls, N. Y. H. L. Miner, E. I. du Pont de Nemours & Co., Wilmington, Del. S. R. Whiting, Liberty Mutual Insurance Co., Boston, Mass. Fred M. Rosseland, Newark Safety Council, Newark, N. J. E. J. Smith. Underwriters Laboratories, Chicago, 111. Dk. H. E. Howe, American Chemical Society, Washington, D. C. Retiring Officers General Chaimtan-^-C. F. Whittemore, Western Electric Co., Chicago, 111. ViceChairman in Charge of Program--John S. Shaw, Hercules Powder Co., Wilming ton, Del. Vice-Chairman in Charge of Membership--Harold L. Miner, E. I. du Pont de Nemours & Co., Wilmington, Del. Secretary and Chairman Engineering Com mittee--A. L. Armstrong, Eastman Kodak Co., Rochester, N. Y. Chairman Pub licity Committee and News-Letter Editor--S. D. Kirkpatrick, Chemical St Metal lurgical Engineering, New York City. Chairman Postcr> Slide and Safety Kink Committee--George H. Miller, E. I. du Pont de Nemours & Co., Wilmington, Del. Chairman Industrial Poisons Committee and Health Section Representative--Da. Lcovard Greenburg, U. S. Public Health Service, New Haven, Coon. Chairman 421 422 Nineteenth Annual Safety Congress Statistic* Committee--C. E. Rrci, The Dow Chemical Co., Midland, Mich. Execu tive Committee--William A. Baxteb, The Newport Ox, Milwaukee, Wis. L. A. DkBums, Consulting Engineer, New York City. F. E. Clawcy, Jr., Maihiesoa Alkali Works, Inc., Niagara Falls, New York. Da. A. S- Gray, Chief of Bureau of Occupational Diseases, Hartford, Conn. P. W. Gumaek. The Barrett Co., New York, N. Y. Da. H. E. Howe, American Chemical Society, Washington, D. C. Ralph O. Keefer, Aluminum Company of America, Massena, N. Y. Ira V. Kkpnbs, Pennsylvania Salt Mfg. Co., Philadelphia, Pa. H. C. Ifouar, General Motors Corporation, Detroit, Mich. John Roach, Deputy Commissioner of Labor, State of New Jersey, Newark, N. J. S. E. Whitihc, Liberty Mutual Insurance Co., Boston, Mass. Tuesday Morning Session September 30, 1030 C. F. WHITTEMORfi, Chairman Western Electric Company, Chicago, IU. The first session of the Chemical Section of the-Nineteenth Annual Safety Congress convened with C. F. Whittcmore. Western Electric Company, Chicago, presiding. Remarks of the General Chairman By a F. WHITTEMORE Western Electric Company, Chicago, 111. Your Executive Committee has held two well attended meetings during the past year at which all of the section's activities were discussed in detail. A riprutiltaiirc of tlic National Safety Council Headquarters Staff attended each meeting. We feel that in addition to Mc usual benefits of such committee meetings, some constructive suggestions relative to the method of preparing safe practices pamphlets were formulated and forwarded to the Staff. Membership Under the leadership nf Mr.' Harold I,. Miner of tlte E. I. Du Pout de Nemours Company, Wilmington. Delaware, the membership of our section has shown an increase of 54 between October 1. 1929 and September 1, 1930 with a loss of 34 through cancellation. This leaves a net gain of 20 new industrial members wliich is a very satisfactory increase particularly in view of the general business depression during the past year. Program The result achieved by the Program Committee with Mr.' John S. Shaw. Hercules Powder Company. Wilmington, Delaware, as Chairman, speaks for itself in the primed program of this Safety Congress. It has been our aim to Have two especially selected speakers at each session and thus allow enough time for discussion. This plan was tried successfully last year and we feel assured that it will be equally satisfactory this year judging from the names of the speakers and the subjects they are to present. Chemical Section 423 Engine--ing Mr. A. L. Armstrong, Eastman Kodak Company, chairman u( the Engineering Committee, has succeeded in preparing preliminary drafts of several new pamphlets oq safe practices. A pamphlet on ''First Aid Treatment of Chemical Injuries to the Eye" has been completed and will soon be issued or incorporated in a reissue of the general publication on chemical bums. Another pamphlet on "Fume Poisoning from Nitric and Mixed Acids" was completed at an opportune time in view pf the wide* spread interest in this subject. Publicity As chairman of the Publicity Committee, Mr. Sidney D. Kirkpatrick, editor of the Chemical and Metallurgical Engineering Journal. New York City, felt that his major endeavor had to be concerned with the obligation of keeping the membership informed of the progress and activities of the section and of developments affecting chemical industry. Mr. Kirkpatrick accomplished this most effectively by editing a News Letter which appeared with only one or two exceptions at monthly intervals through* out the year. He also drafted a letter directed to the editors of all chemical publica tions offering co-operation to the extent of preparing special articles on request. This invitation was accepted by a number of editors. Postal, Slides, and Safety Kinks The work done under the supervision of Mr. Geurge H. Miller of E. I. Du Pont de Nemours Company, Wilmington, Delaware, as chairman of the Committee on Posters, Slides, and Safety Kinks, included furnishing material to tire Council Head quarters for use in preparing posters. The staff photographer was assisted in seeming material for posters during' a trip through the East when practically all the material needed by the Chemical Section for the remainder of the year was obtained. Statistics Mr. C. E. Rice of the Dow Chemical Company, Midway, Michigan, chairman of the Statistics Committee, reports a gratifying response to requests for reports of the accident experiences of our members throughout the year.. Industrial Poisoning The work oh industrial poisoning has been continued under the leadership of Dr. Leonard Grecnburg, U. S. Public Health Service, Yale Medical School. New Haven, Connecticut. This summarizes briefly the various activities of our section. In closing these introductory remarks, I wish to thank all committee chairmen as welt as all members of the committees and the membership as a whole for their cooperation and especially to express my appreciation of the advice and work of the National Safety Council Headquarters Staff which has made possible a large part of the accomplishment credited to us. Craiihan WhittrmoXe: I regret very much that Mr. Roach, on account of illness, will be unable to present his address personally. However, he has selected a very able substitute, utd l am pleased to call upon Mr. J. M. McVey, of the Her cules Powder Company, Wilmington, to present it. 424 Nineteenth Annual Safety Congress The Trend of Accidents in the Chemical Industry By JOHN ROACH Deputy Commissioner of Labor, State of New Jersey, Newark, N. J. No one controverts the statement that good bookkeeping, in the statistical division of industrial accident prevention work U an essential and important feature of its administration, Industrial plant managers who formerly attempted to plumb business activities by means of guess work, have either reformed their methods or been replaced by others who availed themselves of accurate information concerning the profits and losses of their business. Formerly statistics were not hcM in very high esteem by hard-boiled executives who had not been taught their value nor impressed with the necessity for keeping their fingers on the business pulse so that many l>coplc, tncludirig even legislators and administrators of labor legislation, who surely were in need of comparable facts, disregarded sources of information that would direct them in their efforts. A very definite change, however, can be noted in recent years in the policies and practices that are pursued by plant executives, for an increasingly large number of them have been sold on the value of definite accident records so that this kind of information is now exerting a powerful influence on the methods and policies that are being pursued to prevent injuries to workers during the course of their em ployment. No one who has given attention to the spread of safety thought can fail to be impressed with the scope and variety of the information that is printed in "Industrial Accidents Statistics" published by the National Safety Council. I think that it is proper and fitting that mention should be made of this valuable contribution to the cause of human safety at this time, and as much^ptiblicity he given to it as Is consistent with the purpose of a discussion on a separate phase of the work because, undoubtedly, there are large numbers of people holding important places in industry w!k> are neither using this service nor contributing to the compilations contained therein. If we are to make lulntanlial progress a* the years pass it can only come through a realization of the various angles involved in the problem and a determination to learn from authoritative sources just how effectively safety work is being carried on throughout the United States. The 1930 edition of "Industrial Accident Statistics" contains important information relative to the chemical industry that should he noted in the course of this paper. Eighty-four chemical plants with an exposure of over 120,000,000 man-hours have reported their records to headquarters in each of the last three years which makes the comparisons valuable, and while the facts presented by these plants are reliable and interesting, obviously If the chemical section Is to obtain the dearest possible kind of a picture of the progress it has made in preventing accidents, it is essential dial all members report their accident experience each year. It seems that during the year 1929 industry in general effected a reduction in the frequency of lost-time accidents of II per'cent in comparison with 1927 and a 2 per cent reduction in comparison with 1928. While we congratulate our fellow workers in the industrial field generally, it is to be noted that in the chemical industry we were not quite so fortunate for lost-time accidents per million man-hours worked in creased 2 per cent over 1928. However, don't lose hope for we are still three per cent below our 1927 rate. Our severity rate, however, is more encouraging for it is 16 per cent lower in 1929 than in the previous year while the severity rate for accidental injuries in industry as a whole has shown a two and one-half per cent increase annually during the tat two years. The 1929 fatality rate for industry as a whole showed no increase over 1928 although it was considerably higher than for 1927. The 1929 rate for partial dis Ckemical Section 425 ability accidents was sharply higher than for either 1927 or 1928. The increase in rates for accidents of this type, therefore, accounts for the adverse accident severity experience Suffered by all industry. In the chemical industry our 1929 rate was lower than for either 1927 or 1928 but our rate for permanent partial disability accidents was considerably higher. Fortunately, these accidents were of a less serious nature during 1929 so that in the chemical industry we were able to show a lower severity rate than would be normally' expected with so sharp an increase in the number of permanent partial disabilities. In view of the fact that the chemical industry was active during the most of 1929--many of the plants operating at full capacity--I believe the progress recorded may be regarded with satisfaction. Further evidence of the improvement that evidently has taken place in safety work among members of the chemical section is tc be found in the figures that show that a large number of plants reported for 1928 arid 1929. Of the 100 plants that re ported, 63 had lower frequency rates in 1929 than in 1928 while only 45 plants had higher ernes. Improvement in severity was nearly similar, as 61 plants had lower severity rates against 47 with higher severity rates in 1929. The 1929 accident experience of our entire section was contained in records from 172 plants whose employees worked a total of over 206,000,000 man-hours. These figures represent a gain of 16 per cent in reporting establishments and 10 per cent in the number of man-hours worked as compared with 1928. Lost time accidents for the entire section averaged 17.5 per million hours worked which is satisfactory indeed when we consider the figure 25.53 which applies to industry as a whole. Among the 27 different industrial groups listed in the National Safety Council's Publication "Industrial Accident Statistics" for 1930 the chemical section ranks fifth on the basis of its frequency rale. The cement section, with a frequency rate of 9.54 led the list while the textile section was second and printing, and publishing and laundries ranked third and fourth. In the chemical section we also had a-better severity experience than many of tltc other sections because we are in thirteenth place on the list, and while our days of loot-time per thousand hours worked averaged 1.72 the rate for all industry was 2123. It Is to be regretted that such Industries as the automobile, textile, ma chine manufacturing and food production had lower rates. The serious nature, therefore, of the accidents we did have should be a warning that vigilance in guarding work places or promoting safety thought should not be relaxed in the slightest degree. It has already been pointed .out that plants reporting regularly for three years had a significant increase in their rate for permanent partial disability accidents for 1929. Since these accidents not only impair the working efficiency 1 Lite man, create physical handicaps that must be absorbed by industry, increased compensation costs to the employer and the general public and imposed distress and suffering on injured people and their dependents 1 wish to farther emphasize theiy importance. As our showing from the standpoint of serious accidents among employees is only average when compared with other industries are we not, therefore, luving too many serious cases ? The manufacture of explosives is said to be the most hazardous branch of the chemical industry nevertheless in proportion to exposure, fatalities that occurred exceeded only slightly those that are charged against paint and varnish manufacturing plants. Explosives plants had better records from the standpoint of permanent partial disability accidents than had dye manufacturers, carbon products plants, chloride and alktline manufacturing or miscellaneous chemical plants. The frequency rates for the groups with the most serious accidents are. on the whole, not only lower than the average for the entire section, but lower than for the less hazardous groups, such as coal tar distillation, manufacturers of soap, pharmaceutical products, and fine chemicals. It. therefore, appears that the plants with the most hazards have the greatest reductions in the frequency of lost-time accidents hut havq not 426 Nineteenth Annual Safely Congress reduced serious ones in proportion to the reduction that Has been made in temporary disability cases. It is gratifying to know that m^ny excellent records were established by members of this section during the year 1929. We had 24 plants ranging in size from eight to four hundred employees that did not have a lost-time accident during the year. Effective safety work in many branches of our section was demonstrated when 72 plants out oi 172 reported frequency rates less than 1S.0. Although the average frequency rate for companies manufacturing explosives was 12.28 seven plants had a record of less than 5.0; the average for soap manufacturers was 38.S1 while five plants had rates less than 20.0; paint and varnish plants averaged 13.34 with seven plants reporting less than five lost-time accidents per million hours worked. Measured against this were Use records of 52 plants whose rates were higher than 30.0 exceed ing the average rate for any branch of this section except soap manufacturing which had 9 rate of 38.51- Undoubtedly mi engineering investigation of the reason for the high rates in these plants will enable them to adopt safety measures that wilt swing them into line with the other plants in their particular branch that are making excellent records. While particular emphasis has been placed on serious accidents suffered by the chemical industry during the year 1929 it is also desirable to point out the excellent severity records that were typical of individual experience. Although the average severity for the entire section was 1.72, yet 80 per cent of all reporting plants hid rates less than 1.0. Numerous plants, therefore, were fortunate in not having serious accidents last year. While giving consideration to the preparation of this paper I received individual records from several plants (some of them did not care to have their figures published) that clearly indicate that large groups of workme'n In this industry are working with what might be termed a maximum of safety. The Celluloid Corporation submitted the following report which shows what an intensive safety effort can do. "A comparison of the figures in 1928-1929 and 1930 to date show a long trend downward. The figures in 1929 and 1930 arc accurate. **!n the year 1928 no organised effort was in force regarding Safety and the records were poorly kept. In all probability the figures would run higher if same records were kept as in 1929 and 1930. On all serious injuries a special investigatiqu is conducted and reports are filed independent of the regular records. Total Number of I.ost days.......................................1928--9057 " " " ............................................1929--3191 *' " * ** *' ............................................ 1930--355 (Seven months) Total number of lost time injuries............................1928--37 "MM M ............................ 1929-43 " " ................ " ............................1930-- 5 (Seven months) Total numberof Man-Hours worked....................... 1928--2,219,706 "" M " .......................1929--2,663,510 M" " . M ............................. 1930--1,291,948 (Seven months) C*>t .f TemporaryCompensation............................1928--$ 1,913.23 ...................... " ............................ 1929-- 1,370.96 "" " " ............................ 1930-- 825.79 (Fight months) Total cost of Compensation paid................................1928--$11,967.31 ................................ " M ................................1929-- 4,380.37 ................................ " " ................................1930-- 1.44S.55 (Eight months) ''This cost includes both temporary and permanent awards. "In the year of 1929 and year of 1930 to date wc have had no injuries causing amputation of any part of the limbs, fingers -or body, and no fatal accidents. "In the year of 1928 they had 1 fatal, one leg amputation and two finger ampu tations. Chemical Section 1 pi* > ts> *) -- GO O I 427 S3 333352NNv]tf|N A 25 r. 5j r*. ts. q ^ 1e ki PI 1 pass* ft 2} -- I & fessgss s &S88: is gsstfss's h b mm Sj tgS rbjt cx c <5> 428 Nineteenth Annual Safety Congress "Back of this work is the Company Management and their attitude which can be summed up from their own statement which is as follows: "The management is definitely behind accident prevention and assumes full responsi bility for the work. It is our belief that accidents can be prevented by proper guard ing, careful inspection, thorough education, prompt investigation, and everlasting propaganda in favor of working safety. In order to carry out such a program, it was necessary to place this work jn charge of a practical safety engineer, which has been done and response accorded to his work has been very gratifying.*' In addition to this, I have information that was furnished by another large com pany with a heavy man-hour exposure, that shows that their compensation Costs would average more than thirty cents on the one hundred dollar payroll. It is needless to say that this company is also doing safety work on a comprehensive scale. The Compensation Rating' and Inspection Bureau of New Jersey prepared an interesting table on the chemical industry. In general, premium rates on the insured chemical industries in the State of New Jersey are not higher today than at other times with the exception that premium benefits have increased which, of course, adds to tltc cost of carrying this k|nd of insurance. Discussion John 5. Shaw (Hercules Powder Company, Wilmington, Del.) ; I would like to say that Mr. Roach has recovered sufficiently, from his illness to attend this session, and I am sure you would be glad to greet him. Chairman Whittemork: Mr. Roach, we are very glad to see you here this morning and hope you will join in the discussion of your very interesting paper. Mr. Shaw: Mr. Roach has clearly shown that the accidents are happening where the ordinary hazard is overlooked. For instance, we are in the chemical game and we are aware of the chemical hazards and we are safeguarding our workers against the apparent or gravest hazards.. And if you will recall the figures given in the paper you will note the highest percentage of injuries scan to be due to falling objects and falls, together with injuries due to mechanical causes .rather than chemical; We of the chemical industry after all are confronted with the common everyday hazards that confront tltc other industries and I think we should concentrate more and more on the common hazards, and at the same time keep up the good work on those special hazards peculiar to the chemical industry. I understand the general practice is to ground the pipe if it should be within two inches of the tank. 1 presume if this pip: had been located four of five fnches from the tank there would have been no danger; but if the pipe is located nearer than two inches it would be a seriuus hazard unless it is grounded. Marcus Juno (Palmolive Company,' Milwaukee, Wis ): I would like to ask a question hi regard to the safety of employees whose work it is to open the manhole coven on tank cars. This question has often arisen in our plant on account of the danger of slipping off the rounding of the tank car. Our mechanical department - devised a safety device whereby a man could stand on a sort of platform. However, this device proved too heavy to move around and we could hardly ask the men to use it. Another device in the form of a safety-belt was given to the men, but it was necessary to leave considerable slack in the hett in order chat the men could work, and this too proved to be a hazard because there was a possibility of slipping. It was my thought by attending this meeting I could secure some information along this line, and perhaps something could be started so the car builders would take the matter into consideration. I. V. Ketxcr (Pennsylvania Salt Manufacturing Company, Philadelphia, Pa.): We have platforms at most of our plants, but one place in particular where we fill caustic Chemical Section 429 cars we have a special platform that drops down and fits over the dome of the tank car. This platform works.on the same principle as a window, connected with a weight, and one man can operate it. It is simple and inexpensive. In thi way we have a plat form at tank level, or nearly so, and also near the top of the tank car. I would be very glad to furnish infurmation as to the construction of this platform. I might state that the National Safety Council publishes a safe practices pamphlet entitled "Pipe Lines and Tanks," and I am .sure would be glad to furnish you a copy. Mr. Shaw: We believe we have improved upon the platform in use at the present time, by putting in roller bearings amt guard-rails on the descending plat form wlrich straddles the manhole I would he pleased to furnish a print of this platform. Chairman Whittemork: I see Mr. Ricdercr in the audience this morning. Haven't you something to add to the discussion, Mr. Ricderer? R. J. Rjederer (Atlas Powder Company, Wilmington, Del.) : Wc are happy when the year goes by leaving us with a clean slate a& far as deaths are concerned. For some reason it seems impossible to avoid fatalities. . However, our company has had a very clean record as far as deaths are concerned for a period of three years. Un fortunately, an explosion added three deaths at one plant, and at one of our chemical plants we had an unfortunate fire which caused tlte death of four men, making seven deaths this year. Previous to this year wc had a clean slate for three years. In our company the lost-time injuries have very materially decreased year by year during the past five years. If we are successful in stopping the fatalities we will feel quite happy. An Ungrounded Pipe the Probable Cause of Pire We didn't know just what caused the fire. It was rather local hut serious. How ever, static electricity is formed in alcohol running through pipes. That is definitely established. Wc had a new plant and everything possible was done to prevent acci dents. Apparently one very small item was overlooked, and that was the pipe which entered the tank was not properly grounded. That is the only plausible explanation we hare of the accident. We feel that a spark was discharged during the flow of alcohol from the pipe and this spark set off the vapors, thus producing the fire. CftAUUiAN Whittemobe: Mr. Riederer has touched'upon a very important matter. I have heard of experiences where fires have occurred In benzine dipping tanks, the supposition being that the portable tanks used had accumulated static charge due to the motion of the solvent In the tank in transporting it from the oil house to the point in the plant where it was to be used. A. L. Armstrong (Eastman Kodak Company. Rochester, N. Y.) : I believe the matter of grounding at a certain distance from the tank is important. I believe it is possible to create a jump of two feet from the pipe, that is. if the solvent is traveling fast enough to build up a static charge strong enough to j urop that distance. The real protection is to connect the entire system together and have it connected to one ground. Mr. Rjedouer: I have consulted a great deal with Mr. Miner on this matter, and I was under the impression that the spark would not jump beyond a certain distance. Perhaps I misunderstood that point. Harold L. Miner (E. I. du Pont de Nemours & Co., Wilmington. Del.) : Un doubtedly a pipe six inches away would be more titan moderately safe, but when you are dealing with static electricity you are dealing 'with one of the most Subtle hazards X think we have. Whenever we handle flammable materials we try to do two things: (1) tie the whole.system together as to grounds, and (2) tie in Oil of the auxiliary grounds. Wfc try to keep the whole system in balance so there will be no arcing or dis charging. We do not rely upon one ground. 430 NUsetcenth Annual Safety Congress There is a distinct hazard in portable equipment in the use or handling of these materials. We have devised what we call portable grounds. We have a flexible cable (insulated, of course) which is used to ground one to another, or bridge across from one to another. The only safe way in guarding against static electricity is to make sure that every part of the system is thoroughly grounded. And another very important thing is to have the ground connections tested frequently in order to make sure they are effective. R. W, Hi.ack (Standard Oil Company of New Jersey) : We are not manufacturers of alcohol but we dispense a great deal of it for customer use In the wintertime. At a service station a tank exploded, for no good reason at all. The tank was not Urinf used at the time and had not been used for some time prior to the accident There was an operator doing sonie painting in the vicinity of the tank. We, of course, looked into the matter of static hut wc couldn't see where it played any part in this particular accident. However, I have received some good information from (hi* difrcnttkm this morning in regard to portable equipment, particularly the com* ments just made by Mr. Miner. I am particularly glad to get'this information be cause it will give us another lead and help us to protect ourselves in the future. ;Chairman Whittemore We would like to hear from Mr. Kirkpatrick. S. D. KiaicrATKiCK (McGraw-Hill Publishing Company, Mew York): A number of years ago one of the superintendents of the Industrial Alcohol Company made a considerable study of static generation, and I think his general wnumwwfatk-n check with what Harold Miner has said, if you have an abundance of grounds and don't rely upon any one ground it is the proper thing to do. And the question of distance doesn't come up at all in that connection. He seemed to imply that static will proportkmate to the energy generated by the solvent going through the pipe. 1 think it is wise to rely upon an .abundance of grounds and certainly not set up any specific distance as a safety measure alone. Details of an Explosion Euw.sao L Root (Celluloid Corporation, Newark. N. J.) : In regard to accidents caused by static electricity. I might state we had a drum containinr solvent and this drum was setting on a wooden stand. The solvent was poured into an Iron funnel and into a metal pail. There was an explosion. The accident was investigated thor oughly. and it wait learned that the man never smoked, the room was clean, no one else in the room at the time- The only cause of the accident was suite electricity. W. C. Rsuling (American Tar Products Company, Pittsburgh. Pa.) : We had an explosion, the result of which induced me to look through the literature of the Chemical Section, and I think it is generally conceded that grounding will not pre vent explosions from static. Sulk is not only produced by friction but also by vaporization. When tlte liquid is flowing into a large tank there are vapors present, and how can you take that static away ? You can't do it! I believe the only thing you can do is to make sure that the container does not contain this gas, or vapor. Mr. Mixer: Grounding will prevent the accumulation of static. It is perfectly true when a known conducting material becomes charged with static electricity you may not drato all of the static from the charge. On the other hand, I have yet to hear of one explosion or fire which has occurred in any receptacle or tank after it has been positively grounded, and I liavc been in very close touch'with the fire ex perience* throughout the United States and Canada for a number of years. About fifteen years ago vre had a very interesting experience. An employee was drawing benzol from an elevated tank iuto a copper measure through a spigot. There was no evidence of static a* all until the employee reached for the receptacle. We took care of that by placing a copper plate on the bench and grounding, it properly. Chemical Section 431 1 think ,in considering this problem, any volatile flammable liquid when moved or agitated should be considered a possible source of static, and if you ground your equipment thoroughly I am sure under ordinary conditions you will never have any trouble whatever. There U a plant out in the Middle West manufacturing coated fabric. Tliey had carefully grounded all of their portable equipment: in fact. I checked over the ground ing system and found it to be in splendid shape. A few weeks after the grounding system had been checked over they had a had fire, earned by static electricity. I was sent out to investigate it and 1 found this: The employee became charged with static electricity due to the bolt of cotton cloth unwinds^ under the drying chamber and when he picked up his spatula to spread out the dope in front of the coating knife he discharged the static electricity into the machine and ignited the inflammable vapors. Chaisman WHirreuo&e: The next item of business is the report of the Nom inating Committee and election of officers. 1 will ask Mr. Kepner, the chairman, to make his report at this time. Report oi Nominating Commfttoe Mi. Kitnu : Mr. Chairman, your committee, after careful consideration, presents the following nominations: General Chairman--John S. Shaw, Hercules Powder Co, Wilmington, Del. l-'iee-CkairmaH in Charge of Program--John Roach. Deputy Commissioner of Labor, State of New Jersey, Trenton, N. J. Pice-Chairman in Charge of Engineering--A. L. AastsmoKC, Eastman Kodak Co., Rochester, N. Y. Secretary--H. C. Mougev, General Motors Corporation, Detroit, Midi. Chairman Posters, Slides and Safety Kinks Committee--George H. Miller. E. I. du Pont de Nemours & Co., Wilmington, Del. Chairmon Membership Committee--J. M. McVey, Hercules Powder Co., Wilming ton, Dei Chairman Publicity Committee--S. D. KiaicrATKicK. Chemical and Metallurgical Engineering, New York City. Chairman Statistics Committee--Ira V. Kepner, Pennsylvania Salt Manufacturing Co.. Philadelphia, Pa. Chairman Health Committee--Dr. Leonard Greenhukc. U. S. Public Health Serv ice. c/o Yale Medical School, New Haven, Cqon. Members of Executive Committee at iMrge: L A- DeBums, Consulting Engineer, New York City C F. WHimwoK, Western Electric Co., Chicago, IU. F. E. O-aycy, J*., Mathieson Alkali Works, Inc.. Niagara Falls, N. Y. H. L. Mum, E. I. du Pont de Nemours & Co., Wilmington. Del. S- E- WritixG, Liberty Mutual Insurance Co. Boston. Mass. Fb> U. Rosouxs, Newark Safety Council, Newark, N. J. E. J. Smith. Underwriters Laboratories, Chicago, II). Da. H- E. Howe, American Chemical Society, Washington, D. C. Chairman WntmMORF.: Gentlemen, you have heard the report of the Nomina ting Committee, what Is your pleasure? Mr. Bracts*: I move that the. report be accepted and that the Secretary he authorized to cast an unanimous ballot for the election of those named. (The motion was duly seconded, carried, and the Secretary cast the ballot.) Chairman Whitfemore; The next paper on our program is by Mr. A. LBarth, E. I. du Pont de Nemours & Company, WS1niington, JDc.Uware. U2 Nineteenth Annual Safety Congress Care and Use of Protective equipment in the Chemical Plant By A. L. BARTH Safety wd Fire Protection Dhiiioa, E, I. Da Pont De Nemours ft Company Wilmington, Delaware As the subject indicates, this discussion will be confined to such protective equip ment as may be in a sense more or less peculiar to the chemical plant, although, of course, many of the devices have application in other industries. The protective equipment in the chemical Industry may be considered from two angles. First that equipment worn by the employes which includes masks, respir ators, goggles, special clothing and a score or more of other items. Second, pro tective equipment which Is installed on apparatus or erected to afford temporary or permanent protection. Pergonal Protective Equipment In this paper the protective equipment which is to be worn by employes wiU be taken up first. However, before entering into the discussion of the subject, it may he well to mention that the original design of operations should always be such that the least amount of protective equipment h necessary. For ln*ar( soda ash or some such material may be unloaded from a box car by shoveling it into wheelnarrows and wheeling it to the storage. This method of operation causes a great deal of dust and requires that the men carrying on the work be protected by goggles, respirators and perhaps otlter devices. It Is easy to see that it would be much better m install unloading equipment which would eliminate the dust and thus eliminate the necessity for protective appliances. Unfortunately, sometimes it is prohibitive to install the proper equipment; further more. many operations arc of such short duration and of sudi a character that in stalling equipment to eliminate the hazard may be neither feasible nor economical, and in such cases protective equipment for the employe must be used. Respirators Perhaps one of the first protective devices was the respirator. Possibly the out growth of a rag or handkerchief tied over the nose and mouth. In spite of the progress made in developing respirators to a high degree of efficiency, too much faith should not be placed in them. Mechanical filter respirators provide efficient protection against certain forms of dust, but they do not provide a complete seal against the finest and most dangerous dust, especially the dust containing silica. The air line respirator is a fairly positive device and may be used in many cases where the hazard of dusts or fumes is severe, in place of the ordinary mechanical filter respirator. Obviously, equipment sodi as respirators should be properly supervised. For short jobs such as unloading dusty material, the employe may be supplied with a respir ator. and after the work is over the equipment should be returned, cleaned and made ready for the next job. The filters can be changed each time the respirators are used in this type of work. If employes are required to work in dusty atmospheres at fairly regular intervals, it is pertups better to provide the men with individual respirators. In this case, rules must be enforced to insure that the respirators are cleaned and filters changed as often as is necessary. Generally the supervision of this cleaning is given to the foreman, who should be supplied with additional filters so that the required changes can be made. The respirators should be marked so that after they are cleaned they will be returned to their respective owners. Chemical Section 433 It should be remembered that respirators as protective devices axe considered the minimum requirement for dusty operations, ft is always a good practice to make their use unnecessary, if it can be done. Gas Masks (Canister Type) One is perhaps safe in saying that gas masks are purely emergency protective devices. There are few operations exposing 'employes to dangerous fumqs or dust wliich fannnt be %q designed that gas masks are required only in case of go emer gency such as a leak. If at all possible, gas masks should not be allowed to enter into the regular operating procedure, but should be considered for use when some thing out of the ordinary takes place, or in work of very infrequent occasion. The canister type gas mask should never be worn where there may be a deficiency of oxygen or when the concentration of gas is over 2 per cent Where there may be some doubt as to what gas may be encountered, or where a number of different gases may be expected, the all-service gas made, equipped with an all-service canister, should be used. As is generally known, this canister is provided with filtering or absorbing mediums for most all gases. If the particular gas to be c(Countered is definitely known and there i| no pos sibility of other gases in the vicinity, a special canister for the particular gas may be used in connection with the ordinary industrial gas mask. It is obvious tliat a canister filled with a chemical as an absorbing medium for one gas will last much longer than a canister of practically the same size filled with several absorbing agents for several gases. The tuner on the alt-service gas mask may usually be used to indicate when the canister should be discarded and replaced by a new one, and for this reason on small plants where the supervision of equipment is seldom of the best, it is perhaps better to supply only the all-service gas mask. Where canisters designed for particular gases are used, it is usually a good practice to discard the canister after it has been used once, unless very close supervision can be provided to indicate the further life of the canister. There are some cases where masks are worn only for a short time, and if a proper record is kept of each mask, the remaining life of the canister can be judged. However, this practice is recommended only when a system is followed whereby the masks are issued from a certain location, perhaps from one person, pro viding a most accurate record of each canister. All masks, regardless of type, should be placed in cabinets permanently located, except they may be placed in emergency equipment such as fire trucks. The loca tion of the various masks will, of course, be governed by local conditions. It should he an adopted role that no mask should be returned to tt>e cabinet or fire truck after it has been used. After use the mask should be given over to some central office in charge of such equipment where it should be reconditioned and its use recorded. In some industrial establishments the atmosphere is so corrosive that it is difficult to maintain masks in good condition even in regular cases. One good practice which has worked out satisfactorily is to sea! the masks in paper bags which are later coated with paraffin. This practice also affords an excellent method of check ing the use of the masks, because if the seat is broken, H Is definite evidence that the mask has been tampered with or used. Breathing through a mask is naturally more laborious than ordinary breathing, and those employes who may have occasion to use this equipment should be thor oughly instructed in its use. This instruction should include actual wearing of the mask for a brief period In order that the wearer may become familiar with its use. It is most important that employes know how to wear any such protective equip ment which they may at some time be required to use. They should know how to put the mask on. how to adjust it and test it for leaks. It is the best practice to leave the seal on the canister until the mask is to be used 434 Nineteenth Annual Safety Congress With the scat unbroken, a canister will generally remain in condition satisfactory for use for a period of five years, and should he replaced at die aid of that time. If the seal is removed from the canister, it is good practice to replace the canister annually whether used or not. Masks may be cleaned by washing the face pieces with soap and water and then holding the face piece in a 2 per cent solution of lysol for several minutes. Face pieces should then be hung up to dry. If water remains io the face piece or tube, it may get down in the canister and cause deterioration of the chemicals. It Is. therefore, important that the lace piece and tube be dry before the canister is at tached. Hose Masks The hose mask is one of the best types of devices for respiratory protection. How ever, hose masks are somewhat cumbersome and the length of the hose limits the distance the wearer may go from the source of'fresh air. They consume no chemical and arc not limited In the length of time they may be used. Furthermore, they art satisfactory in atmospheres of an oxygen deficiency and are particularly recommended for work in tanks, closed rooms and other confined places. Using the hose mask is not very difficult. Nevertheless, employes should he trained in the use of this equipment. As is the case with the canister type gas masks, training should consist of actually wearing the*mask. Furihernpore, the possible wearer should be trained to inspect the face piece, exhalation valve and to ice that all joints contain gaskets and are screwed tight. The men should, also be instructed to place the blower so. that there is no possibility of contamination at the Mower intake. Supervision, inspection and cleaning may follow closely the routine described under canister type gas masks. For tank work hose masks have given excellent service. It is always well to remember that something may go amiss with even such a positive device as a hose mask, and it is usually a good practice to have additional equipment. The Depart ment of Interior advises that two or more men similarly equipped should always be present when a man enters an irrespirabk atmosphere regardless of the type of apparatus worn. Once again it may be well to say that consideration should always be given to tiie elimination of the necessity for wearing protective equipment. It was necessary in a plant not so long ago to clean certain tanks about every three months, because debris settled on the bottom of them. In doing this work, the tank had to be boiled with a caustic solution and thoroughly cleaned before the employes were allowed to enter with hose masks and life lines. The work carried on this way consumed about thirty-three hours. The condition was remedied with die installation qf deanout holes in the bottom of the tanks, eliminating the necessity for respiratory pro tection and also saving considerable time. Self-Contained Oxygen Breathing Apparatus Self-contained oxygen breathing apparatus protects against all deficiencies of oxy gen and protects against any concentration of gases and vapors with the possible exception of gasoline vapors which m time permeate the rubber breathing hag. In any oxygen breathing apparatus, the wearer breathes the same air over and; over again. However, in the cycle there is a canister, filled with a chemical, which1 tak^s out the carbon dioxide and the moisture in the exhaled breath, and there is also a bottle of compressed oxygen which feeds automatically to the wearer additional oxy gen to replace that which is consumed. The United States Bureau of Mines does not consider a man capable of wearing an oxygen breathing apparatus unless he understands thoroughly -the operation of Chemical Section 435 the machine, and then not until he has received training equivalent to wearing the apparatus for 15 hours. On the basts of a two-hour oxygen breathing apparatus, this training would probably cover over a week. If oxygen breathing apparatus is used on a plant, it is recommended that thorough instructions be given and that at least as modi training as is recommended by the Bureau of Mines be given before the men are allowed to use tlie apparatus. Helmeta and Shields These devices are designed for many purposes and are generally required where the face as well as the eyes of the operator is Subject to injury* A shield perhaps peculiar to the chemical industry is the nitrometer shield. This is a shield con structed of a frame of light metal such as aluminum with a large opening covered with a sheet of cellulose acetate. The shield is attached to a head band which fits over the head, the shield coming down over the face. Thh ...ovides very wide vision and is usually used by employes working on nitrometers. A nitrometer is an apparatus used to detect the degTce of nitration of different substances. There are, of cotfirse, many other types of helmets and shields, but they are gen erally well known and used in all industries. Goggles There are many types o( goggles in use today, the majority of them being satis factory for the purposes for which they are designed. Perhaps those particular to the chemical industry are those for acid and dust. Where there is the danger of only a small amount of acid being splashed, that Is where the acid would amount to a dirop, a doge-fitting wide vision goggle will be found satisfactory. However, where there are larger quantities of acid and where a spray of some proportions may be expected, rubber goggles totally enclosing the eyes must be used. Where goggles are necessary for dusty work, very light doth framed goggles have been found satisfactory. 'Hie cloth wifi keep out the dust and at the same time offer excellent ventilation. Goggles constructed of light windows framed io gauze with a spring arrangement to hold the windows away from the face, and containing a soft felt ot plush binding with elastic bands for securing them to the face have proved satisfactory. Special Clothing Many operations require special clothing such as uniforms, aprons, boots, hats and gloves. The proper selection pf such equipment may eliminate many serious injuries. Dermatitis causes much difficulty in some plants, and much can be done to overcome the difficulty by supplying the employes free of charge with proper boots, aprons, gloves and even clothing. In some instances it is necessary to re quire that employes change their clothing throughout before they leave the plant, and it may be necessary to launder their clothing at frequent intervals. Of course such procedure is always accompanied by regulations in connection with bathing, etc. Selecting the best protective devices for the employes is only half of the problem. Applying Hat supervision which inaum that the employes use the protective devices is more difficult. To provide an employe with a respirator and think that the prob lem is solved is expecting far too much. The foreman who supervises the employes must be made responsible, and mart be made to feel the responsibility for seeing that the men use the devices provided for their protection, and in addition to this he must thoroughly soperriae toe maintenance of such devices. 436 Nineteenth Annual Safety Congress Mechanical Protective Bqoipmmt Protective equipment which is installed on apparatus or erected to protect the operator is perhaps best introduced by saying that good maintenance on any plant is one of the best protective measures known. However, there are many things such as the proper selection of materials, as would be the case for different add lines and tanks, the design of equipment, and the use of certain appliances which must be given consideration. The old method of drawing nitre cake from a still, which required that the oper ator be in a position where he was in possible danger of being burned by molten material, has been superseded by an up-to-date nitre cake retort nozzle which may be opened while the operator stands in a protected position. There have been many cases where men ltavc been burned by acid when plugs were forced out of earthenware faucets or when a faucet itself was forced off. A clamp with 'a' thumb screw has been found to he the solution for the first case, while a bridle to hold the faucet in place is now the remedy for the second. Again acid may be forced out from earthenware faucets between the plug and the faucet proper. The old remedy for ths hazard was a lead shield, while the up-to-date method is the use of a faucet with a shield built directly into it Other mechanical protective devices used in the chemical industry include mirrors so located that employes may watch the operation through the mirror while standing safely behind barricades. Periscopes to see other parts of the operation or process while at the same time performing some specific task are in me. and adequate hoods behind which men work all find their places. It has not been so long ago that practically all handling or moving of acid was done by blowing it with air from one location to another. Today it has been found to he much more desirable to pump the acid. Bkmcases. which were always a source of danger, are today gradually being replaced with pumps. However, there are still many blowcases in use. One protective device required is a check valve in the air line to prevent the acid from being drawn back into it. In addition to this foolproof reducing and regulating systems must he installed and properly maintained to prevent an excess pressure from building up in the blowcases. Relief valves on the case itself, of course, are an important part of the system. In many cates the location of ordinary equipment may be unusually important from a safety standpoint. For instance, vatves on top of tanks should be so arranged that employes will not be required to walk on the tank roofs. The location of walkways and platforms in this connection should he considered. Mot so long ago it was commonly believed that wood was essential for guards and railings around acid operations. This matter has been investigated; and it has been found that while iron guards and railings may cost a little more to Install originally, yet they will last indefinitely if given the proper maintenance such as painting with an acid resisting paint. The average life of a wooden railing Is about five yean, while iron railings will last a lifetime and are far more economical in the long ran and much more substantial. When repairs are to he made to certain equipment hazards for which protection is necessary are frequently Introduced. Locks for valves when men are working on line*.'and blanks to close off the tines at the flanges are necessary equipment m the chemical industry, fn breaking acid lines, lead shields through which the chisel passes have been found worthwhile. After, all precautions have been taken, there still remains some possibility of em ployes being splashed with arid. It ha* been found that emergency showers wfach provide a deluge of water offer the best meam of preventing serious turns to m employe who has received a solash of arid. These showers operate much as the ordinary bath shower, except that the valve is mrick opening and the shower ^ provides a large volume of water. It is necessary that the showers be toted, pw Chemical Section 437 ferably by the workmen. This definitely establishes the location of the showers in the minds of the men. There are provided today several types of carboy carriers and indlnators which add to the safety of handling carboys of acid. Measuring acid tanks is now accom plished safely by means of a goose neck over the tank opening from which is sus pended the measuring rod. The measuring rod is attached to a cable which passes through a pulley on the goose neck and tlie employe is permitted to raise and lower the rod without handling the rod itself. Id the majority of the cases the selection of proper safety equipment, whether it is that which the employe wears personally or Hut which is installed on apparatus and machinery, is very much a matter of common sense; and usually the equipment that will work out best in the operation will also solve the safety problem. Iq closing your attention is called again to the fact that the selection of safety equipment is not the whole solution, but that supervision is always necessary. The account of an accident will perhaps further impress the point. On a certain plant it was the practice to have men who worked overhead equipped with life belts and a short piece of rope, the idea being that they would tie the rope around something to hold them in case they lelL One of the men was fatally injured when working near some overhead machinery. He had climbed up a ladder and had thrown the rope over a beam, preparatory to tying the rope to this beam, but the rope was caught by the moving machinery and the man was pulled Into it. Employees must be taught to use safety devices and safety equipment and they must be properly supervised to insure that they follow instructions. W. H. WinaNs (Union Carbide & Carbon Corporation) : May 1 ask where the cloth framed goggles can be secured ? Mi. Baktii: There is a company in Seattle wlto furnishes such a goggle. I have forgotten the name of the company at the present time, but I can send you tlie in formation. Mr. Kepner : I might say that you can secure such a goggle at most any safety supply house. I know of several that are very similar to the one described by Mr. Barth, Chairman Whittemore: Iii connection with protective equipment we must he reminded of Dr. Greenburg, of the United Slates Public Health Service. I see Dr. Greenbnrg sitting over here. Dr. Leonard Greenhurc (United States Public Health Service. Mew Haven, Conn.) : T thought the paper was very interesting and a very complete one. The only thing that did come to my mind is this: The large organizations are able to secure the services of high salaried men to take care of the safety work, and the small, plant is the plant that is usually negli gent regarding tts protective equipment, f think frpm an educational viewpoint the most important thing to earn* away >* that every man connected with a small plant shoifld scrutinize his chemical methods with an idea in mind to find out exactly what the exposure is to gases, vapors and fumes, and .then see that his plant is properly equipped to take care of this kind of emergency. .1 think the plants themselves can benefit most from something like this if the smaller plant executive and safetv man can go back and say, "I am going to make a survey, and find out about every kind of chemical used in my plant .and sec what kind of exposure we have. I am going to secure a couple of masks and delegate the job to some one person to check up on the equipment every three or four months to make certain when this equipment is needed on instant notice it will be ready to put into use." It seems to me wc have plenty of information on this subject. We know a great deal about carbon moooxid. ammonia, etc., but the thing wc must do is make a strenuous effort to put this information tn practical use. Mr. Kzpneh : I would like to .speak about Mr. Roach's paper with reference to 438 Nineteenth Annual Safety Congress the statistics of the chemical industry. I think the majority of accidents haye oc curred in the smaller plants. The majority of the larger plants 1 know are doing everything they can to prevent accidents. The Pennsylvania Salt and Manufacturing Company issues a set of rules and regulations covering chemicals going out to these smaller plants, particularly fa the handling of chlorine. In case of a leak the application of a little water would no doubt take care of the situation. Not so long ago at one of the freight houses in Philadelphia one of our chlorine cylinders sprung a leak. Everybody ran out of the freight house immediately. We received a telephone communication that one of our tanks had sprung a leak and they were afraid it was going to kill a lot of people. We advised them over (he telephone to pour some water on it We sent a man up with a gas mask to repair it and there was no trouble at all. It was just a matter of Axing the valve. As a rule it is the small user who gets'into trouble of that sort because he doesn't kuow wliat to do when something goes wrong. 1 want to ask Mr. Roach was it not the smaller plants that had the greatest Dum ber of accidents ? Mb. Roach : Mr. Kepner is correct about the small plant, being one of the great est offenders. However, in the large plant we have accidents of that nature. I know of one large plant tliat has had three fatal accidents during Uic past Are years from tank cleaning, men going into tanks and being overcome from vapors. They had violated the State Code. The code requires an emergency rope and an additional man always present when tanks are cleaned. 1 know of a case in a small plant where the plant superintendent and two men lost their lives from vapors collecting in the tank. They had not used an emergency rope. From our records it seems that the danger from sending men into tanks where poisonous vapors collect is more pressing than almost any other question Involved in chemical operation. We can't emphasize that point too strongly, because when men go into tanks and are overcome it usually results in a fatality and sometimes two or three fatalities because brave, fellows will go in and try to save their fellow work men. P. W. CiUMAK* (The Barrett Company. New York City) : In the matter of tanks and tank cars, some crude materials such as motor benzol, gasoline and industrial benzol in the course of time deposit a Aim of gum on the inside of tanks or tank cars. Steaming the tank removes only the vapor in the air but does not remove the solvent in the interior of the gum. This solvent gradually evaporates into the atmos phere inside the car and causes acute poisoning. My suggestion is that the safety precautions always be used instead of depending upon supposedly thorough cleaning of the tanks or tank cars. Ma. Roach: I would like to ask about these air-hose masks. We have one plant in New Jersey where tire men complain about headaches from the use of them. We have had very little experience with hose masks and I wonder if that complaint is common. Edward L. Root (Celluloid Corporation. Newark. N. J.): I wonder if that doesn't come from oil in the air line coming from the compressor. Mb. Roach : I don't know if the complaint is sound or not, and I was wondering if people using hose masks had received the same complaint W. J. Bowke* (Mine Safety Appliances Co- Pittsburgh. Pa.) : I think the cause of the man having headaches is because he Straps the head-strap up too tightly, rather than the air coming through. Unless the operator turns the blower terribly fast, the man wearing the mask should experience no til effects. We have not ran into that trouble very often, and it is not a common complaint at all. Mr. Barth : I believe in some compressed air you will find traces of carbon mon oxide if you are using air-line respirators. Ma. Shaw: Wouldn't that be doe to partial combustion, coming from the com pressor? Chetnicol Section 439 Mr. Root: That is what 1 had reference to. the oil from the compressor. Chairman Whittehorr: The usual complaint is of the odor of the air. Mr. Root: I could tell about a very interesting thing that happened. We were back-filling a pipe line with concrete and there was a space just large enough for a man to crawl m. One man had gone down about one hundred feet into the opening to see if it was filling in properly, fie was down there a half hour or more and nothing was heard from him. They tried to locate him but couldn't. A couple of men wag down to see what the trouble was and they found him unconscious. Before they could get him out several more of the men bad been overcome. The only reason 1 ever heard as to the cause was carbon monoxide coming from two very large com pressors which had been used to force the concrete into place. Mr. Boweer: I don't believe I understood the question. My reply was entirely oo the basis of using a hand centrifugal blower and not an air compressor. Mr. Root: 1 wonder if the gentleman knows of any filter that could be used to purify the air for use with one of these masks. Mr. Bowker : The United States Bureau of Mines have a technical paper on caisson work and in that paper you will find they have described a rather elaborate fiber device. I don't know of anything else that accomplishes the purpose as that does. It is rather expensive, however. I believe you could get the information desired from that technical paper. F. J. O'Conner (E. I. du Pont dc Nemours & Company) : We use an air filter on opr air Hi, in plant which we made ourselves. We used It primarily because of the iron rus. ettmg into the air mask from the inside of the air line. We tap the air line and insert the filter. It has eliminated all complaints of headache. Mr. Roach : What i& the filter made of? Mr. O'Conner : It is an ordinary respirator filter of cotton and charcoal. George H. Mti.i.fr (F.. I. du Pont de Nemours & Company, Wilmington, Del) : We would be happy to send yon drawings and other information on this device, If you so desire. W. D1 McEwan (Canadian Industries. Ltd., Montreal, Canada): Mr. Barth brought up in his paper the hazard of unloading soda ash from box cars. In one of our plants wo have experienced that trouble. The men are provided with respirators but we find they take them off occasionally, due to perspiration, irritation from the dust collecting on the slrin. Ml Barth: If there is but a small amuont to be untended, onlmnly the mot prefer to use a piece of cheese-cloth rather than have the nAber come in contact with the skin. Of course, the fundamental recommendation would be to install a suction system to handle the unloading in targe quantities. ADJOURNMENT 440 Nineteenth Annual Safety Congress Wednesday Morning Session October 1, 1930 C. F. WHITTEMORE, Chairman Western Electric Company, Chicago, 1U. Tlie second session of the Chemical Section convened at the Bureau of Mines with Chairman Whittcmore presiding. Chairman WifirreMOHe: The'first speaker on the program is a man well'qualified to talk to us on his subject, and at this time I wish to present Mr. J. J. Forbes, Super vising Engineer, Instruction Section, United States 3ureau of Mines, Pittsburgh, Pa. The Value of Cooperative First-Aid Training By J. J. FORBES Supervising Engineer, Safety Section, U. S. Bureau of Mines, Pittsburgh, Pa. The Act of Congress authorizing the establishment of the United States Bureau <4 Mines became effective on July 1.1910. One of the most important duties that Congress lias delegated to the Bureau is to study the health and'safety conditions among those engaged in the mineral industries, investigations made early with a view to bettering these conditions demonstrated the need of prompt care of injured employees in the mineral industries, as under the difficulties inherent to these industries, wounds seemingly unimportant if not treated promptly may become infected and possibly cause permanent crippling or even deatU lu the past many seriously injured persons have been brought out of the mines and plants by fellow-workers ignorant of the approved means of transportation, and have been handled in such a manner as to cause suffering and accentuate injuries to such a degree that they bring'about per manent disablement. Accordingly, the need of genera! instruction in first-aid became apparent. History of Fint-^id Work In this country, education of the miners in first-aid was probably first taken up systematically by the anthracite industry in Pennsylvania. Subsequently, first-aid training was actively carried on in Alabama and Indiana. Meantime, a general campaign in this training among industrial. workers. was carried oq by the American Red Cross Society, but when the Bureau of. Mines began its nation-wide campaign of instructing employees of the mineral industries, the Red Cross turned over the part of its industrial training work to the bureau, but continued to cooperate by furnishing surgeons as judges in important first-aid contests and demonstrations. Also, the Red Cross assisted for a number of years in determining tlie methods of training. In 19.13 the Bureau of Minei issued Miners* Circular 8. giving instructions in firstaid work. Subsequently, when the need appeared for another publication explains!^ in the simplest possible language the rudiments of first-aid for the miner. Miners* Circular 23 was issued in 1916 printed in four languages. Early in 1916 it became manifest that there was need of an advanced course in instruction for miners' first-aid crews who had been thoroughly trained in the rudiments; also it was evident that the methods of giving instructions should be standardised, inasmuch as contests held in various parts of the country disclosed that miners trained by different mine surgeons had been given different instructions. Consequently, a representative committee of surgeons was appointed to prescribe Published by permipsien U- 3. Burtu of Mines. (Nor subject to copyright ) Chemical Section 441 Standard methods, and rite manual, "Advanced First-Aid Instructions for Miners'*, was the result; in 1922 this manual was superseded by the "Manual of First-Aid Instruction for Miners,'* and several hundred thousand copies were printed and issued during a period of eight years. In the early part uf the present year it was replaced by the "Manual of First-Aid Instruction", of 221 pages. This booklet was indorsed by the U. S. Bureau of Mines, American Red Cross, U. S. Public Health Service, and the National Safety Council. The First-Aid Course The first-aid course as prescribed by the Bureau of Mines consists of 15 hours instruction by nreans of lectures and practice. It goes into detail concerning the anatomy of the human body, the respiratory system, the vascular system, and the nervous system. Instructions are given in caring for the injured, treatment for shock, artificial respiration, control of bleeding, dressings for open wounds, fractures and dislocations, and bums, and also in transportation of the injured. At the completion of the first-aid course, which generally requires five lessons of three hours each, the Bureau of Mines issues a certificate to those who have successfully completed the course. From July 1, 1910, to June 30, 1928, 236,782 cer tificates were issued; from July 1, 1928, to June 30, 1929, 70.080; and from July 1. 1929, to June 30, 1930, 112.570 or a total of 417,950. Many letters and statements regarding the value of first-aid training in the mineral industries have been received by this bureau. Numerous instances of the saving of lives by men. trained in administering artificial respiration and by prompt and proper action in controlling loss of blood, etc., are cited in these letters and statements. Ffrat-Aid Contests First-aid contests tiavc proved to be one of the best means for stimulating interest in first-aid training, and as a result many contests are conducted each year. These affairs' are sponsored by various companies. State Departments of Mines, American Red Cross, and the U. S. Bureau of Mines. Probably the most outstanding of these contests is the International Contest, in which 46 teams from 17 different companies from 11 states competed last year. In some cases these teams were selected as the best, through elimination contests, from 60 or more teams. Prizes, many of them elaborate, are offered at these contests for the winning teams. The contest for 1930 was held at Louisville, Ky., Sept. 16 and 17 between 48 teams from 11 states. Nova Scotia, Canada, was also represented by a first-Vd team. The System of Training All Employees In the spring of 1923 a new idea in first-aid training was put fourth by the Davis Coal & Coke Co. at Thomas, W. Va. This is known as the 100 per cent plan and consists of training every employee of a mine or plant. After noting for a number of years the beneficial results from the prompt treat ment of injuries and also that men trained in first-aid 'work apparently did not become injured as frequently as those untrained, it was decided that the training of all employees around a mine or plant would be desirable. Consequently, in 1926 au effort was made to interest various companies in the cooperative 100 per cent raining plan. Although the first 100 per cent training was apparently conducted in West Virginia, tlie cooperative plan was first used on a large scale in Illinois. Under this plan a group of "key-men" are trained as instructors by the Bureau. They are employees who have been selected for their knowledge of first-aid and their 442 Nineteenth Annual Safety Congress ability as teachers and leaders. Their training as instructors generally requires two weeks of inlcimve work; then the employees of the entire plant are divided into groups of IS to 20 men and an instructor is appointed to each group. The instructors train their respective groups in the bureau's method* of first-aid under the direct supervision of a bureau instructor. In this way large groups of employees mi be given individual instruction in first-aid method* and the results obtained are much better than where large classes are conducted by a Bureau of Mines instructor alooe. At the completion of the classes the groups trained by the "key-men" or sub- instructor* are examined by the bureau men, and those who have passed the course are granted a Bureau of Mines certificate. When all of the employees are trained, a certificate is issued by the bureau to the mine or plant showing that 100 per cent of the employees have been so trained. On July 1, 1930, a total of 303 of these certificates had been issued. During the past fiscal year, in which more than 110,000 persons were trained in first-aid by the Bureau of Mines, more than half of them were trained under the cooperative 100 per cent plan. Advantage* from Complete Training There are several advantages in conducting the training on the cooperative 100 per cent plan, namely: 1. Competent instructors are provided for the plant. 2. Small groups or classes assure individual attention. 3. Large plants can be completely trained in a comparatively short time. 4. An active spirit of cooperation and fellowship is sponsored by the plan. 5. A nucleus of competent instructors Is left at the plant so that the interest in first-aid does not leave with the Bureau of Mines rescue car or Instructor, as is generally true under the other plan. A* an incentive for the key-men or sub-instructors to cooperate in the 100 per cent plan, a first-aid instructor's certificate is now being issued to all key-men who sat isfactorily train a class or classes. This certificate will be issued on a temporary basis, effective for one year after date of issue- However, if an instructor satis factorily qualifies for five annual renewals, the certificate will then become permanent An outline of the course in first-aid on the cooperative 100 per cent plan Is as follows: Firvt-AJd Instractoc's Outline Lesson No. 1: * 1. Brief talk on first-aid to the injured. (a) Anatomy of human body. 2. The nervous system. (a) Physical shod* ; cause and effect. (1) Treatments; use of stimulants. 3- 'Hie lungs and their action. (a) Need for artificial respiration. (I) Electric shock; (2) Drowning; (3) Asphyxiation. (h) Demonstrate Schaefer method. (by instructor) 4. The heart and circulation of blood. (a) Bleeding. (1) Arterial; (2) vcinous; f3) capillary. (b) Control of bleeding. (1) Pressure points (22). Chi'innal Section 443 (2) Digital pressure for iv:p rrary control. (3) Tourniquets and their application. 5. Open Wounds. (a) Incised, lacerated, punctured. (b) Treatment for open wounds. (c) Sterile compress. (d) Triangular bandage. Lesson No. 2: 1. Class demonstrate artificial respiration. 2. Class apply tourniquets to all points. 3. Dressings for open wounds. (a) Demonstrated by instructor, applied by class. Lesson No. 3: 1. Questions on Lessons 1 and 2. by instructor. 2. Short talk on joints, ligaments, muscles, and tendons. 3. Dislocations. (a) How to reduce dislocation of fingers and jaw. (b) How to care for all other dislocations. (c) Dressings for dislocations. Lesson No. 4: 1. Questions on Leson 3, by instructor. 2. Fractures, with symptoms. (a) Simple fractures. (b) Compound fractures. 3. Dressings for fractures. 4. Transportation and stretcher drill. Lesson No. 5: 1. Bums. (a) Kinds---dry and moist. (b) Removal of clothing. (c) Picric acid gauze. (d) Dressings for burns. 2. Questioning of class by representative of the U, S. Bureau of Mines. Advantage* from First-Aid Training a* Told bf Operators Some of the advantages to' be expected from first-aid training are: 1. A man who h*s been trained in first-aid is generally a safer man alter re ceiving the training because lie has been made to visualize serious personal injuries. 2. A trained man is an asset to any plant because he can relieve an injured em ployee of much suffering; in some cases, he can actually save life. 3. Financial savings are generally realized through reduction in compensation and insurance payments. The Bureau of Mines has on record many letters showing the value to the mineral industries of first-aid training. One of these letters received from the safety engineer of a large California petroleum company states that the benefits derived from training 1.451 men in first-aid are most encouraging. It luts resulted in a 50 per cent reduc tion in the number of infection cases. 98.5 per cent reduction in days lost time from infections, and 95.2 per cent reduction in compensation and medical cost from in fection*. This results in a gross saving of approximately $73,740 a year, by reducing infection cases through wholesale first-aid training. He further states that the secondary effect of such training has been quite apparent in reducing both the numIter and severity of accidents, with the result that large financial savings have been made. 444 Nineteenth Annual Safety Congress A letter from a superintendent of a large plant in Pennsylvania, which operates a coal mine employing about 150 men. stale*: It is our opinion that the effect of this 100 per cent first-aid training has had its effect in making our men more careful, as we have just completed six suc cessive months without a lost-time injury in our mine. A prominent coal-mining operator, remarking on results of 100 per cent firstaid training, stated T want to say, it certainly docs get results to have your men trained; it doesn't only get results in preventing accidents; you get better work; get better co operation throughout the mines in every respect. When you do this, it shows to the men that work for you that you are interested in their families and their welfare as well as in your mine and paying compensation. The safety director of a large coal-mining company has written to the bureau as follows: We feel that the 100 per cent training has been a big help in reducing major accidents if not minor, and l really think that where the high point k reached in accident reduction is that the miner himself learns how weak his body is and what opportunity there is for a fatal accident and is more careful and takes less chances of receiving a severe, injury. As far as the minor injuries are con* cemed, they show a decrease but not in proportion to the major accidents. la my opinion, another great advantage is after a man receives an injury he know* how to take care of it himself and does take Care of it more readily than he ****** to before he had the benefit of the training. I can well remember in olden days before there was such a thing as first-aid training, when a man received a bad cut on his Iland be would slap a "chew" of tobacco out of his mouth on the cut and tic it up with some piece of old rag tom out of the lining of his coat or a rag torn off of his shirt saturated with perspiration and filth and that was the extent of the treatment probably for a week or until he had such an infection he had to go to a doctor. At the present time in all of our mines we have a first-aid kit on every parting or branch, whichever you choose to call it, with bandages of all descriptions as well as mercurodirome in bottles andthe small mercurochromc compresses. The bandages and these compresses arc all under wax paperand have been sterilized before placed in the papers, and so far as germs from the outside are concerned there is small chance of developing an infection. Of course, if a man is physically weak and in a run-down condition he is liable to develop an infec tion in spite of all these precautions. The benefits of 100 per cent first-aid training are fully appreciated by another coal mining company as shown in the follov.iiig letter from a division superintendent: This will acknowledge the receipt oi your letter of June 18 advising that you are forwarding a'certificate in connection with our 100 per cent first-aid training at Mine------ . . You inquire as to the writer's opinion of (lie influence of this 100 per cent first-aid training among employees. I wish to state that we are indeed pleased with the influence that firit-aid training has among our employees. We feel that the training itself generally lias a tendency to make a more careful work man out of the employee, also that it builds up cooperation between employer and employee. Without any question where the major portion of employees have taken first-aid training it reduces the number of accidents which is the most gratifying thing in connection with the movement As to the methods we have in mind toward establishing and maintaining 100 per cent first-aid training, wish to state that it requires constant effort to keep the first-aid movement alive. It is necessary to have a number of teams trained at each mine. To keep the teams well trained requires a lot of work on the part of the team members, and in some manner they must be compensated. Chemical Section 44$ Wc do not pay the teams for the lime they put in training but we do send I hem to various meets, which gives them a trip to the Slate and National meet* each year. This is a trip that they enjoy. All of the teams have a chance io compete for the opportunity to attend the meets. They have a further chance to compete for tlie various trophies and prizes awarded at such meets. Unless contests are held at regular intervals your teams will not keep up the training. By having a number of teams at each mine this keeps up the incentive among most of the employees, as they are usually eager to enter tlie team* and we expect to continue with this work as time guc& on with a thought in mind of keeping the men trained to efficiently render first-aid to the injured and ulti mately reducing our accidents to the minimum. The value of training every man at a mine or plant in first-aid is appreciated by many progressive mine officials, and many letters testifying to this fact are received by the Bureau of Mines. Some of these letters arc quoted here. Wish to acknowledge receipt, with thanks, of your letter of June 17. 1929: also certificate in connection with placing our operating plants on a 100 per cent bask in first-aid training. In the future, it is our intention, after employing five or six men who have not had this training, to form a class of these men and instruct them in this work, thus keeping our plants on as nearly 100 per cent basis as possible. With reference to the third paragraph of your letter, will advise that we feet that first-aid training of employees is an educational movement and that educa tion of employees for their own safety is one of the greatest accident prevention methods we have. First-aid training, as taught by the Bureau of Mines, not only teaches a man Ik>w to take care of an injury, but their course of instruction calls attention to the hazards of mining and preaches accident prevention. If the course as given by the Bureau of Mines instructors is given serious consideration by the per sons taking it, there is no doubt but what it is a good thing. After an accident occurs, if it is properly taken care of by a man who has had first-aid training, tlie injured man is placed in the care of a doctor or hospital in better condition. As we understand It, first aid is not being.taught as a cure, but as a training for occasions when prompt action may prevent death or, in minor cases, prevent further harm being done or so put the patient in the best possible condition for more extensive treatment. In oilier words, it may pre vent the dangers of bad hemorrhage, an infected wound, a crooked leg. or stiff joint. It means less blood lost, a cleaner wound, less pain, and less shock. First-aid training teaches a man to think in terms of physical suffering, causes him to view unusual situations in terms of safety; creates a tendency to mentally place one's self in the victim's position; induces the pupil to study how to keep himself from being involved in an accident; impels a man to analyze his par ticular job, aud by so doing he will foresee and eliminate condition* that might bring about an accident and urges men to take more interest in their physical well being. Early in 1927, our mines were made 100 per cent in first-aid training to our employees and we have given instructions to employees wl have l*eet engaged since that time, again placing our mines on a 100 per cent basis. * Trusting that this information will show that we consider this training in valuable. With further reference to your inquiry relative to the safety record of the coal company (or tlie year 1928, wish to advise you that during the year 1928 the coal company produced 1,313,206 tons of coal and employed approximately 2,300 men. This tonnage was increased to 1.850,777 tons before having a fatal accident. 446 Nineteenth Annual Safety Congress This record was secured as a direct result of a prearranged and intcosive safety campaign, which was accomplished a$ follows; First.* By giving practically 100 per cent of our employees training in firstaid under tltc supervision of the State and Federal Departments of Mines and Minerals. The success of this training was due to complete cooperation given by the miners themselves.' Second; By the use of posters and bulletins furnished by the National `Safety Council and others made by a man employed at one of our mines. Those made locally had a particular interest because they portrayed focal happenings and accidents and an additional interest because the artist was one of the miners. Third: Careful supervision on the part of all bosses, which was encouraged through the use of a bulletin put out each month analyzing the accidents by employment and causes and rating each foreman on a basis of man-days lost for each month. To further the interest along lines of safety, a general get-together meeting of all the supervisory force has been held at various intervals to discuss numerous phases of the safety movement. Also a small bonus is paid each of the super visory force, based on his record for the month. Attached hereto yon will find a copy of our monthly bulletin, and should there he any further information you require in this connection 1 shall be glad to furnish it. Replying to your letter of June 17, I desire to thank you for your comments as well as your certificates and in answer to your question as to the results of the 100 per cent first-aid. Our tonnages which are gratifying, are as follows: Ycor Coal produced for each loit-limc accident, tons 1925 4320 1926 3880 1927 1928 81 5602 1929 (first 3 months) 618) Our 100 per cent first-aid organization shows the following influence: More men are reporting minor accidents and are receiving treatments and (hereby pre venting infection and lost time. We are having less trouble getting repprts of accidents from the men, and the employees take an interest m reporting danger ous conditions that may come under their observation. A much better under standing exists between the employees and employer. Our reports show an increase in tonnage between accidents which tend to show that employees are cooperating with the movement. Previous to our ItiO per cent campaign many of our employees looked with suspicion at lie first-aid movement. These same men now are ardent supporters ond a more sympathetic feeling exists between employee* and operator. To maintain our 100 per cent first-aid training in our mines we are using the following methods: We h^vc more instructors; we hare a number of teams for contests and lend every aid to those outside our organization, such as boy scouts, public jchooli, etc. Wc talk first-aid and keep the movement alive by our work and real interest, and the movement is now* a real issue, and all the new em ployees are required to have first-aid training. Wc wish to acknowledge with thanks your kind favor of June IS. together with 100 per cent first-aid training certificate. Our accident prevention experi ence since we have had 100 per cent first-aid training has been very gratifying. Wc have shown an appreciable decrease in the nmber of serious accidents and it is our belief that this training has m>dc a profound and lasting impression upon the majority of our employees. Wc are still maintaining 100 per cent Chemical Section 447 training and to do this it is necessary for us to have all new employees take the training immediately after they are employed. They are hired with the understanding that they will take this training, and wc have experienced no difficulty in maintaining our mine 100 per cent. We wish to extend our most sincere thanks to the Bureau of Mines for the splendid cooperation in helping us put this work over and we are especially in debted to your representative for his valuable assistance in the training of our employees. The certificate awarded to my colliery of 100 per cent first-aid training was received by me some time ago. I wish to thank the Bureau of Mines far the hearty cooperation we received in putting over our initial 100 per cent first-aid training course. I highly recommend this form of training for our men at least once each year, since it is most beneficial in creating a desire of more knowledge of first-aid work, especially among men who never had the opportunity to receive a thor ough training. I am sure that the entire personnel of our colliery enjoyed the meeting* and benefited to a great extent from them. Replying to your letter of July 19; Wc arc pleased to advise that Bureau of Mines certificates in connection with our 100 per cent first-aid training as pre scribed by the United States Bureau of Mines have been received. We are delighted to receive the certificates and assure you they shall be give*) & very prominent place in our safety building, which has recently been completed. As regards influence of our 100 per cent first-aid training of employees: Writer would assure you that he believes the training well worth while. Our employees are proud of the fact that they luve had the training, and we have noted a num ber of occasions where it proved very beneficial. While the average employee docs not step forward in many cases and attempt to administer first-aid they all understand handling an injured person better, and as a result persons injured do not suffer so much from shock. Fortunately, our physicians arc available at practically all times, and it is not so necessary that injured .persons be given first-aid, as a doctor is on the ground almost immediately after the injury is received. Wc thank you for the certificates and assure you that they are appreciated. We received your congratulatory letter of July 19, 1929, and we thank you for this personal touch of interest. We also received the certificate showing that 100 per cent of our employees have taken the full course in first-aid to the Injured. It is our opinion that the effect of this training lias had its effect in ninking our nien more careful, as we Have just completed six successive months without a lost-time injury in our mine. We expect to keep up this 100 per cent training among our employees. We are now developing a team which will be used to give this training to all new employees. A safety director of a large petroleum company states in- a letter: \ye have checked up on employees who get injured, and find tliat four men who have not had first-aid training get injured to one that has had the training. Four to one b not a bad ratio. First-aid classes stimulate our safety work, create a lot of safety interest, and reward our company in returns that can not possibly be compiled. A vice-president and general manager of a large bituminous coal company stated during a public address that: 448 Nineteenth Annual Safety Congress Out experience has been that the number o! men who are injured who liavc first-aid training, as compared with those who have not. is about 1 to 8. First-aid training spread^ its beneficent influence in diverse directions. The more important of these are indicated here: Employee 1. The employee is trained to care for injuries to himself and to others during his employment at home, and elsewhere. 2. He is less liable to be injured, because the training inculcates the factor of personal safety from acquaintance with the dire results of injuries. .1. He is taught that even the most trivial injuries are potential sources of danger; therefore he takes fewer chances of allowing wounds to become infected. 4. Due regard for felkiw employees, both as to their safety and the proper care for injuries they may receive, is stimulated. Employer 1. Those trained in first aid become safer integral parts of the working force, thus lowering the accident experience rate. 2. Better care at the critical time for injured employees is afforded in proportion to the number trained and their placement among .the working force. 3. Lost time due to accidental injuries is reduced. 4. Compensation and medical cents from accidental injuries arc smaller. One Hundred Par Cent First-Aid Training One hundred per cent first-aid training enhances the opportunity to reap the fore going benefits proportionately. It is believed that where such training is maintained over a period of years it will affect the benefits to the maximum. Further, it has hecn found bv the United States Bureau of Mines' experience to date lhat with 100 per cent first-aid training, the intermingling of the men, the bosses, and the plant officials in the classes where every one has a common interest in a humane endeavor, has created a belter feeling and understanding between the men in general and their company. It propagates among the supervisory and working forces a spirit of mutual protection and regard for the weU-hemg of all. Chairman Wmittemoke: The magnitude of thh work on Co-operative First-Aid Training is certainly very impressive. It only goes to show that wc.have come to the right place for advice on this subject You have a good opportunity now to consult Mr. Forbes on this important subject. Mu. Shaw: We arc very grateful to the Bureau of Mines for the part they have played in these contests. Some of our plants arc 100 per cent, and it is surprising to learn that one of the 100 per cent plants was a plant where a great number of negroes worked. We never thought the negro would take an interest in first-aid work. He likes it and shows a great interest in first-aid work. Im Y. Kepxeh (Pennsylvania Salt Mfg. Co.).' In 1915, Jack Forbes came to our plant. It was my first opitortunity to take rescue training. We have conducted firstaid and mine rescue work ever since. It has paid large dividends. There has been a certain morale among the men which has resulted from this training and I want to say it has been a wonderful thing. During the calendar year our No. 1 and No. 2 coal mines liave gone through the entire year without a mine accident. This year wc have had two or three minor accidents. Our mine is equipped with a small mine rescue car in which wc have a stretcher. It is a little liospital car and our hospital is located near the pit moytb. Our mine is Chemical Section 449 equipped with stretchers and first-aid equipment and the men know how to use the equipment. A great part of this has been due to the efforts of the Bureau of Mines. They liavc always been glad to help us, and are always glad to send some one to give tis all the assistance needed. I want you to know that the Bureau of Mines is well worth while and deserves a great deal of credit for what they are trying to do for the industry. Mr. Forbes: I might dear up one question. Under the organic Act, we arc limited to the mineral industries. I regret that is the condition, as well as you do. In Mr. Kepncr's case, the Pennsylvania Sail Manufacturing Company has a coal mine at their plant. Therefore, we have done some work for them. No doubt some of you are on the dividing line. Under existing conditions, it is going to be very difficult for its to send cars or representatives to your plant in order to carry on instructional work, but why couldn't we work out some scheme whereby you could send to us a couple of men at strategic points so that wc can train them as instructors? We will do our best to assist you in every way possible, taking into consideration that wc have certain statutory limitations. S. M. Pratt (Brooklyn-Edison Company, Brooklyn. N. Y.) : In connection with what Mr. Forbes has said, if there are men here entirely out of the chemical or mining industry, it doesn't present them from receiving this instruction at the Bureau of Mines. In our organization wc thought wc knew a good deal about first-aid; in fact, we thought wc were the last word. However, when a representative of the Bureau of Mine*, came to New York, and we had the opportunity of sending some of our men over to take the course, wc found that wc received an entirely new angle on first-aid work. Of course we did not face the same problems that those at the mine would face, but the same methods can be applied and we would have similar problems to face. I don't think it matters whether the man doing this instruction work in your plant lias received a certificate from the Red Cross or from a private agency, if he does not get this Bureau of Mines training he is missing a very important part of his training. There is one phase of the training which was wry helpful to us, inasmuch as wc are located in the city. I refer to the best manner m which to move a patient. And there are many other things of importance wc learned through the very fine help of the Bureau of Mines. \V. H. Winans (Union Carbide & Carbon Corporation) : Some of our superin tendents who have been considering this first-aid training have been afraid that sonic of the men would be inclined to go too far and take too much responsibility upon themselves. I know that some of the doctors have Had that fear, and also some of the nurses. I would like to ask some one who has received this training, and who has had 100 per cent plants,^jyhether or not that has been his experience? Mr. KgpNgRj.You will always find some first-aid men who really believe they arc doctors. However, we have had no trouble in this regard. We try to impress upon the first-aid men tfyat we want to get the man to the doctor just as quickly as possible. We have had vfirst-aid training in our plants since 1912. We have sent a number of men down here frequently to take the mine rescue and first-aid work. Chairman Wttittemore: In regard to the experience of the Western Electric Company, there is a widespread interest shown in first-aid training. It is not com pulsory, but the employees are encouraged to take the training and it is made avail able for them. ( believe the instructors always emphasize the necessity and wisdom of getting a doctor immediately. That is always placed foremost in the instructions given the men in first-aid training. 450 Nineteenth Annual Safety Congress As to making improper use of their training: or assuming too much authority, I have seen no evidence of it. I know of many cates where the employees trained in first-aid not only use that training in the plant but also on vacation trip#, along (lie highway and in their homes. The next paper has been prepared by two co-workers in the United States Bureau of Mines Experimental Station, and 1 understand that Dr. Yant, on account of certain work in the preparation of publications, will not present his paper, bbt will be present for the discussion. Mr. G. St. J. PerroU will present the paper. Safety Investigations and Approval System of the United States Bureau of Mines: Their Application to the Chemical Industry By G. ST. J. J^ERHOTT and W. P. YANT Pittsburgh Experiment Station, United States Bureau of Mines, Pittsburgh, Fa. The United States Bureau of Mines is empowered by Congress to investigate and improve safety and efficiency in the mineral industries; thus all of the Bureau's safety investigations have a direct relation to health and safety problems in industries engaged in the production and utilization of natural resources. These primarily include the mining, metallurgical, petroleum, and certain related industries. It is obvious, however, that because of the similarity of the problems of these industries to the problems of chemical industries in general, much of the work and information obtained has a direct application to the latter. It is the purpose of this paper to outline briefly those phases of the Bureau's work which have an application to safety in the chemical industry. The work of the Bureau pertinent to the subject of this paper may be divided broadly into investigation of gases, vapors, and dusts from the point of view of (I) explosion hazards; (2) health hazards; (3) development and testing of devices for use in detection of and protection against these hazards, such as oxygen breathing apparatus, gas masks, gas detectors, flame-proof electrical equipment, and explo sives; and (4) approval of the foregoing appliances. The Bureau's work will be discussed briefly tmder these headings. Explosion Hazards The hazards in gassy and dusty coal mines arc well known, but few people realize the number of other industrial operations which involve explosion hazards. A sedate-looking gasholder may one day belch forth flame and spread disaster in its vicinity because it contains a mixture of gas and air instead of the undiluted gas it was thought to hold. A plant for the recovery of flammable solvents such as alcohol, acetone or benzol may become a mass of charred nuns if a source of ignition and the right concentration of vapor happen to be present at the same instant. Also industrial dusts such as coal dust, flour, finely powdered metals, sulphur--in fact almost any combustible dust--are highly explosive. Even an operating room in a hospital, spotlessly clean and sterile as it may be. is nOt free from an explosion hazard unless proper precautions are taken with the use of flammable anaesthetics. It behooves everyone working with flammable materials either on a smalt or a large scale to take all possible precautions to avoid the presence of sources of igni- 'PuhliAhcil liy permission of the Director, U. S. Ilurvau of Miite.v (Not subject to copyright.) Chemical Section 451 tion or flammable concentrations of vapors in any part of the process. The Bureau has applied knowledge gained from study of explosions in coal mines to other in dustrial operations, and in its laboratories at the Pittsburgh Experiment Station is developing fundamental data on limits of flammability and the mechanism of ex plosions to reduce explosion hazards to a minimum, ap. Flaxpmable Limits The most necessary data in considering the hazards of a particular gas or vapor are the flammable limits. By this is meant the low and high concentration between which the gases, when mixed with air, wilt ignite and then explode. It is possible to prevent explosion of any flammable vapor if concentrations can be kept below the lower flammable limit or above the upper flammable limit. For example: the gas methane is flammable at ordinary temperatures and pressures in the range be tween 52 and 14.0 per cent when mixed with air; a gas mixture containing, for example, 2 per cent methane or 25 per cent methane would not propagate flame. Over a period of years, investigators at the Bureau have designed apparatus for determining flammable limits, and recently compiled all the known data in Bulletin 279, "Limits of Inflammability of Gases and Vapors," by H. F. Coward and G. W. Joocs, 1928, and a second edition now in the press. During the past 5 years the flammable Knits have beat determined on a large number of other gases and vapors which are rapidly being introduced into industry as solvents, Insecticides, and fumi gants. Among these are ethylene, ethylene oxide, vinyl chloride, ethylene dtchloridc, carbon disulphide; ethyl ether, methyl ether, ethyl alcohol, acetone, and benzol. Extinctive Agents It is often possible Co prevent the possibility of an explosion in various types of operations such as solvent recovery by addition of an Inert gas such as carbon dioxide, nitrogen, or flue gas which will render the mixture non-flammable in all proportions. It is necessary to know the actual amount of these gases which must be added to render a given flammable gas or vapor non-flammable, hence the Bureau of Mines has carried on considerable experimental work with carbon dioxide, nitrogen, helium, carbon tetrachloride, and recently the new refrigerant, dichlorordifluoro-iucthane. From the data obtained it is possible to determine exactly the flammable and non flammable areas in the system flammable gas-inert gas. TTiese data are contained in Technical Paper 450, "Inflammability of Mixed Gases," by G. W. Jones, 1929. From the data in this paper it is also possible to calculate the limits of flammability of any gas mixture consisting of methane, hydrogen; carbon monoxide, nitrogen, and carbon dioxide if the percentages of the various constituents are known. The work is of particular significance in the determination of the flammability of gases from mine flees, gases from mine explosions, detonation products of explosives, blast-furnace gas, automobile exhaust gases, and other gases of similar character. In addition the amount of oxygen that must be present to render a given gas mixture flammable can be obtained direct. This determination is of special im portance in safety work--the purging of gas tanks and other containers with inert gases to render the contained atmosphere safe from explosion hazards. An interesting me of carbon dioxide as an extinctive agent is in connection with the me of ethylene oxide, a combustible gas, as a fumigant. This material is of particular efficacy in fumigating grain elevators, but.its use introduces a consider able hazard on account of the large volumes which are involved and the great damage which might result should an explosion occur during fumigation. Research workers in the United States Department of Agriculture showed that the addition of carbon dioxide made the ethylene oxide even more efficient as a fumigant because it apparently stimulated the respiratory processes of the vermin which it was desired to destroy. Experiments at the Bureau of Mines showed that if 7$4 pounds of carbon dioxide were used per pound of ethylene oxide, the nfixture would be entirely 452 Ninclecuih Annual Safety Congress nixt-fiammable in any proportions when mixed with air. Thus, the work of the two laboratories showed that efficiency and safety went hand in hand. Effect of Elevated Temperatures on Flammable Limits The greater part of the data in the literature deals with determination of flammable limits at room temperature. However, in many operations involving solvent recovery, concentrations of flammable gas occur at temperatures considerably above norma) room temperature. In an investigation carried out jointly with Wcstinghouse Electric & Mfg. Co., East Pittsburgh, Pa., the lower limits of flammability at 125 degrees C. of ethyl alcohol, benzene, furfural, and acetone, and various mixtures of these materials were determined. The information was desired in connection with the development of an oven for removal of solvents from various materials. Other work in progress contemplates tile determination of the effect of temperature on the flammable limits of a number of other gases and vapors. Flammable Dusts The explosion hazard in coal mines due to the presence of coal dust is well recog nized, but many other dusts sometimes present in connection with the operation of chemical industries ate explosive also and this hazard is not always realized. For example, it was found recently by the Bureau of Mines that certain soap powders are highly explosive when mixed with air, a danger that had not been considered by the manufacturer. Combustible material of any kind in the form of a dust should be looked upon as a probable explosion hazard. The work of the Bureau lias been con* cerned mainly with coal-dust explosions in mines, but in tbe course of lliesc investiga tions an apparatus has been devised and data accumulated which have a direct bearing on other dust-explosion hazards. While the Bureau is mainly interested in dust ex plosions having to do with mineral industries, its specialists are always ready to give advice to anyone having a dust-cxploskm problem. Safety Regulations The Bureau docs hot have sufficient staff or funds to inspect individual chemical plants for the purpose of making safety recommendations. Explosives engineers of the Bureau do, however, visit typical operations to keep informed of industrial explosion hazards and are always ready to give those interested the benefit of their experience. The methods of preventing explosions are, broadly--the prevention of explosive con centrations of gas, the elimination of sources of ignition, and the provision of suitable means of preventing an explosion once started from becoming widespread. A number of specific factors to which attention should be paid in any operation involving explosion hazards are as follows: (1) good housekeeping; (2) ventilation: (3) elimination of sources of ignition such as static or friction sparks, matches or other flame; (4) transfer of flammable liquids m inclosed pipes; (5) use of inert gas in any air-apace Over a container containing flammable liquid; (6) use of incombustible material in all construction; (7) all doors should open outward;, and be -equipped with emergency exit door latches. Relief diaphragms should be placed on auy chambers where the possibility of an explosion exists; (8) concentrations of flam mable gases or vapors in various parts of a process should be inspected frequently by analysis or, if possible, by an automatic recording gas-analysis system. This system may often be arranged to give alarm, to release an Inert gas such as carbon dioxide, and to shut down the process in case an explosive mixture develops in any part of the process; (9) vapor-proof electric lights and explosion-proof motors and other electrical equipment should.be used; (10). well-organized fire departments should be maintained; (11) constant. instruction and supervision of employees should l>c maintained at all times. Health Hazards The Bureau's experimental work on health hazards, carried out in the Health Laboratory Section of the Pittsburgh Experiment Station, has a direct application Chemical Section 453 to health and safety in the chemical industry. This section includes a group of four laboratories engaged in chemical and physiological investigations pertaining to at mospheric environment in relation to the health, safety, and comfort of persons; and one chemical laboratory engaged in a study of stream pollution by mine drainage. Broadly, the scope of the laboratories engaged in health work includes investiga ting the quality of the air breathed by persons and the cause of ill-health and acci dent ; the development and testing of procedures, methods, and apparatus for detecting and for avoiding harmful atmospheric contamination; the determination of the toxicity and physiological action of gases* vapors, and dusts, and devising methods for treating poisoning by atmospheric contamination; tbe determination of the physiological effects of air at various temperatures and humidities to optimum con ditions for comfort and for the performance of work; and the development and testing of gas masks and respirators for protection when harmful atmospheres are encountered. While all of the investigations are mainly concerned with health and safety prob lems in the mineral industries, it is obvious from the aforementioned broad scope of the investigations that much of the work and information has a direct application to the chemical industry'- For example, the testing and development of masks and respirators for gases, vapors, and dusts, the designing of apparatus and methods for detecting gases and vapors, and tbe development of methods of treatment for poison ing by gases encountered in previously mentioned industries also serves the chemical industry; the processing and utilization of natural resources in many cases involve a determination of the toxicity and health hazards from plant intermediates as well as the marketed chemical products; and the need of means for cooling and condi tioning the air of deep mines so that the orebody may be followed involves safety problems in refrigeration. Many other similar examples could be given. Most of the investigations are undertaken either through the anticipation of nee! for promoting industrial and public health and welfare or through the request cf industry. In many cases where the Bureau and a particular industry have mutual interest in a problem, the industry cooperates in arranging the investigation and in supplying funds. During tbe past year the laboratory has been cooperating in this manner with she companies, the investigations pertaining entirely' to health and safety in the manufacture and utilization of chemical products. The information obtained from all these cooperative investigations, however, is available to both industry and the public, and is often of much wider application than the original purpose. Tbe major portion of the work is performed in the laboratory, though in many problems the work is extended to field investigations and to the practical application of the results. It is not possible to present here a detailed description of the many investigations which have been conducted in this group of laboratories. A brief description of the laboratories and the nature of the work will suffice to give the general scope of the work and its relation to chemical industry. Due to its specific application to the mining industry and because of its primary application apart from liealth and safety, a description of the work of the Stream Pollution Laboratory will be omitted; the work of the Gas Masks and Respirators Laboratory is described later in dis cussing the Bureau's approval system. Gas-Analysis laboratory The Gas Laboratory Is a central laboratory for the purpose of analyzing and examining gas samples collected by the Bureau's field engineers at coal mines, metal mines, tunnels and factories and by investigators in various laboratories of the Pitts burgh Experiment Station. In emergency and special cases this service is extended to include samples collected by other federal bureaus and institutions, by mine oper ators, and State Mine Departments and industry In general. The laboratory also conducts research work on gas problems. 454 Nineteenth Annual Safety Congress This work is closely related to and often constitutes a part of the safety work of the Bureau because. (1) the many samples of mine and industrial atmospheres are collected during studies and inspection of ventilation and the quality of at* mospheres to which persons are exposed, from gases given off by explosives, leaks from fire seals, control of mine fires and recovery of the fire area, rescue and re covery work following mine explosions, and investigations of the cause of mine explosions and industrial accidents from gases; (2) gas chemists are detailed to the scene of mine explosions and fires and otlier operations where it is necessary' to have immediate knowledge of the composition of the atmospheres encountered to expedite the work and conduct it with safety; (3) in the testing and approval of oxygen breathing apparatus and gas masks for permissibility, samples of the test atmospheres arc analyzed; and (4) gas apparatus and indicators for detecting and avoiding atmospheres dangerous to health are developed and tested. Gas-Warning Agents Because of the recognized value of the odor of gases for detecting their presence in the air, the Gas Laboratory has recently studied the possibility of adding small amounts of the vupor of highly odorous chemical substances to odorless types of fuel gases, as blue water-gas and natural gas, for tlie purpose of imparting an odor which would serve as a means of detecting leakage. Practical tests in systems distributing natural gas have shown that ethyl mercaptan is efficacious for this pur pose. It not only gave indication of large numbers of leaks previously undetected in homes, but made apparent underground leaks in distributing and service lines. Many leaks were defected by persons walking or riding along the street. The scheme of using warning agents has also been applied to the chemical in dustry. for example, small amounts of acrolein, a powerful eye, nose and throat irritant, arc now added to methyl chloride to make manifest leakage from refrig erators; and for the same purpose odorants are being added to compressed gases as propaucs and butanes. Other uses in the chemical industry have been suggested. Recent problems of this laboratory are (1) the determination of the wetting and caking properties of materials used for rock-dusting coal mines; (2) an investiga tion of the sensitivity and reliability of cotton-covered ampoules filled with palladium chloride for detecting carbon monoxide in air; (3) the efficacy of a cabinet for test ing flame safety lamps for dangerous defects in the gauzes and improper assembly before taking them into mines or into holds of ships where flammable atmospheres might exist. The laboratory is at present working on a detector for hydrogen sulphide, prin cipally for use in the petroleum industry, where many fatal cases and innumerable noil-fatal cases of hydrogen sulphide poisoning have occurred, but which may also lind usage in chemical industries. Gaa Problems Completed Some of the problems previously completed by the Gas Laboratory arc (l) various investigations of carbon-monoxide poisoning; (2) toxic gases given off in the production and refining .of high-sulphur crude oil; (3) saving of gasoline by adjusting carburetors on motor-cars and trucks by gas analysis; (4) ventilation of the Holland vehicular tunnels between New York and New Jersey, and ventila tion of the Liberty and Armstrong tunnels in Pittsburgh. This information obtained was used in designing the ventilation of the Oakland-Alameda tunnel in California; (5) health hazards in the use of ethyl gasoline; (6) the use of mixtures of oxygen and helium instead of ordinary compressed air for caisson workers and deep sea divers; (7) the composition of gases produced in low-and high-temperature carbon isation of coal, and in oil-gas processes ; (8) the thermal decomposition of hydro carbons ; (9) health hazards from improperly constructed , or operated natural gas-heating appliances; (10) the development of methods for detecting carbon monoxide in air and in the blood of victims of poisoning; (11) and numerous in Chemical Section 455 spections and investigations of factories and garages where danger from poisonous gas was suspected. Pathological and Physiological and Biochemical Laboratories The Pathological and Physiological and the Biochemical Laboratories work in close cooperation on problems dealing with the toxicity, the physiological action, the chemical fate in the body, and the treatment of poisoning resulting from exposure to gases, vapors, and dusts. Sometimes the studies arc extended to include poisoning by absorption through the skin and poisoning by ingestion. Carbon-monoxide poison ing has been extensively studied. At the present time the biochemical and patholog ical changes attending carbon-monoxide poisoning are being studied with the objective of developing a rational treatment for the many cases which do not respond to present methods. The laboratories are also studying acute and chronic aniline and di-methyl aniline poisoning; methanol poisoning; the use of acrolein for detect ing leakage of methyl chloride from refrigerating systems and the toxicity of acrolein in warning concentrations in air; the toxicity of triethanol amine and tricthanol amine oleate; an extended study of the mechanism, the fate in the body, individual susceptibility, methods of early diagnosis, and the treatment of benzol poisoning; the health hazards in the use of dichloro-difluoro-inethanc for refrigerating purposes; physiological^ tests of materials for rock-dusting from coal mines; and biochemical and pathological changes attending asphyxiation resulting from atmospheres deficient in oxygen. In a study of the liealth hazards in the use of a new refrigerant known chemically as dichloro-difluoro-methane it was found that the vapors are practically non-toxic. The amount of the vapor in air required to cause death after several hours exposure is about 300 to 500 times greater than the amount of the least toxic of the refriger ants in present use. Because of its comparatively low toxicity this compound has possibilities of wide use In cooling air for public buildings, perhaps in the near future for cooling the air in homes, and for cooling and conditioning the air of deep metal mines where the earth temperatures prevent the deeper operations necessary to fol low the ore. This refrigerant is also non-flammable. Other recent studies are (I) the susceptibility of Japanese waltzing mice to carbon monoxide, in which It was found that they respond more quickly canaries and accordingly may be more desirable than the latter for detecting that gas; (2) the intensity of the odor of commercial propane, butane,* pentane, and hexane, and heptane were measured, the results indicating that the odor of propane and butane is not distinct enough to warn persons of the presence of explosive mixtures and that a warning agent should be added to these products when they are used for domestic fuel; (3) a comparison of the response of persons to nitroglycerin and ethylene glycol dinitrate was made, particularly from the viewpoint of the discomfort ex perienced in their use as explosives; (4) the toxicity of methyl chloride, ethyl chloride, methyl bromide, and ethyl bromide was studied from the viewpoint of their use as refrigerants; (5) the effect of repeated daily exposure to low concentrations of automobile exhaust gas, particularly regarding the exposure of maintenance per sonnel and traffic officers in vehicular tunnels, but the results also apply to similar exposure to carbon monoxide in mines, garages, around blast furnaces, and other places; and (6) the toxicity of several new commercial organic rnftipounds which may have wide usage in homes and industry*, as ethyl benzene, ethylene dichloride, rtioxan, vinyl chloride, cellosolve. ethylene oxide, and methyl formate were determined. Some previous investigations are (1) the physiological effects of ethv! gasoline and its combustion products; (2) microscopic pathology f ethylene dibromide; (3) physiological effects of oxygen; (4) hydrogen stdphkle pot-wming: (5) treatment of carbon-monoxide poiveiing with oxygen ami mixture- carbon di>\kk- in oxygen; (6) psychological tests of persons suffering a moderate degree if carlxtn-monoxhle asphyxia; (7) physiological response of persons to thermal changes in atmospheric 456 Nineteenth Annual Safety Congress environment and their correlation with comfort; and (8) thermal exchanges be tween the Hainan body and its atmospheric environment It is evident from the foregoing that the major part of the work of these lab oratories has a direct application to health and safety in the production and utilization of chemicals. In this connection it is only fair to the industry to say that practically all of this work has been undertaken at the request of manufacturers of chemicals and also in most instances with their assistance. Progressive manufacturers desire to guard the health and safety of their workmen. They likewise realize that the hazards to health are an important factor in developing markets for new products and the permanency of the markets. Detection of Gaeea Sampling and Analysis As a part of its designated duty of investigating the causes of mine accidents, the Bureau of Mines in 1913 had accumulated enough practical information on mine gases to publish a report on their sampling and examination or analysts. This publi cation proved to he useful and popular and in 1926 it was enlarged to include the latest knowledge on the subject. This second bulletin has also proved to be of value, judging by the demand. Various methods of sampling have been tested and a recommended procedure decided; also, the various apparatus for analyzing mine gases and natural gas are described in detail, with the calculations necessary. Thou sands of samples were analyzed and trials made before Bureau chemists became sure of their now standard practice. In 1929, a more practical and simple report was issued on instructions in methods of sampling and in the use of the Bureau of Mines portable apparatus for analyzing mine gases. However, in its 89 pages the layman and the chemist will find useful hints on procedure in sampling and analyzing, illustrated for each step. Detection The most accurate method of determining the percentage of any flammable or toxic gas present in any atmosphere is by collecting a sample and analyzing it in a standard gas analysis apparatus. However, that is a time-consuming task and speed is often essential when questions of explosibility or toxicity are involved. To All the need for accurate and moderately rapid indication of gas concentrations, numerous detecting, indicating, and recording devices have been developed. It is not the purpose of this paper to discuss all of these devices, but only such of them as have been tested by the Bureau oi Mints laboratories, or were developed in these laboratories. Methane There are four generally accepted methods for detecting methane, in addition to the standard methods of gas analysis, as follows: 1. Use of a permissible on approved flame safety lamp. 2. Use of an approved Burrell indicator. 3. Use of an approved Marticnssen methane detector. 4. Use of an approved Union Carbide Company methane-indicating device. Flame Safely Lamf<.--Flame safety lamps have been used ki gassy mines since the Davy lamp was introduced more than 100 years ago. While they have been sup planted by the electric lamp as a means of illuminating the miner's working place, they still hare a valuable use in testing mine atmospheres and have been used to some extent for other atmospheres as, for example, testing the atmosphere of a gasholder when making repairs, ami testing the atmosphere in street manholes. The flame safety lamp indicates the presence of methane by the appearance of a cap on the flame and in the liands of an experienced observer this indication is roughly quantitative. Furthermore, the lamps will not bum in an atmosphere de- Chcmical Section 457 ficient in oxygen (oxygen below 16 per cent), and therefore the careful user is warned of such deficiency in time to withdraw to a place of safety. Flame safety lamps have been used as detectors of gasoline and petroleum vapors in tanks. Tests by the Bureau have shown that they are not sufficiently sensitive always to indicate the presence of a mixture dangerous to breathe, but may be used as an indication of the explosibility or non-explosibility of an atmosphere into which the lamp may be lowered without the user going in with the lamp and breathing the atmosphere. The Burrell Indicator.--This indicator is really a special type of gas-analyti* ap paratus for determining the percentage of methane by slow combustion. Although intended primarily for mine use, it may be adapted to the analysis of mixtures of air with any other combustible gas or vapor (such as hydrogen and gasoline vapor), which is practically insoluble in water and of which the average composition is known. It uses a platinum wire "glower" at bright yellow heat to bum the gas and measures the contraction in volume after burning, front which the percentage qf flammable gas present is calculated. The device is simple to operate, not very ex pensive, and is easily portable, strong, and safe, ft was developed in 1915 by GV(A. Burrell then with the.Bureau of Mines. The Mortienssen Detector.--This device was developed in Germany for,.the detec tion of methape. . The detecting element fa a loop of platinum alloy wire with its center part coated with palladium salts which, when heated by means of a battery, cause the methane to bum and increase the temperature of the filament. The per centage of methane is estimated from the brightness of the filament. The U. C. C. (Union Carbide. Co.) Detector.--This detector fa essentially a Wheatstone bridge, one arm of which includes a heated platinum filament This bridge, with its meter adjusted to zero in air, becomes unbalanced when in com bustible gas due to the effect of the burning gas on the surface of the heated fila ment which causes as. increase in the temperature and resistance of the filament proportional to the percentage of gas present. The percentage of methane in air is shown directly on the meter scale. Detector for Flammability of Gae Mixtures An apparatus has recently been developed by the Bureau especially for the de tection of combustible vapors in manholes and other underground spaces. It consists of an upright removable bomb, a gage for registering explosions, an ignition system mounted on the back of the apparatus, a tank of propane for enriching the test mixtures, and a unit for introducing small increments Of propane to the gas mixture being tested. In testing an uiknown atmosphere, if the mixture explodes on the first addition of propane the mixture under test is about three-fourths explosive; if it explodes on,the second addition, it fa about one-half explosive; if on the third addition, it is about one-fourth explosive; and if on the fourth addition, it contains very little combustible gas. This device has the advantage of actually measuring the explosibility of the gas-air mixture and not some indirect property of that mixture which is related to explosibility. It has been used with considerable suc cess in the Bureau's work in connection with atmospheres in street manholes. The device is fully described in a paper by G. W. Jones and G. St J. Perrott, "Explosive Limits of Petroleum Vapors," in the Quarterly of the National Fire Protection As sociation for April, 1930. The Burrell indicator and the U. C C. detector are of value for more quantitative indication of the percentage of combustible gases, and there are also a number of other detectors on tlie market which the Bureau has not yet tested. In employing any detectors, the user should make sure that no danger exists of igniting a com bustible mixture by means of the detector and so causing an explosion. Thermal Conductivity Method A device of particular value m recording t)iv concentrations .of gavajr mixtures 4S8 Nineteenth Annual Safety Congress is the thermal conductivity apparatus described by P. E. Palmer and E. R. Weaver in Bureau of Standards Technologic Paper 249, 1924. This device works on the principle nf comparison of the resistance of twq electrically heated wires surrounded respectively by the gas for analysis and a reference gas. Determination is possible of the concentration of certain constituents in. a wide variety of gas mixtures of importance in industry and research. The device may be made recording and by the use of suitable auxiliary devices, various, automatic process control based on gas composition are easily arranged. The thermal conductivity apparatus is now sold by several manufacturers of electrical indicating equipment. Carbon-Monoxide Indicating Apparatus Three simple methods for a test of carbon monoxide are palladium chloride test papers, an ampoule, and a hoolamite detector. The first may be purchased in booklets of 20 strips, Y\ inch by 3 inches. A paper attached to a string, moistened at one end with saliva, is lowered or held five minutes in the place suspected to contain carbon monoxide. If present, the yellow paper is changed to gray or black, the degree of color depending on the concentration of carbon monoxide. The ampoule is similar in appearance to those cotton-covered ampoules that con tain ammonia which is used to revive persons more or less affected by headache, nausea, or overcome m some manner. The carbon-monoxide ampoule contains palladium chloride which, when the little glass tube is broke, stains the covering, and is turned from yellow to black according to the degree of carbon monoxide present. A color chart is supplied. Low temperatures affect the speed of tlie re action. The hoolamite indicator consists of a rubber hand bulb and metal tube attach ments, with which air is aspirated through activated charcoal to remove interfering gases (air, carbon monoxide, hydrogen, and methane pass through the charcoal) ; the gas is then discharged through a small glass tube of hoolamite, consisting of pumice-stone granules impregnated with iodine pentoxkfe, and fuming sulphuric acid. Ten squeezes of the bulb cause the hoolamite to change from the original light gray to greenish blue, if 0.1 per cent or more of carbon monoxide H present. The depth of color increases with the concentration; comparison with a color scale which ac companies the instrument enables the investigator to estimate the concentration of carbon monoxide. Tests with hoolamite are completed in less than one minute, and prove entirely safe as regards a danger indicator. The pyrotannic acid method was developed by the Bureau for the determination of carbon monoxide in blood and may be used for the quantitative analysis of carbon monoxide when present in blood or in air in concentrations dangerous to the safety and health of a person. This and the apparatus previously mentioned arc all de scribed in Miners Circular 33, one of a series of four on advanced mine-rescue training published during 1929. The Carbon-Monoxide Recorder In connection with the ventilation of the Holland vehicular tunnel in New York City an apparatus was required that would automatically determine and record con centrations of carbon monoxide below 4 parts in ten thousand. Such an apparatus was developed by the Bureau and is described in Technical Paper 355, MA carbon Monoxide Recorder and Alarm/' by S. II. Katr and others, 1926. Fourteen of these recorders have been installed in the Holland Tunnel and two in the OaklandAlameda Tunnel in California. They afford the engineer in charge of ventilation a continuous indication and record of tl>e composition of air in the tunnels and he can operate tlxr fans in accordance with the need to maintain a sale atmosphere. This continuous control effects greater safety and marked reduction in power costs. The recorder may also have application to the analysis of industrial gases for carbon monoxide and in controlling chemical processes. CVieimVof Section 459 Hydrogen Sulphide Hydrogen sulphide associated with gases and vapors from certain crude oils now produced in the United States has forced a serious health and safety problem upon the petroleum industry. This has been discussed by H. C. Fowler as "Prevention of Hydrogen Sulphide Poisoning in Handling and Refining High-Sulphur Petro leums," in Bureau of Mines Report of Investigation No. 2847, December, 1927. In this paper a simple method is given for the determination of hydrogen sulphide by titrating with iodine. Tlie gas is collected in a dry glass bottle of about 1 liter capacity by displacement of air, starch solution Is added, the bottle shaken vigorously, and 1/10 normal iodine solution added from a burette until the blue color no longer fades out Hydrocyanic Add Ga> Poisonous hydrocyanic acid gas is sometimes evolved in dangerous quantities from cyanides used in metallurgical and chemical operations. This gas is much used for fumigating buildings, ships, greenhouses, and such commodities as grain and cotton to destroy rats, mice, and insect pests. Wherever cyanide fumes arc evolved, thorough ventilation is necessary* to render the surrounding air safe to breathe. Many persons have been kilted by entering tank* and fumigated places too soon uuU a simple test for this gas would promote safety. Such a test, employing test papers, was devised by S. H- Katx and G. S. Longfellow (Test Papers for Estimating Hydrocyanic Acid Gas in Air, Bureau of Mines Report of Investigation No. 2S04. July, 1923; and Tests for Hydrocyanic Acid Gas in Air, Journal of Industrial Hygiene, vol- 5, (l923-`24), pages 97-104). The test papers employ (1) picric acid which combines with hydrogen cyanide to form a red-purple dye; (2) phenolphthalcin which turns pink in the presence of HCN; (3) guaiacum which turns blue. The three papers are used to eliminate the error due to other interfering gases. The shade of color when compared with a color chart gives an estimation of hydrogen cyanide over a range of 25 to 1000 parts per million parts of air. Full details are given in the original papers. Approval System Service to the Public Rendered by the Approval System The Bureau of Mines serves the mining public in many ways but it is believed that the general public is not well-acquainted with its approval service. By this system the Bureau puts its stamp of approval and terms as "permissible," those explosives and mine equipment that meet certain minimum standards of safety. This service, which is voluntary and depends entirely on the goodwill and desire of the mining public, has become intimately linked with the coal-mining industry. At Pittsburgh, the full time of more than 20 men is occupied on approval work. This is done by the Electrical, Explosives, Gas Masks, and Safety Sections. While primarily intended for the mining industry, (he Bureau's permissible equipment Is often of direct use in the chemical industry. This is true in particular of gas de tectors, oxygen breathing apparatus, permissible flashlights, and gas masks. As regards electrical appliances tor use in explosive atmospheres, the Bureau docs not approve separate units, as for example, motors, but only the completely assembled piece of equipment Thus a permissible machine may contain 2 to Jff explosion-proof compartments. However, much of the research and developmental work in connec tion with equipment for gassy coal mines of direct ipplicaeinu to <*hrr industrial operations. Permissible Methane Detectors In connection with methane detectors for mine me die Burma hm inerd a schedule which details the test requirements that ntdem tenn dseM meet to 460 Nineteenth Annual Safety Congress be approved as permissible for use in mines. Two general types of detectors are recognized, namely-i-(l) methane detectors in which the evidence of methane de pends entirely upon changes in the appearance of the detecting element such as a flame or filament; and (2) methane-indicating detectors or those equipped With scales upon which the percentage of methane is definitely indicated. Two of each general type of methane detectors have been approved by the Bureau of Mines: These are the Wolf detector (flame safety lamp, type 1), approval No. 207; the Burrell indicating detector (type 2), approval No. 800; the Martienssen delector (type 1), approval No. 801; the U. C. C. detector (type 2), approval No. 802. While these detectors were approved by the Bureau for use only in methane, they are being used to some extent industrially for the detection of other flammable gases. The operation of these detectors has been described briefly under "Detection'' and is completely described in .Miners Circular 33, cited. Oxygen Breathing Apparatus One of tl>c functions of the Safety Section at Pittsburgh is to test self-contained, mine-rescue oxygen breathing apparatus permissibility. Four types of these (three American and one British) have oeen approved and bear the Bureau of Mines seal or label. As the result of the information gained by the Bureau m mak ing these tests and on the care of apparatus, also its use after mine duastss and during mine fires during 16 years, a 232-page. handbook was issued during 1929. (Self-Contained Mine-Rescue Oxygen Breathing Apparatus,.by D. J. Parker. G. S. McCaa. and E. H- Denny. U. S. Bureau of Mines, 1929). The first edition appeared 3 years earlier. The present work describes the design and operation of Apparatus used in the United States, including two other unapproved types,.ac cessories, and its care and use. Fifty-nine 'questions and answers at the cad will he found a useful means of study and determining what trained rescue men know regarding the breathing apparatus they wear. Gas Masks and Respirators The major work of the Gas Masks and Respirators Laboratory is to investigate the use and suitability of gas masks and respirators for protecting against gas, vapor, and dust hazards; and devise methods and apparatus for detecting the dangers. To stimulate manufacturers of industrial gas masks to make appliances of good quality, to improve their products; and to guide ttie consumer in purchasing safe masks, this laboratory makes examination of mask'- * cordance with a schedule of tests which is thought to cover the minimum -quirci.ients of a safe device. If a particular mask fulfills these requirements, a Bureau of Mines Approval is issued to the manufacturer, and he is authorized to display and advertise that approval as a mark of quality of his product. The tests include both laboratory rrm*ft***^ and practical tests; they arc designed to be as severe as could be tncwatmJ in use. For example, in testing ammonia masks which are used in case of leaks in refrigerating plants, they are -worn 30 minutes in an atmosphere containing 3 per cent of ammonia gas by volume. This concentration causes severe Mistering of the skin of the chemists making the tests, yet the mask is required to give complete protection to the eyes and lungs. Without the mask the person would be unable to take a single complete breath of the atmosphere, nor would he be capable of opening his eyes. The man tests are also severe in tasting masks for their opacity to protect against, carbon monoxide. The mask is worn 30 minutes n 2 per cent of carbon monoxide in air. Chemical reaction in the canister causes the latter to become so hot that it can not be held in the hands and the air is too warm to breathe with comfort and causes burning of the eyeballs; yet the device is required to give complete respiratory protection. 1 Fot the purpose of assisting purchasers of masks' in obtaining good devices the Bureau of Mines periodically issues a list of the masks that have fulfilled the ap ChetuUol Section 401 proval requirements. The list now contains approved canister type masks, hose masks, and self-contained oxygen breathing apparatus. Equipment may be selected therefrom for nearly every poisonous gas or vapor or condition of exposure en countered in industry or public life. The list is used by most municipalities and industrial concerns for selecting their equipment. (List of Permissible Mining Equipment, U- S. Bureau of Mines Information Circular 6230, February, 1930.) Concluitaeu From a broad consideration of the type of work and Use variety of investigations in which the Bureau of Mines has been engaged, it is apparent that the Bureau is in a position to give the following information, assistance, and service to the pro motion of safety in the chemical industry; 1. Information relative to explosion hazards from industrial gases, vapors, and dusts. 2. Information relative to toxicity and health hazards from industrial gases, vapors, and dusts. 3. Information regarding methods and apparatus for detecting deleterious gases, vapors, and dusts. 4. Information and advice on the selection and use of equipment for giving respira tory protection. 5. Advice regarding treatment of cases of industrial poisoning by gases, vapors, or dusts. 6. Personal assistance in the case of accident or emergencies. 7. Cooperation with industry in conducting research on explosion lizards, and health and safety problems incurred in the production, processing, and utilization of natural resources, in allied industries, and in special problems of mutual interest. Discussion I Chairman W :rittemokis In opening the discussion of this paper, I would like to express my appreciation for the work the Bureau of Mines is doing, especially m the study of atmospheric impurities. We have found the Bureau's publications particu larly helpful in relation to our work in the investigation of health hazards. Very often when we have succeeded in developing our own method for determining the amount of toxic gas or other vapor in air. we too often find that we have no data to show just how much or what concentration is-injurious, and for things like this we turn to the Bureau of Mines* publications or consult their workers in the laboratories here in Pittsburgh. S. M. Pratt (Brooklyn-Edbou Company, Brooklyn, K. Y.) : May I ask what blood tests the Bureau would recommend in a chronic carbon monoxide poisoning ? Da. W. P. Yant (U. S. Bureau of Mines, Pittsburgh, Pa.) : It is a debatable ques tion at the present time. S. E. IVsmsc (Liberty Mutual Insurance Company. Boston, Mass.) t I want to ask a question as to the criterion for explosiveness of combustible dust. How do you determine bow explosive it is. assuming it b combustible in the beginning ? Mr. Pawn: The criterion of explostbdity used by the Bureau of Mines in its investigations of coal dust is the amount of inert material, such as rock dust which must be nixed with the dust (n order to render it non-explosive. This is of particular utility in connection with explosibility of coal dust because ex plosions in rual mines are prevented by rock dusting the mine, and the amount of rock dust which must be used will depend upon the nature of the coal dust. Another method which has been used is to determine the intensity of electric spark necessary to cause tbc explosion of a particular dust, and thus give the relative case of ignition of the dust in terms of the spark energy required to ignite it. 462 Nineteenth Annual Safety Congress There have also been attempts to measure cxploslbility in terms of the pressure produced by a dust explosion in a closed vessel, but the results have not been of great value up to the present time. Mr. Whiting: What about the size of the dust? Mw. :Pf-rrott Wc find In experimental work any dust below 20-mesh is nonexplosive, ami as the dust becomes finer the more explosive it is, because there is more surface exposed. There is considerable data available at the Bureau on this. E J. Rirdrrer (Atlas Powder Co.. Wilmington, Del.): I would like to ask where flammability starts and extensibility starts? It makes a big difference under certain conditions. The reason I brought the question up, the Bureau of Mines specify "in flammability1' and others "explosibillty." Mr. Plhkvtt: They both mean the same thing. If you are discussing inflamma bility and explosibilily both iieople mean the same thing, you can be sure of that. They mean the concentrations between which the mixture oi a given gas and air will propagat* flame. Mr. RifcUERER: They should be the same. I think. Mr. PeftKorr: 1 think we should standardize terms. The Bureau of Mine* uses tlx* term "inflammable" in iu literature, or the term "inflammability," and other publications use the term "explosibility." W. H. Wjjtans (Union Carbide and Carbon Corp.) : 1 would like to ask wbetlter the Bureau is doing work in the matter of protecting the workers from silicosis, due to rock drilling? Dr. Yant; That doesn't come under our jurisdiction at the Pittsburgh Station, but we are interested in it and wc are watching plans underway in regard to it at the present time. We have gone so far as to look into mining methods, such as wet metltods. I think the Bureau contemplates something along this line in its present program. Tbe Bureau a Soares of Valuable Information Dr. Leonard Grfjc.nburg (U- S. Public Health Service, New Haven.'Conn.): 1 would like to add my word of commendation for the fine paper which has been pre sented. We appreciate the work Dr. Yant is doing in this particular field. I am sure if your experience has been the same as mine you have been confronted time and again with problems where we were unable to find out toxic limits, and wc lave looked to the Bureau of Mines and have received a great deal of information and have gotten a good deal of comfort from the very high caliber of work dime in the laboratories here. I hope there will be no change of policy and we will be able to fall back on Dr. Yant and his workers for help. W. C. Reiblirc (American Tar Products Company. Pittsburgh, Pa.): Is there x possibility' of an explosion of a still after all parts of the still have been grounded? There has been considerable discussion relative to static electricity and some of the members think there is more of a hazard after the still is fitted. Mr. Pkrrott: I .personally have had no experience along tltose lines and f don't know enough about the construction of a still to answer the question. What is the source of die static, do you have flowing liquids? Mr. Rcmuxc: After the still has cooled down to 300 degrees air is applied. The gas is 75 per cent hydrogen. Mr. Pebrott: Do you have anything in there that might oxidize in the air and have a tendency to raise tbe temperature? Mr. Rcthukc: Iron sulphM. Mr. Perrott : I would say it would be the gas rather than static if you have iron sulphid Iron sulphld H extremely oxidizabfe and you might get a local rise of tem perature. Chemical Section 463 Do you have any suggcsiions on tliat. Dr. Yant? Du. Yant: 1 would say the iron sulphid, or possibly sulphur deposits I know it is the practice to remove the manhole plates and exjvose them to (he air where high tttlphid oil has been leaking. And often when the sunlight strikes it. it catches fire. Mr. PKaaorr: Iron hulphid U very active. Du. Yant: Yes, it is very active. Even in our metal mines the ore gets so hot the men are unable to handle it due to the oxygen in the air of the "dead ends" being used up. ADJOURNMENT 464 Nineteenth Annual Safety Congress Wednesday Afternoon Session October 1, 1930 C. F. WHITTEMORB, Chairman Western Electric Company, Chicago, 111. The third session of the Chemical Section convened at the U. S. Bureau of Mines with Chairman Whiltemorc presiding. Chairman Whittemore: Our session this afternoon opens with a paper by Mr. P. W. Gumaer. of the Technical Department. Chemical Division, of The Barrett Company, New York City. Ventilation of Heavier Than Air Vapors By P. W. GUMAER Chemical Division, The Barrett Company, New York City Suppose that we are to design a machine guard for a set of gears. What do we do ? First take a foot rule and make the necessary measurements. We would ob serve the location and the nature of the work dpne by the machine. Using w previous experience on machine guards and some rather simple draughting, the re sult would be an effective machine guard. Consider, now, a more difficult case. I ask you to design a guard for a machine with invisible gears. You cannot see them or touch therm How shall we go about it? Measure it? Nol It is invisible. Use our previous experience? We have none. Make a drawing? How? One thought would be to do away with the pro cess. Let us get a machine that has no invisible gears. Or If that Is not feasible, let us make the guard so big that it will surely be a protection against the dangers. That might be too expensive. . The removal of vapors evaporated from industrial solvents is such a problem. We cannot see them. We cannot touch them. Sometimes we cannot smell them. Measure them? Yes, if we can. If we have had no previous experience we would probably attempt to do away with the process, or to install very elaborate equip ment which would be too expensive. The ventilating engineer talks in terms of temperature, humidity, velocity of air, or quantity of air removed. These are his standards of ventilation. They are suffi cient in dealing with problems of drdinary ventilation such as theatres, schools, hotel*, etc. These standards of ventilation are of little value In obtaining effective ventila tion of solvent vapors, especially when they are heavier than air. The proper standard of ventilation of industrial vapors is the amount of the vapor remaining in the air that the workmen breathe. That is what we need to measure. The other standards may be useful in obtaining the desired result. Unless we have a means of measur ing the amount of vapor breathed by the workmen, we are never sure of the effect iveness of ventilation equipment For toxicity purposes, the measurement of the amount of vapors present In air of workrooms is difficult, as the permissible percentage present is very small. For example, one hundred parts of vapor to a million parts of air (100 p.p.m.) is equiva lent to one bnndreth of one percent You are more, or less familiar with instru ments in use for measuring the amount of vapor in air for the purpose of determining if there is danger from an explosion. Instruments satisfactory for this purpose or the measurement of concentrations in the neighborhood of one percent (10,000 p.p.m.) by volume are not sensitive enough for toxicity measurements. An instrument called the "interferometer'' has been used very successfully for Chemical Section 465 TABLE I Molecular Density air=l Weight Calculated Measured Air ........................................................ Benzol ................................................... Carbon Bisulphide .............................. Chlorine ............................................... .............................. 71 Hydrogen Sulphide ............................ .............................. 34 Methyl Chloride .................................. .............................. 50.S Sulphur Dioxide.................................. .............................. 64 Toluol ................................................... .............................. 92 Xylol ..................................................... Ri(r<aw (1) Bar. of Standards Scientific Paper No. S29 Reference (2) Bur. of Standards Technologic Paper No. 117 1.00 1.00 2.73 w 2JS2 2.64 (2) 2.4S 2.49 (i) 1.17 1.19 () 1.74 1.78 a) 221 2.26 <D 3.17 3.20 <2> 3.66 3.66 (2) measurements of heavicr-than-air vapors, particularly benzol. It is described in the Bureau of Mines Technical Paper Nq. 185. Its operation is based upon the refractive index of gases or the amount that a ray of light is bent in passing through the par ticular gas. As an absolute measurement of the refractive index requires very exact temperatures and pressures, this is avoided by comparing the refractive index of air at room temperature and pressure, with that of air containing the vapor being tested. The instrument uses two gas chambers. Air free from solvent vapor is drawn into one gas chamber thru a chemical protective train, which removes moisture and carbon dioxide. Air containing the solvent vapors to be measured is drawn into the second chamber through a similar protective train to remove carbon dioxide and moisture. Light from a small electric lamp is divided into three rays. One ray passes through each of the gas chambers, and the third underneath. The third ray of. light passes through an optical system arranged to produce interference bands with the rays passing through each of the gas chambers. When there is a solvent vapor in the gas chamber having * density different from air, the ray of light passing through that chamber is bent slightly more than, the ray passing through the air chamber. The bending of this ray of light displaces the interference bands. These band* can be brought back to the position with an optical compensator turned by means of an accurate micrometer screw. The movement of the micrometer screw to return the interference bands to the zero position is. directly proportional to the amount of vapor present in the gas chamber. The instrument must be calibrated for each gas or mixture of gases by passing accurately known concentrations of the vapor through the gas chamber. As the calibration curve of the instrument is' a straight line, only ooe determination is necessary for the calibration if it is accurately known, the fixed point on the straight line being zero reading for zero concentration. When used for benzol, the error on any reading has been found to be plus or minus 25 parts of benzol in a million parts of air, for live portable instrument having gas chambers, 50 cm. long. The densities of industrial vapors as compared with air, vary over a wide range, from lighter than air gases (usually not liquid at room temperature) to heavier than air vapor*. The relative density of the vapor as compared with air is important in designing ventilating equipment. My remarks on ventilation will be confined to gases that are appreciably heavier than air. If information on the density of a vapor is not available, an approximate calculation can be made from the molecular weight. Table I gives the calculated and measured values for a number of vapors. The error between the calculated and measured values is due to the fact that these vapors do not exactly follow the gas laws. The accuracy 466 Nineteenth Annuaf Safety Congress P te T K lB U T iO rt o f B C N Z Q l. Y A P qe G a o M T /jftL f: , O f 6 O T A B e n z o l, per Hr>. T C M P 3 1 C 8 f iZ 0 M T e 7 7 0 m m` C Q N C tfT *<m oN M C n s y e e p w it h //frr/e re e o M c rre Chemical Section 467 of the calculated values, however, is sufficient for any ventilating problems as there are greater errors in calculating other factors of the problem. To calculate the rela tive density of any vapor compared with air from the molecular weight, divide the molecular weight of the material by the apparent molecular weight of air (29) as illustrated by the following example: Mol, wt. benzol 78 _ Mol. wt. air r ^ =269 Physics and chemistry text books tell us that a heavy gas diffuses upward into a lighter gas until the mixture Is uniform. This is true if sufficient time is allowed. Experience in mine ventilation and studies of distribution of solvent vapors in factorics, indicate that the diffusion may be extremely slow, particularly if convection cur rents or ventilation do not Interfere with the normal movement of the vapors. Several factories visited by the writer had installed large horizontal ceiling fans above work tables where benzol was used, attempting to draw the vapor upwards. If this method were effective it would increase the exposure by drawing the vapors past the faces of the workmen as they best over the table. These observations led to a series of ex periments to determine if the upward diffusion of heavier-than-air vapors is appre ciable when down-draft ventilation is used at the edge of the table. A measured sheet of blotting paper was placed in the center of a table six feet square. Benzol was allowed to drop in the center of the blotting paper at a constant rate The size of the blotting paper was chosen by trial so that the whole surface was kept wet with benzol, but the liquid did not over-run the edges. The interferometer was used to measure the vapor concentrations above the table, at intervals of 6 in. from the edge to center and at intervals of Inch from the table upward. The end of a Jtf-mch copper tube was fastened at the place where a reading was to be taken. The vapor and air mixture at each place was drawn slowly into the interferometer thru this tube so as not to disturb the concentration of vapor. An average was taken of three or more readings at each point. Curves showing the distribution of the vapors above the table and aAund the edge, are plotted in Figure 1. It will be noted that near the blotting paper which is satu rated with benzol, the vapor concentrations are very high. They decrease toward the edge of the table. The vapors fall off the table toward the floor, similar to the flow of a liquid, except that the concentration becomes less as they move away from the source. The important result from this experiment shows that 4 inches above the table there is no appreciable amount of benzol vapor present. In other words, the amount is less than 2$ parts of benzol In a million parts of air. The amount of ben zol used in this experiment was .16 quarts per hour. This work was done in a closed room, approximately 12 feet.square and 10-foot ceiling. An exhaust duct having an opening of 2 inches x 12 inches and a suction less than one-tenth inch of water was placed at the floor, under the center of the table, so as not to produce a draft of air across the table. The next step was to build a gas-tight rim, 4 inches high around the edge of the table. An exhaust system was connected to small openings cme Inch apart on the surface of the table and at the edge. Figure 2 shows the distribution of the vapors above the table; using a blotter 8 inches x 8 inches and .35 quarts of benzol per hour. The amount of air removed was 77 cubic feet per minute as calculated from the linear velocity measured with a Kata thermometer. The suction at the exhaust openings was approximately 0.02 inch of water. The floot ventilation was not used as no measurable amount of benzol vapor escaped over the rim surrounding the table. Tests were also made using larger openings three feet apart instead of one inch. The results were not satisfactory as the vapor ran over the top of the rim between the exhaust openings. This method of ventilation can be used for bench or work table processes using solvents whose vapors are appreciably heavier than air, and the solvents are evapo- 468 Nineteenth Annual Safety Congress Chemical Section 409 Figure 3 rated at room temperature. Hand-coating of animal leather on large tables, and the use of rubber cement in shoe manufacture, are examples. The 4 inch rim at the edge of the table may appear to interfere with the operator's production. This is usually, found not to be the case after the operator becomes accustomed to working with the rim in'place. The expense of installing this method of ventilation need not be exces sive as the amount of air handled is very much leas than that required in general ventilation to. remove the same amount of vapor. In the above experiment, the concen tration of benzol in the air of the exhaust, was 700 p.p.m. by volume. General ventilation to be effective, necessitates the handling of 300 to 500 times as much air to remove the 470 Nineteenth Annual Safety Congress Chemical Section 471 'I" SAP 2 L ,,: Figure 4 same amount of solvent vapor. A word of caution may be advisable. Do not u.sc this method of ventilation if heat is used to increase the rate of evaporation of the solvent, as hot air convection currents carry the vapors upwards. Tikis effect has caused consider able dispute in the past as to the best method of ventilation to use. If a solvent is in contact with air, the vapors cannot be removed without diluting with large amounts of air. The amount of dilution depends upon the temperature, the method of using the solvent, the kind of ventilation used and the permissible con centration that may be safely breathed by the workmen. The vapors from one gallon of benzol at 70 degrees Fahrenheit and atmospheric pressure occupy 34.6 cubic feet Figure 5 without being mixed with air. The concentration in air saturated with benzol at this temperature is 10 per cent or approximately 100,000 parts of benzol per million parts of air. For flammable materials such high concentrations are dangerous to handle due to the risk of explosion. The greatest safe concentration is about 1 per cent or 10,000 p.pjn. Many exhaust systems operate with concentrations less than 25 p.pjn. of vapor as shown by interferometer tests. If the air passing the exhaust fan contains 25 parts of benzol per million parts of air then 1,000,000x34.6=1,384,000 cubic feet 25 of air must be handled to remove the vapor from one gallon of benzol. If, however, the air passing the exhaust fan contains 10.000 parts of benzol per million parts of air only 3,460 cubic feet of air must be removed. Obviously the latter installation is more economical to install and to operate. Factory conditions and the nature of the process limit the kind of ventilation that can he used. Tahle II gives the concentrations of benzol in a million parts of air, ns 472 Nineteenth Annual Safety Congress Figure 6 measured in the exhausted air, which have been found effective under factory condition* in maintaining the amount of vapor at the breathing zone less than 100 parts per million. TABLE II Local ventilation from enclosure....................................... 1.000 to10,000 p.p.m. Local ventilation enclosed at sides ................................. 500 to 2,000 " Local ventilation not enclosed at sides ......................... 100 to 1,000 M Ventilation at floor .......................................................... SO to 200 " General Ventilation .......................................................... 0 to 25 " Local ventilation from an enclosure is preferable whenever the process permits. The tightness of the enclosure and the rate of drying affect the concentration obtained. Higher concentrations than 10,000 p.pjn. may be obtained but they are not advisable to use with flammable solvents as they approach the lower limit of the explosive range. Local ventilation enclosed at the sides may be used more extensively than has been the practice. The above experiment of placing a 4 inch rim around a 6 foot table is an Illustration. The concentration of the vapor removed in that case was 700 p.pjn. Another example of local ventilation is shown in Figure 3 where the nature of the process required the use of uncovered pans of benzol. Each pan of solvent was placed 2 inches from the bottom of a larger vessel which extended approximately 15 inches above the top of the pan. Although these pans of benzol extended along two sides of the room and were open to the air during the working day, no benzol could be de tected at the breathing zone of the workmen. A slight improvement in this installa tion would be to use an opening underneath the pan of benzol instead of slots In the side of the larger container. A smaller exhaust could then be used to give the same protection as the vapor would be removed where the concentration is greatest. Chemical Section 473 Figure 4 shows an effective method of local ventilation for cleaning armature wind ings wish benzol. Tests of the ventilation indicated that no measurable amount of benzol is breathed by the workmen. Figures 5 and 6 show front and rear views of process using solvent in (he impregnation of cable insulation. Impregnation mixture doers from the curved pipes onto cable and into the tank beneath. An exhaust behind ihr cable removes the vapor above the tank, also between the tank and the cable reel. Aa important part of this equipment is the enclosure surrounding the cable reel with rxfaaort ventilation at the floor. Often'good ventilation is used near the liquid Mil win. * ntgkcttd when coated material is partially dry. The concentrations for floor ventilation given in Table II are safe values which wB not leave a dangerous concentration at the breathing zone, when the ventilation r iazdeputr the concentration at the floor has invariably been found to be between' 5 wad 10 times higher than at the breathing zone. Where a solvent is used in one pruom in a small part of a large room it is advisable to build a gas tight fence three feet high around the process with floor ventilation Inside the fence. Self closing gates allow the passage of workmen and materials. The advantage of this arrangement is tfaaz Ac vapors are confined inside the fence. The size of the ventilating equipment cm be greatly reduced as much less air is moved when the vapors are not spread out over the floor of the large room. Hi rani ventilation, unless it is at the floor, is not effective in removing heavier than air vapors from the breathing zone. Open windows do not remove the 'vapor below . the level of the window sill. Open doors, especially if at opposite sides of the room are often effective without forced draft. As "pockets" may be formed in aisles re moved from the door-way (especially if the space between aisles is dosed by materials or machinery foundations) these "pockets" require exhaust ventilation at the floor. In many cases the use of an opening thru an outside wall at the floor level about 1 foot x 3 feet is effective in permitting the vapors at the floor to escape. Louvres serve as a protection against rain. The writer has never fotind use of exhaust fans placed near the ceiling for the re moval of heavier than air vapors at room temperatures to be effective in reducing the vapor concentration at the breathing zone to safe values. They are not only useless but they create a false sense of security. Occasionally one finds an attempt at ventilation which actually increases the health hazard of particular workmen. An example of this was the location of an exhaust fan in aa outside wall directly behind a workman and at a level with his head. The man was working at a coating machine. The operation of the fan carried the benzol vapor past the face of the workman and thereby increased the amount of benzol which he breathed. Recognition and utilization of the following rules will facilitate the removal of lieavier than air vapors: 1. The standard of effectiveness of ventilation is the amount of vapor in the air breathed by the workmen. 2. Relative density of the vapor is important in designing .ventilating equipment. 3. Accurate measurement of vapor concentration leads to more economical and efficient operation of ventilating equipment. 4. The upward diffusion of heavier than air vapors is negligible when vapors are . wit allowed to accumulate. 5. The amount of air handled is reduced by removing vapors from place where concentration is greatest. 6. ' Down draft ventilation should be used with heavier than air vapors at room temperature. In dosing the writer wishes to express his appreciation of the cooperation of the 474 Nineteenth Annual Safety Congress many factories where interferometer tests have been made of the ventilation and the courtesy of the General Electric Co. in supplying photographs shown in Figures d and 4. Cuaikman WifiTTK.MOtte; Tltcrc is undoubtedly room for discussion of this subject so well presented by Mr. Giuuacr. Or. H. F. Smyth (University of Pennsylvania, Philadelphia, Fa.) : I have known of general exhaust ventilations which have done more liarm than good. 1 have known of cases where the worker was poisoned. I have in mind several textile and leather plants, in one of which we found the highest benzol concentration in the air I ever found in the industry where the freshly coated material was traveling into a wooden drying box that leaked like a sieve. There was more warm air being blown into that doing box than the exhaust could take care of, and in order that every one should get the effects of it they had ventilators high up on the ceiling. We found another plant in the same towu in a somewhat similar condition. Some bright ventilating engineer thought If there was benzol in the room he would take some of it out and at the same time get the warm air into the drying box. In so doing he caused the air to go past the breathing zouc of the workmen. There were several deaths from benzol in that plant and a number of cases of benzol poisoning. If I recall correctly, I think there were 40 cases of benzol poisoning and three deaths in that one plant I have seen cases where local exhaust ventilation was responsible for benzol poison ing, but not from exhaust ventilation at the point of production of the fumes. 1 recall some years ago, out in a rubber factory in Ohio, there was a case of benzol poisoning that was rather interesting. There was a man standing ia front of a buffing wheel, used for buffing inner tubes preliminary to splicing. There had been installed a very good exhaust to remove the rubber dust. These tubes were spliced directly in back of the workman doing the buffing. Benzol cement was being used and then the tubes were hung up to dry. This exhaust was not only carrying away the rubber dust from the buffing wheel but it was also pulling the benzol fumes directly past the workman. As a result he suffered a prolonged illness and it was a year or more before he was able to go back to work. The remedy which Mr. Gumaer has suggested is easily applied and the principle is very simple. The exhaust ventilation should be applied at the level of production of fumes, or possibly below where you have the heavier-than-air vapor. 1 think Mr. Guinaer's experimental table is very interesting. We must bear in mind, however, while the principle is correct, yet you would need considerably stronger exhaust ventilation than his experimental diagrams would suggest. He used a very small amount of benzol, and in the case of a man working on a fiat table lie uses multiple quarts of benzol per hour, and by his movements he is dis turbing the air causing upward currents. As he takes a skin away (leather plant) he carries a load of benzol into the higher atmosphere. In one factory of that same group in Newark, they were taking the coated skins to a drying rack where there were a large number of skins giving off benzol. There should have been installed exhaust ventilation under the drying rack to carry off the fumes. The interferometer as a comparatively convenient instrument. It is not a pocketpiece, as it were, but nevertheless as compared with our various tests it is much simpler and perfectly satisfactory for field work where you are working with a known mixture, a comparatively simple mixture of one or two solvents, or where you are working with benzol. However, in the matter of spray paint mixtures you will find a complex mixture where they are using one right after another. In the average automobile body plant they would use two or three different lacquers on the >ame body. And this would only give you a very vague idea of the concentration of the air. If you want to determine the real benzol content it is necessary to resort to chcmiral methods. Chemical Section 475 The solution, as pointed out in the paper, will not answer completely where heat is applied and where you have upward- currents of liot air carrying the benzol fumes. That is a problem lliat may have to be worked out, and perhaps the solution of the problem will work differently according to the details of the different processes. Where you have benzol which is bejng sprayed, If the air currents are directed upward, the vapor will be carried upward. In that case the down ventilating system may not answer. CiiAiasiAN Whittemore: Is there further discussion? A. D. Morris* (The Seldon Co., Pittsburgh, Pa.) : Just what provision do you make in the ducts in order to do away with the accumulation of condensed vapors, especially on the low point of the fan blades ? Mr. Gumaer: I have never observed that with materials that did not volatilize very easily. Of course, if you arc using kerosene or something which has a low vaporizing quality you may have that experience. Harold L. Miner (E. I. du Pont de Nemours & Co., Wilmington, Del.) : If the gentleman is referring to spray painting, of course some of the solid particles or residue, when entrained in the air, will collect on the fan blades unless the fan blades are kept clean. I sometimes feel that wc surround the question of ventilation with too much mys tery. Certainly there has been a great deal of speculation and tlicorizing. There fore. only experiments of a practical nature like those just described which develop facts arc quite worth white. In commenting on Mr. Gumacr's paper, I am going to present several fundamentals which should be kept in mind when designing a ventilating system. I think it is a correct statement that a system can be designed to care for almost any condition, and if properly designed almost any material can lie handled. I believe it is safe to assume tliat if vapors of a toxic or dangerous nature are removed at point of origin so they can not be breathed or come in contact with employees, the employees can not be harmed by them. Where such a procedure is not practical, if the vapor concentration (parts per million) is reduced below the danger point and removed while in the diluted state, the situation is not at all dangerous or harmful. When flammable gases, vapors or dusts are diluted below the lower limits of their explosive range and removed, the fire or explosion hazard is eliminated. And as has been brought out, it is always wise to remove the vapors at -point of origin. ' Mr. Gumaer has brought out the desirability of the down-draft, and I presume he also intended to include horizontal removal. When handling vapors that arc heavier than air, it may be necessary to lift such vapors, and in so doing the employee should not be exposed to such vapors. In the case of lighler-than-air vapors or gases, the reverse is true. Toxic or dangerous vapors should be entrained and taken away from the operators. It is best to take the vapors off the high point. It is obvious that an exhaust system will not operate effectively unless an equal supply of air is admitted to replace that removed by the exhaust system. The method of supplying (his incoming air requires study in order not to create adverse air currents which may reduce the efficiency of the system. An insufficient air supply may entirely nullify (he ventilating system. Consideration must also be given to beating the incoming air during cold weather in order to safeguard the health of the employee. Therefore, from the standpoint of economy the system should only be large enough to adequately safeguard the hazard. When you are handling millions of cubic feet of air per minute through a targe manufacturing plant, it becomes quite an expen sive item from the standpoint of heating cost. Necessary air velocities will vary widely. In some cases an air velocity as low 476 Nineteenth Annual Safety Congress ns 60 linear leet per minute, or perhaps even lower, may be effective, and in other cases a velocity as high as 200 linear feet per sninute may be required. For these reasons, as Mr. Gumaer has brought out, each problem must be con sidered specifically. Where flammable vapors or dusts are handled, the ventilating or exhaust systems should conform to the regulations of the National Fire Protection Association, as to type of motor and fan, and location of control devices. Non-sparking fans should be used. The system of ducts and pipes should lx as simple in arrangement as possible, and proper means should be provided for frequent internal inspection. After the exhaust or ventilating system is installed, its effectiveness will depend upon the maintenance of the conditions which were used as the basis for design. In other words, if you design a ventilating system for a set of operating conditions and then change the surrounding conditions, perhaps allowing for the door standing open nearby, or something which will upset the incoming air supply, you may reduce the effectiveness of the system to a minimum. I remember one time we investigated a ventilating system and wc examined a booth which was about twenty feet wide. The air was uniform until an employee opened a window nearby. The result was there was a high velocity at one end and no air movement whatever at the other end of the booth. If you do not maintain the conditions which were used as the basis for the .design of the ventilating system, the efficiency of the system may be reduced to a point where hazardous conditions will be created. Of course every one appreciates that Mr. Gumaer's paper and my remarks have no bearing on general room ventilation but cover the specific problem of removing the futnes at point of origin. Da. Smyth; Mr. Miner spoke of the importance of supplying air properly for exhaust ventilation. There is another thing that is very important and I am sorry to say is sometimes overlooked. T refer to the problem of what to do with the vapor laden air after it has been taken away from the workmen. The State Department of Labor required an automobile refinishing plant In the central part of the State of Pennsylvania to get rid of the vapor laden air in the finishing room. They did so, hut it was ot long when they took the matter up with the State Department of Labor, saying, "You told us to get rid of the vapor laden air in the finishing room, which we did, but now the Health Department noti fies us that we cannot discharge it where we arc likely to poison people out in the street." There are other cases where the ventilating system carries the vapor laden air out of the room all right, but.after it has been discharged outside it is being drawn right back into the room through another window. I have in mind a factory making rubber goods where the material was dipped in vats containing rubber compositions dissolved in benzol. There was adequate ventilation over each vat but the exhausted fumes were allowed to come right back into the room again so that every workman in the room received full benefit. Perhaps the room is located at the end of the building, or on an ,rL'\ and after tliey have discharged the vapor laden air it is drawn right back into the room through a window on the other side. I have seen this same thing happen in the small spray booth also. Chair*am Whitirmoiu; I am sure we are glad to have these points brought out by Dr. Smyth and Mr. Miner regarding the necessity for air supply as well as the proper exhaust ventilation. Tltc next subject is by Mr. J. J. Bloomfield, United States Public Health Service, New Haven, Connecticut. Chemical Section 477 Industrial Dust: Its Estimation and Mitigation By J. J. BLOOMFIELD Assistant Sanitary Engineer, United State* Public Health Service, New Haven, Conn. The subject of the health of workers in dusty trades has received considerable attention from students of industrial hygiene, and although much work has been done in the study of the dust hazard we find that many phases of this problem are still being investigated with great interest. The importance of the dust problem cannot be overestimated, since it is well known that the workmen employed in the dusty trades comprise the largest group exposed to any one industrial hazard. Fur thermore it has also been well established that exposure to certain kinds of dust has increased the mortality rate from respiratory diseases. Since it has been recognized that there is a marked difference in the action of certain dusts oil the human system, attempts have been made to classify dusts in accordance with the harmful effects exercised by them. The most recent classifica tion is that suggested by Pancoast and Pendergrass, who state that, (1), white all dusts if inhaled in excessive quantities may be harmful, only a few may be classed as dangerous. The dangerous dusts were divided by them into (a) poisonous dusts such as lead, etc.; (b) those causing irritation in the respiratory tract, resulting in certain diseases such as asthma and bronchitis; and (c) those which tend to produce pulmonary fibrosis and thereby may predispose to tuberculosis and pneumonia. As will be discussed more fully later, the Public Health Service, in its investigations of the dust problem, has attempted a classification based upon the chemical and min eralogies! composition of dusts, which allows one to associate more accurately the pathological results with the exact nature of the dust under consideration. Effects of Industrial Dusts on Health Prior to discussing the present day methods employed In the estimation and sup pression of industrial dusts, it seems well to present briefly the most recent evidence concerning the effects of the inhalation of industrial dusts upon the health of workers. Tliis evidence is the result of six intensive investigations conducted by the United Slates Public Health Service, eadi dealing with a different type of dust. The first two of these studies have already been completely analyzed and reported in two bulletins issued by the Public Health Service (2) (3). Much of the material which follows has been drawn from these two publications. A list of these dusts follows: 1. Calcium Dust (Portland Cement Plant). 2. Silica Dust (Granite Industry). 3. Metallic and Oilier Dusts (Silverware polishing). 4. Carbon Dusts (Anthracite and bituminous coal mining). 5. Vegetable Dust (Cotton cloth manufacturing). 6. Municipal Dust (Street sweeping). In the past our knowledge of the effect of industrial hazards on the health of workers has been gained either from the study of occupational mortality statistics or from the physical examination of sample groups of employees in an industry. In the investigations conducted by the Public Health Service an attempt has been made to utilize both of the above procedures and in addition targe groups of workers were observed for a considerable period of time, in order to learn something of the character and severity of the sickness they experienced and to correlate such illness with the occupational environment. In order to permit as detailed a comparison as possible between the different dust studies, the same methods of conducting these investigations were utilized. Briefly 478 Nineteenth Annual Safety Congress lliese methods of study may lie divided into six parts, as follows: (1), examination to determine the general physical condition of the workers under observation; (2) physical examination to determine the prevalence of specific diseases of the respiratory system and the lung pathology resulting front exposure to the particular dust hazard: (3) record of the nature and severity of the disabling illnesses; (4) analysis and detailed study of the occupational environment; (5) occupational mor tality statistics relating to the specific dust; and lastly (6) autopsies. In brief, }hc chief value of each of these studies lies in live fact that it represents careful and de tailed observations on a fairly large group of persons whose working environment was accurately determined, especially with reference to the nature and quantity f the dust exposure. i; SP-eM-v BBBI Granite workers Hock GoMmininq Bmcwrf mdu.rv fren and Steal industry !-..... .in mlfienerol sick benefit Seta All mi*i _ Ail , rtseatfatery PeJfi/ratny Til. F:(jttrc A _ Ifem Kespiratary As previously mentioned two of tltese studies, cement and granite, haye already been reported upon in full, and although.the complete data for the other four studies are as yet not available, sufficient analysis of the morbidity records of all the studies is at hand and is presented in. Table 1 which follows. 1 his (able presents a comparison of sickness for two working days or longer from respiratory conditions in six dusty trades, the annual rates being based on 100 years nt observation. An examination of this table shows that in tins anthracite industry and in the cement plant there is a high rate of illness from grip and certain other minor respiratory affections. In the bituminous coal industry, bronchial diseases and pneumonia are excessive; in the cotton industry grip and diseases of the nasal fossae are predominant; whereas in the granite industry, tuberculosis and pleurisy are excessive. Tine dusty occupations in silver polishing show no excess from any cause. In order to show the significance of some of these rates another comparison is presented in the accompanying illustration (Figure 6). This figure shows a com- Chemical Section TABLE I Sickness1 from Respiratory Conditions in Six Duaty Trades 479 Diagnosir Annual Kate per 100 Years of Observation. Number of CUSCS 1 i1 II i 1 1 if<5cs e o 8 0u " .5 ! U 8 <_> | 5Z X fj 35a. o o X o Artiima Uronchkts I'mvbkhm Tuberculosis Suspected Tuberculosis Dinsd cl ihe nasal fossae Influenza arid grip PtiaryagUli & lonsilitis Pleurisy Other respiratory diseases Total respiratory diseases. 0.2 0-3 0.5 J.7 08 4.9 4.3 0.7 1.1 16.5 0.4 5.0 9.0 0.4 0.2 0.1 0.7 6.7 ' ' 8.4 20.6 18 1 7.5 5.7 0.3 0.9 0 1 1.7 42.7 4S.1 14.4 1.0 0.9 2.0 0.2 .. ) 26.0 1.2 18.6 4.7 2.9 0.2 0.2 1.4 0.4 22.9 51.2 0.4 2.1 0.1 0.1 7.4 6.6 0.7 0.4 17.9 3 4 7 SO 11 66 S8 9 IS 223 Wars nf OtMrvntKtn * Lasting two consecutive working days or longer. * Males only. to agree with the other studies. 4 38 too J2 6 0f> 94 157 202 57 64 2 10 1 19 .125 5UJ 76J 1116 71 5 Cs 25 1 7 113 494 7 16 2 208 149 2.1 2 3 410 801 3 IS S3 47 S 1 126 7IS parisou of the frequency of absence due to sickness among granite workers with that in certain other industrial groups. It is to be seen that the rate for all causes (eight days and longer in the dusty trades is much higher than in the general ex perience represented by the sick benefit data, but it is not unique. (This general sick benefit data is based on information reported by many industrial concerns to the Public Health Service). For respiratory conditions, however, the rate for the granite industry is higher than any of the other groups compared. When allowance is made foY the incidence of sickness due to tuberculosis, the gold mining experience (where dust of a similar nature is involved) and the cement experience are somewhat higher, all three dusty trades being marked above the usual experience. For non-respiratory sickness, except til-defined, the granite industry sliows nothing significant. Later it will be shown that some of these variations in the severity and nature of tl>e respira tory diseases may be attributed to the nature and quantity of dust exposure. Suffice it to say for the present, these results established a real difference in the nature of respiratory diseases occurring among workers exposed to different kinds of dust. Estimation of Dust Front the evidence just presented concerning the injurious effects produced by tlsc inhalation of certain dusts it is quite evident tltat a knowledge of the dust content nf the atmosphere is a matter of considerable importance. Such evidence is needed not only for the sake of determining the extent of the hazard involved in various industrial processes but is also useful in measuring the efficiency of certain protective devices which may be used for the suppression of the dust hazard. The numerous investigations of the dust problem in industry have conclusively shown thht in studies of this sort a knowledge of the nature, partielc-sizc and con centration of the dust under consideration is of the utmost importance. Concerning the nature of dusts there is ample evidence at hand that those dusts containing free silica in the form of quartz are dangerous, since they produce silicosis which usually terminates in tuberculosis. For this reason in all our dust studies chemical and petrographic analyses were conducted on the various dusts encountered. Table 2 480 Nineteenth Annual Safety Congress presents the results obtained on analyzing dusts in five industries. Examination ot this table shows the wide variation in the amount of quartz found and also shows that this amount of quartz bears no relationship to the total amount of silica in the dust as disclosed by chemical analysis. TABLE 2 Chemical and Petrographic Analysis of the Dust in each Study Granite: Average Silver polishing: Hollow-handle-making room Wet pumice (2 averaged) Brass foundry Cement: Pack house Crusher house, raw mill, stone house Soft Coal: Coal dust Rock dust Hard Coal: Coal Dust Rock dust Total Silica Per cent 70.0 22.2 70.5 73.3 212 16.8 (?) high (?) high Quartz (free silica) Per cent 35.2 less than 0.5 19.0 less than 1.0 6.5 1.2 54.0 1.5 31.0 It is evident that from the standpoint of tlie amount of quartz our analyses indicate that the rock drilling occupations in the coal mining industry and certain occupations in the granite cutting industry may be considered as dangerous. In fact, reference to Table 1, previously discussed, shows that in the granite cutting industry there was a high rate of illness from tuberculosis. Since only a few rock drillers were studied we were not able to establish a definite dust hazard among them. Since the South African (4) and other investigators have conclusively demon strated that only particles under 10 microns in longest diameter are found in the lungs on autopsy, particular attention has "been given to express the magnitude of exposure in terms of size of particles. Concerning the lower size limit of the potentially dangerous particles Mavrogordato (S) and other investigators believe that the smaller ultra-microscopical particles are not dangerous and that the minimum size of particles which arc likely to be retained by the lungs js about 0.5 microns. For this reason we have used methods which revealed the number of dust particles of a diameter between XA and 10 microns. With reference to the quantity of dust exposure it has been agreed by students of this problem that' the particle count is the best index of the extent of the at mospheric pollution. For this reason our dust determinations arc always expressed in numbers of particles per unit quantity of air, usually in millions per cubic foot of air. Many methods have been devised and employed for the sampling and estimation of atmospheric dust. These methods have been discussed in an excellent review of this subject by Dr. Greenburg (6) and for this reason need not be considered at this time. Prior to undertaking the series of exhaustive dust studies the Public Health Service, in cooperation with other interested agencies in this country, carried out comparative tests at the U. S. Bureau of Mines laboratories in Pittsburgh, Penn sylvania, of various instruments for determining atmospheric dusts (7). As a result of these studies the Impingcr apparatus was developed'and found to contain all the requirements of the ideal instrument for dust studies of this sort, namely, simplicity Chemical Section 481 of operation and accuracy in both high and low dust concentrations. This instrument was utilized in all our dust studies, being supplemented at times by the Konimeter of the South Africans (5) and the Jet Dust Counter of Owens (8). At the present time these three instruments are the ones finding greatest use in dust studies of a public health nature. It is of interest to note at this point that each of these instru ments depends on the principle of impingement at a high velocity for its dust sampling efficiency. The Kotzl kenimeter is a small instrument capable of sampling the dust in 9 or 10 cubic centimeters of air. Essentially it consists of a circular brass chamber into which fits a glass plate cemented into a toothed frame of brass. Firmly attached to the brass chamber is a cylinder in which moves a spring-actuated piston, so ar ranged that on release of the piston spring, air is drawn out of the chamber. The only means of ingress of air to the chamber Is through the Impinging orifice, and the air enters liere, striking the previously vaselined glass plate and leaving its dust thereon. After taking one spot the glass plate is revolved by means of a pinion gear and the instrument is ready for the next sample. The technique involved in analyzing konimeter samples has been described in detail by the inventor of this instrument (9) and needs no further discussion at this time. This instrument is small, portable and very convenient for use. With it twenty-nine samples may be taken on one slide, and once taken, may be very rapidly analyzed. It is highly efficient for sampling dust in ordinary work places where the atmosphere Is not too highly polluted. The objections to its use are that it takes an instantaneous sample of only 9 or 10 cubic centimeters of air, that a weight analysis is not available and ` that it yields low results when used in very dusty atmospheres. The konimeter may be used for studies of atmospheres of low or medium dust content where the desider atum is to quickly establish the conditions of the atmosphere. For plant engineers it is to be highly recommended. The Owens Jet Dust Counter depends for its action on the following principle: When aiT which contains dust passes through a narrow orifice towards a glass sur face which faces the jet a short distance away, the dust will adhere to the glass and can be examined microscopically. In the instrument this result is brought about by causing a very fine ribbon-shaped jet of air to strike a microscope cover glass placed about 1mm. from a slot-shaped opening forming the jet. The air before entering the slot passes through a dampening chamber, and the velocity in the jet is such that a fall of pressure results, thui bringing about a condensation of moisture. The air is then deflected and the dust, being unable to turn the corner, strikes the cover glass, the velocity of the air falls off, the pressure and temperature rise, causing the water to be evaporated and the dust is left behind. The dust sample is examined microscopically in a manner very simitar to the technique employed for the konimeter samples. This instrument is also not adapted for studying dusts of a high concentration, such as are encountered in many of our industries today. It has been found to he very useful in studying the pollution of the atmospheres of our large cities and is especially valuable in obtaining samples for the determination of particle size of dusts. The Impinger apparatus, which has already been described in numerous publica tions of the Public Health Service (2), (6), (7), also operates on the principle of impingement, but in this instrument air is impinged at a "high velocity on a wetted surface and then bubbled through distilled water of a known dust content. After sampling, the dust-laden water is examined at the laboratory In a manner described in the papers just mentioned. We have found this Instrument to he highly efficient, capable of sampling large volumes of air (one cubic foot per minute), and one having low control errors. It is recommended for use in all Intensive dust studies, no matter how high or low the dust concentrations may be. Wc have also found it useful in oilier investigations, such as the lead hazard in storage battery plants and in study ing the amount of chromic acid present in chromium plating establishments 482 Nineteenth Annual Safety Congress In Table 3 which follows, there is presented a summary of the average dust con tent of the air in certain dusty trades. This table shows that with the exception o( soft ami hard cnl the highest dust exposure was In the granite cutting industry. Owin'* to tltc higher percentage of free silica as quart*, however, granite cutting is certainly first on the list so far as thr magnitude of exposure and dangerousness to health are concerned. TABLE 3 Average Dust Counts in Certain Dusty Trades Industry Cement Granite Cutting: Cutters Hand pneumatic tool operatives1 Others2 Attendant labor Anthracite Coal Xfining: Miners and miners' helpers Attendant labor Bituminous Coal Mining: Coal cutters and coal loaders Attendant labor Silverware Manufacturing: Rooms where dust is created Dusty processes Non-dustv processes Other rooms Municipal Dust (Street Cleaners): Congested district Residential district Cotton Industry: Carding room Weaving and spinning room Dust Count Million particles pcrcu. ft. of air. 260 592 35.9 17.0 231.5 31.1 112.3 3.9 1.7 41 1.8 8.6 4.5 (1) Including 36 per cent of *11 worker*. (2) Carver* and lettcrcrs included with nlher cutter* (surface machine operative*, lathe etientivti and sand blast operatives). As a result of nil these dust studies in this country, as well as studies of a some* what similar nature in South Africa and Australin, it has been possible to suggest tentative standards for the upper limit of dustiness to be regarded as allowable in certain industries. The South African investigators (9). using the Kotze konimeter for dust sampling and dealing with a dust found to contain free silica as quartz in excess of 85 per cent, set a tentative standard of 300 particles per cubic centimeter of air (i. c., 8.5 millinn particles per cubic fot) as the upper limit of dustiness to be regarded as allowable. On the other hand, the Australian investigators dealing with a sandstone dust in the Sydney mines, found that tlic quartz content of this dust was from 86 lo 95 per cent, and advocated a standard of dustiness not to exceed 200 particles per cubic centimeter as determined by (lie Owens jut dust sampler. These investigators also found that the Owens dust counts correlated very welt with Ilie weight of the dust determined by the Impmftcr apparatus, the instrument used in all our studies. Our investigation in certain plants of the granite cutting industry discussed above Chemical Section 483 has shown the dust to contain from 31 to 38 per cent of free silica in the form of quartz. At the outset, then, we might expect to arrive at a less severe dust standard than advocated by the South Africans and Australians. Of particular importance in our study was the fact that it was possible to divide the workers into four groups, depending upon the average exposure in terms of the amount of dust in the air. In Group A, which included liand~pneumatic tool operators and in which the ex posure averaged about 59 million particles per cubic foot of air. it was found that _____________________ ct nH-- *N {PyAmui*! frwaeny of from Titooretttosis z*.,* . _ C " f> OrmrtiZ* workers 10,0 m ja. I11IU Jfli i liy fWa/rf sjr# Wiwnx.__________ law !9 S QAnnuo! death-net* per 1,000 persons from Tuberculoei* Ruro. Vermont 4? we* SI X warVinj vf ( 6,1*4* <5. 144; IX t*1 ` Figure 22 practically 100 per cent developed an established silicosis within 10 years from the time of beginning employment. Also, in this group tlic highest rate was found for cases diagnosed on physical examination as having active tuberculosis. (Sec Figure 22). Furthermore, a definite relation was established between length of service in the industry and the prevalence of tuberculosis. All of the statistical data obtained indicated definitely that hand-pneumatic ton! operators hi these plants suffered from an occupational hazard. In Group B were included tliosc workers other than hand-pueumatic tool opera tors who were also exposed to more than the average plant (lustiness. Taking the group as a whole, the average dust concentration was nearly 45 million particles per cubic foot of air. This group sliowcd tlic same reflection of a dust hazard as Group A. 484 Nineteenth Annual Safety Congress In Group C, consisting of those occupational groups exposed to the average plant dustiness (about 20 million particles per cubic foot of air), silicosis developed much more slowly than in the groups just discussed and there appeared to be very little excess in the rate for tuberculosis, with no tendency for an increase according to length of service. Analysis of occupational mortality over a period of 25 years, however, indicated that some of the occupations in this group may have been exposed to a real dust hazard. Group D was made up of those occupations in which the dustiness was less than that of the average plant atmosphere. The average exposure for the group was less than 10 million particles per cubic foot of air. Although a certain amount of silicosis was found even in this group, there was no indication of serious results, even when the workers had been employed for many years. From the results of this study it was found practicable to suggest a tentative standard for the Upper limit of allowable dustiness between 10 and 20 million particles per cubic foot of air for workers exposed to dust resulting from granite cutting. The same limit would presumably be applicable in the case of other dusts with the same physical characteristics, particularly with a quartz content of about 35 per cent. l>nst Supervision In the foregoing, pages oi this paper sufficient evidence has been presented to indi cate the close relation existing Iwtwcen the morbidity and mortality rates from various respiratory diseases and the exposure to certain dusts in industry. In the study of the dust hazard in the grauitc cutting industry we have been able to definitely prove that there is a direct relation between the magnitude of the dust exposure and sick ness and death resulting from tuberculosis. It is quite evident, as a result of all our studies, that the remedy of the dust evil lies in the effective removal or suppression of the dust to a concentration considered safe. There are several methods at present in use in combatting the dust hazard, the application of any one particular method depending largely on the industrial process creating dust. The protection of workers against certain dusts may be at times accomplished by the mechanical enclosure of the dust creating processes. An excellent illustration of this type of protection is afforded by the modern sandblast barrel used in the cleaning of small objects. Sometimes it is possible to protect workers by the substitution of wet for dry processes. In one instance in uur granite study an operator using a diamond point pneumatic tool worked the stone wet; the resulting dust amounted to 21.fi million particles per cubic foot. Tlie same operator was then requested to work the stone dry; as a result, the amount of dust reached the high figure of 45.2 million particles per cubic foot. In the weaving of asbestos cloth it has been possible to re duce the amount of dust in the air by wet weaving to one-fourth of the amount present when the process is conducted by dry methods. However, wet methods are not always to be relied upon for the complete suppression of dust. For example, in a stud)* of the dust hazard in the wet and dry grinding shops of an ax factory, Winslow and Greenburg (II) have shown that protection afforded by wet grinding, as compared with dry grinding using an exhaust system, it, in most instances, illu sory. The same result.was found in our granite study in determining the exposure of tool grinders in that industry. In certain extreme cases such as in the sandblasting of large castings in sandblast rooms, the only practical safeguard to tlic worker is to provide him with a helmet of the positive air pressure type. In most dusty processes, however, the most effec tive means of dust elimination, are by the use of properly designed local exhaust ven tilation systems. In certain rock drilling operations in mines a dost trap is now In use which effectively remove* dust created by pneumatic rock drift*. Such a trap has been designed by Captain Hay of London (12), and the practical tests conducted with his device Have demonstrated its ability to remove fine dust created by pneu- Cfumical Section 485 niatic drills. Quite recently worker* at the Harvard School of Public Health (13) have reported the results of their laboratory study of the design of dust control systems for use with pneumatic granite cutting tools. Tltese workers, using our tentative standard of allowable dustiness in the granite cutting industry, namely, 10 million particles of dust per cubic foot of air, have designed hoods and determined air flows to be used in keeping the dust created by pneumatic tools l>eiow this, pro posed standard. A similar investigation, hut somewhat briefer in scope, was made by the writer in studying the efficiency of dust removal device* now actually in use in modern granite cutting plants. The results of this study were reported in the Public Health Reports (W) and Figure 5, summarizes the results of this study. This figure shows the relation between the dust concentration in the air at the worker's breathing level when using various pneumatic tools and the air velocity at the local exhaost ducts. From this figure it is apparent that a velocity of 1,500 linear feet per minute is necessary to keep the dust concentration at the worker's breathing level below 10 million particles per cubic foot of air, the amount found in our study as not associated with any disabling Illness. The Massachusetts State Board of Health some years ago laid down the principle that in fixirtg standards of industrial hygiene it was reasonable to require that condi tions should be maintained iti any industry approximately equal to those already found in the best plants of thgt industry in actual operation. With such a rule in mind, Winslow, Greenburg and Angermyer (15). in studying the efficiency of exhaust systems in polishing shops, atso found that an air flow of 1,500 linear feet per minute *>* the minimum exhaust velocity to be maintained at exhaust ducts used with polish ing and grinding processes. In the absence of clinical and morbidity data, this is a pretty good rule to follow. 486 Nineteenth Annual Safety Congress At the present time many atates hafe industrial codes which specify the amount of suction and type of exhaust hoods to be maintained in connection with dust re moval systems. All of these codes are general in nature and are not based on definite knowledge of the . harmfulness of the particular dust under consideration. It is necessary to maintain certain suction heads and air velocities in dust removal sys tems, but what one really wants to ascertain is whether the dust has actually been removed. For this reason the only standard that can he satisfactory and one which should be incorporated in,our State Industrial Codes, .is the one based on the number of particles of dust which has been found by careful investigation to be an amount which can b* inhaled with impunity. The Public Health Service, iq undertaking its series of dust studies, has had such an object in mind, and as a result of these investi gations we are in a position to present data in connection with threshold doses of dusts, as illustrated by the results just given for the granite cutting industry. It is only through such studies, which take into consideration all the factors of occupa tional environment and their relationship to the physical condition and sickness of workers, that we may hope to make progress in coping with the industrial dust problem. References Pzocoact. H. K-, and Pendergrass, E. P.r A review of our prew__ knowledge ( Ptteu- mpnteniBiti kaawl upton Roentgenologic stmodtfieca vwiittbh note* on the janthology o'f tke con. dltiea. Asser-IoamslI of Roentgenology aod Rpdtani Therapy, 14` , No. J. 181-423. (2). U. S. PnUic Health SSeerrvviiccee B_ ulletin.. N..o... 1__7_4_. p. s. Public Health Service Bulletin No. 17. Fionudl Report of the Miners* Phthisis PFreverntion Committee, Union of Truth Africa. jofcsaoeihttrf. Jan. 10, 1919. p. 27. Pretoria. (5). Marrogofdato. 4. The Value of the Konlmeter. PobUcatlonq of South African Metal Kmeoreh, No. 17. (6). Cieenhnrg. Leonard. Studies on the Industrial Dust Problem. PahHc Health Reports, Reprint No. 1004. (7). U. S. Public Health Bulletin No. 144. (>. Owens. J. S., Jet Dust Counting Apparatus. Journal Industrial Hygiene, p. 922. April. 1023. ,(9). General Report of the Miners* Phthisis Prevention Committee. Union of Sarih Atria. Johannesburg, March IS, 1918, Appendix No. 8 Pretoria. ( ).10 Extract from the Report of the Director-General of Public Health, New Snwch Wiles. 1927, Section I E, Serial No. 12. p. 98. <11>- Winslow, C-C. A., and Greenhurg, Leonard: A Study of the Dost Bboard m.tbc Wet and Grinding Shorn of an Ax Factory. Public Health Reports, Ocsshor 8, 1920. ).02 Hay, P. S.: Modified Design of Hay Dust Trap. JournaJ of iInd..u..s...t.r..i.a...l...H*yg'iene. Jai 1930. o. Hatch. T., Drinker, P., aod Cboate, 5. P.: Control of the Silicosis Hasard in the Hard Rock Industries, Part I. JouY. Industrial Hygiene, March. 1930. <M). Bloomfield, J- J-: A Study of the Tfiditor' of Dust Removal Systems in Granite Cutting Plants. Public Health Reports, Oct. 16, 1929. (IS) Winslow, C-E. A.. Greenburg, L-, and Anmmytr, H. C.: Standards for Measuring the Efficiency of Exhaust Systems in Polishing Shops, Public Health Report^ March 7. 1919. Chairman Whittemoiuc: _ 1 think this is a very interesting subject find we would like to hear any comments you may have at this time. John S. Shaw (Hercules Powder*Co., Wilmington, Del.) : I would like to ask, in arriving at the tolerance of ten million particles of dust per cubic foot how do you determine that this is the safe-limit to which the worker may endure dust? Also how is dust eliminated from the bronchi and lung tissue. Is it thrown off through the expectorant as a result of the raising of the mucus from the bronchi ?. :Mr. Bloomfield These people in group "D" exposed to ten million particles, per cubic foot of air were not disabled, even after working thirty or forty years in the industry-. I wonder if we couldn't liear from Dr. Greenburg on this particular matter. Dr. Leonard Grerkbusg (U. S. Public Health Service): I think Mr. Blotxnfield's contribution is an interesting one and it causes me to go back ten or twelve years ago. Really the first study we did before I came with (he Service was in cooperation with the Bureau of Mines in regard to work being carried on in hard rock mines. We got some interesting results, and we compared them with the South African findings. Chemical Section AH7 Even today it constitutes the best literature on the subject, outside of what we have received from the Public Health Service, and the accomplishments of a half dozen who have given the matter study have been a real contribution to the medical aspect and public health aspect of this whole problem. To you, as chemists, perhaps some of these things may be uninteresting but nevertheless in the chemical industry for grinding sand for the making of scouring soap and carborundum and allied fields of that type, the problem is an exceedingly important one. One very interesting thing to me about thi* whole afternoon's discussion is the new aspect of our handling these problems. Some years ago we were happy if we could get a few fundamental facts to talk about, and today you see a new status quo, and the studies are being put on a careful quantitative basis. I think perhaps that leads us to believe that we will have a very warm outlook for the future. We know more about the liandling of dust problems, and we know more about the handling of ventilating problems, than we ever knew before. If we keep up this quantitative type of work, and instead of generalizing so much, perhaps, keeping up this type of work as described by Mr. Gumaer this afternoon, and also the type of work as described by Mr. Bloomfield, we will be able to handle these subjects in a more satisfactory manner than ever before. ADJOURNMENT 488 Nineteenth Annua! Safety Congress Thursday Morning Session October 2, 1930 C. F. WH1TTEMORE, Chamntn Western Electric Company, Chicago, 111. The section of tlic Chemical Section convened with Chairman Whittemorc presiding. Chairman WuirrsMOWK: This morning 1 feel that we are very fortunate to have as the first speaker on our program a man who lias carried on numerous in* vestigations relating to toxic gases. He is Professor of Public Health, University of Cincinnati, and also Medical Director of The Industrial Health Conservancy Laboratories, Cincinnati. I take pleasure in introducing to you. Dr. Carey P. Mc Cord. A New Investigation of the Toxicity of Benzol and Its Impurities By CAREY V. McCOKD, M. D. Medical Director of The Industrial Health Conservancy Laboratories, Cincinnati, 0 (Editorial note: The details of laboratory .findings on which this paper is based arc far too extensive for inclusion in this publication, but %oil! be published by the author in a series of articles in more technical journals.) About one year ago 1 took occasion, through the medium of a publication (1) in the Journal of the American Medical Association, to question some of the criteria that have* widely influenced the diagnosis of benzol poisoning, and to question some of the concepts as to the frequency of this condition and the circumstances favorable to its causation. In particular, the following itents were presented as noteworthy: I. The practice of making routine, single, periodic white and red blood cell counts, at such an interval as two weeks or one month, may provide a false sense of security for examinees, for benzol poisoning may exist with white and red blood cell counts in normal, or above normal numbers. The converse of this situation is of greater frequency, for white and red blood celt counts ih the zone often regarded as represent ing a leucopenia may be established in numbers of normal persons if frequent counts he made at short intervals (such as every 30 minutes). If. Pathologic states possessing all of the major features of benzol poisoning may Ik encountered in persons without any demonstrable exposure to benzol, any of its homologues. or any other clicmkal substances known to he capable of producing such conditions. Agranulocytosis, while leading to some manifestations dissimilar to those produced by benzol poisoning., may closely simulate the characteristics of tic latter. It is conceivable that this and various other blood dyscrasias may arise among persons exposed to benzol, but be caused by other and non-industrial causes. III. It may not rightly be maintained that the hazards of benzol are diminishing through banishment of benzol from industry. The existing situation permits of no let-up in the application of precautionary measures. The production of benzol in the year 1927 was essentially the same as fo> the years just preceding, and, approximately, fifty per cent more than (or the year 1922. when benzol was regarded as much of a menace. This estimate of the situation has considered exports of benzol together with benzols utilized as motor fuels. It is maintained that if the menace of benzol is lessen ing, it is due to boothing and similar protective mechanisms, rather than to any general diminution in use in industry. Chemical Section 489 IY. This early publication set forth that the frequency of benzol poisoning ap peared not to be in proportion to the quantity of exposure in so far as it has been possible to measure exposure. Certain examples were cited of conditions wherein apparently trivial quantities of benzol, such as might be found in dishes of robber cement, led to a high frequency rate of benzol poisoning among exposed workers; while under other circumstances, wherein exposure was many times greater, no trace of benzol poisoning has been observed after fifteen years of exposure without any protection. In this connection, Batchelor's (2) animal experiments led to his making this statement: . . It is interesting to note that in the animals exposed to the lowest concentration of benzol vapor the decrease in the white cell count was greater than that obtained with the higher concentrations. This was the case with each animal in this group . . " There are some reasons to suspect that relatively low concen trations of benzol may be more toxic than relatively high concentrations, or at least equally toxic. It may, however, develop that this is limited to intake by inhalations. It is again maintained that the confusion that attends the present day attitudes and activities relative to benzol poisoning and the control of the benzol hazard, is detri mental to the best interests of legal tribunals, industry, the exposed worker, and physicians. Toward lessening this confusion that truly has characterized the benzol problem, this earlier paper urged additional investigative work along the following line*:--(l) "1. Simple methods must be evolved for the detection of small quantities of (benzol) benzene alone and in the presence of other solvents in the air and in the body. No known method of practical application is available lor tlte detection of such quantities as 1 per cenf of benzene when in tlte presence of kindred solvents. Fulweiler (3) states that 1 part of benzol in 50,000,000 parts of alcohol may be detected with the ultraviolet spectroscope. At the present time this method is quali tative and not quantitative. It is not known whether this method is applicable for the qualitative detection of benzol in ppints, varnishes and lacquers. "2. Since exquisite susceptibility to benzene (benzol) on the part of a few in dividuals appears to be an outstanding aspect of this disease, much would be gained if some measure of susceptibility might be devised. "3. Tle possible enhancement of benzol toxicity by other chemicals, such as some constituent of rubber, as discussed in this paper, should be investigated to determine whether or not the high incidence of benzol poisoning in rubber industries is hut a coincidence, or related to exposure ratios. "4. In the light of other diseases simulating, in their clinical and laboratory as pects, the manifestations of benzene (benzol) poisoning, it is desirable that new diagnostic criteria, for the differential diagnosis -of this disease, be developed. "5. It is needful that an extraordinarily pqre benzene be prepared, and that appro priate investigative work establish its toxic properties in relation to various grades of commercially applied benzene. It is equally desirable that impurities of commer cial benzene he investigated apart From benzene itself, in order to establish the extent of complicating or massing factions/* To this earlier group of items, needing classification, may now properly be added: Does the danger of benzol poisoning increase with increased concentrations in the air, or is the minimum danger zone near to the maximum? Does infection invariably contribute to the termination of fatal cases, and, in the absence of this possible factor determining fatal outcome, may the majority of benzol poisoned subjects or persons be expected to recover? Objectives of Study and Material* Utilired We have deemed it our duty to participate in the further investigation of this toxic agent. We elected (a) to study the toxicity of divers chemical substances 490 Nineteenth Annual Safety Congress that have been detected as impurities in benzols; (b) to determine, in so far as is possible; the relative toxicity of the several grades of industrially used benzol; (c) to determine the relative toxicity of a highly purified benzol, which did not exist at the time of the early Mblicatioa, but which has now been prepared in this country. In short, we undertook to establish whether or not benzol is toxic as a result of its own specific properties, and whether or not the toxicity associated with benzol is attributable so the toxic action of impurities. The rlmim al impurities shortly to be listed have been found in various types of benzol. The quantity of these extraneous substances found in benzol probably varies from lot to kit. but apart from carbon bisulphide, thiophene and' kindred sulphur com pounds. the specified impurities probably rarely exist in other than traces. Up to the present time, the impurities investigated are;-- Acetoeferfle, Thiophene, Amyleoc. Methyl Disulphide, and Carbon Disulphide In addition, two artificial states of benzol have been created and tested. The first of these onmirtod of a mixture of 90 per cent highly purified benzol and 10 per cent by weight of cared rubber of the general type represented by automobile inner tubing. The nAfaer was ad into shreds and submerged in benzol for 10 days to two weeks. After separation by filtration, this extract was applied to animals in the manner sbordr to be described. The second of these mixtures consisted of a commercial robber ament, a precise analysis of which is not available. On evaporating one ounce by weight of this cement. 22 grams of solids were obtained, presumably rubber. In order to ofnam sufficient fluidity to permit of dripping in.our apparatus, this benzol rubber cement was further diluted with a highly purified benzol until die con tent of solid, on die basis of the evaporation tat mentioned above; was 1.6 per cent. The series of bauds investigated included 90 per cent benzol, commercially pure or industrially pore benzol, a specially prepared industrial non-corrosive thiophene and carbon dasadpbSde free benzol. Eastman's tltiophcne free benzene; and finally a Highly purified benzene prepared in this country especially for research work on toxicity. At tins point I wish to make dear that this work constitutes no part of the re search program ou hrmol discussrd by Mr. Gumaer at die Minneapolis sessions of the American Public Health Association. This work has been financed by the In dustrial Health Conservancy Laboratories, and has been conducted for. its information and guidance benzol matters and for the clients served by us. I have additional data which give thq physical constants of these bauds, together . with all avaSahle information as to the constituency of all materials in the study. Of the producers* purified benzol, which U the most important In this scries, it may be said that it is probably purer than any other prepared in this country in quantities suitable for extensive animal experimental work. It is stated by its producers that the only known impurity is water in traces taken up from the air.* This highly puri fied benzol has been supplied to us in generous proportions by its producers. We wish to make acknowledgement for this, and for their continued cooperation in sup plying all varieties of benzols requested by us. We have made no adequate tests as to the purity of the several benzols used and have honed our statement* on the repre sentations of its producers. "Laboratory tens oa this Material failed to detect da presence of free *r combaaed sulphur including tha fntUnriac materials: hydrogen sulphide, carton bisulphide,, sulphur diarida or thiophene. hfoUiurv was known to ha prasem. Testa were not made far other impurities, but none are known to exist. Chemical Section 491 Method of 8tndy 1 have an additional memorandum which supplies extensive details relative to animals and their care, gasing chambers^ dripping apparatus, concentrations, criteria as to abnormality, technique of divers tests, gross autopsies, microscopic autopsy examinations, etc. Excerpted from this paper arc the following items of general description as to 1. After some preliminary work with guinea pigs, rabbits were selected as test animals. In the group, males highly predominated, as the general trend of findings were upset by pregnancy. Guinea pigs were discarded as test animals, owing to lack of stability in blood counts, incident to temperature changes, slight variations in feed ing procedure, and to fighting within the groups of pigs. 2. Administration was limited to inhalation, this being judged to be more closely related to the method of common intake' of benzol by human beings under work conditions. 3. The gaaing chambers varied jn cubic content from 181.5 feet to 18 feet. The greater number of benzol experiments were carried out in larger cages, the smaller being reserved for more expensive chemicals, such as thiophene. 4. Benzol inhalation was limited to two concentrations; namely, 500 parts and 1,000 parts of benzol vapor per million parts of air. These concentrations were se cured by use of the apparatus of Yarn and Frey (4) with some modification. It is believable' that some slight variation above and below 500 and 1,000 parts, respec tively, may have taken place. 5. The exposure period was arbitrarily fixed at seven hours daily. In some series animals were gased at night. In these instances, groups were paired and alternately exposed on a weekly basis at night and during the day. 6. Prior to gazing, all animals 'were studied as to their individual norms over periods from ten days to eight weeks. The common preliminary observation period was two weeks. The control animals were-placed within a gasing chamber Aider all conditions similar to the gased animals, except for actual gasing. 7. The inflow of air was such as to lead to changes from one to three times hourly. These tiianges varied from cage to cage, and in a large measure depended upon the efficacy of motor driver blowers, which, in the course of the fourteen months' period, diminished In output. The quantities of chemicals to be tested were daily determined after measuring tile output of the blower. 8. The animals being gased were under almost' constant surveillance, with the exception of smaller numbers gased at night, and all observable abnormal manifesta tions were recorded. Blood counts were made twice weekly, with shorter intervals under certain circumstances. The items appearing on the complete examination were: Red Blood Count Unclassified. White Blood Count Normoblasts, Hemoglobin, Anisocytosis, Differential, . Poildlocytosis, Leucocytes, Basophilic Stippling, Neutrophiles, Potychromatophilia, Eosbnphiles, Platelets, Basophilcs, Lymphocytes, Reticulated Cells, Coagulation Time. Large, .. Small, Transltionals.. Bleeding Time. . . Miscellaneous. 9. Certain animals died during the test, others survived the test Autopsies were done on all animals dying spontaneous deaths, .but from the survivors only selected animals were killed, for autopsy purposes. All controls were killed late in the inves tigation. 491 Nineteenth Annual Safety Congress JO- K*|nmfi to urriad oat trw seven to ten weeks far those JuiinaU that mts in^ ir than pentad. A few animals, sad) as were unaffected by low con* centratkms. were at times placed in gnmpt in higher mnnsrihnw <rf the same enUtauot, with ffw rtah that a lew animals were exposed for period* cL appuwomstdr twenty wA>. 11. Je a ins iudaaosa. in osaxua with studies of bprtiet. the same animals were sidijsewd tu Maeafng eueontratiuM of die same fas. In this wodc with dues cal uf unknown imtety, initial gamings wet* is lour cnmnuntion Increases were tnodr as almnt turn mmk intwi al. so the dwwr of aiqr msHotatket of haras, so 1 * Mimeoi|Nt nsnueMa U tisanes derived from autopsies were carried as Irt wue4tef t thr Vninrsiey d Gmcsnaati. die preparation of twmrs hem* dene M IV Hs.tr *irmnrr tahmsuy. asd 4sa*uose* were made in The Department of ftrtlsuttCV This dur* mu imply pootunhip of thU work by tbc University. OomoI lagtwioQ at to Rer ' rained Based upo the entire technical material, the greater portioa of which may not be }wr presented thnmffc tack of time, a number of general impressions have been gained by those of us directly in touch with this investigation. Until cadi time as work still in progress is completed, aad all findings have been adequately analysed, it is desirable that no greater significance be attached to this temporary compilation than to regard ft as a (eric* of vorkide impressions. At all times we are mindful of the limitation of the scope and quantity of work that we have performed, and of differences that may exist ia the response of null! animals and man to bcniols and to benzol impurities. 1. The animals subjected to the action of either $00 or 1,000 parts per million of any type of bmtol. have, ta a slight majority of instances, presented m early diknbas tion in the number of white bjood cells. The lowest count obtained was U5Q, for one rabbit exposed for thirty-three days to 500 parts of 00 per cent tenant. The lowest count obtained for 500 part, of Benzol Producers* Benzol was 1.950. hi a rabbit exposed for forty-three days, followed by recovery. Many rabbits died during this period of descending white blood cell counts. If. however, death did not take place, continued inhalation of benzol was associated with increasing numbers of white blood cells, with a return to the individual normal, and above normal numbers in many experimeats. Other rabbits in these same scries of benzol experiments have not exhibited any diminution in numbers of white blood cells into that zone commonly regarded as constituting Icucopenio. that is, below 5,000 cells per mm. Certain of these animals have maintained leucocytic levels within 1.000 of 8,000 cells over prolonged periods, such as eight weeks of daily exposure. Animals have died under these conditions, and. on Jie basis of autopsy findings, these deaths have been accepted by us as caused by benzol. Autopsies on killed animals, and those dying, have demonstrated severe pathologic changes parallel to those animals exhibiting leucopenias, with some excep tion as to bone marrow change*. Their blood picture has closely simulated the socalled "nephritis blood picture*', which condition prevails among these benzol treated rabbits. From these experiments, and from our observation of benzol poisoning in human beings, and from a knowledge of variations in blood clement in normal persons, the stand is taken that lettcopenia Hoes not invariably accompany benzol poisoning, that severe be*isoI poisoning ino.v exist in the presence of normal or above normal numbers of leucocytes, that normal persons may present leucocytes in numbers below SHOO, and that single eounts made as the sole routine practice in prrrentrvr examinations Chemical Section 493 in factories anti elsewhere arc of restricted value. A sustained teucopenia in suspected benzol poisoning is of diognostic value, but in itself is not padtognomonie. 2. With reference to the relative toxicity of different amounts of the same benzol, all inhalation experiments in this work were limited to two concentrations--namely, 500 and 1,000 parts per million parts of air. It appears that cu equal or a greater severity of intoxication is produced by 500 parts of bensol than by J,000 Parts ad ministered under identical conditions to the same type of animal, for equal periods of time. Lower points in leucocyte counts were frequently obtained, the number of deaths within fixed time limits were essentially equal, and autopsy findings establish no quantitative superiority for the higher concentration- As indicated in tlie intro duction. this observation has earlier been made by Ratchclor (2), although no great significance was, apparently, attadted. Other workers have reported findings related * An observation. Wcsskoften (7) and his associates observed in their inhalation experiments with rabbits that ten hours of exposure reduced as marked changes for dbe aw concentrations as occurred in those rabbits exposed for twenty-four hours +*r- Tbc, interpret this finding as a demonstration that the effect produced under rack ewcamstances is the maximum possible to obtain by the inhalation method of sMastntkm. Schiff (8) has demonstrated that small doses of benzol increase the wphytirtii response of small animals sensitized to sheep serum, white large doses Awax sensitivity. This paradoxical finding may possibly explain the heretofore anomalous situation wherein persons slightly exposed to benzol more often developed intoxication than persons grossly exposed, in such work places as tanneries. This observation, if substantiated, may have some bearing on the failure of some laboratory workers to produce chronic benzol poisoning in their animals, when using only high concentratidds. Although no mechanism may be offered in rxplauation of this apparent phe nomenon, we believe that, for the time being, low concentrations of benzol should be accorded increased consideration.* X This study has made use of six types of benzol on the basis of purity, as indi cated in the section on physical constants and other data on analysis. Toxic mani festations have been obtained from experiments with a(l of these benzols. It may be said -with assurance that all common types of benzol are definitely toxic for animals, and that they produce lesions simulating those known to characterize benzol poison ing in man. The highly purified benzol producers' benzol is no less toxic than any other variety studied, and has produced a higher death ratio titan any other ben zol. No differences in manifestations among animals have suggested different types of lesions resulting from different grades of benzol. Such lesions as have been ob tained have been relatively uniform. The general assumption is that bensol is a toxic entity, and as a result of its own properties may induce deleterious action upon ex posed animals. 4. The toxicity of impurities in benzols. The results obtained from exposure of rabbits to vapors in divers concentrations of acetonitrile, thiophene, araylenc, methyl disulphide, and carbon disulphide, have established a toxicity for all of these agents, which, however, are dissimilar one from another and from bensol, and are not obtainable by concentrations likely to exist OS on impurity ia bensol. In that appendix devoted to findings, specific record is made of findings as to the toxicity of these several substances. Acetonitrile is of especial interest, from the fact that low concentrations have led to severe lesions involving practically 11 organs of the body, and, particularly, the kidneys, and that in life it is possible to demonstrate quantities of free fat in the urine. "Observation* as to tbeaa possible paradoxical phenomena have only beta made an rabbits aud smaller animate; so Car a* kvowa, never w'tta doss, and never with haman brines under controlled conditions. Tbcir Peering on tile practical problems of bensol toxicity ia thus not established- 494 Nineteenth Annual Safety Congress Carbon disulphide demonstrated itself to be a definite tootle agent, but probably not so toxic as has been described in various toxicologies, wherein it has been stated that three parts per million of air produce immediate manifestations of harm. Our animals bore the exposure of 200 parts per million for 12 days, after having been exposed to lower concentrations, such as-- 100 parts per million for IS days SO parts per million for 13 days 25 parts per million for 11 days 12 parts per million for. 25. -days 8 parts per mtllioo for. 14. days 6 parts per million for 15 days 4 parts per million for .13 days 2 parts per million for 34 days The other agents studied exhibited lesser degrees of obvious toxicity, although thiophene led to one spontaneous death, presumably, due to its action... Thiophene produces a regular Icucocytosis in a range from 15,000, to 20,000, as. a result of the influence of 50 parts per million. This antagonistic-.action between thiophene and bencol may possibly account for the bizarre variation* in'leucocyte counts at limes encountered in benzol work. Thiophene is a constant impurity in commercial grades of benzol. Methyl disulphide caused convulsions in all animals, but without a fatal outcome. One died seven days after termination of exposure. 5. With reference to benzol rubber mixtures. A review of deaths attributed to benzol reveals a predominance among workers engaged in tasks involving the manipulation of rubber or similar sulphur bearing substances. It was earlier assumed that some constituents in rubber and related substances possibly enhanced the toxicity'of benzol, or formed with it a new compound possessing increased toxicity. For this reason two preparations of benzol and rubber have been tested. The preparation of these mixtures is described in the section ou materials. These mixtures have been tested in a similar ntanner to Che benzol and its impurities, as earlier described. The appendix oo findings presents results that lead to the impression that all evidences vf toxicity from these preparations may be accounted for solely on the basis of the benzol content, and that such bensols are no more toxic than any other. 6. From the examination of tissues derived from the animals in this series, two lesions stand out as of especial significance: (a) Very uniformly have these rabbits exhibited -a nephritis with a special point of attack at the convoluted tubule lying between the Malpighian corpuscle and the beginning of Hcnle's tubule. Although the nephritis from benzol was not limited to this particular area, here the severity was such as to represent necrosis or abacess formation. According to our pathologists, the features of this lesion are so uniike the usual nephritis as to constitute diagnostic evidence. Among the impurities, only acetonitrile has produced a similar lesion which, however, was regularly present and the severity was equal to that from benzol. Thu prompts the query as to the possibility of acetonitrile as an impurity In benzol being responsible for the ortire con dition. The boiling point of acetonitrile is very dose to that of benzol. If present in the crude material from which benzol is derived, its presence fat benzol not especially purified is probable. If present in any appreciable amounts, it constitutes a dangerous hazard at least, to animals. Since this specific nephritis has been de lected in those animals exposed to benzol producers' purified benzol, in which it is assumed that acetonitrile is absent, it seems unwarranted to regard this mentioned substance as the total cause of this specific form of nephritis. (b) The action exerted by benzol upon the stomach in our series is out of proportion to that encountered in the literature. A hypertrophy has been observed both in gross and microscopic specimens. This hypertrophy is most observable around Chemical Section 495 the pyloric end ol the stomach. Acute ulcers have l>cen observed, principally on the greater curvature near the cardiac end of the stomach. Spontaneous rupture from the stomach has been observed, which may not lx explained on the basis of post mortem changes, inasmuch as some autopsies were performed within one-half hour after death. Several animats liave presented changes in the stomach simulating post mortem changes, even though examinations were made immediately after death. It is or assumption that benzol exerts a marked action upon the stomach tissues. 7. Infection, in our experience, plays an important part in determining fatality in benzol poisoning in rabbits. On many occasions we have daily anticipated deaths among animals suffering from marked degress of chronic benzol poisoning, only to encounter marked improvement with return to normal blood counts or above normal blood counts within short periods of time, provided infection was avoided. If, how ever, infection takes place during the period of marked benzol influence, then death speedily and invariably take* place. It is to be noted, however, that several animals died from benzol poisoning without evident associated infection. It is, no less, our opinion that infection is more than a terminal process in benzol poisoning, that infec tion itself may determine the fatality, and that without infection benzol poisoning may be less direful. Treatment of this condition should contemplate the prevention and control of all possible infection General Summary An investigation lias been made upon rabbits as to the toxicity of various grades of benzol--benzol producers' purified benzol. Eastman's benzol, a Semet-Solvay's special non-corrosive, thiophene and carbon disulphide free benzol, Barrett's non- corrosive, industrially pure benzol, Barrett's industrially pure benzol, Barrett's 90 per cent benzol, and benzol rubber cements--and the following agents likely to be present as impurities in benzol--acetonitrile, thiophene, amylcnc, methyl disulphide, carbon disulphide. From this investigation with its limitations, as specified in the body of the report, it appears that all grades of benzol have produced a toxic action upon these experi mental rabbits, and that the highly purified benzol producers' benzol is no less toxic than those others known to contain impurities. ' All tested impurities of benzol have proven to be toxic for rabbits, but not within concentrations likely to exist as impurities in benzol, and the characteristics in evi dence of toxicity are unlike those for benzol. The inference is dial the intoxication resulting from exposure to benzol is not attributable to impurities, but is, primarily, due to the action of benzol itself. Concentration of 500 parts of benzol have provoked characteristics of intoxication in rabbits equal to, or more severe, to those provoked by 1,000 parts per million of the same substance applied under identical conditions. This is in confirmation of findings from other investigations and should prompt an increased consideration for the hazards of low benzol concentrations in work places. Leitcopenia is not a consistent feature of benzol poisoning, and is not pathognomonic of that condition. Finally we express the opinion that at this time there are no pathognomonic fea tures of characteristics of benzol poisoning in life or at' autopsy. .Exposure is a extended inquiry into all systems and organs and should not be predicated on such single items as a leucopenia. REFERENCE SHEET (J) McCord, Carey P.. M. D. *THE PRESENT STATUS OF BENZENE (BEN ZOL) POISONlNC", The Journal of (he American Medical Association, July 27, 1929, VoL 9J, pp. 280-283. 496 Nineteenth Annual Safety Congress (2) Batcbcloi, y U D. (3) Fulveiler, W. IL, ud Barnes, Jscses (4) Ysttt. y/. r. and hrrjr, r. E. FrirdUndcr. A., and Wlcdeowr, C. WeisksCUn, U. G.. Schwartz, S. C-, Stcsnslsnd, H. 5. WeUhstlsn, H. G., Glbba. C. B. F., B*SS*. S. Qj. TtmiMlos, K. R. <) ScUff. F. "EXPERIMENTAL STUDIES OF THE RZLA TIVE TOXICITY OF BENZOL AND ITS HIGHEK HOMOLOCUES". FIsat Report of the ramwittrr Hirwinl sad Rob ber Section*, Nations) Safety Camxil os BKNlOI, May, 1926, p. 61. Journal of the Franklin Institute, July, 1922, p. 83. "APPARATUS FOR PREPARING VAPOR-AIK MIXTURES OF CONSTANT COMPOSITION", Industrial and KadneeriDi CbcmiaCiy, July, 192$. 17, N. 7. p. 692. "BASOPHILIC AGGREGATION IN THE NEW BORN". Am. Jour. Oil, Child.. 1925. 30, 904. THE ACTION OF BENZOL''. Journal of Medical Research, 33 (1915-16), |* 127. "THE ACTION OF BENZOL", Journal of Medical Research. 41 (1919-20), p. 425. Ilalesl da* Bcafoli suf die aktive Arvaphylaxic de* V eeracfcwei&cbens. Zeic f. Immuoltat., 1914, 23, p. 61. Discussion :Chairman Whittehoue Dr. McCord has Riven us food for thought, and he has also given us an opportunity for discussion. S. E. WniTiKO (Liberty Mutual Insurance Company, Boston, Mass.) : I would like to ask Dr. McCord what wc can do in regard to the suspicion of other infections in the body that probably may be die cause of the fatal outcome of benzol poisoning? That is the exact impression I have had with cases coming to my attention, and I would like to know what we can do about it in detail. Da. McCord: I think it is a very wise plan to carefully select those workers in the benzol departments on a physical examination basis, for the purpose of eliminating those persons who may have knowledge of infection or are given to infection. Every industrial physician knows of any number of people who are quite suscqitible tO infection and others that are very resistant. The first type should be eliminate*} from the work in benzol departments. It has been my practice wherever 1 can influence it, as soon as a person has had benzol poisoning I expose that person to artificial sun rays. Tn Cincinnati there is a very elaborate solarium. Those with benzol poisoning who get this treatment ordi* narily do not develop infection and the greater number of them get well. Of- course, they might have gotten well otherwise but I believe that to be a factor. I have in mind one case where it Was known there was marked abscessing of the teeth from benzol poisoning and the dentist and doctor thought H would be very finfe to try to clear up the Infection,' and it proved to be disastrous. As soon is the teeth were extracted, more poisoning set .in and the patient died. Dr. A. W. Colcord (Carnegie Steel Company. Pittsburgh, Pa): I think Dr. McCord is to be congratulated, first because he has stated the problems before us, and second, by clearing up some of the side questions that Have had such an hpportant bearing on benzol investigations. I refer to the question of toxicity of the impurities and the question of toxic effects where benzol is used hi connection with rubber. The benzol question resolves itself into two grear problems, (I) for those who make it, and (2) for those who use it. For those who make it, they cannot afford to let much of it escape into the air, and frotn my own observations (which have been made largely in the manufacture of benzol) there seems to be little clinical Chemical Section 497 effect that can be observed as to the poisonous effects of benzol ot those engaged in the still houses. Ia regard to the users of benzol, of course those who use it make no attempt to recover the benzol. It is allowed to escape into the air and the faster it escapes, the better. It is largely a question of ventilation. Most of the cases of benzol poisoning which have come to my attention have been due to poor ventilation. I am very glad that Dr. McCord has called our attention to the daily variations in the number of white cells in the normal individual. Perhaps most of you have seen the results of experiments made in Johns Hopkins along that line, showing that the normal individual can vary in health from four thousand to ten thousand white cells within the twenty-four hours. I wish that Dr. McCord had elaborated a little more on that. In regard to the question of substitutes, Dr. McCord has called our attention to the possibility of the poisoning effects of substitutes. "If we can't use benzol, What can we use?" is the cry of some. Are those substitutes not toxic, and should we not go into that just as thoroughly as benzol itself? The question of infection is a very interesting one to me When the white cells go down to about two thousand in some of the animals the animals begin to die from infection. 1 would like tn ask Dr. McCord whether or not he has done any work with dogs, and if he has, how the count goes down? I would l|kc tcdhslc Dr. McCord why he stopped using guinea pigs. 1 would like toj have Dr. McCord tell us more about the bone marrow changes, and whether these changes are co-incident, tliat is whether they keep pace with the lowering of the White cells. And I wish Dr. McCord woukl tell us about the red cell count, a to the return of some cases where we get a low white cell count and come back. That is extremely interesting and it seems to me it illustrates the ability of some individuals to build up a resistance, not only to poisons but to infections. Just as we can build up a resistance to arsenic and other poisons, so can we with benzol. Dr. McCord stated that some cases received early infection and I would like to know how early they were received. Another thing, what does he do with his animals ? Does he keep them in the chambers or let them out? Are they allowed to go out into the open aif and allowed to exercise? Also what precaution is used in feeding the animals, and what part of the body becomes infected? Additional Questions arc Grouped :Chairman Whittrmork If agreeable, wc will have other questions before we ask Dr. McCord to make his summary of the discussion. A. H. Zeilinger (Colorado Fuel and Iron Company, Peublo, Colorado) : I am interested in knowing whether Dr. McCord has any data as to the speed with which the workmen eliminate tins toxic effect of benzol. John S. Shaw (Hercules Powder Co.. Wilmington. Del.) : I would like to ask Dr. McCord to add to the question of bone marrow, and the effect upon the spleen. Dr. Leonard Guenburg (U. S. Public Heatth Service) : I don't want to monop olize the time, but 1 have several questions I would like to ask Dr. McCord. I have listened with a great deal of interest to Dr. McCord's paper, primarily because I Mvc been interested in beiuol for a number of years. I want to congratulate him for his very brave effort Dr. McCord has seen fit to report results which at first sight might be contrary to all reason. It seems to me there might be fair reason for a great many of Dr. McCord's statements. 1 was surprised that Dr. McCord didn't mention the pathology of the bone marrow and the changes m the spleen. When we were gassing mice we found hemorrhages 498 Nineteenth Annual Safety Congress in the mucuous membrane of the stomach. I have seen them microscopically and grossly. A word about the diagnosis of poisoning. It is a curious thing that we have at tempted to set down a specific white blood count limit when dealing with benzol poisoning. We don't do that with any other of our complicated diseases and I don't see why we should do that with benzol poisoning. And the diagnosis of other diseases is left in the hands of the clinician, where it should be, because He spends most of his time in the diagnosis of man and animal. So 1 think it is rather unfair to set an arbitrary limit on white blood cells. I don't know why Dr. McCord uses rabbits- All animals have white and red blood counts, but why rabbits should be preferable to white rats or guinea pigs or dogs, I don't know. We have used white rats and have found them to be a rather satisfactory animal. In general, experimental work on rabbits is open to criticism because the animals are exceedingly delicate. If you pick up a white rabbit carelessly, it is liable to die in your hands from shock. Also you can very easily kill them by grabbing them by the nape of the neck. If I were going to make such a study I don't believe I. should use rabbits, but would use a more hardy animal. I tried to find from Dr. McCord's data evidence of the possibility of regowatkm of white and red blood cells. I think that is exceedingly important. As I say. I imagine in the low concentration the regeneration would be rather limited and in the high concentration the younger forms of white Mood cells should be in greater evi dence. Further work should be done on that. So far as pathology is concerned the use of the word nephritis is very dangerous in connection with rabbits. Rabbits possess a great deal of native pathology of the kidney and other animals should be used. And the absence of the pathology of the bone marrow and spleen should be followed up. As a last question, I would like to ask how we can establish the existence of in fection in rabbits. Laboratory animals are prone to infection of all kinds. If you were to bring 100 monkeys into the laboratory, no doubt sixty per cent of them would die from pneumonia in a very brief period of time. And so far as rabbits are concerned I think all literature tends to indicate the same h true, from what we call "sniffles.* I think Dr. McCord has done a very excellent piece of work and a very startling piece of work. I think *t is well to bear in mind that the frontier of science is a constant battleground and the man who docs some unusual things in this day and age should be encouraged to keep on. because it is an act of bravery as well as an act of real science. Replies to Questions by Dr. McCord ChAiesiAtf Whittemoxk: 1 regret that wc do not have time to call for more questions. In justice to Dr.* McCord 1 think wc should give him plenty of time iu summing up the discussion. Also ( note others have come in at the appointed time to (tear the next paper. Dr. McCord will now summarize. Dil McCoau: I shall take up as little time as possible, and if I do not ragke mention of some of the things which. Iiavc been raised, please call them to my .atten tion. There has been some question as to why we didn't use dogs and why wc didn't use guinea pigs. We had Fairly good reasons on both sides for our procedure. We have some reason to believe that benzol produces ulcer in the. stomach, and it U fairly well known that dogs that are presumed to be normal have ulcers of the stomach. This tends to jeopardize our results- Chemicoi Section 499 Dogs are liable to be subject to parasites, more than rabbits. Those are some of the reasons why we didn't use dogs. Wc Started out with guinea pigs and we quickly found that their blood pictures were changed by very trivial things. On one occasion some frozen green food was allowed to get into the standardized food and for a week or more our blood counts ware badly upset. Guinea pigs were discarded as test animals owing to the lack of stability in blood counts, incident to temperature changes, slight variations in feeding procedure, and to fighting within the groups of pigs. The question has been raised why we did not study the homologues. We had to draw the line somewhere with very limited financing. Much work has been done on homologues, and some good work, but for that reason we stopped the work. I am sorry the matter of bone marrow has come up. It naturally would come up in a discussion of this kind. My reason for not presenting such data in this paper is this; We have gotten very confusing results in our bone marrow examinations. In one animal there would be a predominance of one type of cell and a predominance of a different type of cell in another animal. Particularly was that true with guinea pigs. As a result we were quite confused as to the significance of our findings. Work is going on in this series and at a later date I will have something to say in regard to bone marrow changes. There has been raised the question what happens to red blood cells. I would suggest that you look at these charts I have here. This one has reference to benzol in rubber. The blood count first goes up and then there is a considerable drop. And then after a time the animal apparently adjusts itself to the benzol gassing that he Is getting daily. And then up go the red blood cells again, higher than ever before. I will pass this chart around so that you all can look at it. Each (me of those different curves represents a different animal. The counts are not run out in millions, and where you see four thousand it means four million. The question has been raised regarding infection, how we know we have infection. We have had microscopic slides as to respiratory tissues but not entirely on pathologic tissue work. Some one has raised the question how tong we gas tliese animals. I wQuld say seven hours daily. At times seven hours at night. In that case the animals in the two aeries were alternated so that one group was in one week in the chamber at night and the other group in another chamber similar tp it. Further Effects of Exposure There has been raised the question ms to the speed of elimination of workers who are exposed to benzol. I don't know how to answer that question. There is a fair amount of material that would indicate a person taking in benzol is also getting rid of it through expired air. I think that is true, but I wouldn't take a stand today liow long that continues. I have already mentioned stomach changes, but I would like to say a bit more on that subject Some of our animals seemed to have ulcers. . There appeared to be a spontaneous rupture of the stomach in some animals. It came up to the cardiac end and invariably there was some enlargement of the stomach tissues, but frequently without evidence of Inflammation. The significance of that I do not fully know at the present time. There was a question raised in regard to the spleen. I have here the findings From the autopsy of a human being, and I will read the note we have on the spleen, and I will also make the reservation that this is not a benzol case, but a presumed benzol case in a human being: MSpleen-*-Very extensive brown pigmentation, espe- 500 Nineteenth Annual Safety Congress ciaity ia splenic pulp. Central arterioles show hyalinuation of the mtima. Some of the follicJes have pink hyalin-like material in their fairly active germinal centers.** I would like to suggest, not in response to any question, we have a great mass of material here that can not be published. It is unlikely any tnagasine would accept this material for publication, but If any of you have suitable ways for publication I should appreciate it. Or. Grecoburg has correctly pointed out that caution should be exercised io regard to nephritis in animals. I will say that all of oor controlled animals suffered from nephritis. A great many rabbits have parasitic infection, and possibly that has rela tion to nephritis, but on top of that normal amount of nephritis there was a very elaborate and definite and specific type of nephritis quite unlike oor controls, and prevalent in our benzol animals. CoAimuAN WhITTEKOU: May I thank you for your very fine presentation of tlw subject, Dr. McCord. We all know what a tremendous amount of work it re* quired to accumulate the data presented here today. Our next speaker comes to us from the Dye Works of tbe du Pont de Nemours & Company, Deep Water Point, New Jersey, and T take pleasure in introduce to you Mr. M. E. Booyun. Safe Handling of Unfired Pressure Vessels and Equipment By M. E. BONYUN Maintenance Department, Dye Works, E. X. X>u Pont De Ncnoen ft Com pany, Inc^ Deep Water Point, N. J. A full and comprehensive treatment of tills subject Slight well begin with a dis cussion of design. But, since tbe design of pressure vessels ia a master object unto itself and requires abler hands, tHe writer proposes to let the weight of tins paper fall upon the "safe handling of unfired pressure vessels and equipment1* However, he cannot permit the whole subject of design to be up without at least displaying a few warning signs, which must be of interest to all safety engineers, and certainly to those of us who might be responsible for the care of pressure apparatus. (1) Beware of the homemade pressure vessels--be they air receivers, process tanks discharged by air, or hot water tanks especially if tins apparatus is stem jacketed. They are usually unauthorized designs. Their gvi ol safety is usually narrow, and their relation to pressure lines not weO (2) Slngle-rivetcd-Iap-jomt construction, both horizontal and vertical mm, ftxxdd always be avoided for pressure service. The joint vffiffr--7 is net much batter than 50 per cent when new, and this construction should be itti for ster^n only. Under pressure, trouble soon develops in the hosiauaUal icaa The construction is unbalanced. The simplest form of riveted tank mastmalm for pressure should be double riveted on the horizontal seam whh ikgk ri--M circumferencial or vertical seam, since a cylindrical tazfc is twice as itmg transversely as it is longitudinally. (3) The wekled-lap-joint is a poor type of construction, and more msriilj so if the lap is welded only on one ride. Tbe safest and most sffifknt type of welded tank is that with V-shaped butt joints a doufcfe-V on the loogitsdMal scams and single-V oo the transverse seams--assuming that the --vif la weft done, that is, that the fusion goes to the bottom of the V. Sodt a joint b considered by the Bureau of Standards as worthy of an 85 per cent efficiency, or the equivalent of a triple riveted butt strap joint (4) If tanks are built with concave heads, welded or riveted, with tbe pressure on the convex side, the thickness of the heads should be 1|4 to 2 trnirt that of the Chemical Section 501 shell. There arc in service many tanks of this class whose concave heads are made of the same material and thickness as the shell. The only logical reason why they hold up is because they are not exposed to the pressure for which the shell was designed. If they were, the heads would be pushed out with perhaps disastrous results. Section 8 of the American Society of Mechanical Engineers Boiler Construction Code refers, as the writer interprets it, to three principal classes of unfired pressure vessels; namely: 1. Pressure tanks which discharge their contents by air pressure at atmospheric temperature, usually from 40 to 60 pounds non-expmnsively. 2. Vessels that store compressed air or gas at atmospheric temperature for in dustrial and mechanical purposes, as well as for direct application to chemical processes, pressures which ascend to 150 pounds or more. 3. Jacketed or double-shell vessels in which the inner shell is subjected to pressure In the jacket tending to collapse it, and pressure on the inside which tends to burst it Io all three classes, the rules cover riveted, welded or brazed construction. There are yet a few other highly specialized unfired vessels which might be outside the above three classes; vessels, for instance, in which live steam distillation is employed, as well as vessels for Vacuum or external pressure service, etc. Those tanks of Classification No. 1 are greater in number by far than all the other classes combined. It is because of this fact that they are to be cared for with in dividual diligence. More of these vessels destroy themselves with violence than any other class of pressure apparatus. We believe this is due largely to the fact that operators come to have less regard for their danger, whereas the pressure tanks of Classifications 2 and 3 are known to be dangerous and are protected and regarded with greater respect, and rarely go off by accident. Pressure tanks of all classes have undergone a great improvement in design since 1927, la which year the American Society of Mechanical Engineers published the code already referred to. These new specifications were not as we understand, intended to meet any new set of working conditions imposed by the industries, but rather to raise the standard of pressure vessel design generally, and to forestall entirely if possible, or at least to reduce, the number of failures which were un doubtedly caused by weak and irregular construction. Responsible manufacturers were not slow to recognire the value of the new code which provides reasonable safe construction for all classes of unfired pressure containers- While It Is true that tanks of the new standards of construction are going into new positions, there are yet In service and will be for yean to come, a great number of the lighter constructed vessels. It is this larger array of containers to which the attention of all safety engineers responsible for their maintenance if especially called in the cause of accident prevention and the conservation of valuable material. It is a fact that no pressure vessel it stronger than its original design at any period <f its life. It is also true that there is no guarantee that any group of vessels or any pear of containers starting on their life together will travel on eqtml terms, or come to their of together. Oo the other hand there are numeroos instances of containers varying greatly In *|in of strength, based on original design, doing simitar duty, for there are instances where vessels are tmneccssarily strong for their immediate service. By varyiqg of strength we mean different thicknesses of plate, various types of riveted tap amstmetioo. some single-V and some double-V. welded construction with joist varying from SO to 90 per cent and sometimes even wider differences. Afiaa equally constructed tanks will vary in their contests. from non-corrosive to highly corrosive materials, all the containers being built of ferrous material and, with minor exceptions, all subjected in their daily operations to tbe same pressure. Sometimes faulty operations have connected with designs originally weak for 502 Nineteenth Annual Safety Congress their service, in which the repeated application. of force has produced permanent distortion of the vessels. Disaster has occurred in such vessels whose operations were considered so safe as not to require the installation of a protective device. Possibly any modem industry of a decade or more standing, whose products and essential materials require large numbers, say into the hundreds of containers, will most likely be representative of the foregoing combinations. Maintaining these vessels individually with a safe margin of strength, beyond their operating pressures, awH this by means of organized periodical inspection, has tlie support of all safety engineers and the weight of expert opinion generally. The maintenance and test engineer is not particularly concerned about the excess strength a vessel might have above a certain stress limit, which is very clearly defined in the design of all vessels whether they be riveted or welded construction. His business is to know when this margin of safety above the working pressure is invaded. In other words, when the 50 per cent limit above working pressure starts to shrink, and he comes face to face with the beginning of the end, for any pressure vessel sltould always be this much stronger than its working pressure. In practice now, let us suppose that any of us is employed to make an inspection and report on the entire unfired pressure vessel installation of a large industry which has seen ten or more years of active service. Naturally, the first step would be to familiarize oneself with the extent of the work to be undertaken. Next, make a complete inventory of every individual piece within the scope of the inspection. Bear in mind that each vessel stands on its own base throughout the term erf its useful life. The inventory would include answering certain questions of design; namely, dimensions of containers, material and thickness of the shell, (these would determine the capacity in gallons) size and pitch of rivets, type and efficiency of seams longitudial and vertical, manhole size and shape, number and size of bolts, diameter of bolt circle, (these data will determine the area of the bolt circle, total pressure on the cover, and the stress to which the bolts are subjected). Boiler plate is usually stamped from 50,000 to 55.000 pounds tensile strength. Having recorded its maximum work ing pressure along with the identification of the tank, one is now able with these facts to determine the stress on the shell at its ineipiency or the maximum working pressure for which the tank was designed. Next, ascertain accurately the operating conditions of the vessel, such as its length of service, the degree of corrusiveness of tlie material stored, and whether or not the contents operate expansively under atmospheric temperature. Temperatures which are inconsequential to the strength of unfired vessels made of steel plate, become of vital importance when they cause the expansion of their contents to produce dangerous pressures. As opposed to this, steam coils are frequently inserted in tanks to prevent their contents from freezing. Tlie exterior condition of any tank is never a guide to its strength or its ability to withstand internal pressure.- Indeed, the exterior of the tank it frequently deceptive, especially in cases of tanks, that have seen long service, or have been storing highly corrosive liquids, or services in wliidi erosion by electrolytic action has been taking place. The tanks must now be entered individually, if possible, together with a first-class boiler maker, and an internal visual inspection made as follows: (Boiler-makers aid the engineer much in these inspections as they usually have well trained ears which detect with a fair degree of accuracy variations rathkkness of boiler plate.) 1. Hammer test all the rivets; loosening of rivets is the early indication of declin ing strength. 2. Examine the interior caulking at all seams and especially at the scarfing, (interior caulking of seams is. a necessity in all pressure tanks no matter what the contents may be. bot more especially if they stove arid or other corrosive material). In the case of acid storage the rivets should also be caulked on the inside. Interior caulking of the pressure tank is in the same category as ring gaskets on an autoclave, or other agitated, fired vessel. The rivet is not intended to stop leaks; interior cauty- Chemieal Section 503 ing is for that purpose and if well done, prevents the liquid contents from reaching the rivet holes. 3. The inner walls should now be carefully examined for corrosive action. Ordinarily if the wastage of the metal has not been severe, the extent of the erosion can be readily ascertained by a steel straight edge and shims. If. however, the erosion has been serious enough to cause suspicion of distinct weakness, then at selected points on both sides of tlie vessel the walls should be drilled, say three or four places on each side, with a */i to A inch drill and the thickness of the plate at each hole determined by a depth gauge. Whether by shim measurement or depth gauge measurement, two things can be deduced; first, the rate of erosion from known length of service, and second, the stress to which the shell is now subjected based on the thickness of the plate which now remains. This stress can be ascertained by substituting in the cylinder formula the depth of the shallowest hole on each side. These two things determine, with close approximation, the remaining safe useful life of the vessel. 4. It is always a good rule to follow that any pressure vessel should be better by 50 per cent than its maximum working pressure. These stress calculations should not be relied on solely to determine this 50 per cent margin of strength. Safe prac tice requires that such be finally established hydrostatically. 5. From year to year when these interior visual and hammer test inspections are made, one's judgment and experiences will direct whether or not such inspections should be followed by a hydrostatic test of l`A times working pressure. If the work of interior examination discloses any marginal weakness, then without doubt a hydro static test should be made and from that time on, annually, such a pressure test should be repeated. At least once in five years, every pressure vessel should be tested hydrostatically as a matter of principle. 6. The vessel suspected of serious weakness, while free from leaks at working pressure, should be observed carefully while under test pressure. Signs of distress in riveted construction will be evident by a distinct sweating or weeping at the scams, and if these are apparent above working pressure and within the marginal limits, the tank has lost its margin and should he condemned at once for pressure service. The vessel, however, is yet serviceable for storage where its contents are charged or discharged by gravity or pump. Just another word regarding tanks storing or transferring corrosive material. If a pressure container is known to be operating under corrosive conditions which are unavoidable, examination sltould be made as often as twice a year. This is especi ally true when the wastage is caused by electrolytic action in the presence of steam as a pressure medium. Such frequent inspections should also apply to tanks that are maintained partially full of a weak acid solution being charged and discharged with more or less fixed quantities of the acid. They are a special hazard as they will erode in clean-cut parallel lines at the liquid level all around the inner walls of the vessel, leaving the upper and tower sections of the container in perfect condition. Such vessels under air or steam pressure will be pulled apart with disastrous results. This is about the most insidious form of chemical corrosion. These methods of following the declining strength of pressure apparatus, as you will observe, arc not scientific; but they wilt possibly serve most of us well enough to forestall accidents within the confine of our own plants. The Interstate Com merce Commission, in conjunction with the Bureau of Explosives, exercises parental care of all pressure containers used in the transportation of liquid and compressed gases. They require that the ability of transporting vessels to carry pressure shall be periodically ascertained by the degree of permanent expansion which the vessel suffers under specified hydrostatic stress. The amount of permanent expansion naturally rises with increasing years of service: the walls thin on the inside by corrosive action and on the outside by rust and wear and tear. Aj soon as the permanent expansion passes a certain limit, in most cases 10% rrf the total expan sion. the container is condemned for pressure service. 504 Nineteenth Annual Safety Congress The writer mentions this advanced method of following the decline in strength of pressure vessels, to show where this whole business is tending. With a continual upward trend of pressure in the manufacturing of chemical prod ucts, vessels both fired and unfired are becoming more and more hazardous, and their safeguarding by scientific means more necessary. Safety Appliances For vessels in which pressure is not generated, but the pressure derived from an outside source, safety valve or valves may be installed on the system or on the receivers distributing such pressure. It may not be necessary to install a safety valve on each individual pressure container on the system, but die relief on the com mon pipe lines or on the receivers should be all-sufficient to provide the necessary protection. The valve or valves should have enough discharge capacity to prevent the pressure from exceeding 10 per cent beyond the maximum working conditions. The discharge pipe should always be the full tire of the'outlet of the valve, free from all bends if passible; and if there are bends they should be sweeping pipe bends and not elbows. Elbows usually result in sharp right angles which are an obstruc tion to the escape of excess pressure. When there must be bends, the pipe should be securely anchored and the escape should be to the atmosphere. Between the valve and the piece it protects, as ^lso in the <fischarge line, there must not be any hand operated valve. For vessels in which pressure may be generated independent of any outside source, a safety valve must be connected directly to the vessel. It is recommended that when safety valves are used, those of the spring loaded type should have preference: and where a safety valve is exposed to freezing temperature, a drain pipe should be in stalled at the lowest point to relieve water that might collect The American Society of Mechanical Engineers* Code clearly defines by a few rules the type and application of relief valves for unfired pressure vessels. But the writer must be pardoned if he advises that the spring loaded safety valve is unsuc cessful where liquid and solid matter, or of course a mixture of both, is to be dis charged. The action that militates against a spring loaded valve, in discharging any pres sure associated with solid matter, is of course, that the material may work under the seat, and seepage due to the draft produced will eventually allow the inlet pipe to become clogged and this without the knowledge of the operator, whose faith is pinned to a safety device which does not exist. Especially does the writer's experience serve him in the use of safety valves cm high pressures, say bey ond 1000 pounds. It is well to say here that the safety engi neer is today being called on to secure safe operation against pressures that run into thousands of pounds. It is a commonplace experience that no valve of the bevel-seat, spring loaded type, when once having discharged such a pressure, will again perfectly reseat. It is 100-to-l shot that it must in every case, after discharg ing. be removed, replaced by another one, and have its seat reground. For even relieving pure gases--that is-gases free from moisture or solid matter--at those high pressures, its seat is liable to be cut and leakage will prevail after discharging. The spring loaded safety valve, as a safety device, is not keeping pace with the rapid demand for higher pressures, nor is its material of construction running parallel with the corrosive effects in the ever-expanding chemical industry. It is being made stronger certainly, to withstand higher pressures, but its design and method of operation shows little or no improvement. It is because the safety valve has not given the assurance as a protective device for high pressure vessels in the chemical industry that responsible engineers are recommending the frangible safety disc, and it is being used successfully for pressures up to 5000 pounds. The disc with the advice of the chemists, is fashioned of ma Chemical Section 505 terial best calculated to resist the corrosive effects of the atmosphere in which it rides. Besides the base metals, discs are being made of electrolytic copper, pure silver, gold, tantalum, and we believe platinum might be employed as material for rupture discs. Possibly 90 per cent of die material of the disc of the bulging type and 100 per cent of those of the shearing type can be salvaged after rupture; and the precious metals have a resale value very near their original price. There are in service two types of frangible discs. They are popularly known as the bulging type and the shearing type. The first of these, beginning with a fiat insert, the metal bulges under increasing pressure until it gives way at the crest of the bulge. This is the correct way in which the disc should rupture. In order to accomplish this, a must be so designed, first, to hold the insert firmly so that it cannot slip In the process of bulging; second, a chamber above die disc must provide space for the free bulging movement; and third, the circular edge of the chamber at the bottom must be slightly rounded to prevent the whole crown of the bulge from giving way. The failure of either one of these provisions will destroy the rating of the disc. In the first instance^ If the insert should slip in its reoeptade, more metal will be pulled into the breaking area than was contemplated in the original insert. This will raise the rupture point In the second instance, if the disc should strike any part of the chamber before rupturing, the area exposed to pressure will be lessened and again the breaking point will be raised, if it breaks at all. In the third case, if the edge of the bulging chamber is left sharp, the disc will break out as a whole at the periphery, which according to the experience of the writer lowers the cal culated rupture point Again with a sharp edge there is danger of the whole crown going forward into the discharge pipe and stopping the rush of escaping gas. On the other hand, if care is exercised in the design of the disc receptacle as above outlined, and if the disc material be pare, accurately rolled and annealed and chosen to suit the chemical conditions of the operation, one has a protective device whose rapture point in pounds per square inch for any given thickness will follow a definite law which is a function of the exposed area or its diameter; i. e,, a breaking point which can be computed. It is good practice, however, in the frangible disc protec tion, to select three inserts cut adjacently for each renewal, break the two outside pieces in the shop machine and use the middle piece on th vessel. This gives the inspector a chance to check the computed table, and also to eliminate possible faulty material. In the shearing disc, the disc material is held gas tight between two heavy washers by a bolt through the center. The disc extends beyotid the washer about an inch. The disc and washers, together with a strip of tough pliable metal, are suspended across the throat of the relief opening and held In place by a shearing ring bolted to a steel flange which is welded to the intet pipe at the throat. The shearing ring and bottom washer, together constitute the shearing edges. They should preferably be made of tool steel. This unit Is enctosed m a housing which provides ample space for the movement of the disc when it shears. In operation now. when the internal pressure reaches the ultimate shearing stress, the whole disc shears except where the tongue of heavier metal protrudes. This now acts as a hinge, first holding the slug of washer from going forward and at the same time turning it out of the path of the rushing gas. -The rupture point of the shearing disc is about 80 per cent of that of the bulging type, thickness of disc material and exposed area being equal. Photographs of both of these frangible discs and their housings arc given In the National Safety Council's Safe Practice Pamph let No. $8. The writer has taken the occasion to describe the construction and operation of these two types of rupture discs as protective equipment for pressure vessel; because while new in the field, they have in some industries superseded the spring loaded relief valve in many important operations, especially those of higher pressure. He 506 Nineteenth Annual Safety Congress is assured by daily contact with these devices that they are a safe-guard to life and property and have been responsible for the prevention of many a disaster. Discussion Chairman WHintwotE: Mr. Bonyun's very able paper is now open for dis cussion. A. H. Zeilinceb (Colorado Fuel aud Iron Company, Pueblo, Colo.) : I under stood Mr. Bonyun to say that 50 per cent is sufficient as a factor of safety, and I want to ask whether or not from his experience the 50 per cent is adequate? Mr. Bonyun: I think the 50 per cent safety factor has proved adequate. I meant to say in the paper that this 50 per cent margin, while being enough, can not he stressed with too much importance. If you will allow a poetical expression, it is the "sheet anchor" of the whole business, and the vessel with the 50 per cent margin is secure in a harbor of safety; without the 50 per cent margin it is like a ship on the sea without a rudder or compass. P. P. Randall (The Sddcn Company. Pittsburgh. Pa.): Do you find it advisable to give a welded pressure vessel the "rap" test when you put, say a 50 per cent hydrostatic test on it? Mr. Bonyun: Yes, we do that as standard practice. As you know, the sudden jar is the greatest thing in testing margins. If you get it up to top pressure and give it a blow with a 12-pound maul you know very well that it is all right. The Government requires that and they are very strict about it. The Interstate Commerce Commission requires it for their vessels. E. S. Wilson (Hercules Powder Company) : I would like to ask one question whetiier you have had any experience X-raying welds? Mr. Bonyun: No, we have never done that. If you will permit me to say something along that line, Mr. Chairman, T would like to state what wc arc coming to in that connection. I refer to the use of the "strain gauge." The strain gauge work is the next step. .It has now been adopted by the do Pont Company. I have not as yet put it into use but we intend to do so. The strain gauge is very sensitive and measures in the thousandths as to move ment of vessel. We have never done any X-ray work. Louis H. Fkltmkk (Westinghouse Electric & Manufacturing Company, Pitts burgh, Pa.) : I understand that vessels have been built for pressures up to one thousand atmospheres, and l would like to know wlut the special feature of de sign is of these vessels and what precaution is used in testing, whether the 50 per cent margin is considered sufficient at such a high pressure? Mr. Ronyux: One thousand pounds atmospheric would be in the neighborhood of fifteen thousand pounds. Vessels have been built accordingly, and I have in mind vessels built for tins manufacture of ammonia. As far as I know the 50 per cent margin is used. 1 know in our own particular case our company hat built vessels up to fifteen thousand pounds in the manufacture of ammonia. Cnairman Wiuttemore: I am sure you will all agree with me that we have held a very profitable session this morning. Before closing Mr. Shaw has a few remarks to make regarding the progiam for next year. Mr. Shaw: You all realize that we have had two phases presented during our sessions of the Chemical Section, one of a highly technical nature, such as presented by Dr. McCord this morning, and one phase dealing with subjects relative to safety procedure in the small clwmical plant. We have planned to carry on these two phases next year but instead of having Chemical Section 507 the subjects presented on the same day, wc shall have the highly technical subjects presented at a session especially devoted to such subjects. In that way those wlio are not especially interested in such subjects will not be required to listen. It is hard for me to know just what you want, and I would appreciate any sug gestions you may wish to make for our program next year. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m Construction Section Officers 1930-31 General Chairman--George Widua, Woods Brothers Construction Co., Lincoln, Nebr. Vice-Chairman--^W. G. Wheeler, Building Trades Employers' Association, New York City. Secretary--Charles H. Black, Stone and Webster Engineering Corporation, Boston, Mass. Chairman Potter Committee--Robert McKinley, General Accident Fire and Life Assurance Corp., Ltd., Detroit, Mich. Chairman Program Committee--W. F. Tubbsino, W. F. Tubesing Co., Milwaukee Wis. Chairman Membership Committee--Joscfh S. Rusut, H. K. Ferguson Co., Cleve land, Ohio. Chairman Publicity Committee--F. A. Davidson, Chesebro, Whitman Co. Inc., Long Island City, N. Y. News-Letter Editor and Chairman Statistics Committee--John Russell, Jl, United Engineers and Constructors Inc., Newark, N. J. Chairman Engineering Committee--J. W. Fcllxn, Associated Pennsylvania Con structors, Philadelphia, Pa. Executive Committee---Tun Officers and W. F. Austin, W. E. Wood Company, Detroit, Mich. W. R. Richards, The Associated General Contractor* of America, live., Wash ington, D. C J. W. Cowfee. The John W. Cowper Co. Inc., Buffalo, N. Y. Retiring Officer* General Chairman--George Widua, Woods Brothers Construction Co., Lincoln, Neb. Vice-Chairmen--W. G. Whbelxb, Building Trades Employer** Ass'n., New York City. Secretary--Charles U. Black, Stone ft Webster Engineering Corpt, Boston, Mass. Chairman Poster, Slides and Safety Kinks Committee--Fxtkzxt Mc Kinley, General Accident Fire & Life Assurance Corp, LtxL, Detroit, Midi. Chairman Program Committer--W. A. Dearborn, Federal Mutual Liability Ins. Co., Bostoo. Mass. Chairman Membership Committee--S. J. Stzhocann, Indemnity Ins. Go. of North America, Philadelphia, Pa. Chairman Publicity Committee--F. A. Daus* SON, Chesebro, Whitman Company, Inc., Long Island Qty, N. Y. Chairman Statis tics Committee--J. Wilson Robinson, Walhridge-AldUnger Co, Detroit, Mich. Chairman Engineering Committee--J. F. Conner, The Philadelphia Gas Works Gl, Philadelphia, Pa. Neiot-Letter Editor--John Russell, J*., United Engineers ft Construction, Inc, Newark, N. J. Members Executive Committee at Large--W. F. 509 510 Nineteenth Annual Safety Congress Austin, W. E. Wood Co., Detroit, Mich. W. F. Tudesing, W. F. Tubesing Co., Milwaukee, WIs. W. R. Richards, The Associated General Contractors of America, Inc., Washington, D. C. Tuesday Morning Session September 30, 1930 GEORGE WIDUA, Chairman Woods Brothers Construction Company, Lincoln, Neb, The first setsiou of the Construction Section of the Nineteenth Annual Safety Congress convened with Mr. George Widua, Wood* Brothers Construction Co.. Lincoln, Nebraska, presiding. Chairman Widua : It is indeed gratifying to see such a large audience at the opening session of the 19th Annual Safety Congress. I well remember the time at these congresses when our audiences were just a mere handful, and today the mem bership of our Construction Section is approximately 175 members actively engaged in safety work. No doubt a lot of you gentlemen, or your firms, are members of our Construction Section and know the benefits derived therefrom. The National Safety Council is a clearing house for problems having to deal with safety and it is a pleasure indeed to have the headquarters staff and executive members of our section ready and willing at all times to answer questions pertaining to the safety problems. In addition to this, members are entitled to safety bulletins, safety magazines and the use of the library at national headquarter*. The dues involved are so small that the saving to human life, insurance premiums, and so forth, will offset tle cost many times. As general chairman of the Construction Section it is my desire and ambition that our section should grow to the extent of being one of the outstanding sections of the National Safety Council. I will now call on our Statistics Committee. Mr. Wheeler, Vice-Chairman, has the report and will read it for Mr. Robinson. Accident Experience of Members During 1929 By J. WILSON ROBINSON Chairman, Statistics Committee Some excellent accident prevention work was done by members in the construction section last year, according to reports submitted to the Council Lost-time accidents per million hours worked during 1929 were 25 per cent less than in 1928, and 28 per cent less than in 1927.' Industry as a whole has effected a decrease of only 11 per cent during the same period and, although we had a small increase of 4 per cent over 1928 in the number of days lost per 1000 hours worked by our employees, our 1929 severity rate is still 22 per cent lower than for 1927. Here, again, we have had more favorable experience than industry as a whole, which shows a steady increase m' severity during 1928 and 1929, a total of 5 per cent. We can, I believe, regard our experience daring 1929. with considerable satisfaction. The comparisons I have just made are based on the experience of 46 construction organisations with an annual exposure of about 15,000.000 man-hours that have re-, ported in each of the last three years. Only by using the accident records of the same organizations from year to year can an'accurate measure of improvement in safety Construction' Section 511 lie obtained. The exposure reported by our three-year identical firms represented about 40 per cent of the 127,000,000 man-hours reported by the entire section for 1929. Every member of our section should make it a point to send his experience t the Council every year. Do not report intermittently but consistently I I have pointed out that the frequency has declined but that severity has risen during the last two years. The increase in the severity rate during 1928 was due to a sharp rise in the fatality rate which offset a small decline in the rate for permanent partial disability and for temporary disability accidents. The 1929 fatality rate was, however, about the same as for 1928. The 1929 permanent partial disability rate, however, was much higher than for 1928--an increase sufficient to offset thk further decrease in temporary disabilities. What reasons cart be given to account for this mounting severity rate? More liberal allowances by state compensation boards that increase our time charges is frequently given as an explanation. Some safety* engineers claim .that proper training and supervision of the new employee during periods of high production is still re flected. Is too much attention devoted to some of the minor causes of lost-time accidents and not enough emphasis placed on some of the major causes? Some excellent records were reported for 1929 which reveal effective accident prevention work in previous years. General building contractors averaged 59.30 lost time accidents per million hours worked during 1929, and 527 days of lost time for each 1000 hours worked by their employees. An organization, with over 4000 em ployees, had a frequency rate of 7.88 and a severity rate of 2.16; the best record established by any company working over 1,000,000 man-hours during the year. The majority of reporting general contractors had frequency rates less than the-average of 59.30. Many of the small firms, ranging from 50 to over 100 femployces, had rate* under 30.0. In contrast to these low rates, however, 25 per cent of our building con tractors^ both large and small, had rates which ranged from 80.0 to over 200 losttune accidents per million hours worked during the year. Likewise, some very good records were established by companies engaged in con struction work other than buildings during 1929. A large company engaged in various municipal projects such as street paving, sewage line*, etc, had a rate of only 24 lost-time accidents per million hour* worked.in 1929, in..comparison to almost 100 such accidents during 1926. One of our shipbuilding concern*, employing more men than in any previous year, showed a reduction in the frequency rate of SO per cent, in comparison with 1927. Another member, doing a considerable amount of river work, such as locks, dams,, revetments, and the like, which often exposes men to caisson disease, had nu fatal or permanent partial disability cases. Records were reported which would have* done credit to many less hazardous occupations. No-accident records were established by 130 establishments employing from 3 to 100 men. In the various building trades. A beating and piping contractor, employing 170 men, had .only .one temporary disability, case; a large plumbing and piping concern, with 900 men, had a frequency rate of .15.6, and an organization of 300 plasterers reported only one temporary disability. But in spite of these good individual records, our 1929 frequency rate for the entire section was 50.41 and our severity rate 4.62 in comparison with 25.53 and 225 for iodUsisy as a'Whole. In a list of 27 industrial group* given In "Industrial Accident Statistics1930 edition, we ranked.third from .the bottom. Our frequency rate was exceeded only by mining and meat packing plants, and our severity rate, by quarrying and mining. At the rate of improvement we have shown during the last two years, however, our standing should be higher next year. ` Far too many men are killed and permanently disabled in construction work' The 1929 records of over 3600 plants in all branches of industry showed that one man out of every 1888 was killed or totally disabled. The coastruction industry averaged one to every 880 men. One construction employee out of every 332 had a permanent partial disability case in comparison with ooe to mry 430 for all industries. Acci- 512 Nineteenth Annual Safely Congress dents ot this type occurred more frequently to employees of the woodworking and lumber, steel, and the machinery industry than to our men. Our accident rates are now at the level at which the cemeut industry began its campaign io safety. The average frequency rate for the cement section in 1919 was 43.47 in comparison with 9i4 in 1929, and their severity rate of 6.70 for 1919 has steadily declined to 3.64 in 1929. We can. I believe, do equally as welt for as 1 have shown, our progress during the last three years has been very good- The interest which ear mmdien are taking in accident prevention is shown by the steady increase in reports So the Council. Our experience during 1928 was represented by reports has companies and an exposure of less -than 100.000,000 masJnors For 1929. hi urr. 3tC iirgmirafimi that had worked over 127,00(fc000 man-boors cm ire m - **4* the ri rprrwira which you are giving in the collection id reports, we **r U* sanaiimng fe* brorfe 4 the experience collected by oar Jural otmavrs' tosueitomni efes mm taking aucrcasincfy active part in the arorient pruhlrn of hm induiueii fee \mtm* to rntoiisnr oar progress of the last two years. Every ixewfear, feamiuas toxoid aid fee moim by contributing his experienceneach year. Cwaimwsu ItM* Thwfe ywq, th. 9>ulcr. We will call on Mr. McKinley. Ifiiirr- Ijginiiii I'Useal An'itow l"w< and Life Assurance Corp^ Detroit. Meh > TW Psiu--r Cumpmu ompesf c( R. McKinley, chairman, A. B. Woods and Obwr Mata mm mm tmw donut hr part year. In addition to this, the chair man we si Chwaiv wm rnmmmmm is ooendt with the head of the National Sai* v~ "r->Tf1 Pusssr Ttouiiiim Sge r.mihaw also cane to Detroit and met: with ti rueeuau A* *u wwog. aiatoriaf was compiled for the publishing of die t<wr* twelve ewsveweeussk pmam. Gun4 <vwuetM fcifeuis wusn-uil gifting snore scarce every year, and I appeal u, hr wuilim to mm W; od mm4 unifeing in that can be shaped into a good pmvt. 1 wito so Oak 4m* vtos faripvd u* out during the past year, and 1 *mcevsJy kw due dreg the cw^ vcir cadi aad every member will at least submit material eewogh <ur mar power. CriAttMAtt Wot'A: Thank you, Mr. McKinley. Now, we are going tp hear from oar old war horse. John Russell, who has done a fine job this year. jonv Rt'SftU, J*. (United Engineers & Constructors, Inc, Newark, N. J.): The report <4 the News-Letter editor has been spread out over the last 12 months. 1 haven't modi to sav in addition to what you already have seen. If the letters have been of any value this year; it is because of the things you have sent in. The held man knows mow than the man in the office can ever know. Help the next oews-ietter editor by sending in things from tlie field--they may not seem important to you. but they win help somebody else. Chaiascan Wu>ua : Mr. Horst, president of the Associated General Contractors of America, the first speaker on the program this morning. May I present to you Mr. Horst. Interesting the General Contractor in Accident Prevention in Construction ............. By-A. . HORST President of the Associated General Contractors of America, Washington, D. C. After observing the enthusiastic response to the calling of this .Nineteenth Annual Safety Congress, of which our Construction Section is by no means an unimportant part. I doubt whether anyone will question the fact that safety through, organised Construction Section 513 accident prevention has taken a most gripping hold on the minds of the American people. Interested as w* are in the safety movement in hi entirety. It is nevertheless our duty oorsalvs* particularly to the improvement of safety conditions in our own Special province, the eoastroctioa industry, which the records show to be one of the mast hacurdbaa. The program that ha* been made in tluuimtlng accidents in construction, definite plans hr the fawt and aa exchange of new and. we hope, helpful ideas, should form ^ h--k f r fhtmiom at these gatherings. I shall endeavor, therefore, to con fine aqr ronatha to these three phases and to adhere to practical rather than thto> rttkal cnudnaM mi the eweitians involved. * ^ nmM uwii hu accident prevention in construction is without doubt the ntoatto'i irh Seme very lagiemf seasons why this is so were given by our ^**to Wkaalar. n ht Sixth Annual Eastern Safety Conference, oesmA That saasaaa are a* fnllnws; to i I toil r am tom a tomn aad safety brings a direct monetary feto husfetos; h* ** a bmme pnhui to art safety organisations functioning and Mwsanaa in wife his up iraring mff in an orderty manner; ('to emigtoy nwm rsanifering the possibilities of mandatory am warn anyone hat hunseV coadauiug a part of his business; W has a ltof*Mpsa*fetity to safeguard hm jobs: ^ ferfeer has _ moral mtwasMity to protect his workers hek af experience or otherwise, arc unable or unfit to ia SHsf. fee Ernntm Committee of this section this year decided prevention to the executive or principal of the i thieethoat the country to the extent that he would j an integral part of the routine of his business. What has bmm fee result mi this effort? SptoWag ** At organisation of which I have the honor of being president, the Associated General Contractors of America, I am pleased to be able to tell you that we have made most encouraging progress. With the alert leadership arfd tireless worko# oar energetic safety director, W. R. Rkliards, we have had a larger number of members than ever before competing for. our three national safety cups and many additional hdhrkkal contractors and chapters have wholeheartedly, taken up the It ii a coincidence that our current national safety competitions close with bustneaS' as of today, and while I cannot give you an inkling as to the winners, I am willing to venture the prediction that their records will be the envy of every general contractor and that it will be the unanimous opinion of those who earnestly took up the work that the results were well worth the effort. That you may have some idea of the results that our Association is securing in this movement, I .will quote you a few statistics that I had compiled last month from our chapter contest records alone. I ask you to bear in mind that these figures are preliminary and incomplete, covering nine months for some chapters and a lest time for others. When the final figures are in, following the close of the contest today, wc are hopeful and confident that an even better record will be revealed. These preliminary figures show that under competitive accident prevention effort an average of 6,454 employees worked 8.264.437 hours with the relatively small number of 577 ;accidents reported, making the frequency rate 6.98 per 100,000 hour* worked. Charges for three deaths, amounting to 18.000 days, and three cases classified as xrxnanent disability, with a charge of 3.600 days, brought tlic total of days lost up to 37,675, with a rcsttlfing severity rate of 45.50 lost hours for every 1.000 hour* worked. As I said a moment ago, we arc confident that this rate will be considerably 514 Nineteenth Annual Safety Congress lowered when . .the ,fipal figures grp in, but eveu so it compares very favorably with the estimated national severity rate of 66 hours for the entire coostraction industry. . Our compilation shows that there was one fatality and one case of permanent dis ability for approximately, every. 43 full days worked by the entire average force of ().454 men. It is pleasing to note that,when this, summary was made op from reports on file last month, not a single case of death or serious injury had. been reported since February. Certainly this should be a very strong testimonial of the .value of educational campaign** in accident prevention work.' However, I have not yet put our best records forward, for 'in going into the figures a bit further and omitting the records of one of our chapters that unfortimately had two fatalities, we get a total of 7,130,118 hours worked with 484 accidents resulting in one death and the loss of 24,169 days. This gives us a frequency rate of 6.78 and a low severity rate of 33.89, which just about proves the contention of the safety experts that accident severity in construction can easily be reduced at least 50 per cent. Getting down to the individual chapters, there is ope record that is especially worthy of notice. It covers 391J212 hours worked with only 25 accidents and 307 days lost. This gives the chapter a frequency rate of 6.39 and the remarkably low severity rate of 7.84 which, together with its severity rate of 9.58 for the preceding three years, goes to show what can be accomplished by determined and constant effort- This record was not made by "one particular company that happened to be especially fortunate in the matter of avoiding accidents, but by a representative group of central contractors, covering all manner of jobs, in a certain large Southern city. These records and the like go a long way. to my way'of thinking, toward answering the statement contained in the August News-Letter of our own section of the National Safety Council, to the effect that educational work by itself will never result in reducing accidents and that the one logical way to eliminate them is to remove unnecessary Hazards. We know from our own and the experience of others that educating the workmen, while not 100 per cent effective, will and does do more to stop people from being hurt than all the covering of gears on concrete mixers, fencing in open holes and. the like ever did. I would like to know more of the background that prompted the state ment and to ask whether the time}/ installing of fences and guards and the removal of other hazards is not in itself 'a matter of education. I feel tliat it U. It Is true that some men do no more than the pressure of circumstances forces them to do, but foremen and superintendents arc usually not in this class, and their safety education develops the desire for good accident records along with good con struction records. Foremen and superintendents cannot be everywhere all oi the time and things go wrong in their absence, but things are lets apt to go wrong with men properly trained in the principles of safety and without safeguards than with un trained men surrounded by safeguards. Merely treating workmen as machines that must be protected from shock will not materially reduce the present high toll of accidents. I think, however, that all of us Here are entirely convinced that good results in evitably wit! follow conscientious .effort such as is represented in these educational safety campaigns. The big task before us, therefore, is to interest more contractors and groups of contractors in the safety movement. However, from the very nature of the beast, apparently, the general contractor is a particularly hard man to convert. The records show that a good ftaany of us have been converted, but what of the general run? Early this month one of the outstanding publications in the construction field had the following editorial comment to make on the subject: "Progress toward greater construction safety is disappointingly slow, in spite of the noteworthy safety performances achieved in certain lines at discussed in this p,ige a week ago. Construction accidents still figure too often In the news, in both building and in general engineering construction. An apathetic attitude toward the Construction Section 515 subject is made evident also by the thio program of the construction division at the convention of the National Safety Council a month' from now. The leaders of con struction, it appears, remain largely unconvinced of the value of the safety move ment. Theft?'tre many conflicting interests, s6me for and some against safety pro motion, and their clashes have the effect of preventing advance. What the situation requires is a more unified and determined attack on the problem, based on adequate understanding of the importance of safety work and a conviction that the accident record of the construction industry can be made better. Continuing delay is harmful to (he industry and fosters public belief that construction is inherently dangerous. It hands not only those who favor construction safety work but in the end also those who' dppbse." Passing over the disparagement cast upon our' program here today I think we can well challenge the statement that construction leaders are apathetic and unooavinced of the value of the safety movement. The Associated General Contractors of America most certainly lays' clairq to a great degree of leadership and its efforts and accom*p]khtents irr'accident prevention could-not haVe been prompted by skepticism or apathy. The fact'of the matter U that leader*^are convinced of the value of the. aafety movement and that it is mostly tHe 7i*ahk attd file who must be brought in line, so that we may .have the "unified and ildsteirnined attack." which the editorial very rightly states , is necessary if the record'is to be improved. W,e have, ,with no little justification,' been branded by no less an authority than Colonel Willard.- T. Chevalier sis inherently being "lone wolves" and as he has pointed out, the.general contractor is not so much interested in "food" as in "bread.". In others words,.'the general contractor is a most specific creature. "Wt may'.glow enthusiastically at the thought of `profits,' while talk of `benefits' leaves us cold," Colonel Chevalier tells us. He has generously acknowledged, however, that we do have within our ranks men who arc every bit as industry-minded and as social-minded and as cooperative as the most accomplished leader in any other industry, and I believe that it U up to that element of the industry to herd the wanton wolf and to sell him bread". The Associated General Contractors of America have been vigorously endeavoring to do this very thing, not alone in the field of accident prevention, but in every move ment affecting the welfare of tlie industry. I am proud to report to this Congress that the Associated General Contractors of America have this summer brought out an immensely helpful guide which makes it comparatively easy for any-contractor, with the wilt to assume his responsibility, to initiate and successfully carry on this important movement for accident prevention within his own organization, whether Urge or small. 1 refer to the new Manual of Accident Prevention in Construction, copies of which I trust every one here present either has or will have in tl>e near future. I say with out hesitancy that it Is the most complete work on accident prevention organization and safe practices ever produced and that it will be of inestimable value in educating both (he construction executive and the workmen in these activities. The big prob lem^ however, is to arouse the Interest of these executives to the extent that they will avail themselves of the Manual's teachings, make them available to their men and enthusiastically support the movement. This is a problem to which we of this section of the Congress must apply ourselves if'we are to make any great headway in recruiting for this movement The chairman of the Accident Prevention Committee of the Associated General .Contractors, W. F. Austin of Detroit, a pioneer jn the safety movement in the con struction field and a former chairman of this section, has, 1 believe, pointed out the vibrant chord that must be touched to reach the great mass of his fellow contractors. "It is," he states, "very easy indeed to stress the theoretical, the sentimental and the qcadcmic factors in this problem; indeed, this U the danger are| the difficult}*. 516 Nineteenth Annual Safety Congress TIk whole problem must be kept on a basis of practical, hard common sense rn order In succeed." It undoubtedly is aesthetically unpleasant to have to take such a view of a nwwment so replete with humanitarian appeal, for those of us who heard W. A. Dear* horn's address at the New Orleans Gmvcntion of the Associated General Contractors .last January, know that there is most certainly a very stroog heart appeal to this movement. "Have yon." be challenged, "ever assumed the unpleasant task of notifying the wife of one of your employees that her husband had been accidentally killed? In ler eyes you, personally, are responsible for his safety. Picture her preparing the evening meal, smiling perhaps at tle thought of his pleasure in' getting home. The children crowd at the window eagerly awaiting hie return. An auto drives up to the walk. Company perhaps for dinner. Mother answers the call at the door. She is tuld an accident has happened and lather will not come home any more. The tlioughtlessncss of someone lias taken away for all time the- one person essential for the happiness of this little group. Through someone's carelessness this home and family Itavc been robbed of support and protection." Mr. Dearborn told us that if one ever delivers such a message or even gets soch u picture plainly in his mind, no one will ever hare to tell hint the need of safety and accident prevention. This is true, but the fact remains lhat hi dealing with (tsoal contractors as a wliole you are dealing with *1iard boiled" business men who owe tficir very existence to an ability to figure to the penny and meet an unparalleled competition in the conduct of their business. In their private capacities they nay give as freely of their sympathy, support, time and money as the most enthusiastic social worker or reformer, but when it comes to taking a purely altruistic proposition and giving it a governing hand in their highly competitive business, they draw the line. Clearly show them, however, that this same proposition has an important under lying economic bearing on every piece of work that they undertake, that it is a matter of dollars and cents to them, and you may be sure that each and every dm will see to it that recognition is giveu to accident prevention as an integral port of their organisation. The general contractors who are reaping the benefits from energetic .accident pre vention work, you and I, do not need to be further sold on it. We are convinced that "whatsoever a man soweth, that shall le also reap" in this great effort My own company, the Henry W. Horst Company of Rock Island, Illinois and Philadelphia, is now constructing a section of the Philadelphia subway. Fully realis ing the hazardous nature of our undertaking, we Included in our plans for carrying out the contract a carefully defined accident prevention and employee welfare program. Effective mctliods were devised during the preparatory, or planning stages of the work to solve the safety problems incident to the six main features of 'the actual construction work; namely, the decking and shoring; the handling of utilities; the underpinning and protecting of adjacent structures; the handling of water to as mych as 54 feet below steel gradethe excavating and handling of materia); and the placing of steel framing, concrete and other masonry. We took every safety precaution be cause. 'ox knew it .was good business. The sjwk careful thought was given to the protection of the employees and the public.; and in general the project has been carried out in accordance with the de tailed plans developed during the period wle the estimates were being made up ami immediately after the opening of the bids. To date our accident record has been most gratifying and tle latest information as to the ratio of cost for ail claims, covering compensation, public liability and properly damage, to the insurance premium shows a figure under 40 per cent-- unusually satisfactory situation when it is realized that the start of such an under taking is usually the most taaardous of the work. In our own organization we are so convinced of the idea that safety is essential to satisfactory progress that we eon- Construction Section 517 sider it as important as anything else in making plans for carrying out our contracts. TTtat those of; us who know the value of organized accident prevention work have failed to convert a much greater number of contractors is, to my mind, one of the greatest weaknesses of our promotional work. We have not as yet developed for presentation to the general contractor the full economic appeal of this movement. True, * great deal has been written and said about reduced insurance rates, hidden 1*^* and the like, and some effort has been made to picture tire results of organized accident prevention in dollars and cents, but to my knowledge nothing in the line of a strong selling argument based upon actual accident costs has been put forward. Now and then an encouraging example of specific savings as a result of accident prevention work is given passing notice, such as the recent announcement that one of <*jr valued members, the Henry Ericsson Company of Chicago, with an extra expenditure of less than $30 for safety work on the $2,000,000 Harrison-Wabash Budding had kept the cost o( compensable accidents down to $119.71 and that its insurance rate reduction had amounted to approximately $2,000. Mr. John W. Cowper, at the Sixth Annual Eastern Safety Conference of the Construction Section in Newark, also gave a glimpse of the monetary possibilities of a good accident record m the state of New York--in so far as the insurance phase of the matter is concerned --hut on the whole I do not believe that this dollars and cents angle has been adequately and convincingly visualised for the employer whom we are trying to reach and whose cooperation in accident prevention is necessary if the present appall ing national record is to be materially impfwH I am quite sure that there are many contractors who still erroneously believe that m organized accident prevention work they mat pot out cold cash for an ethereal reward. They have not been given sufficiently convincing evidence of the cash reward and the multiple increased efficiency vhab we know from experience are there. It may take the combined genim of a statistician, coat accountant, safety expert, census taker and press agent to adequately bring out these facts, but it will be worth the effort to obtain a true picture of the comparative financial results of accident prevention work for those from Missouri, and elsewhere, who must be shown. Gen eralities do not interest them; fragmentary statistics do not convince; they must be shown that safety is an economy too great lo be ignored. H. W. Heinrich of the Travelers Insurance Company has given us a working basis for the development of this data, as will he seen in his itemized list of the cost factors of accidents which appears in the Associated General Contractors' new Manual of Accident Prevention in Construction. I hope that the next step--that of bringing these costs down to a matter of dollars and cents on the individual job-- will be taken in the near future, so that we may prove beyond a doubt to the skeptical c>oiUi astor that organised accident prevencson work is not only a matter of humani tarian doty, but of plain, rrmmnn linn economics as well. :Chabxak Wiova On bdotf of Ac Construction Section, 1 want to thank you for your wonderful speech. Mr. Hone. We have aS learned a lot from your talk. We have a few minutes for dlrnuiinu Vtq-CasiaMA.v Wdcelu: You made dw statement that Mr. Erickson in Cliic** rpoit $30 and saved $2,000 Is there lnj cen m the room that can enlighten us on that situation? We would all At to know how it was done. W. X. Rxcuasos (Associated Genenal Contractors of. America, Washington, D. C) : Mr. Erickson sen us the ixcord of what he had done on the job. He said that be spent less than $30 preparing the entire safety operation from the time he started until the completion of his work. He saved in insurance about $2,000, and he cut down his nwdkil easts 50 per cent. He employed a safety man to start with. He paid particular attention to all the daagcrotw hazards. CwAiassAM Wipoa: We will go on wfcfc our next speaker. Mr. Zellhoefcr has seme very interesting pictures to show m sfitue to his talk. M8 Nineteenth Annual Safety CongMSS Steering Wheels of Safety in the Construction Industry BT FRANKLIN ZELLHOFR Industrial Engineer, Koehring Company,`Milwaukee, Wli. It has been rightfully said that wc are a nation of people mounted on chassis naming around oo rubber wheels. Figures seem to bear this out. With twenty-five million automobiles in our country, enough for everybody'with*"never'more 'than five persons in a car, it would seem that the most familiar iftipfetrient* is''the steering wheel.- V Inasmuch as the term "steering wheel'* has become almost universal language let us note for a moment what part, if any, it plays in safety on Construction work. Before noting such application let us take a review of the development of steering rhe&hanisms and let us see to what extent our present happiness, safety and life' depend upon steering and steering mechanisms. .. - Time will not permit us to go back to the very beginning of the'idea of steering mechanisms, but let us go back at least to a time when the fanner 'did his work in the Add and his hauling of materials primarily by means of the ox team. 'I was still rather young when ok teams were going .out of style. I do remember, however, having seen on a farm adjoining that of my grandfather's an ox team doing some of the farm work. This one experience, together with the many experiences which my grandfather and my father told me relative to the use *of the 'ox team, gave me some idea as to the method employed in steering them. It seems that the more intel ligent ox team could be steered just by sound. The familiar expressions of "get" or "haw" would guide the ox team either to the right or left.' This method, however, was npt always positive and so the long whip was employed and If the ox team was expected to turn to the left a sharp blow was inflicted on the right hand side ofthe right hand ox and he naturally turned away from the blow and' thus the^ steering was accomplished. It would seem a bit out of place to picture a farmer sitting on his wagon with a steel insert, vulcanized rubber steering wheel* in his: hand guiding'his ox team over to the village mill. ... .1 Coming down a little nearer to modern times we next find a more improved steerife mechanism. Lines attached to a steel bit in the mouth of a horse formed a very, convenient method of steering both horse and the vehicle to which it was hitched.:- A' rather outstanding application of correct steering of horses was -that of plowing a straight furrow with the old-fashioned two-handled walking plow,- and those pf u* familiar with this method of plowing well remember what happened when one-furrow was crooked as the result of some poor steering. After the harrowing ws done a depression was left in the land at the point where there was a curve in the furrow. When the corn was planted it so happened that a hill or two were In tills depression.' The heavy rains came, the water gathered in the depression and the..freshly sprouted corn was either injured so it never grew to its full height or else ,it was killed by the water, all because somebody did not steer straight when the original plowing was done. Continuing in the era when horses were used for travel we can still remember the days when the farmer drove over to the village to purchase his usual supplies and took them home in a basket and perchance purchased other things which he did not take home in a basket but which perhaps Influenced his senae of direction somewhat before he got home. In such cases it sometimes happened that the farmer would steer the horses on to a side road away from the correct path which led to his home. It also happened that the farmer would fall asleep in his wagon, aixi the horses; using horse sense, would do their own steering and finally find their way safely to the home where they belonged. As we pass to the era of railroads our first thought "There is no steering required on railroads" but well do wc all remember the terrible accidents which have happened Construction Section 519 and which still happen occasionally because someone leaves a switch open and the fas? moving train is suddenly diverted from the straight Course on to the side track because of the open switch and the .result usually is a derailment or overturned cars and perhaps worse disasters than that. While the locomotive engineer on the railroad has no steering wheel with which to guide the train yet he depends entirely upon the rails and the flanges on the wheels and the switches to steer his tram in the right direction. Let us go now from land to water travel beginning with the row boat. Everyone isfnniar with the method of steering a row boat. A friend of mine on a trip to the Philippine Islands told of an experience which he had when he went out to see some spots of real scouc beauty. The first part of this trip was by means of a fair sized yacht along the shore line; then he traveled for several hours by means of ox carts, the ox being used over stony roads; and then he continued his trip on foot through a thickly wooded section and finally landed on the edge of a river tn which there were some rather swift rapids. The guide beckoned to him to get into what they called a boat. It was nothing more than a large tree, hollowed out not unlike the old-fashioned watering trough used by the farmers before the days of emcniit. or sled tanks. My friend stepped into this improvised boat and found that the natives in charge had two short handled paddles very much like the butter paddle which our mothers used in the days when dairying was done in the home. The natives used these paddles lioth as a means of propelling the boat and as a steering mechanism. Their little craft soon was carried down by the current into the rapids and skillfully the native steered it from one ledge of rocks to another. Every moment the speed of the water and boat Increased until finally they were going at a rale which thoroughly frightened the visitor as he eoukl see nothing but a high wall of rocks ahead of him and he felt sure that they were going to be dashed to pieces. With one powerful dip of the right hand paddle into the water the craft turned almost at right angles and shot through an opening in the wall of rocks and they were gliding safely out into a canyon-like opening in the river where the water was perfectly calm and the scenery eras more beautiful than any description which {* ever heard. The skillful steering of the native is what saved them from being dashed against the rocks. In modern power driven speed boats we have all seen the almost perfect control by means of a steering wheel. Let us look next to a little larger craft like that used on our rivers and Great Lakes. I ant sure you have all seen the large boats come up a river or and have noticed the skill with which the man at the steering wheel will turn that boat completely around with only a few ieet of clearance at either the front or rear end of it. It is all accomplished by means of a steering wheel. Let us go back on land Into the era of the bicycle and later the motorcycle. We can all remember the trials we made until we were mble to balance ouraetves on that bicycle. The steering was a matter of guiding the front wheel by means of handle bars and leaning the body in such a way that we would continually keep the base underneath ourselves. It was all a matter of balance. The principle in steering the motorcycle was very much the same. And then we come down to the period of the automobile. Nothing needs to be said about the importance of the steering wheel on the automobile except that the nut at the end of the steering wheel Is the most important part. We are living in an age now where several members of cadi family have teamed how to manipulate the steering wheel and steering mechanism of the automobile. I want, however, to leave just this thought with you to be referred to later; How would you feel if some fellow-worker removed the pin or key or other device which fastens the steering wliee! to the post or disconnected the steering gear or did something so. that the steering Wheel was disconnected, from the rest of the steering mechanism of the car, and told you nothing about it and then started you down hill with your automobile? Let us next lode at air craft. While the airplane perhaps does not use a steering 520 Nineteenth Annual Safety Congress wheel like that of an automobile, yet the levers which are used carry out the same principle, and how nicely the plane will glide along, go up, down or turn, all in response to a slight push, pull or side thrust of ooc of the steering levers bat how great is the fall when one of these levers is not properly manipulated. Thus far we have been talking about mechanical devices which are guided by means of steering mechanisms; now we hear of tests where large ships on the ocean were guided or steered by means of a raido mechanism from the shore, and in a recent test a plane was guided by a radio mechanism for a thousand mile flight Au invisible something called a radio wave goes out from a sensitive instrument, goes through buildings, through walls, through hills, through water and is pkked up by a sensitive instrument on board that ship or plane and thereby the steering mechanism is manipulated and the ship or plane is steered. The slightest motion of the steering knob on the microscope of the scientist can bring in or shut out the thing he is looking for. When you sit at your radio you can, with the slightest motion of the steering dial, shut out Jazz and bring in music or vice versa. Did you ever stand before the open door of. a modern safety deposit vault and look at the mechanism of the door? The gears, pinions, rods, etc. are given their proper motion and position by means of small steering dials on the door. AH this for the protection of material goods. The foregoing steering mechanisms have been applied to mechanical devices. How about the hiintan machine and its steering mechanism? The human machine of one man power is the foundation of any organization* This human machine requires about twenty years to build, and repair parts are not practically applied. When this machine comes on our job we, as employers, assume the obligation to pay $4,000 or $5,000 if it is disabled and for each eye and leg a proportionate amount. Tf we have to scrap a caterpillar or headlight on our shovel we are much concerned but finally order it and put it on, but oot so with a leg or eye of the homan machine. What do we do about human scrap ? Look at this human machine with its power plant-- the lungs arid heart--will) its wonderful eyes, ears, arms, hands and fingers, with, its power to act and do and you will agree that the best possible steering mechanism is none too good for it Agreed then that we will supply this steering mechanism, let us look for a moment where and under what conditions the homan machine must be steered. (At this point M. Zellhocfer showed a group of pictures illustrating various types of construction hazards.) From the pictures we have noted-- 1. The conditions under which hitman steering must be done. 2. The value of correct instructions. X The mind must not be wandering. 4. Regular inspection of equipment. 5. Think the problem through. 6. The bad effects of haste, excitement and fear. 7. The necessity of having your mind on the job. 8. The value of the human eye as a steering mechanism. What can we do to give the construction worker the right steering mechanism and teach him how to use it ? First, let us give him a clear understanding of what safety is and what an accident is. Safety is not a matter of guards but it is a fundamental principle, as much so as a Uw of mathematics. The record of God's creation as found in the Bible in the first chapter of Genesis contains nothing about evil, sin, disease, sorrow, death, danger or accidents but it does contain this. "God saw everything that He had made and behold it was very good." Accidents are not in the class of good and cannot be a part of God's plan of creation. Man was created "in the image and likeness of God." Stand before a mirror and see your image. It is an exact likeness. God is and knows only good. Construction Section 521 Accidents are the opposite of good. Man wa9 created in the image (likeness) of God (good) therefore he is'fundamentally free from accidents. We must know man as he has a right to be and can be and not as he is. As a second method of providing the construction worker with proper steering mechanism, we can give him the use of positive mental forces only. A group of workers enter the tunnel of some underground construction work. The darkness in the tunnd suggests .danger, fear, doubt and confusion. These arc negative mental forces. Someone turns on a light in the tunnel and immediately the darkness is all gone and with it go all the negative mental forces. The light, a symbol of intelligent thinking?'Was the positive mental force. To show a mail a picture of a pile of material falliug upon a worker, is a negative lorce but showing him a man piling material safely is a positive force. It is not necessary to show a worker all the hazards, accidents, and dangers to give him the idea of 'safety first' for he is always safe if he thinks in terms of the positive. Any leader of men can provide the finest steering mechanism for the construction woricer if he keeps him mentally from the negative forces of envy, hatred, jealousy, criticism, fear, doubt, accidents and worry and in their places supplies positive thinking. A third way of providing a steering mechanism is to get the men from management down to the workers to recognise in safety an opportunity rather than a responsibility. Do our workers on construction jobs think in positives and obey safety rules because the boss forces them to do so, or do they obey them because they think of the opportunity they have of going home safely and making mother, wife and the children happy? Do we tell our workers the results of safety in terms of dollars and lives, or do we tell them in terms of opportunities which men have lost in providing a comfortable living for their wives and children, and an education and a future for the children, because they thought in negative instead of positive forces of safety. The child in school is filled with enthusiasm to serve when the teacher gives him an opportunity to distribute or collect papers. The worker likewise becomes enthusiastic when he recognizes that safety is an opportunity to serve and that becomes the best steering mechanism for his human machine. The^ fourth way of providing a proper steering mechanism for the worker is supervision. A Hartford Insurance Company analysed 100,000 accident reports from all sections of the country and from all occupations. Their findings proved cdoclusively that 88 per cent of accidents were due to supervision. In the broad sc|tse in which this term should be taken, it applies to both the boss aud the worker. The boss may carry out his duties as a director of activities and thus be the supervisor, but both he and the workers must have that power of looking ahead and using "super vision," using it as two words--super and vision, or vision above and over the average. This type of super vision provides a positive steering mechanism for any worker. We have thus far noted the following ways of providing safe steering mechanisms for the construction worker: 1. To be safe is a fundamental principle to which man. comes rightfully as part of God's plan of creation. Z Have him think in positive forces only. 3. Have him recognize safety as an opportunity rather than a responsibility. 4. Supervision--Super Vision. How are we going to pass this on to the worker? From the top of the organisa tion downward--man to man. If ten of us here today go back to our places of work and each give one of these positive steering mechanisms to two other men, and they in turn each do the same, more than 10,000 people will have been reached by tlte time this act repeats ten times. In conclusion, may I say that we can steer safely this precious human machine of ours and assist others in doing so only to the extent -that we Wcognize mAiv not as he is, but as God created him, and intended him to be. -'f " - ` 522 Nineteenth Annual Safety Congress Chairman Widua: Mr. Zellhoefer, I want to lliank -you for the wonderful ad dress you have delivered to our Construction Section. I am sure we all learned a lot from it. Tiie next speaker is Mr. Lee H. Miller Safety--Not for One but for All By LKK H. MILLER Chief Engineer, American Institute of Steel Construction, Cleveland,-O. '`Safety" as defined by the dictionary is a condition that is humanly impossible to attain or maintain. There .is no better example of the application of the Einstein Theory of Relativity than the conditions connected with safety. I once heard' an Irish friend try to assure a mother of the safety of her child, and he promised, her that the' child would be "as safe as if it were in God's pocket" This would seem to be the superlative degree of safety, and yet Adam and Eve failed to maintain their condition of safety under the most favorable environment in the Garden of Eden, which could almost be described as "God's pocket" Being endowed with a free will and a selfish ambition to rise above existing con-Vditions explains the loss of our original state of safety, and so long as humans posses* these two endowments safety must continue to lie relative. The relative condition erf our safety depends largely upon pur capacity to subordinate our free will and selfish ambition ijjther by consent or compulsion. Complete compulsory suppression of these two endowment* would result in jjmiversal slavery, which is impossible, and the mori closely we approach complete suppression the surer we are tn stagnate our future advancements. For generations religions advisers have given us commandments, and law "Hny bodies have enacted endless statutes, laws or ordinances to provide us with different kinds of safety, but the subject still continues uppermost in the mind of every think ing person. Every tragedy in History, whether it be the slaughters of Genghis Kahn, the religious massacre of St Bartholomew, or the last great war, has been the-result of a selfish ambition to suppress the free will of others. In every case the'use of sovereign physical power has been a failure, and whatever advancements we have made have resulted from die extension of individual training accomplished by modj eration and thoughtfulness. To say that we are not advancing it to blind ourselves to the facts that arc plainly visible, yet there still continue many brazen'and often malicious examples of the individual exercise of free will and selfish ambition In which public safety is abased and which can only in our present state of training be met; with severe penalties. Densely populated districts involve intimate brnnan relations and the natural accom*? paniment o< intense competitive condhiaat under which selfish ambition is most likely to become conspicuous, but on the other hand the came congested environment* afford the greatest opportunity for a broad training of the individeo!. Not long ago I was walking on EucBd Avenue, in Cleveland, near East'Sixth Street, which as one of the busiest corners hi the ary. U was during the oood hour and the sidewalks were crowded. I was startled by a swishing of air followed by an undescribable splash of something falling to the ridev 'k not more than fifteen' feet just in front of me. On the sidewalk was fie Hfrisss tx jy of a window washer who; had fallen from a nntb floor window, and the rnsrade of rise inritVnt was that i he could fall into such a crowd and tin no person but *--?** Here was a dead' man) but he had bees equipped with every safety device required by the law. Three or four days later from my office window 1 uv annrtirr window washer on the ninth floor of the same buSdxng working during the noon boor. As he finishedthe outride of a window be completely rtiinnn--rtert bss safety bek. and having placed Construction Section 523 his pail of water on the sill of the next window, lie crawled around the bride work separating the two windows. I watched the procedure for several windows and then called the Department of Public Safety, with the result that in five minutes the proc ess was stopped. A week-later I saw the same process repeated with a mounted traffic officer sitting on his horse almost below the window washer. I then suggested to the Department of Public Safety that the building owner be prevented from having shy windows washed unless he secured a permit to close the street below against its use for traffic. Upon investigation I found that the window washing company employ their men on a basis that is equivalent to a unit price per window, and it was the understanding or labor rule that each mao wash a fixed number of windows per day and po- more. When the alloted number of windows is finished the washer goes home. The window washer undoubtedly believed that tire legal regulations regarding safety devices were for his personal benefit apd had nothing to do with the safety of the people on the street below; and anyway their danger was small -compared with his own, so why worry about them so long as he was willing to take the extra risks to save a few minutes of time for himself. Here is a glaring example of the legal regulations for safety being superseded by selfish desire. Perhaps our safety regulations arc basically wrong to whatever extent they are devised to protect an operative against his own carelessness, and thus encourage opportunities for selfish desire which' endangers others. The number of accidents that result frptn failure of safety devices are almost negligible and4 our dan gers can be nearly completely eliminated by a proper recognition of the safety of others.. As we watch the actions of some drivers of automobiles in traffic., we are impressed with the fact that it is hard to train a hog not -to put its feet in the trough when cats, and yet the reason we do not try to train a hog .is fiiat it is not worth while except perhaps for vaudeville exhibitions where it has .beexr proven a possibility. It may be argued that, 4 it wants to, a hog sboukt be permitted to eat with its feet in the trough, but'the answer to this is that others may also have a.right to. eat from the same trough. We see many, safety posters god instructions, nearly all of which appeal to the instinct of self-preservatlpn, and are to a large extent not, effective since the basis of successful training, requires a conscious recognition of. the safety not only of self but of others. There is probably no better, way of influencing human action than public exposure of Individual selfishness, since we all hate most to have our associates think that w? arc hopelessly selfish in all our actions., public shame would be far more effective in checking traffic accidents $han fines or other punishments involving per sonal inconvenience. If an automobile driver who abuses others^ rights were com pelled to have attached to his license plate another plate stating, `T am a hog and eat with my feet in the trough", or some similar humiliating description, we could soon stop selfish drivers. 1 have so far' tried to point out whit 1 believe the most important cause of accidents, but l recognize that there are other minor causes!' There is die nervous hysteria of an individual during an emergency that may result in an accident, but this is very rare and relatively negligible. There'b the use of defective or inadequate equipment through ignorance or under the pressure of acute competitive conditions. The ques tion of Ignorance can be met by innumerable engineers of training and experience that'are always available. The question of competitive pressure is more difficult to answer. The present state of commercial aviation would not have been attained as rap idly as it has except for the acute competitive conditions of war, and it is hard to say just where the line should be drawn to regulate hazardous Competitive effort- We each in some .degree instinctively enjoy a certain amount of personal hazard that we should not have restricted by legal regulation until we make our personal enjoyment a menace to others. The American Institute of Steel Construction has given careful thought to the ever 524 Nineteenth Annual Safety Congress increasing menace of legal safety codes and have not yet felt prepared to enter a field that can be better cultivated by broad individual training and education instead of ineffective legislative processes. Our efforts have boon concentrated oo the pror ~ d distributioa of safe tech' nical standards that make it easy for the purchasing public to know that their pur chases of structural steel are on a lair competitive basis from which subterfuge and trickery can be eliminated. The institute's specifications fixing basic conditions of stress and design are now almost universally accepted for all cities and states for building regulations. The Code of Standard Practice defines those conditions between buyer and seller that arc not a part of the design itself, and where these two are the basis of a contract the buyers and sellers both know that quotations are on a fair competitive basi^ of furnishing the same material ill exactly the same way. We have eliminated the necessity of the responsible architect, engineer or manufacturer resorting to lower standards to meet the competitive conditions to which irresponsible competi tors often resort. The results are equally beneficial to the buying.public and the pro ducers. Public sentiment has no doubt appraised the structural steel erector's occupation as the most hazardous of anything coonectad with construction, industry, or transpor tation. From time to time efforts have been made toward legislation compelling these workmen to protect themselves by various types of safety belts, slings, baskets or similar devices, and the strongest opposition to such legislation usually cocoes from the men themselves. They possess a mosaic that resents being babied and, besides, some of the proposed regulations cramp the freedom with which they work by often adding more to their hazard than increasing their individual safety. These men oust co-ordinate their work with others, and they fed the necessity of all possessing the same efficiency. They know that timid souls who led the necessity of extra safety devices increase the huard of all others. On the other hand they accept the require ment of uch temporary floors as are needed to protect men.of other trades from the hazards of steel erectors working above them. All things considered, it seems .that the surest process of attaining safety * lies in the individual training of men to consider the dangers to which their actions .expose others. Chairman Widua: Thank you, Mr. Miller. That was a wonderful mile. F. A. Davidson (Chesebro.-Whitman Co., Mew York City): Mr. Horst referred to an editorial in an engineering'Publication. I read that editorial and resented it as some of the others did. However, 1 realized on seepod thought tint the people who wrote that are just as much with us as anyone possibly could be, and were simply endeavoring to cultivate a feeling of reasonable dissatisfaction hi order that we will keep pressing on and possibly shame into action some who have not partici pated as fully as they might. The charge-that the leaders of the construction industry have not taker; hold of tafety is refuted by Mr. Horst's presence here and by the presence of Mr. Wheeler, who is directing the activities of safely carried on by the Building Trades Employers* Association in New York City. Within the last thirty days, our Committee of that association has made inspections of .two large operations, the Empire State Budding, whkh will be the tallest building in the world, and One Wall Street, a fifty-five story structure. The men *who made that inspection are not safety engineers em ployed by builders and sent to do these technical jobs. They were such men as Mr. John Lowry, appointed by the Mayor of the City of New York to revise the Budd ing Code, one of the leaders in budding construction in New York; Mr. Dickson of the Turner Construction Company; Mr. Lowmin of Starret Brothers, and other leaders in the building business in New York. They took two afternoons off within 30 days to go about these news jobs, looking them over, and trying to ascertain new'method* and new ways for promoting safety in this new era of tall building construction. ADJOURNMENT Construction Section 525 Wednesday Morning Session October 1. 1930 GEORGE WIDUA, Chairman Woods Brother! Construction Company, Lincoln, Neb. The second session of the Cimstruction ` Section convened with Cluirtnan Widua presiding. Chairman Widua; Tlie first thing on the program this morning is the election of officers for the coming year. Mr. Dearborn will report for the Nominating Com mittee. Report of Nominating'Committee General Chairman--Geosoc Widua, Woods Brothers Construction Co., Lincoln, Vice-Chairman--W. G. Whealer, Building Trades Employers' Association, New York City. Secretary--Charles H. Black, Stone and Webster Engineering Corporation, Boston, Mass. Chairman Poster Committee--Robert McKinley, General Accident Fire and Life Assurance Corp., Ltd., Detroit, Mkh. Chairman Program Committee--W. F. Turemsci. W. F. Tubesing Co., Milwaukee, Wis. Jana, unio. Chairman Publicity Committee--F. A. Davidson, Chesebro. Whitman Co. Inc., Long Island City, N. Y. News-Letter Editor and Chairman Statistics Committee--John Russell, Jr., United Engineering and Constructors, Inc., Newark, N. J. Chairman Engineering Committee--J. VV. Foi-um, The Associated General Con tractors of America, Inc., Philadelphia, Pa. Executive Committee--The Ornoun and W. F. Austin, W. E. Wood Company, Detroit, Mich. W. R. Richards, The Associated Genera! Contractors of America, Inc., Wash ington, D. C. J. W. Cowper. The John W. Cowper Co., Inc., Buffalo. N. Y. Chairman Widua: You have^eard the report .of the Nominating Committee. Mr. Herbert Haley : I move that the Secretary cast oae ballot (The motion was seconded and carried, the secretary easting one ballot) Chairman Widua; . It is quite a pleasure to be your chairman again for another year. . 1 feel sure that with the slate of officers that have been selected and elected, we are going to have a fine year. We will open our program this morning with an address by Mr. Ferguson. Address By H. K. FERGUSON President, H. K. Ferguson Company, Cleveland, O. We are engaged in an industry, the most hazardous perhaps of all, where a series of circumstances lead up from small things to serious results; and perhaps If we can find ways to improve those small beginnings we can keep away from the fatal or near fatal of permanently disabling results. 526 Nineteenth Annual Safety Congress What outstanding accomplishment in safety have you been able to put over in yogr construction organization during the past year? If you will be thinking about that and will be willing to break out into speech and tell us about it when 1 am through, it may help the Chairman in his river work or it may help some of the rest of us in work we are to undertake during the next year. In addition to that, what are your plans for next year with regard to continuing your safety work in your own organisation? In otlier words, where do we go from here? Auotlter question is: Are we right in sanctioning or helping to build up these formidable types of safety codes which we, representing reputable organizations, try oor best to adhere to in spirit if not perhaps to the letter, while some of our com petition, not on such a reputable basts, goes out into the market and underbids us, underworks us, and does everything to cut all along the line in an effort to get by with a cheap price against our good standing and good price? That is a question that is becoming more serious as these codes become more formidable. In Ohio, where my office Is located, we are facing a serious situation during the coming year. What about prohibition ? I arn frankly anxious, Mr, Chairman, to have a little discussion on {hat, because my owu experience, and I think some of the other older men here, goes back to the time when the open saloon was a serious rival of the construction company for the attention of Its men over the week-end. I got my first promotion because of a hoisting engineer on a brick hoist trying to pull the top out of the tower. Jt was a Monday hang-over. T would like to feet you men talking, if I can, quite frankly, about what effect you think the prohibition law lias had on our industry, and what effect repeal might have; what about hard liquor, and where does the present home brew and bootleg stuff figure in our picture. There is another thing that seems to me perhaps we have underworked and we might overdo, and that is the question of working with and .through our friends among the labor organizations. One of the fatal accidents.that stands out in my own mind is a carpenter down in Richmond, Virginia on a multi-story concrete job. We sent him down to put a fence around the concrete tower to keep people away while things were moving up above. After he liad finished the fence and gone away, be happened to think he had left the saw at the foot of the tower. In the meantime, a man. had been sent up* above to clean up the hopper and the chutes. This fellow, without saying a word, took a chance and ducked in tinder the fence and got a chunk of concrete on his head that killed him instantly. U is that land of chap we have to look out for, because for some reason or other he seems unwilling to look out for himself. ' When we put men into surroundings that are dangerous and allow them freedom without any too adequate supervision, when we put toots Into their hands or give them control of powerful machines, we really do assume a heavy responsibility. To a large extent, we are accountable for their welfare and the welfare of their depend ents. Our work is hazardous. Each new operation lias new 'conditions. Men work on temporary floors and scaffolding, loose material around them, and the worker is exposed to alt kinds of weather.. Sometimes I think we are a good deal like a circus. We go to a town, and we put up our tents and we give a performance. After a little while, we go away again. \Vc work .under .unusual conditions, because we'haven't the benefit of the permanent organization that the manufacturer has. Our turnover is enormous. I don't.know how. raspy of you have accurate figures on that. The possibility of continuous employment in our lipe is not nearly what it is in established businesses. Construction work is admittedly dangerous, but that, is in no sense a justification for our record of accidents. As builders, we have to lace the conditions that exist. No alibi that we can establish will be of any use to a cripple or ft widow. Suffering is real, and accidents are expensive to us in increased insurance rates, delay of work, Construction Section 527 and osrrfkal expense. But by far the larger part of the expense and the suffering has to be borne by the victim of the accident or his family. In fact, 1 sometimes feel nufaer out of patience with Uie victim; it is the family that I sympathize with more than aayuoc ebc As executive* of the construction industry, we must recognize that safety is a >niUB obligation. Legislation h probably helpful if it docs not go too far. The legitimate contractor is not afraid of honest legislation. However, he is afraid of some of the political stuff. The National Safety Council with its crystallizing of sentiment and effort and tbotgfht in Ibis direction is one of the most useful of enterprises. Magazines arc do ing good work. There have been some articles on safety precautions taken on the Chrysler Building that have been very interesting and helpful. A definition of a good executive is one who not only thinks clearly and acts well Ml his own right but is able to successfully pass that sort of practice on to an in creasing number of subordinates. It docs not make much difference whether Wilbur Austin is interested in safety if he does not pass that information on to the men who are in charge of field work for him. It does not make any difference whether yop are interested in safety if the man on one of your projects doesn't realize your thoughts on the subject and carry them out for you. We must sec that some quali fied Individual on each operation is abreast of the best thought and practice in our industry and in our organizations. Cbjuxuam Widua: I might say a word on prohibition. We deal with "river rats" because we do river work. I think they are the hardest kind of men to handle. We work on the rivers in Mississippi where quite a number of stilts operate. We have found that drinking on our jobs causes a lot of accidents. We have an iron clad rule that our superintendents must enforce, that liquor wilt not be tolerated. We do have them come in drunk, but they only do It once; regardless of what they are or who they are, whether foreman or superintendent or common laborer, they are immediately discharged. We. have had some wonderful results not only in cutting down our drinking but in our accident prevention work. W. F. TvhKstttC <W. F. Tubesing Co,, Milwaukee, Wit.): Before prohibition, we Had a.lot ot accidents, and we had a lot of men that were undernourished be cause all they did was drink. Since prohibition, we find instead of beer cans a lot of milk bottles. We have the same rule Mr. Widua's company. We' do not permit any liquor on the job. We also have this rule, that no one Is allowed to smoke on the job.. He can do whatever he wants after he is off the job. If any man comes to the job in the morning thpt isn't hitting on all six, he can't work. Formerly, there weren't enough sober fellota on Monday morning to start the job and sometimes you had to start it with men partially intoxicated Htitsnr E. Halxy (Stone and Webster Engineering Corp., Osage Project, Bag- neK, .Mo.) : One evening last winter a fellow came to ray house. He said, "I don't want to be a tattle-tale. I am representing a bunch of hard-boiled pile drivers and riggers, in our crew, there arc two young fellows who are not responsible. They are not married. The rest of us are' married. We think a lot of Our families. We talked jt all over. We decided to come to the safety man. Every Friday morning they come in foggy. Every Monday morning they come in foggy. We are thinking about our families. We don't want it. We are not tale-bearing. We want to see what you can do" I went down the next Friday morning and hung' around. I said nothing. I went around the following Friday morning. I kept my eyes open. 1 put it up to their fore man and he fired the two mem The boys arc hard-boiled, but they don't want liquor in the crew. 528 Nineteenth Annual Safety Congress Andrew T. Clark (Hydro Electric Power Commission of Ontario) : In r*naii., liquor is under government control. In the days before prohibition we had the same experience as the other men cited. When prohibition came in 1914, everybody thought it would be a wonderful thing. But it got to the point where it wasn't liquor they were drinking, it was poison. Then, government control came in. We dreaded that at first, biit we have not had a man drunk on any job since, and we Have spent over $100,000,000 in construction work in the last ten years. We forbid liquor on the job. We don't forbid a man to drink at night if he wants to. We do not have any trouble. Tho&e who do drink are drinking good liquor. The law up in Canada is pretty good. You have to buy your liquor at a government office. We think we hare a pretty good system. It hasn't hurt our construction work at all. Chairman Widua; Mr. Ferguson, on behalf of the Construction Section, \ want to thank you for your wonderful address. It was something different from the ordin ary talk on safety. I see Mr. Maguire is in the room. We will now call on William J. Maguire. Prevalent Causes of Accidents in the Construction Industry in Pennsylvania By WILLIAM J. MAGUIRE Director. Bureau of Statietica, Department of Labor and Industry, Harrisburg, Pm. The direct compensation cost of the 99,000-odd accidents in construction work in Pennsylvania was $8,015,795, and the wage tosses estimated in these accidents was nearly $46,000,000. This $8,000,0^0 total of direct compensation cost does not include the cost of medical and hospital services and other direct and indirect costs, which would run the total cost of the accidents to the employers up to somewhere in the neighborhood of $40,000,000. An annual accident cose of more than $17,000,000 In one industry in a single state is an item of expense worthy of profound consideration. The construction industry in 1926 had a 22 per cent increase over 1925. In 1927, there was a 7 per cent decrease as compared with 1926. In 1928 there was a 3.6 per cent decrease. In 1929, there was a 10.3 per cent increase. I am talking about re ported total accidents. We haven't information upon which we can base frequency and severity rates for the construction industry or any other industry, for that matter. Accidents in general industry for a five-year period showed a 5 per cent decrease, while accidents in construction work increased 12 per cent. 1 would like to say a word about the present situation in the construction industry in Pennsylvania. The volume of construction work as we are able to measure H in the State has fallen off sonjewhat this year. For the first eight months of 1930, accidents in construction work show an 11.3 per cent increase over the total for the corresponding period last year. During this five-year period, wliat lias happened to insurance rates in the con struction industry? I quote from the Pennsylvania Manual. Carpentry: The insur ance compensation rate was $1.25 per hundred of payroll in 1926. That has been raised to $125 in 1930. Masonry: The rate in 1926 was $125; in 1930, $1.60. Con crete construction: The rate in 1926 was $225; in 1930, $305. Iron erection: In 1926, $4.50; in 1930, $6.50. Plumbing: In 1926, $.75; in 1930. $.90. You can see that you are paying a very real price for this increase in There was some discussion at a meeting 1 attended last week as to the difference in rates, particularly the rales for construction work in the various States I don't want to get into that, because it is entirely an insurance rating prnpM^ym, ] do Construction Section 529 thank that your construction men in the various States should devote some attention to the necessity for the relatively high insurance costs on construction work. An examination of the accident experience in Pennsylvania for the year 1929. consisting of 244 fatal and 20246 non-fatal accidents in construction work in that year, discloses that 59 per cent of the accidents and 64 per cent of Utc non-fatal injuries fell within four groups ; namely, the handling of material, the use of handtool*, fall* of persons and falling objects. In six out of every ten accidents in con struction work no mechanical appliance or vehicle is involved. In the fatal accident group, the situation changes somewhat. Falls of person*, motor vehicles, falling objects, cranes, and derricks are the five predominating agents of death, while handling of material, falling objects, falls of persons, stepping on nr striking against objects and hand-tools contributes the largest total of non-fatal injuries. The highest single item of deaths from falls was fall* from scaffolds or stagings; second, falls from roofs; third, falls in connection with the crashing of objects. The other classes of fatal falls in the order of their importance were: falls from ladders, falls from slipping, falls from windows and wall openings, falls from stairs, steps, fire escapes, and falls from temporary doors. Most of the falls from scaffolds were due to the breaking or collapse of the scaffold, and the majority of falls from ladders were due to the loss of balance or to the ladders slipping, twisting or falling. Falls due to breaking of ladder rungs, according to our records, have become ratlier rare. That situation seems to have been remedied. Fatalities due to motor vehicles in construction work, of course, occur principally in road construction operation. One-third of those killed by motor vehicles were workers of the pedestrian class. One-sixth of those killed by motor vehicles were employees of construction com panies riding on the vehicle. Falling objects also are frequent agencies of death in construction work. Material and tools falling from temporary floors and the coflapsc of walls, cave-in of ditches and other excavations, seem to be the predominating causes of death from falling objects or .falling material. In the analysis of the handling material accidents of the non-fatal accident class. 25 per cent were found to be due to the lifting or carrying of the material handled. Twenty per cent were due to sharp edges or rough surfaces of the 'material handled. Material thrown or dropped was 13 per cent of the handling accidents.' Caught be tween the object being handled and another fixed object or between two objects being handled contributed another 13 per cent. Wood and metal slivers, 4 per cent. Protruding nails, 3 per cent. Non-fatal injuries from falls of persons and falling objects naturally occur in much the same manner a* those causing the fatal injuries. The degree ol injury that is fatal or non-fatal in the fallii^ of objects is largely a matter of distance and good fortune. Hand-tool accidents constitute nearly one in every teo accidents in construction work. Picks contribute the largest total of nearly 20 per cent. Hammers, 13 per cent. Axes and sledges, 8 per cent. Bars, digging irons and so forth. 7 per cent. Wrcqches, 7 per cod. Cutting tools, 6 per cent. Slipping or glancing of the tool produced 39 per cent of all haod-4ool accidcots. Flying particles from tools, 26 per cent. Mis judging location of work, 6 per cent. Tools used by co-woricers, 5 per ceot. Blisters from continual handling, 3 per cent. Falling due to slipping or breaking of tools, 2 per cent Four per cent of tbe accidents involving hand-tools occur when the tool comes apart or breaks. In other words, failure of the too). I should like to take this opportunity of bringing to you people ip construction work the necessity for making a complete report of all the circumstances connected with accidents. Very often we witl get a report of a fatality describing tbe accident in such a manner as this: Man fell from ladder. There is no possible way of deter- $30 Nineteenth Annual Safety Congress mitring from that report what actually caused that accident. Did the man lose his balance? Was he carrying up a hod of cement or brick ? That is the type of informa tion It. is necessary for us to obtain in order to make a clear analysis of the causes of accidents in construction work. Chairman Widua: Mr. Maguire. I want to thank you for your wonderful talk. We in our company go into the matter of causes of accidents very strongly. We are anxious to find out what , is causing our accidents. When we get down to the cause, we then try to remedy it. i want to introduce Mr.. W. J. Schultz, chief engineer of the Southern Surety Company of New York. I understand Mr. Schultz's company specializes .in construc tion work. No doubt we can gain a lot of information from hi# talk on frequency and severity rates. Major Causes of Injuries in the Construction Industry and Their Elimination . By W. J. SCHULTZ Chief Engineer. Southern Surety Company of New York Home Indemnity Company, New York My subject is of vital importance to the human race, not (o mention the importance of the one industry that is primarily penalized by its experience, namely, the :Comtructioo Industry. ,Let .us consider (hie experience in the Construction Industry including all its sub divisions for a period of five years, 1923-1927 inclusive'for the state of Pennsylvania, developing a payroll exposure bf $1 ;079.d47,000. -Against this payroll exposure there was expended $11,164,570 for Injuries sustained by employees while employed in various construction activities. '1 This enormous total of accident costs included 838 fatalities and 106 permanent total disability claims to say. nothing of major ana minor injuries and the aqcompaning medical and compensation costs. May I suggest that at this particular point you. try and visualize the picture, not necessarily from - an insurance angle, not necessarily from a construction. angle, but from everybody's angle or the economic cost that the entire country Is burdened with, .eacH individual paying his corresponding part. Assuming that the average income of a construction worker is $2,000 per year, the startling total- is realized of $1,676,000, representing the loss for. the five year period to the families -of 838 who were killed while in the performance of their duties.' Further, assumming - that the average age of each one of . the deceased was about 30 years, the future earnings of each individual from 30 years of age on, as figured by Drs. L. I. Dublin. & A. J. Lotka .in their book entitled ``The Money Value of a Man", at $30,950, we find therefore the startling, total of $25,93&100 of .future, earning power has 'been suddenly ..cut off.. Please bear in mind that the accident figures used above are based .on the experience of only one state of our country.. The enormity of the figure can barely be grasped if we attempt to add to this loss the result of all states, thereby giving us ah approximate broad, picture of the enormous loss In human life and tfie gigantic economic loss to the country as a whole,, and last but not least, the individual's loss. With the above facts as presented, the following cause* m order of their importance follow: 1st--Falls 2nd--Handling Objects 3rd--Falling Objects 4th--Hand Toots Construction Section S31 Sth--Practicing False Economy 6th--A Safety Salesman is not practical 7th--Too much attention to mechanical hazards and not enough to moral hazards 8th--Insufficient protection in the nature of screens and barriers to protect work men from falling tools and materials 9th--Labor Turnover and Personnel 10th--Mechanical Causes Of these ten causes, the fact is true and very remarkable that by far the greatest number of fatalities in the experience of the state of Pennsylvania from January to May. 1930, inclusive, shows that non-mechanical causes were of primary importance and were responsible for causing by far the highest number of deaths. This statement also applies to non-fatalities or other classes of injury that did not result directly-in death. For years, many construction companies were of the impression that the way to reduce accident frequency and severity was to install guards, and when this important matter had been taken care of, accidents would just naturally cease. The fallacy of this last statement is proven conclusively by the fact that in the nine non-mechanical causes of accidents as above mentioned, we find that there were 3459 accidents and 40 fatal accidents, whereas- under the 10th major cause as given, we find there were but 12 fatalities and 365 non-fatalities. To the speaker's mind the contrast is so startling that there is absolutely no question that by far the greatest emphasis must be put on the educational end of the accident problem, and not rest content when we believe that we have installed the necessary guards. For the purpose of-arranging this paper in as simple a form as possible, I am dividing the subject into two sections; one we will call the mechanical section and the remaining one, non-mechanical section. For your guidance we will consider the mechanical type of accident as one where the accident Is caused by an exposure such as a gear, wheel, belt, pulley, etc. The non-mechanical type where tlie accident is caused by a fall, defective hand tool, infection, etc. Under the mechanical section', it goes without saying that the only preventive for1 scoJeito of a mechanical nature is to erect a substantial, practical and suitable' paid to cover the exposure wherein the mechanical accidents occur. This last statement naturally - covers a lot of ground, and I have purposely endeavored to cover it with as-few -words as possible Under -the second diviskmof the paper known as non-mechanical section, wo are compelled to spend considerable time. thoiht and further effort before any noticeable results can fie realised. The time has arrived when if we are to come anywhere near "hitting the bulls eye" in clnaimting accidents by any appreciable amount, the same seriousness and attention must be exercised as is now applied in completing the contract at the specified time. % A great many -mistakes have been made in the past by endeavoring to eradicate caovTT of injuries and install accident prevention work in the' construction industry as well as other industries by proceeding with the assumption that the "big boss'* or "chief executive" of the company has been sold on the value and merits of the problem in which we are interested. Needless to say, much more harm than good is done when a condition Similar to what I have outlined exists. As the old proverb reads "there are always two sides to a .case." The- first' side In this particular case being the executive; the second leading part pertains to the safety salesman who endeavor# to sell the commodity kngwu as accident prevention to this executive. *|>DCe more let me emphasize that too little preparation and personal knowledge off the protdem at hand very often exist on the part of the safety salesman when it becomes his opportunity to sell to somebody the idea of accident prevention. 532 Nineteenth Annual Safety Congress Any official of a company, be it large or small, when he is in business, is in that business solely for the purpose of realising a profit. It naturally follows that this executive has constantly before him an invisible dollar sign, which, though it be invisible, is more apparent to him than if it were painted oo the wall. Consequently, the first requirement of the safety salesman is to acquaint himself with a complete outline and data concerning the problem at hand. This should consist, broadly speaking, of an analysis of accidents that have occurred in the past for as long q perjpd as possible. The larger the. exposure used, the more accurate and definite will be tf*e analysis submitted. There should also be, wherever possible, costs specified approxi mately in dollars and Cents based on compensation and medical coats, labor tqmovpr, wasted material, delay m completing contract on specified time, if such enters into the situation, or any other figure or set of figures that would point conclusively to the fact that accidents have cost real money. 1 There should also be firmly instilled, in the safety salesman's mind, a general outline, or perhaps several outlines, for organization work as adapted: to; the con tracting and construction industry. The moment interest is tactfully aroused' from a dollar-and-cent standpoint, the matter' of an organization to combat the problep) at hand must be outlined, briefly perhaps, but enough to prove to the executive that we have the remedy for the disease. By all means the remedy must be as simple as possible, practical above all, and have as Jiitle red tape and detail connected with it as possible. It is indeed essential that the costs pertaining to the causes as outlined in the analysts mentioned under the first major cause be at hand so that the amount in dollars and cents can be grasped immediately. Tle excuse is very often given, when an executive of a construction company is interviewed on accident prevention, that the time coosurned in attempting to correct the accident situation will cost a lot of money. The executive, from this standpoint, is absolutely justified in the statement he makes in n large number of cases as the picture presented to him does not on the surface at least, appear inviting or interesting enough for him to begia to think constructively on the matter. r. There is no question that everybody is interested at heart, personally, in conserving human Ufe. There are of course many angles that apply to this questiop itsplf, but economic costs or false economy as this section is classified, can be a<k|ed to (he cost of the injured man's family, or in the event of a fatality, the cost can -be multiplied in ratio to the number of dependants in the family. When the prospect's interest has been manifested, it is then time to come to the point on the various costs. This is the opportunity for the sales engineer ' to "hit the ball" by talking on only practical terms and using phraseology that iyiM tend to prove to the executive the speaker's understanding of the construction industry. When this point is accomplished, a great stride has been made in bringing to a satisfactory conclusion the point in question, namely that the company becomes concretely interested in accident prevention work, because it is a paying proposition as well as humanitarian. Too much serious thought ahd application cannot be spent on the second eguse for the reason that this will be the outstanding reason in die executive's mind as to why he should not start with the work that we advocate. You will note that heretofore I have not used the term "safety engineer", but rather "safety salesman." This term should be considered carefully for the reason tjiat the individual endeavoring to put his proposition over has to be a salesman in ,the sense of having his samples, being able to present them intelligently, and sell the prospect the idea in dollars and cents. Aj> 1 imve intimated in the preceding section, untold harm is done by any yell meaning individual endeavoring to sell his idea, but not being fortified with 'the. essential data and information. *' Construction Section 533 Let's consider the matter in this light. If you are interested in purchasing an far instance, you are not sold on a certain make of car if a vacuum tn endeavors to sell you the automobile. Some may say in this -- it would be possible, and 1 would reply to that this way: In a small si cases no doubt a sale would be made, but the customer would not be product anywhere near the same or with as lasting results as if the Ms product. This illustrates the way a large number of so-called M. Ikwt are sold to representatives of industry. They grasp the of die proposition, they begin to see the need, and for that reason start later on, due to the fact that they have not been sold 100 per cent, and the work is dropped, probably with more disastrous if no effort had been made at all. It la not m*f intention to lead you to think that a person must be an experienced fa pot this proposition over. What be must have is common sense, the information needed, and be able to conduct a man to man It memo fa be a trait of human nature that the easiest way is the best way, or in odxr words that you and I are very apt to adopt a method whereby the lines of least resisttnce are used. This condition is analogous to the efforts put forth by nnjr companies in relation to reducing accidents. This is done, through the medium of mechanical safe-guarding, with the idea in view that this is about alt that can be done. To illustrate this last statement, I have prepared a chart which you will find will give you an approximate idea at least of the number of accidents that have occurred tn the construction industry for the years 1923-1927 for the State of Pennsylvania. You will please note carefully the difference in totals between mechanical and non-mechanical accidents. You wilt find that for the above mentioned period, there were 377 mechanical accidents against 3082 non-mechanical accidents for the same period. This offers, without question, to my mind, the best Illustration possible as to what phase of accident prevention work should be dwelt on the strongest. To further emphasize the point, it has been found that one-third, or approximately 1027 of the non-mechanical total, was due to falls of persona. The ratio is so marked that there is no room left for argument in regard to what measures must be adopted to reduce the appalling total as just mentioned. On the other hand, please do not misunderstand me and think that I am belittling the value of guards and mechanical devices to reduce the total, for I assure you 1 am not. There arc a great number of exposure! sod hazards that cannot be overcome by any other means than by mechanical guarding, and you and I are no doubt aware of concrete cases where this condition existed, and extrenely severe accidents have occurred through the neglect of the proper guard being installed. The point that must be brought out at this time Is that entirely too much emphasis is placed on mechanical guards and not enough effort and thought spent along educational lines or organization work. The day is past when the laborer rn going up a ladder with a load of liod ou his shoulder, takes his hands off the rung to expectorate, for the very good reason that hod hoists, lifts and conveyors are now used to perform the function of elevating materials. This is another pomt in favor of paying attention to concrete guarding and relieving us of some of the responsibility of the personal equation. You will no doubt recall that in the previous major cause, I have mentioned the fact that approximately one-third of the huge non-mechanical total of accidents was caned by falls of persons. These are two real remedies for this class of accident and that is supervision, first. and adequate guarding second. Scpervisioa starts with the superintendent and is relayed down through the foremen, assistant foremen, etc. to the Individual employee. Statistics for the years 1923-27 for 534 Nineteenth Annual Safety Congress the state of Pennsylvania show that handling objects are second in severity. This class of accident can in a great majority of causes, be reduced by providing adequate glove protection, also that tools of the right kind and in the right condition be used at all times. Falling objects are the third most severe class of accident for the same years. The one outstanding remedy for reducing this type of accident as well as the most practical is that soitabfe screens, barriers or protection of miscellaneous kinds must be provided the workman or he is bound to get injured by falling objects. We of course know that it is not practical and entirely too costly on a small job to construct an elaborate barrier or protection for workmen, but when the operation or nature of the work * is such that workmen are at a height or engaged in operations being conducted over the heads of other employees or the public, then there is no question that it is much cheaper and much more practical in the end to provide some form of protection against falling objects. One of the most dangerous exposures found in a building under construction, is the open elevator hatchway or stair liatchway. When I say open, I mean with no protection in the form of a temporary handrail and toeboard installed around said opening. Very recently there was rendered by the Supreme Court, a verdict of $125,000 to the widow of a bricklayer who fell down the hatchway of an elevator shaft, after being hit by a large spanner'wrench. We all know of course'of. the seriousness of such exposures, but how many times on the other hand do we, while in die course of our several duties, run across these conditions in the exact state mentioned above. The question of labor turnover and personnel has been left until last' in the arrangement of major causes, but not with any' idea of its being of the least importance. Outside of the attitude and degree of co-operation that should exist between the interested parties, we find this all important phase of the subject known as personnel, or the human equation. It is as impossible to' lay down and specify any specific formula or rule how this man or that employee should be talked to and handled, as it is to prescribe one kind of medicine if everybody were sick in the state of Pennsylvania. One Ordinal principle, however, can be accepted,- I believe,'as'accurate to the last degree, and that is that the word `'don't*' should not be used in trying to secure the co-operation of the personnel. Just as sure as we arc told not to do something, just so sure we want to do It. If on the other hand we are shown the reason and the result if we do something that should not* be done, interest is Stimulated, a reason is given which is appreciated, and 99 cases out of 100, a point Is woo. The same principle can be applied to bulletins, circular letters, payroll, inserts, etc, where that small word "don't" is worked to exhaustion and the employee is poisoned against the whole subject in question. There is only one way to reach the rank and file of the employees in connection with accident prevention Work, and that is to be one of them. The individual who* is entrusted with this work'must have the adaptability to place himself as much as possibje on the same plane with the employee he is trying to sell on safety. Sometimes this can best be done in a persuasive way. At other times, through just an Intelligent explanation, and also In other c4ses, through the method the hardest to adopt a threat of disdiarge. This method, however, Is advocated only where necessary, and I am convinced, that In most cases it is thought necessary when it is not truthfully so. What has got to be done is to sell or educate the individual and not scare him. We have noted in the past' few years, the progress made in ways and means of accomplishing the result that we are all so interested In, namely the reduction of industrial accidents. We have all come in contact with and in many cases, been associated with companies or construction projects where enviable records- have been established. One of the most noticeable and outstanding in the writer's estimation, was established a short while ago when the Cathedral of Learning of the University of Pittsburgh was completed. This project consisted of the erection Construction Scciwn 535 of a 42 story sieel structure, and where there were only ten accidents involved in the complete erection of the building, and not one of the ten was of a real serious-nature. The exposure in man hours was 105.000. I am quoting the above from the bulletin of the Department of Labor and Industry f the Commonwealth of Pennsylvania. This is indeed but one of the splendid records that are bring made at the present time. The matter of steel scaffolding and wire netting as being used recently is going to do more in decreasing accidents from a mechanical standpoint than almost anything that has heretofore been thought of. This scaffolding is of such a type that it can be adapted to various sizes and conditions found in the construction industry.- From a mechanical standpoint, and in conclusion, it must be definitely understood that a very efficient, reliable and regular inspection must be conducted on all blocks, taclde, cables and mechanical appliances used in all erection aod construction operations. We have all learned of serious accidents in the past that have resulted from faulty erection and operation oi booms and derricks, etc., and is, in the writer's miod, one type of accident that there is no excuse for. So in conclusion we Have furnished an analysis and secured the cost for the chief executive, selling him the idea and second proving to him that accidents cost money, and that he would save money by reducing the frequency and severity, and third that we are safety salesmen versed on our subject and able to put the idea across in a practical way, and fourth . that if. we concentrate on the moral or personal phase of the work in conjunction with proper mechanical guarding, wo will have gone a long way and big strides will have been accomplished in realising the wonderful and lofty ideal that we are all interested in, that bring the reduction of industrial accidents with their ac companying waste, cost and suffering. Pennsylvania Policy Years 1923 to 1927 Inclusive Code No. Classification All Construction Classes Total Payroll Total Losses No. of Death No. of Perm. . (In Thousands) (Modified) 1079647 11164570 Claims Total Claims 838 .106 . ' Excavation and Construction Classes 601 Road or Street Constr. 603 Sewer Construction 107330 14692 605 R. R. Construction 607 Drilling by Contractors 609 Excavation 32420 14871 54752 611 Pile Driving 2597 613 Dredging 14359 615 Tunneling and Shaft Sinking 2416 620 Subway Construction 15800 1448151 314544 498616 259440 642724 85126 205431 37312 304122 Building Construction Classes 651 Carpentry 653 Masonry 654 Concrete Const. 655 Iron Erection 299204 113796 76543 13029 657 Iron Erection--Tanks, Gas Holders, Stand Pipes and Chimneys 1707 2353841 1068818 1386350 511693 59259 119 31 44 21 71 10 31 8 22 123 81 95 47 4 13 4 6 2 4 0 1 0 6 28 11 13 5 0 536 Nmetcenth Annual Safety Congress 659 Roofing--X. O. C. 8848 189430 16 0 661 Electrical Fixtures In stallation 41579 177271 61 663 Plumbing 66S Painting & Decorating 118947 63888 637195 559909 31 51 3 5 667 Paper Hanging 12598 29585 30 669 Plastering 671 Building Wrecking 67989 282401 13 4 2282 113352 11 0 llou'AkO F. GrLMKkT (American Cyanamid Company, Linden, N. j.): There U t*ne thin* I would like to bring up: The attitude of the contractor or die construction superintendent when he walks into a plant to do a job while the plant is m operation. VVc had the experience of running a large construction program in our plant while in operation. The construction superintendent came in there to do the work and absolutely disregarded all ptant safety rules and regulations. It was a rather epi- barrasaing position for us to be in, because of the fact that if you approached him on tlie subject of complying with the pUnt rules, he immediately retaliated by sayjpg, "If you want us to do this and that and carry on the work in tlie way you hare outlined it, it is going to run up the expense of the job and you fellows are going to pay for it." t, H. W. SsitTH Jh. (A. W. Smith Company, Pittsburgh) ; I have just returned from a job that is being dooe on a large copper-plant. They have a very rigid safety organization in this plant. The first thing the superintendent said 19 me when I entered his job was, "We are trying to comply with the safety requirements of the safety organization that is operating in this plant.** I said to him, "If that is the case, there is. very little need of me coming to your plant or to your work." This same thing has come from a good many other superintendents we have done work for in various other plants around the country. I feel a lot of the safety men will get very good cooperation from the construction foreman if they approach hint in the right attitude. F. A. Davidson (Patent Scaffolding Co., New York) : The Westinghouse-Church- Kerr Company, which is no longer operating, built a large extension to the American Rolling Mill plant which had at that time one of the most advanced safety programs in tlie country. The job was entered into from the very start as a safety job. frfr Adair, in charge of safety at the plant said, "The cooperation Is fine. I have just been putting it up to our plant men that if they don't look out, you fellows are going 10 show them up." It is entirely possible to secure complete cooperation between the construction staff and the plant employees. ADJOURNMENT Construction Section 537 Wednesday Afternoon Session October 1, 1930 GEORGE WIDUA, Chairman Woods Brothers Construction Company, Lincoln, Neb. The special round table session of the Construction Section convened with Chair* man Widiia presiding. Cwaisman Widua : This meeting was suggested by some good construction man for the purpose of getting closer together and finding out what wc are doing in our organizations, among our employees and our companies, to promote safety on the job. Our company, the Woods Brothers Construction Co., Lincoln, Nebraska, are gen eral contractors, specializing mostly in river improvement works such as tocki, dams, and bridges. We employ this year approximately 5,100 men on all of our sixteen jobs. I have been with the company four and a half years, and when I started I didn't think I was going to be with them sixty days; because it was an awfully hard nut to crack. In our particular work, labor turnover was great, producing a difficult situation. Today we have a Safety Committee functioning on each 04 oar jobs, which meets after every accident that's going to cause lost dine. When we go Into a town to start a job, wc appoint our doctor--usually a railroad doctor. We send our Chief Clerk to thdt doctor to get acquainted, to learn his method of first aid, and to show him oor melhodfc reporting and forms which he is to fill out. In doing this, our clerk and ody dbftor. who we figure is a big part in our organization, get acquainted right at the start. If wc have a man sick or injured and he's off three days, our Safety Committee, ot.one of them, visits the doctor and finds out how long that man Is going to be off. Then we visit the man and find out U he is satisfied with the doctor--whether he's getting good treatment. This Safety Committee meets after every accident that's going to mean lost time, aiid an investigation is made by the three or four men on this Committee. We furnish them each with a badge. In addition, we have a regular monthly meeting of the Ccmmittde and all foremen to discuss accidents in general that have happened for the period of a month. We hate a regular form to be filled out by our foremen as to every injury. We find out fhe nature of the causes, and we get right on the job and try to rectify that condition. When a man commences work with us. he may or he may nut elect to come under oar hospital fund. If Kc desires to belong, we deduct one dollar per month from his eafntngs, which goes into a fund with which we take care of him if he becomes sick on our job. That fund covers all sicknesses other than chronic ailments, such as rheumatism, tonsil removals, appendicitis, social diseases, and so on. It covers colds, grip, irifltleriza, malaria, typhoid fever, and all sicknesses that come in line with this work. We are doing river work--we get wet. and a lot of sicknesses result. We hate nine jobs going this year so far, out of sixteen, withait a lost-time acci dent, totalling over three quarters of a million hours. \Ve started two years ago to give prizes to foremen not reporting--or not having-- any lost-time accidents. Wc found it very dangerous. We found fellows going around with little one-ounce mercurochrome bottles in their pockets, under the threat of.the foreman: "If you have an accident today, you're fired." Thai fellow would cut himself or get scratched; he'd get his little bottle out and fix himself lip so as mit to have to report, and the first thing we knew we had an infection due to improper treatment of tlie injury. So wc cut out all prizes. We consider it part of the fore 538 Nineteenth Annual Safety Congress man'* duty to enforce safety. We send out awards to the foremen having a |>crfect three or four months' record, -which he ready appreciates and frames and preserves. John F. O'Connor (Fred T. Ley & Co., Inc., Springfield, Mass.) : What is the membership of the Safety Committee and who heads it? Chairman Whhja; We change our Committees about every three months. We might put a superintendent on to start itj a master mechanic, and a foreman in a department that hai to do with a lot of men. H. E. Haley (Stone & Webster Engineering Corp., Osage Project, Bagnell, Mo.) ; Say on a lost-time accident you have a three-day waiting period in Missouri. If a man .is hurt- today and he doesn't show up tomorrow morning, is he a lost-time accident? Chairman Widua: No, that's not a lost-time accident. Mi Halsv: Well, I'll tell you .we're different in our work. Say I have a man hurt today. Tomorrow morning he's not on the job. It's a lost-time accident. That's one thing that should be fair and square with everybody. Chairman Wipua; Well, this is a fine meeting for the purpose of bringing out these things. I always figure, you know, that the insurance company never goes in and pays compensation until after a certain waiting period. Mi. Haley: It's manifestly unfair to my job if I have a man -hurt who-doesn't show up tomorrow and I count him a lost-time accident, while on another job they wait three days before considering H a lost-time accident. Uniform Records An Advantage John Russell, Jr., (United Engineers & Constructors, Inc., Newark, N. JO : That's exactly the point I'm trying to bring up. As members of the Construction Section of the National Safety Council, it seems to me all our records should be kept on that basis. The Building Trades Employers' Association of New York yses the National Safety Council formula. We do. Stone 81 Webster does. And it would be a lot easier if we could use that throughout, and also their definition for "losttime accident". It doesn't matter what definition we use as long as we all use the same. Mr. Russell : I brought some of these posters to show you. That's the vicepresident of the United Engineers & Constructors, Inc. Those posters went out to the field and have stayed there for the last seven months. I think they have a tre mendous effect. J. C. Flamemty (Liberty Mutual Insurance Co , Boston, Mass.) : I know one Company that gets out a bulletin on every fatality or serious case, of the same type as this--the president's name yigned to it. plus the man's name and an exact descrip tion of what happened. They have proved to be far more effective than the ordinary job bulletin. W. J. Smith (Indemnity Insurance Co. of North America, Philadelphia) : One of the great thmgs that will help solve some of your accident problems is .to give more consideration to filling out accident report forms. A lot of accidents have been prevented by discussing accidents that have happened and going into them very thoroughly, considering the cause which was given and the way the accident happened. Mr. Widua spoke of holding a meeting right at the time the accident happens. That was brought out this morning in the eight-thirty class on Psychology,; where the speaker said that the man at the time of an accident is all keyed up. And if you just take a little time out with the crew in which the accident happened, to discuss it, you allow their nerves to settle back to normal and thus eliminate other accidents. C. W. Cullinan (United Engineers & Constructors, Inc., Newark, N. J.) : In filling out report forms, we found out that the first question is what happened, and that the man in the field who actually knows the cqndjtfcma of thq iccidput, $hoq)d, fill out that part. Construction Section 539 Mr. :Flaherty I have seen a form used by an eastern contractor as a Foreman's Report of the Injury. It is very brief but it doej a lot towards accident prevention in the field by p***`g it right up to the Foreman, because.be must fill out the report that night and shoot it back to his own office; in that way, his boss knows just what he's doing in accident prevention. Chairman Widua: I find this in our company, and 1 think It is the same in other companies. The trouble, is when we hire a new man. we just say, "Well, Joe, there's your shovel. You're going to get forty cents an hoar, and your pay day i Saturday." We'don't do that if we hire a deckhand on a ptledriver. The first thing the foreman does is to take that hew employee and say, "Now. Joe, this is a ptledriver. which is used to slide piling in the river here alt the way from thirty feet to sixty feet, depend ing on the depth of the river and the penetration we have to reach. This is the boiler." (We might hire a farmhand that never saw a piledriver, because that's the kind of labor we have to take in some locations.) "This is the boiler that nukes the steam. The steam runs the hoist'and the Hoist pulls up the piling into the leads and the hammer comes down and puts them down into the river." We take ten minutes of time to break in a hew man, and the first thing that comes into his mind is-- "That foreman is a good fellow. He tells me what this thing's about." We show him the danger points to commence with and we also tell him, "Now you start right In here as deckhand and watch yourself. The guard's here; and, in case anybody falls in, there's a life preserver and a skiff." We teach the prone pressure method of respiratioo--about monthly we have a class. And last year we saved three lives. They slip into the river usually from the driver, and our crew is educated to ran to the back and when the man comes up either grab him or throw a preserver out and two men go out in a skiff after him. Rwill Forms Considered More Convenient Mr. Cuujman ; 1 believe some of our forms are too large for the foreman to carry in his pocket We have a small form and every foreman has a copy qf it right with him, and additional copies in his tool box. Some of the. information that's not available on the job is filled in in the main office. If the report is of a serious accident, it will go right in by messenger; if not, by special delivery mail. Ewy accident that happened anywhere in our organization that day Is reported id our office by eight-thirty the next morning. Of late we have had our foremen explain why tlw accident happened; and we be lieve that has cut down quite a few of the accidents--the small ones--because^ it made him stop and think what was the exact cause of the accident along with telling the time and place. Mr. Smith: The less tfte foreman has to fill out, the better, for this reason; In the timekeeper's office, when the man is put to work, you get practically his family history, and it's put on a card and filed. Now if the foreman clearly designates the number and the man's name for a rcchcck, with the nature of the Injury and the cause and any remarks he wishes to put on the back of the card, the rest can he filled in by the timekeeper. Mr. Flaherty ; On this report they should also say what the cause of the accident was--whether it was defective equipment or what, and what is being done to prevent a recurrence. C. B. Bralsy (Stone & Webster Engineering Corporation, Hopewell, Va.): We used forms sent in by the foreman as regards how and when the accident happened. We found the contact too remote.; the subject was cooled off by the time it was in vestigated. Then we found the Safety Committee was not in a position to use any authority in investigating it. So 1 came to the conclusion that twofold benefit might be derived if we were to organize a board and bring the victim of the accident, if 540 Nineteenth Annual Safety Congress possible, before the board; and, if not, bring the foreman, or pusher, before 11k boar*' This board would consist of the construction foreman of the division in which (he accident occurred, the chairman of the safety committee, the project work man ager. superintendent, assistant superintendent, and the various electrical foremen, mechanical foremen, and so forth---not all these men at one time, but a representative three. The purpose of thU board is to ascertain the cause or causes of lost-time accidents m order that measures can he taken.to prevent similar accidents in the future; to place the rcapoarihillty for the accident ; and to take disciplinary action if deemed necessary. The board is to have full authority to summon the foreman for whom the employee worked and witnesses of the accident to tell what they might know con cerning the ante of the accident and conditions surrounding it. That board is called together immediately after the accident has happened. Before the meetif* is .ended, the blame is placed for the accident, and the thing is settled definitely within fifteen minutes after the accident has happened, except when we're working on a trans mission line or some remote job where it requires two or three hours before you can get the board together and the facts to present to the board. Where Does Safety Originate? . A. L. Bcntlkv (A. L. Bentley & Sons Co., Toledo, Ohio) : 1 came down here for some information on safety work. Where does safety originate? Is the head of the company the head of the safety work, and does the safety engineer come in to Win and make his request for some safety appliance and does he pass on it ? Who is the final board of appeal? Supposing you have some faulty equipment, who rejects that? Just what is your general line-up and how do you go at it? Chairman Widua: Safety must start at the head of the company--the president must be sold. Then the president has got to let the superintendents in the field know that "from today on we're starting work on a safety plan. Mr. So-and-so,"--if you hire a safety man--"Has been engaged as Safety Engineer for the Bentley Company, and ha'll no doubt go on your work from time to time and make suggestions for die betterment of conditions; and any suggestions he has to make within reason will be acted upon immediately." The safety man should report to ,the president of the company or the chief engineer --that's where I report--because after all he's the man that spends the money. This year I put safety treads on all our pile drivers because we found last year men were falling off due to the pile driver being wet all the time. I bought some three hundred dollars' worth of non-slip plates to put on each side of the driver where the mien work. That was approved by the chief e.igineer in five minutes. T. W. Pipes (Stone & Webster Engineering Corp., Pottsville, Pa.): I'd be glad to outline one of our Stone & Webster job set-ups on safety. We have to adapt safety to fit the particular job. Our managerial support begins in Boston, our main office. It's one hundred per cent. And on our local jobs it's expected that it will be a hundred per cent. If your superintendent fails to give you support, then it's time for your superintendent to be kicked out of the organisation by a highcr-up or for you to quit the job. When the job reaches the point of a hundred employees, we call a safety meeting, at which we emphasise the necessity of safety. All men are present at this meeting. The manager makes a little address, stating his desire and the company's desire for safety; and lie appoints five men and-a chairman who will call the safety meeting to order each week on an appointed day. We add one man to the safety committee for every one hundred men employed througlraut the life of the job. Our jobs run from one hundred to about five thousand men. We drop off a safety committeeman and appoint a new committeeman every four weeks. We thereby take the personnel in our confidence. Construction Section 541 The committees arc composed of foremen and workingmen. 1 found, through ex perience, that we get more good suggestions from committees by splitting them-- putting workingmen on one and foremen on the other. The workingman ordinarily doesn't express himself as freely before his foreman as he would otherwise. We hold a foremen's safety meeting about once every four weeks. Of course, we can't drag them all in at once; we take half in today and half tomorrow, and spend fifteen minutes, and the manager or the superintendent is always there. These committees continue throughout the life of a job, and every week three of these men on the committee go out and make an inspection. We don't care if it takes six hours to make an inspection of tlie entire job- They write down everything whkh they find which in their opinion is not up to snuff. The report comes before the committee. The safety engineer on that committee is somewhat of a referee. Where he cannot decide certain things, he takes tliera up with tlic management. As a usual thing, the safety man reports to the highest man on the particular job. The safety program for a construction job must be flexible. It is my opinion that close supervision has more to do with a good safety record than anything else; therefore, the foremen or pushers should be given their share of responsibility, and they must accept it either voluntarily or by force of the management. In the eyes of the workingman, the "company" is his foreman; and whatever his actions and whatever his statements, they are enough to guide him through the job. A. R. Taubman (Ohio Industrial Commission, Cleveland, Ohio) : How do you control your sub-contractor on the operation--some that you have control over, some that you have not ? Mb. Piper : On this job on which Tm working now we're covering over 600 square miles of area and doing 127 distinct jobs, and we've had over 100 sub-contractors on the job within the last year. 1 have yet to find a sub-contractor that wouldn't deal with me squarely. I have not had one of those men say, "No, I won't do that." I try to use judgment and consideration with respect to the amount of money which may be involved in the removal of certain hazards. But on the other hand, I was on a job two years ago on which we did have some trouble. T do believe if the safety man can't agree with the sub-contractor, if he's taken in to the manager or the superintendent, he'll come around. You must show him that if a sub-contractor causes an accident, he is liable to the State. S. J. SfctNMANJt (Indemnity Insurance Co. of North America, Phila., Pa,) ; It's fundamentally Important that the general contractor have a clause in his contracts whereby the subcontractor must carry on his work within the safety regulations set down by the general contractor. If be pulls down a barrier, make him put it back; and, if he woo't put it back, put it back and charge him for ft. Mr. Piper: We have done that very thing. Mr. Stbinmann: I have here a general plan that can be adapted to your job conditions: General Safety Orders to Construction Managers and Superintendents - to be Sent Out Over the Signature of the Head of the Concern General Safety Committee . A General Safety Committee should be appointed, consisting of officials at head quarters and tlte Safety Engineer, who shall determine the general safety policy of the company. The Safety Committee will periodically review the accident statistics of the various jobs and the efficiency of the safety work of each superintendent. The committee shall call in conference construction managers and superintendents whose presence may be deemed necessary for discussion of the control of accident and fire causes in the interest oi job safety. 542 Nineteenth Annual Safety Congress The general committee should provide an accident prevention clause relating to subcontractors carrying out work, and the superintendents should be given special instructions to see that such clauses are inserted io all contracts with sub-contractors. (A suitable clause should be prepared for distribution to those who have authority to let contracts.) Duties of the Safety Engineer The Safety Engineer shall be responsible for calling to the attention of the other general committee members accident records of all jobs, with any special accident or fire hazard conditions coming under his observation. He shall also be responsible for assembling and presenting to the general committee the accident data secured from the various jobs. The Safety Engineer shall supply the various jobs with safety bulletins and issue special instructions for organizing job safety. The Safely Engineer shall make periodic visits to die jobs to assist the superintfefident in organizing safety activities. On these visits the superintendent shall render suth assistance as the Safety Engineer may require in correcting hazardous condi tions, arranging special safety meetings as required, and such other' assistance in safety matters as may be found necessary. `_ The Safety Engineer shall, when deemed necessary,, make a special investigation of accidents and fires, also future of equipment, etc., and his findings are to be reported in writing to the general committee and also the construction manager having juris diction. . * The Safety Engineer shall, from time to time, confer with the insurance carrier's engineer with the view of mutual cooperation in accident prevention. The jobs may be divided into three classes; Class A Jobs On jobs employing los than 100 men the superintendent shall be responsibly for the inauguration of such safety activities and measures as shall result in maintaining the standard of job safety established by the general .committee. It shall be optional with the superintendent as to what method is to be used in obtaining the results re quired by the general safety, committee. Class B Jobs On jobs employing not less than 100 ineo or more than 200 men there shall be held on stated days bi-monthly production and safety meetings of the supervisory force, consisting of the superintendent, assistant superintendent, field accountant, job en gineer, master mechanic, first-aid man, and all foremen. The meeting shall be presided.over by the superintendent, who shall appoint a Safety Patrol Committee of two of the above-mentioned men for each week. These men are to make inspections and offer such recommendations as will be conducive to the safety of the job. The find ings of the Patrol Committee shall be reported to the superintendent in writing, and any condition found necessitating immediate attention shall be handled in accordance with the superintendent's special instructions for such emergencies, and confirmed in the regular report. Class C Jobs On jobs of more than 200 men, bi-monthly production and safety meetings of t^e supervisory force shall be held on stated days. These meetings shall be presided over by the superintendent and shall be attended by the assistant superintendent, field Construction Section 543 accountant, job engineer, master mecliauic, all general foremen, and the first-aid man. In addition, the superintendent shall appoint two foremen to serve on this committee for a period of one month. The superintendent shall appoint one general foreman and the two appointed foremen to serve on a Safety Patrol Committee. These men are to make inspections and offer such recommendations as will be conducive to the safety of the job. The findings of the Patrol Committee shall be reported to the superintendent in writing. Any condition found, necessitating immediate attention, shall be handled in accordance with the superintendent's special instructions for such emergencies and confirmed in the regular report Meetings The following items should be included at each meeting: 1. A review of the accidents that have occurred since last meeting. 2. Report of Patrol Committee. 3. Measures taken to correct hazards found. 4. Review of recommendations outstanding. 5. Discussion of items affecting job progress. 6. Explanations by foremen charged with unfavorable accident records. Field Accountants Field Accountants are to submit to the safety engineer the job accident data promptly on the first of each month in accordance with instructions. Field Accountants are to submit to the superintendent a record of accidents to the men under each foreman. This report, in addition to the number of accidents, shall bring out pertinent facts such as; accident repeaters, infection cases, malingerers, etc. On Class B and C jobs this report shall be submitted to the superintendent prior to the production and safety meeting. In connection with Class A jobs, this accident report shall be submitted at such times as the superintendent may direct, at least bimonthly. The Field Accountant shall act as secretary of the production and safety meetings and he shall submit minutes of each meeting to the safety engineer with a copy for the insurance carrier. First-Aid The Field Accountant shall be responsible for maintaining first-aid supplies and equipment needed on the job. On jobs where a first-aid man is not employed, the field accountant or such office man as he shall designate shall administer first-aid and shall acquaint himself as to the proper methods of administering to an injured person. First-aid literature may be had from the safety engineer upon request. Where the size of the job warrants the employment of a first-aid attendant or doctor, suitable space shall be provided for first-aid only. This first-aid room when feasible shall be provided with running water. The need of the employment of a first-aid man or doctor shall be referred to the Home Office. General On alt jobs the superintendent will be held responsible for the results obtained in safety. In nearly all progressive jobs you hold production meetings as to job pro gress, and I believe if the accidents are reviewed and given the same thought as production matters--if the manager and the superintendent convey that to the.general foreman and other foremen, much will be accomplished. 544 Nineteenth Annual Safety Congress J. C. Flanekty (Liberty Mutual Inf. Co., Boston, Mass.) : I'd like to gat yam idea on this. On a construction job where they were handling a lot at rnwrw, the mat were perspiring rather freely and handling the bulk cement, and many natimd bums on tite forearm. Some of them had had burns on their fingers and rheMs. The doctor up there claimed that he took a white cane sugar, granulated, and made a pretty thick syrup of it; and before the men went to work they washed their bends and forearms with this syrup. The doctor was eery firm in his tlatrmrm that k was good stuff. W. J. Smith (Indemnity Ins. Co. of North America, Philadelphia. Pa.); I have had experience in that line. Chicago being quite dose to Buffington, we get the cement real hot out of the mills. These bags are quite hot when the feOcrv* get them; and, besides getting the cement bums, they get other boras from die beat. We bud difficulty in getting a doctor to treat these cases Finally, one doctor egdeed out the same solution you hare described and it'* working very edL Where we come to a contractor who is starting a job at that kind, we usually talk to the manager and tell him our experience on other jobs asd eoaiintc faun that these fellows should wear an arm guard or body guard. They wear gloves, an arm protector and a leather apron that are provided by the company. Mr. Flaherty: That's fine. These are small items,.! know, bat things you like to pass along. I was on a dam job outside of Youngstown early this summer, where the super intendent was doing a splendid safety job. He had about 30 ten-ton Mack trucks on the job, and the first week he had three truck accidents. So he lined up the truck drivers and told them the next one who had an accident would get his time. They kicked a lot, but he said it was a rule and they were going to stand by it And be finished the job with 40,000 truck miles without a scratched fender. William H. Miller (Wm. Miller & Son, Cincinnati, O.): At Cincinnati a trophy has been set up for the contractor having the fewest accidents from May 1st to December 31st. So far there are about sixty contractors and sub-contractors who have subscribed to this accident prevention movement. We have In Cincinnati several gentlemen connected with the Industrial Commission that come out to our jobs occasionally and make suggestions which I find very helpful No matter how often you go to a job, you find some things you have to call to your foreman's attention or your men's attention, especially nails protruding tluuugfc boards. I never go to a job but that I turn one of these nails down with my fool and see that some of my men see it, and 1 also explain to them that those thing* should not occur. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Delivery, Taxicab and Bus Section Officers 1930-31 General Chairman--T. A. Horkocks, Minnesota Truck Owners Assn., Minneapolis, Minn. Vice-Chairman, Delivery Fleets--'T. R. Johnson, United Parcel Service of N. Y. New York City. Vice-Chairman. Taxicab Fleets--Barney Graves, Yellow Cab Co. of Philadelphia, Philadelphia, Pa. Vice-Chairman, Bits Fleets--Marcus A. Dow, Greyhound Management Co., Cleve land, Ohio. Secretary and News-Letter Editor--H. A. Inness Brown, The Taxi Weekly, New York City. Chairman Engineering Committee--D. M. Lougbman, General Outdoor Advertising Col, New York City. Chairman Membership Committee--N. R. Hoover, New York World. New York City. Chairman Committee on Posters, Slides and Safety Kinks--Carl C. Clements, Shef field Farms Co. Inc., New York City. Chairman Program Committee--J. J, Zeitner, Bakeries Service Corp, New York City. Chatrman Publicity Committee--G. F. C. Taylor, Shell Eastern Petroleum Products, Inc.. New York City. Chairman Statistics Committee--A. E. Lunusteadt, Bowman Dairy Co., Chicago, III. Executive Committee---Tbk Orncui and Robert Clair, Liberty Mutual Ins. Co,, Boston, Mass. A. A. Clarke, General Baking Co., New York City. H. L. Cummings, Yellow Cab Co., Richmond, Va. Dale Harman, Yellow Cab Ql, Kansas City, Mo. A. F. Waite, The Green Cab Co., Cleveland, Ohio. J. G. Williams, National Assn. Taxicab Owners, Chicago, III. Retiring Officers General Chairman--A. F. Waite, The Green Cab Co, Cleveland, Ohio. ViceChairman Delivery--Fleets--T. A. Hokbocks, Minnesota Truck Owners' Ajs'il, Minneapolis, Minn. Vice-Chairman Taxicab Fleets--Barney Graves, Yellow Cab Co. of Philadelphia, Philadelphia, Pa. Vice-Chairman Bus Fleets--Marcus A. Dow, Greyhound Management Co., Cleveland, Ohio. Secretary and News-Letter Editor-- H. A. Ihmes Brown, "The Taxi Weekly," New York City. Chairman Paster 545 546 Ninttunfh. Annual Softly Congress '> ' . Slides and Safety Kinks Committee--Caml C. Cuusnts, Sheffield Farms Co., Inc., New York City. Chairman Program and Statistics Committee--W. D. Hijnckley, The Peoples Gas Light & Coke Co., Chicago, 111. Chairman Membership Committer-- Henry ). Mnrauft, The Borden Co., Nt-w York City. Chairman Publicity Com mittee--A. E. Londstsavt, Bowman Dairy Co-, Chicago, I1L Chairman Engineering Committee--J. J. Ztirirts, Bakeries Service Con1* New York City. Executive Com mittee: Omcui anp~Kgxrt Clair, Liberty Mutual Ins. Co, Boston. Mass. H. L. Cummings, Yellow Cab Co-, Richmond, Val J. G. Dons, Detroit City Service Co., Detroit, Mich. Dale Harmon. Yellow Cab Co., Kansas City, Mo. Henry J. Mineub, J. M. Horton Ice Cream Co., New York City. W. A. Sullivan, Loose Wiles Biscuit Co., Kansas City, Mo. J. G- Williams, National Association Taxi cab Owners, Chicago, 111. Tuesday Morning Session . September 30, 1030 A. P. WAITE, Chairman The Green Cab Company, Cleveland. O. The first session of die Delivery, Taxicab and Bus Section of die Nineteenth Annual Safety Congress convened with A. F. Waite; President and General Manager, The Green Cab Company, Cleveland, presiding. Chairman WAITK:' This year our first executive committee meeting was held in Cleveland on November 13. There we outlined the program for the year. One of the questions discussed was that of changing .the name of this section from Taxicab and Fleet Owners to some name that would describe it better. There was a feeling that some companies have hesitated to join thinking that we were primarily interested in taxicab operation problems. At the executive committee meeting of February 7, the name was changed to Delivery, Taxicab and Bus Section. We have had an increase in membership which I think is very gratifying. At the end of last year we had 162 members. This year we-got 34 hew members-and lost 37 by resignation in most cases throveb financial reasons. That gave us a net gain of 17 and we therefore have 179 members at this time. The first speaker on our program is Mr. Fred Wr Johnson. He is known through the East as the `father of the* safety movement" 1 take great pleasure in presenting Mr. Johnson. Plain Truths About Safety By FMD W. JOHNSON Managing Director, Citieena Safety Committee, Philadelphia Chamber of Commerce, Philadelphia, Pa. I do not subscribe, to the widely held opinion that the highway safety movement m this country is making the progress that it should make and that it must make If it b going-to achieve the humanitarian end for which we all so devoutly hope. Looking back over the past dozen years we find that in all types of accident*, in* eluding highway, there has been a loss of life of about one million people. I.poking back on the period from 1922 to 1929 we find that, despite the efforts put forth by the safety workers of this .country and all the great cooperating agencies and organ* Izattons allied with them, the number of people killed on our highways just doubled. Delwcry, Taxicab and Bus Section 547 Keep this in mind when appraising the value and the effectiveness of our leader* ship in the safety movement. There also has been a steady increase in economic losses. In 1929 the highway accident bin of this country was $850,000,000. That figure has a special significance for you who represent organizations that make constant use of the highways. Some of the ablest of our traffic experts and safety leaders suggest that the solution to the problem will be found in the removal of speed limits. I contend that this is the most assinine proposal that has been advanced in 24 years of organized safety work. 1 ask you whether out of a group of 500 drivers you won't, under those con ditions, have some 400 different types of judgment. 1 know of no railroad company or bus company jn this country that says to its engineers or its drivers, "Go out and make the best time that you can regardless of schedule." And 1 am quite certain that if the responsibility were to rest with me, I never would say to twenty-six million motor car drivers in this country, "The road it yours, determine the con dition and the speed at which you want to operate", knowing as 1 do the high per* centage of individuals who are reckless, who are incompetent, who are indifferent. Years ago your horse cars traveled at the average rate of speed of seven miles an hour, and 10 miles an hour was good driving speed. Wc have built up motor vehicle speed until now any man who has several hundred dollars can purchase a vehicle that will convey him about our streets at 30 to 40 miles per (tour. In contrast to this the pedestrian's rate of speed has not increased since the days o( the Appian Way. Tlie pedestrian, the njost vital and vulnerable factor in the loss of life on the highways in this country is still plodding along at four miles an hour. Now the effect of the increasingly bad accident records in any community is the enactment, oc the attempt to enact, burdensome legislation that makes It more difficult lor interests and concerns, such as you represent, to give efficient service at a price that will appeal to your customers. On the other Hand we know from actual experience that every step forward that you are able to accomplish In the direction of increased safety, builds up just so much new, valuable good will for you. So whether you look at this problem of safety on the highways from the purely humanitarian standpoint or from that of the economic side as it involves the future prosperity, growth and continuance of your concern, you can come only to the conclusion *that the effort to promote safety on the highways of this country is deserving of every ounce of vision, courage, energy and dollars that you can put into it The most encouraging development of the past year.of which 1 have knowledge is the group of regional conferences being held by the Chamber of Commerce in the United States in some six or seven cities throughout the country. You are familiar with and many of you have participated in the Hoover and Lament National Conferences on Street and Highway Safety. Those Conferences are an outstanding achievement. They are a distinct effort by our leading safety and traffic experts to standardize practice and to get what in the experience of the country as a whole has been and can be made the most productive of common good. At the first conference and at subsequent conferences I told the members of those groups that safety would never be sold from the top down and I do not believe it today. We want leadership and guidance from the top, the actual selling of the man in the street, who in the last analysis determines the success or the, failure of your efforts,, must be done locally by local interests. I welcome the active participation of all of the business interests of this country in public safety work. 1 firmly believe that without a more general, active participa tion in the cause of highway safety by our business men, we are going to progress no further and no. faster than we have in the past. The business concerns will actually gain from their safety work through decreases in operating costs. But wc cannot rest our appeal for public support on the economies involved. We cannot place the dollar above the child. The public at large* is not 548 Nineteenth Annual Safety Congress particularly interested in the economies that you may. effect in the operation* of your properties. You are appealing to a great mass of individuals, and your appeal must be couched in language that speaks not only to their reason and business judgment but ?fso to their heart. We are told that the highway safety problem is one of education. So it is. There is no way of scaring the American people into thinking safety. For twenty years they have read the newspaper accounts of the most distressing, harrowing mishaps, and every day some of them have aone out and done the same things themselves. Most of you have addressed public safety meetings, and if you have made the mistake of attempting to stir your audience with statistics, you know how flat it falls. On the other hand if you give than a little of the human interest and-heart appeal they are with you. Their interest is enlisted. Keep this in mind in developing the safety work of your organizations. In conclusion 1 want to make an appeal to you hard-headed, practical business men to use your influence to get a more virile influence into safety work. There is too much timidity in your efforts. Whaf we want is aggressiveness, determination. If we are going to assume responsibility in a movement that has for its objective the saving of lives, let us realize the significance, the sacredness of our trust. Any Bre chief will tell you that if you arc going to stop a conflagration you must get in front of it and beat it back. And if the safety workers of America are going to gel control of Uie safety problem, they have got to get out in front of it; they must dominate it. Chairman Waits : Mr. Johnson, on behalf of this section I want to thank you for this forceful message. We have a few minutes for discussion. Robert Clair (Supervisor, Highway Safety, Liberty Mutual Insurance Co.. Bos ton) : I recognize the fact that speed and its restriction is one of the most con troversial subjects which we have to face in our local communities and among the groups of drivers whom we supervise. With states raising their speed limits, with the construction of six and eight lane through highways, with the construction of more powerful and speedier vehicles, and with that inherent fascination that man has to travel at higher, speed limits, it seems to me almost futile to expect that we shall ever be able to lx>ld to present limits. I should like to ask Mr. Johnson what his suggestion is for a method of procedure or activity which will enable us either to hold present speed limits where they arc or to reduce them. Mr. Johnson : The question you ask really goes back to the respect for law and Jaw enforcement. It is now less a question of education in this country than it of organisation. With the increased interest of business, however, you are going to have a more effective organization to put over what T claim is a secondary plan, the education program. H. L. Cummings (General Manager Yellow Cab Company, Richmond, Va.) *. t want to ask Mr. Johnson if be does not think there should be a minimum speed limit on the highways. I believe that a man loafing along the highway at a low rate of speed is the cause of many accidents. 1 agree with what Mr. Johnson said about law. There are so many laws that the American people have little respect for any of them. But I do think we need a very strict drivers' license law--one that requires the driver to know the traffic laws and regulations and to pass a driving examination. Barney Graves (Vice-President and General Manager, Yellow Cab Co., of Phila delphia) : Along with Mr. Cummings* remarks, I should like to ask Mr. Johnson to give us a resume of the Pennsylrafta drivers' license law, and mechanical inspec tioMn rla. wJ.ohnson: Taking up Mr. Cummings' question first, 1 do not know-that it would be possible to set a minimum speed that would mean anything. Under existing Delivery, Taxicab and Bus Section 549 conditions one driver is traveling at forty miles aa hour and the man ahead at twenty. The man ahead is an obstruction. If we set this minimum, the man in back will be going at sixty mites an faotr and the one in front at forty. There is still a differential of twenty miles. With regard to speed limitatioas 1 should like to suggest that each section of high way should be studied to determine the maximum safe driving speed permitted by existing conditions, and that drivers should be held to these limits. I think that instead of arbitrarily lifting the speed restrictions, speeds should be set precisely as a railroad determines safe operatmg speeds. I also think that drivers should be graded with respect to their ability. Certain operators can drive safely at a higher rate of speed than others. That does not mean that the second group of men are incompetent; only that their capabilities for handling speed are not as great. Mr. Graves asked about the Pennsylvania law requiring a periodic inspection of motor vehicles. Pennsylvania is going through an inspection now and every car in Pennsylvania must measure up to certain mechanical standards. As a result of that inspection in the past year thousands of antiquated, delapidated. dangerous vehicles arbitrarily have been ruled off the highways. L. K. Richey (Asst. SupL of Dist, Detroit Gas Co., Detroit) : I think we must leave the matter of speeds to the judgment of the driver. We might label each street, but that would be a laborious Job. It is also a laborious job to get the drivers to exercise expert judgment, but it can be done. We have in Detroit a very obsolete speed law which specifics fifteen miles an hour in die business district and twenty miles in the residential district. People cannot obey It and get any place. Traffic there has crept up from eight to ten miles an hour in speed in the last year. The accidents have not increased substantially. We have cut down the accident rate for our three hundred drivers by careful instruction and by placing on them the respon sibility for accidents. The question of responsibility for an accident is the most serious problem that confronts us. It is much more serious than the question of speed. We must make drivers drive according to conditions. They can't escape situations after they get into them, so they must be prepared to avoid them. G. F. C. Taylor (Safety Supervisor, Shell Eastern Petroleum Products, Inc., Hew York) : We have too many speed laws and could well eliminate many of them from oar statute books and specify instead a speed that is reasonable and safe having due regard to the safety and lives of the public. We have a fleet of approximately a thousand machines and 90 per cent of them are governed with regard to the condition of the vehicle, the territory It covers, and so forth. Hone may exceed 45 miles an hour and if the driver is working in a highly congested area we cut him down to 35 miles an hour. It is more difficult to train drivers to avoid situations that may result in accidents; particularly to anticipate what the "other fellow* It going to do. You can only work through individual drivers and it is going to be long, uphill job- But I think that finally the fleet supervisors can convince the driver that he has some responsibility beyond delivering the load. There is one other point--the slow-moving vehicle. If we can convince the law enforcing officials and the drivers of the slow moving cars that their place is over on the extreme right-hand side of the road, and thus allow the faster moving vehicles room on the left side of the road we will avoid many accidents. A great number are caused by drivers going too far to the left to pass a slow moving car, and colliding with a car coming from the opposite direction. George H. Hill (Manager Worcester Safety Council, Worcester, Mass.) : The importance of the man operating a motor vehicle has been pointed out In the ad ministration of our Massachusetts law for compulsory inspection of equipment we have found that there is a great difference In the ability of men to stop their cars quickly even though their brakes are equally good. Some respond instantly to the 550 Nineteenth Annual Safety Congress command to stop; others will delay a second before applying the brakes. This delay results in the car traveling several feet farther. Men must be trained to respond quickly to every dangerous situation, if we are to reduce accidents. Chairman Wait*: %Ve will go on to our next paper which is to be presented by W. O. Hinckley of The Peoples Gas Light and Coke Company, Chicago. It gives me great pleasure to introduce Mr. Hinckley. Preventing Accidents By Proper Maintenance of Vehicles By W. O. HINCKLEY Superintendent of Transportation, The Peoples Gae Light and Coke Company, Chicago, BL If I were to go into detail on preventing accidents from the standpoint of repairs I could keep you here all day. 1 will try to cover llte subject roughly, giving you an idea of some of the practical things that come up for the fleet operators attention. I shall start with tires. The maintenance of tires is very vital to accident prevention. A tire becomes hardened and then chips out from continual hard use. If I were to tell you that this structure was moving all the time you would say that I was crazy, but I am not. Anyone will tell you tlwt the wood is not the same as when it was put up here. The same change takes place in steel structure. It is nothing but a lot of small particles or molecules put together. It is manufactured; it if either taken out of a mold or cut up by a machine. From the day that things starts to move it changes its structure. Vibration is the worst enemy of a motor vehicle. Jfust as soon as you begin bumping along the streets you cause change in structure that means deterior ation. The naked eye cannot see it no matter how thorough your inspection. The constant jarring crystalizes the metal at various points. Generally the axle bean the brunt of the burden. First a small crack develops; eventually the original struc ture on the inside is not strong enough to hold the weight As a consequence a htd comes rolling off and knocks somebody down or goes through tomec-ie's window. We do not yet know how long we can use this piece of steel. We have studied die matter carefully, but because of the misuse of tires, or the structure of steel (which is not always the same by any means) you will find parts that will not stand up for any given length of time. We have bought trucks and had the wheels come off on the first trip. One method of cutting down vibration is the maintenance of tires in A1 condition. A frequent and thorough inspection of your tires will not only add many miles to the life of your trucks but will also make them safer to operate. A trade operating (Mi a tire with flat spots is very liable to accidents. If it hits a rut the rear end may be thrown around across traffic. In many cases collisions result. You sec it every day in the week. It may happen with good tires, too, but not so readily. The shock of being thrown from its course affects the whole truck. It hits the axle, goes through the frames, and concentrates at a point between the two axles vtot most of the stress comes. The result in many cases is a broken frame. If you consider other parts of a truck, you find that vibration is causing trouble at every point. It docs not seem possible that the wobbling up and down of the drive shaft and the continual stress on the universal joints would change their structure. But it does, from the very first day of operation. Every once in a while the drive shaft goes down. If it is rough, the truck upsets; if it is not rough he' may get by without having an accident. We endeavor to make an inspection of our drive shafts every thirty days. If our mechanic finds excessive looseness we put in parts that make it sound and tight. Delivery, Taxicab and Bus Section 551 Wc have had pieces of equipment that ran as far as two or three hundred thousand miles. On the other hand we have had much trouble from pieces used less than two thousand miles. The life of transmissions depends a great deal on the driver. It is the shifting of gears that causes wear and tear. The same is true of the'clutch. The average clutch under present day conditions will run us anywhere from eighteen to twenty thousand miles providing the driver does not cause earlier destruction. Our motors do not give us very much trouble as far as accidents are concerned, because they are constantly being inspected and adjusted. A motor always gives warning of trouble, but a cracked axle is seldom noticed. The electrical equipment is inspected every seven days. We water our batteries and check our plugs before the motor has a chance to fail. Let me say here that we instruct our drivers to report daily any other company drivers they see who are not operating their trucks property and in accordance with instructions. We have our inspectors going out over the streets and picking up from eight to ten drivers every day to see if they drive their trucks all right and if their trucks are in good mechanical condition. Then we get all defective trucks into the shop and fix them up so there won't be any chance of accidents on tlie part of that driver. The steering mechanism is inspected thoroughly by a mechanic every week. It is inspected for play In the drag links and if there are any defects it is brought m immediately. The same thing pertains to brakes. The drivers test the brakes daily. They have these orders: "Before you get a block away from the garage, try your braking power. If it is not satisfactory, bring the car to the repair shop. Don't go on with It." Now even with our desire to go into these things we are up against it on many occasions. For in stance, just the other day we installed a new brake rod in an old Buick car belonging to one of the men. We drove the car out on the street, applied the brakes and the new rod snapped off--a brand new rod. Now while we are making a test the brakes might hold. But on the next stop a defective piece of steel might fail and the driver go right on through the wind-shield. That is why I say the deeper we get into this thing the more complex it becomes. It is not so much a question of speed as it is a question of how long we can operate a piece of equipment before the deterioration point sets in. Wc very often find a new part that does not stand up although It is made by the manufacturer of the truck. There are a great many firms putting out parts now, but the instructions are to buy the parts where we buy the car and we do that on all occasions even though we lose considerable money by doing so. To make this matter of variations in deterioration clear would take a good deal of time. You would have to start in with pig iron manufacture, then go on to the foundry and to the machine shop. You would find a great many defective parts going into automobiles and every other piece of moving equipment. The railroads, through years of intensive study, have it down pretty well. It Is very seldom that you hear about a locomotive or car wheel coming off; It Is very seldom that you hear of an axle breaking. This is in part because (hey liave the benefit of almost a smooth surface to travel on. They are getting away from the vibration point--that is what is giving them a better basis for determining the life of a piece of iron and steel. Years ago the manufacturer of an automobile used to take his engine Mock out of the mold and put it out in the open air from six months to eighteen months. He let the temperature changes make the first test of the casting. Then he would send it into the machine shop where other heat stresses were put on it. By that time all structural changes would have occurred, and any bad spots would show up. The present day manufacturer has no time to do all this. I won't say that none of them age their castings but a great many of the smaller car manufacturers don't. They will tell you it does not make any difference. It does make a difference. In / 552 Nineteenth Annual Safety Congress thirty days you will notice the difference in the structure of a piston or any other outing. That does not seem possible but it is a iact. Therefore, we cannot be too careful in making our inspections. It does not take much to cause an automobile to swerve over to the other lane of traffic. We often see a car going down the street with the rear wheel wobbling. Every year we have many automobile races. Only the best material is used in making the cars that enter them, but after running five Hundred miles or so at a speed of 98 to 103 miles per hour these cars become burned out pieces of mechanism that must be thoroughly renewed before they can be pot on the streets again. Now the samo thing pertains to trucks except that the speed is much lower. Competition makes you increase speed. This increases the heat but even more, it increases the vibration. The danger of metal crystalling, or of parts coming loose and dropping off increases much faster than the speed. If we put governors on, our superiors will come in and say we are falling down on deliveries. Wc will have to do something about H. We are called to the front office and the big chief says, "Give them a few more miles an hour.** That means we must increase the rigidity of our Inspections and bring the trucks Into the repair shop more frequently. It's the only way we can keep accidents down when we in crease speed. Balloon Tires Increase the Mileage John F. Kjlusa (Transportation Manager, Coco Cola Bottling Co. of N. Y., New York) : I should like to bring out the fact that we are getting added mileage with the balloon tire. Ml Hinckley: Yes we get that Wc used to figure twenty-two thousand miles on the solid tires. Some trucks got as much as thirty-five and forty thousand miles. Today, with the heavy duty tire, we find that, we are not having a bit of trouble getting thirty-two to thirty-three thousand miles on it From present records, it looks like the balloon tire is going to run to from thirty-five to forty thousand miles. Ronekt Clair (Liberty Mutual Insurance Co., Boston) : Is there any relation between proper lubrication and vibration? Ml Hinckley: Yes. That is a point we should bring out If we could get one hundred per cent lubrication we would do away with about sixty per cent of oar vibration. We cannot hope to get a hundred per cent lubrication, but we can get good oils. The best are cheapest in the long run. Some of the chiefs m the big companies cannot understand that because they cannot see it C. V. Wells (Manager, Auto Division. Piflsbory Flour Mills Co., Minneapolis): I understood Mr. Hinckley to say that the inspection of axles is made every thirty days. Do you just tap it with a hammer, take the cover off and pull the wheels off? Ma. Hinckley: We check to see if the axle is loose. If it is. we adjust it so that it will operate properly. But as far as taking it out and tapping it Is concerned, that would only show up a ^rack and the metal would already be gone by that time. Furthermore, tapping it would not show crystalfxatkm. The only real way to find that out is to have a metallurgist test it; but that would be too expensive. J. H. Reykolds (Safety Engineer, New York Indemnity Co, New York) : Do you test jrour brakes mechanically or by hand; and do you service your own cars? Mr. Hinckley : Up to a short time ago we adjusted the brakes by hand. We used to have a mechanic go out jack up the front wheel or the rear wheel and set his brakes. Then he would test the car to see H, to the best of his judgment, the brakes were taking hold in the right manner. The brake testing machine we now use has done away with a great deal of testing. It has helped m considerably in the satisfactory adjustment of our brakes. Mil Rctsdlk: Do you keep records of brake testing? Ml Hinckley : We keep the complete history of every car we have. Delivery, Taxicab and Bus Section 553 Mr. Reynolds: How about the question of equalizing heavy loads? Me. Hinckley: The other operating department delivers the material and hires the drivers, using their own judgment in running the trucks. It isn't unusual to find a pile of inch and a half pipe on one side and a light casting on the other. A load of stoves is pretty well equalized because they arc all about the same weight. Out they will occasionally send out a load made up partly of stoves and partly of much heavier material that is badly balanced. That 'is detrimental to the truck and to its operation. Ml Reynolds: What is the method of braking on the trailers? Mi. Hinckley: Personally I would like the air-way kind. We have only the mechanical brakes but we find they work out very nicely. Ms. Reynolds: How about crystalization at the point of bumping? Mr. Hinckley: That is one tiling we will never get away from. We use chains to take up the stress. We keep these chains in an A1 condition and always buckle them. If a driver goes out witiiout them he is subject to a three-day layoff. E. Ross Faria (Manager, Grand Rapids Safety Council, Grand Rapids) : I would like to have Mr. Hinckley speak about keeping down the cost of maintenance. In my commercial motor vehicle group we have been trying to develop a cost system. I should like to know if we can prove that it is not only unsafe but costly to operate motor vehicles not in good repair. The only way we arc going to sell the companies safety is to convince them it is costing them money in two ways, by having a larger repair bill when they do bring a truck in, and secondly when they do bring it in it takes much longer to get it repaired. We have sold this idea in industry, but I have not been able to sell it to the motor vehicle fleet. Coat Records Prove the Volume of Savings H. L. Cummings (Yellow Cab Co,, Richmond, Va.) : I keep a pretty accurate cost system and have a thorough inspection of cars. Somebody asked Mr. Hinckley about motor oil. One of the largest stock-holders and a director in my company is also in the gas and oil business. I formerly used the oil that he was selling, paying him thirty-eight cents a gallon for it. I went to bat with him and started buying the best oil I could get. I had been rebuilding my motors around thirty-five thousand miles. With this seventy-nine cents oil I am now running my equipment from seventy to seventy-five thousand miles. C. W. Turning (Safety Director, James H. Harper Co., Duluth): In connection with the last two questions, the National Petroleum News is running a series of articles which would answer some of the questioos on anticipated mileage. J; M. Or* (Equitable Auto Co., Pittsburgh) : I want to verify the value of periodical maintenance. We have a fleet of two hundred and fifty-two vehicles. Some three years ago established a monthly inspection of each vehicle. That includes a complete mechanical check-up, tightening up, adjustments of various sorts and of course a cleaning. We have found that this monthly inspection has almost eliminated such accidents as Mr. Hinckley referred to. During the same period, I am happy to say, our costs of maintenance have been silowing a consistent decline. We also feel that our fleet has been maintained to a higher standard. The question of loading was raised. We have succeeded in the last two or three years m standardizing this. A loading charge is affixed to the truck and the foreman of the truck is responsible to see that it is not overloaded with material if it is at all possible. Pittsburgh is recognized as one of the severe operating territories from the standpoint of brakes. We do ninety per cent, of our testing by rule of thumb and ten per cent by the brake testing machine, and we are getting good results. Barney Graves (Yellow Cab Co. of Philadelphia) : I have gained some very valuable experience from the street railway people in eliminating accidents and also 554 Nineteenth Annual Safety Congress cutting maintenance costs by adopting their method of an O. K. card system. I have found that there is more or less alibi-ing between the maintenance and the transporta tion department, each accusing die other. Our experience has shown that since we put in the O, K. card system we have reduced accidents and cut costs by compelling each driver to fill out the card at the end of his shift stating what he thinks is wrong, if anything, with his vehicle. He signs his name and the mechanic doing the work lists what he actually found wrong and signs his name. That has not only done away with a lot of alibi-ing but has also enabled us to catch a lot of small things before the periodic inspection. ADJOURNMENT Delivery, Taxicab and Bus Section 555 Wednesday Morning Session October 1, 1930 A. F. WAITE, Chairman The Green Cab Company, Cleveland, O. The second session of the Delivery, Taxicab and Bus Section convened with Chairman Waite presiding. Chazbxan Waite; Barney Graves, the first speaker, is the Vice-President and General Manager of the Yellow Cab Company of Philadelphia. He has had a great deal of experience in statistical work, not only in that company but other companies, and can speak with authority on his subject The Value of Statistical Analyses By BARNET GRAVES Vice-President, and General Manager, Yellow Cab Company of Philadelphia. Philadelphia, Pa. We know in fleet operation that accident expense is one of the major costs of operation. Therefore we feel that proper statistics are just as important in locating flaws in our safety work as they arc in keeping accurate costs to find the high spots in the maintenance cost over the total operating cost The idea of keeping statistics of accidents just to have something to show is not worth very much, but if you take action on the basis of your statistic^and get resists, then you are making effective use of them. Accident prevention has long been a matter of great importance in our organization. In 1911 the late Thomas E. Mitten demanded that accidents happening to our street cars be cut. At that time there were a tremendous number of accidents, but we dis covered the chief causes. As a result we have been able, in the system as a whole, to achieve a rate of 39,166 passengers per accident even in face of greater congestion and increased speed. We soon discovered that if wc wanted to get very far we had to secure the co operation of the public. We conducted several safety campaigns in Philadelphia, and still do so. These usually take place in April, just before the heavy summer traffic starts. As a part of them we conduct city-wide educational campaigns in the schools. We have in our organization people interested in safety work who go into all the schools and talk safety to the children. Now to record accidents merely as happening at particular places is not of much value. You must get down to the causes of the accidents. January 1929 we started a systematic recording of accidents involving our taxicabs. This scientific study has now been conducted about one year and eight months. In that time we have made 333 per cent reduction in accidents. When we started in January 1929 we were having 28.2 accidents for 100,000 miles traveled. At the present time tlie rate is 18.7. This includes all accidents, no matter how slight. We insist upon a report of all minor accidents because, as you know, they are sometimes (he hardest to handle. Now as to the method of handling the reports--we have our salesmen, or cab drivers record the accident on our report blank. After this is done the superintendent of that location talks with the man, and from his report and the discussion of the case, fills in the information that we deem necessary in recording that particular accident. The results for each month are posted in the several operating garages. We then record all the accidents, by operating locations, on charts. These are 556 Nineteenth Annual Safety Congress posted at all locations for the benefit of the transportation department. In this report wc show by black line the present month's experience, by a red line preceeding month's and by a green line theaccidents one year ago--all are based per hundred thousand miles. In getting the information from the driver we try to get to the cause of the acci dent. This is the most valuable information we can get from the reports, but it requires the summarizing and classifying of the many bits of data given on each report. To do this quickly, we make use of a tabulating machine. You can take the information from the report, punch it on a tabulating machine card, which is a permanent record, and then run the cards through the machine to add up and classify the data in any sequence yuu desire, at any future date. The cards are not only a permanent record of your accidents, but they are also a flexible and easily worked file of statistics on causes. Now here is the information we get from these little cards. First we divide them according to whether the accident happened in the loop or the residence district. No doubt you will guess that the loop district has the most accidents, but that does not say tliai Uiey arc the most severe. Then they are analyzed by the days of the week, showing mouth by month how many accidents occur on each day. Then they are separated according to the 1tours of the day. You find your peak hours and your hours for low accidents. Then we count the number of accidents at the different rales of speed. Next we get the number happening on each part of the street-- the right side, the center, or the left side. They are also divided according to the lighting conditions; whether it is day or night and if artificial light is used, whether it is good, fair, or poor. Then we have the weather, whether it is clear, rainy, cloudy, snow, or sleet. And each is posted in tly: particular column where it belongs. We also take the condition of the street, whether it is good, fair, poor, whether it is under construction, or excavation. Then the type of equipment. No doubt you gentlemen are putting on new equipment from time to time and you are interested to know what effect the type of equipment has on accidents. We separate the records by type of tire, high pressure or balloon; and subdivide into tread or no tread. We take the number of hours at wSrk before the accident occurred, to see whether fatigue entered into it. (An interesting point is that a great percentage of accidents happens the first few hours that the boys arc on the street. Very few are caused from over-work). We also divide the cards into dayshift. night shift. tn<l what we call the single shift. Then we have the kind of paving on the street, asphalt, cobble, or dirt. Also, the condition of the street sur face-dry, moist, wet, icy, snowy, or covered with leaves; and the motion, whether the driver was going forward, backward, making a right turn or a left turn, stand ing still, or skidding. After this is done we begin analyzing the boy behind the wheel, to find the deciding causes of the accident. Here are some of those causes; backed without looking, bucking traffic, the wrong traffic lane, too fast for the condition of the road, too fast for the condition of traffic, following too closely, proceeding without signaling, too fast at crossing, underestimating braking distances. We alio get the underlying causes which don't come out on the surface until you interview the driver and have gotten down into his home conditions and things of that nature. These we analyze in the following sequence; fault of others, faulty operation, has illness which prays on mind, lack of attention to work, lack of proper inspection and maintenance of car, tack of sufficient instruction, traffic rules not observed. wiUulIncss, wrong judgment. Then we divide the accidents by the length of the driver's service, one. two and three months; one. two. three and five years and over ten years of service. By the way, our street railway company was the first of the system to definitely determine how long you need to keep a man before he gets over the worst part of having accidents. It found that two years was the average length of time. When we took Delivery, Taxicab and Bus Section 557 over the buses and cabs we started that study, and found that the same thing applies to them. The next item is the age of the driver. Of course that is listed from our ywlnhnw to our maximum ages. Then the ancestry of the driver is separated--Irish, Ger man, Italian, Scotch, French, English, Polish, Hebrew, Russian and not known. We also split them according to whether they are married or single, widower, divorced, separated and not stated. Also whether they have children or dependents. Now after we get these figures we figure the ratios of one classification to anthfr and the per cent that each sub-class is of the total that is needed for comparative purposes. Otherwise, you might think that married men are more careless because they have the most accidents. The truth is that married men have most of the acci dents because most of the men arc married. When we found out how many accidents there were per driver, we found that the married men are safer drivers than the single men. Ma. H. E. Brown (St. Louis) : What proportion of accidents occur when the driver is backing up? Ma. Graves: Out of 382 accidents occuring in August 8, were while backing up, 237 while going forward, backward 7, right-hand 5, left-hand 15, standing 102 and not stated 8. There is one other thing I might add: we work very closely between employee and employer in eliminating these accidents. In our different locations we have em ployee representatives who have a voice in anything pertaining to working conditions and wages. Our garage superintendents have found that they can accomplish a lot by showing the employee committeemen these figures, and of course each group has tried to do better in its location. It is surprising to see the interest taken by the employee committeemen working with tlve employer educating the boys in the par ticular unit on the particular type of accident that occurs with the greater frequency. Our experience has shown us that a driver, being familiar with the conditions, is often a better teacher than the employer and he sometimes can analyze a particular case quicker than we can. Rouotr Claim (Liberty Mutual Insurance Co^ Boston) : What 'is the age of the drivers with the worst records? Mm. Gsaves : We have found that they are not very safe until they have passed the age of 23; in fact, we don't tike to take them under that age. Mu Clair: What instruction did you give your drivers to eliminate Injury to passengers resulting from quick stops caused by the greater efficiency of four-wheel brakes? Mr. Graves: When we received our first lot of four-wheel brake equipment each garage was assigned two cabs of the new type. We started an instruction course throughout the entire system, the garage superintendent and the committeemen work ing with the drivers, letting them try the cars out on a testing space. We tried to give every man a turn at the wheel before he started to operate this unit in traffic Mr. Clair: Just one more thing. Do you find that the number of passengers carried is equally accurate with the number of miles driven as a basis of comparative statistics ? Mr. Graves : Your liabilities are in direct proportion, to the number of passengers carried. Mr. Clair : And you think that is better for comparative analysis ? Ma. Graves: No. We analyse accidents both ways, hut I think die accident rate per mile is the proper measuring stick. J. D. Sullivan (Buffalo) : You said that most of your accidents occur the first hour the man is out. Does any day of the week stand out? Mr. Graves : No. Of course during weekends we have more accidents because of the increase in traffic, but from the standpoint of the men one day is no worse than another. 558 Nineteenth Annual Safety Congress Ml Suluvan : Do you dismiss a driver who has many accidents? Mil Clave*: 1 don't believe in firing a man until you get to the bottom of the trouble because you take as much chance on the man who replaces him as you do on him. 1 would much rather try to correct the causes and save the man, than just fire him outright and educate the new roan--who might be much worse. C. V. \Vtu.s (Pillabury Flour Mills Co,, Minneapolis) : Do you have any trouble with the men not reporting accidents? And what measures do you take when you find a man not reporting an accident? Mr. Graves: That is the unpardonable sin. We do not tolerate it. P. J. Hebron (Supt Vehicle Service, Railway Express Co., St. Louis): Do you suspend them? Mr. Graves : We might do it. Some we might fire. In our rules and regulations and during our instruction periods wc bring home forcefully to each man the im portance of reporting any accidents, no matter how slight. J. W. Newton (Adjuster, Eastman Kodak Co., Rochester) : I should like to ask Mr. Graves what he does with the information obtained from these investigations. Ml Graves: We use these statistics to determine what we shall emphasize in our safety campaign. If we find, for example, that left band turn accidents are getting to be quite frequent we concentrate on them. If we find men of certain ages or nationalities are susceptible to accidents, this information is carried immediately to. our central employment department for its benefit in luring in the future. Mr. Clair: A question has been asked regarding the disposal of men who have accidents. The Boston Elevated Railway, in a campaign for accident reduction, gave special instruction to the men who had been in more than one accident The work was so successful that the railway was awarded (he Anthony Brady gold medal. Chairman Waite: I am going to ask Mr. W. Graham Cole to give us some in formation on a survey he made in Cleveland. The Engineer's Viewpoint of the Accident Situation By W. GRAHAM COLE Director of Safety, Metropolitan Life Insurance Company, New York City 1 feel that safety engineers have failed to take ah engineer's viewpoint of the acci dent situation. Frankly, they have failed to analyze their problems as an engineer would do, or to the extent that you do in the operation of your business. We carry on educational work--excellent and necessary--but have we gotten down to funda mental things? What kind of safeguarding is most necessary; what kind of educa tional work will get the best results; what kind of workers need special training? Last year a study of street railway accidents was conducted in Cleveland. The most important thing wc found was that one-third of the men had two-thirds of the accidents. The poorest man on the operating division was able to operate his car only 500 car miles per incident, while the beat man operated his car 5,000 miles per incident. I use the word ''incident" instead of "accident," because our study took in anything that showed defective operation which caused something to happen. They were operating the same kind of car, in the same traffic, on the same roads, and on the same nights. The only difference was the man himself. With this in formation. can we be satisfied to say that we have safe equipment, and that we are educating the men? Safety work has had three distinct steps of evolution. The first, mechanization, a program where the first thing to do was put safeguards on everything we could. The next step was education. The third step was taken when we said, "No, that is not sufficient. We can safeguard and educate, but there are a few individuals who are going to have accidents anyway." As a result, this study, including a complete analysis of the record of each "accidcnt-pronc" man. was made. Delivery, Taxicab and Bus Section 559 I wonder if wc realize that we are regarding the result of the accident when we say that a man was injured, or that two cars crashed. That is the result; the cause lies back beyond- It was the cause that we endeavored to discover through this study. We had some of the company's men report on the methods used by each of the fifty motormen we had picked out. We did not tell the investigators the accident records of the men they were reporting on. We wanted an unbiased statement of how each man operated his car. When we compared the reports with the accident records we found 100 per cent correlation--that the men were having the kind of accidents the operating reports showed they probably would have. We also obtained each man's kilowatt or gasoline consumption per hour or mile and found 975 per cent correlation--that the men who were over the average in accidents were over the average in kilowatt or gasoline consumption. This indicated that the same characteristic that made them careless in operation made them waste ful of power. Then we went a step further and found that these men were the ones about whom passengers complained, the men who were usually tardy. All of this indicated that there was something fundamentally wrong--something more than carelessness. Having that information, we had each man interviewed and went into his per sonal history. Then we began to uncover the facts. We found that every accident was the logical result oi a train of circumstances in the man's life. We began to classify the circumstances, diagnose the case, and prescribe a treatment. This en deavor took quite a lot of intensive research into the man and his environment. Here was a motorman who had accidents early in the day. We found that fatigue entered into the matter. If he had a split run and could stretch out on a couch for a while, he was good in the afternoon. We found on investigation that the man had a particular interest in playing poker until three or four in the morning. He took his car out at six. It was purely a case ol fatigue. Wc didn't condemn him for playing poker but we said, "For your own sake, select the proper hour to carry on your sports." We had another roan who had fifty per cent of his accidents during his first hour out, and thirty per cent during the first half hour. We found that be was not entirely well and he had been told that the company was going to give him a rigid examina tion and every man would be discharged who was not entirely well. He was a man of low mentality who was trying to support a wife and child and over him hung the pall of possible discharge and the fact that he was getting older. When he went into his car in the morning he took these fears with him. It took the man's mind an hour to catch up with his body. After one hour his major attention was given to his car. I could give you many cases, very interesting ones, showing accident causation. They are all due to carelessness, but it is unjust to the man not to investigate and you are losing an opportunity to prevent accidents. Wc grouped those; underlying causes of accidents into three classifications. The first was physical disability, the second improper knowledge of the work. The third and most difficult to handle was faulty attitude. We found many easor of the man who always wants to grab the right of way, the pugnacious fellow, the man who is always against the company, who is working for pay and doesn't care about any thing else. The treatment was to change his attitude toward the job, toward human society in general How much better that was than to fire him. It takes two years to get a man properly trained. The question is. can you correct tl*e attitude or condition that is causing the accidents? In six months, of fifty men, forty-seven showed an improve ment, two of them reached the pension age. but not in work, and were altowed to stay on; one man failed. Thirty-three got out of the pronc-lo-accideut class. By these methods you can get to the bottom of your accident situation. You need 560 Nineteenth Annual Safety Congress to make an analytical study of the kinds of accidents, and you must get a thorough knowledge of the men who are having them. With this knowledge, plus safe equip ment and mass education, I believe that the fleet industry can make phenomenal reduction in their accident record. And it will nnt only result in a reduction in loss of life, but It will also tend to produce a greater general efficiency in the organiza tions that you are operating. J. M. Orrs (Asst. Director of Safety, Public Service Corp., Newark) : On the first of July we put into effect the Metropolitan Life Insurance Company plan of studying the men who have the most accidents. I will just give the results far one garage to show you the effect. Of 110 men operating, we picked 30 and went to work on them in the way Mr. Cole told you. There was one particular case I should like to mention. The fellow had a bad accident on his first trip out. I investigated and found that his wife was sick, a small child was in the hospital, and that the furniture people had given him five days to make a payment on his furniture or have (t taken from him. We straightened that out and the fellow came around all right. Mr. Cole: If there are any gentlemen here who want a copy of the Cleveland study, they can obtain it by writing to the Metropolitan Life Insurance Company, New York. Chairman Waite: We will now have die election of officers for the year. The Nominating Committee is composed of these men: Robert Clair, Chair man. of Boston; Dale Harman of Kansas City' and A. C. Lundsteadt of Chicago. Mr. Clair, will you please make your report? Report of the Nominating Committee Mr. Clair: We have tried to pick representative men because wc realize the future value of the section and the use it can be to the members. We wish to sub mit to you the following slate of officers which have been chosen by us and which we recommend for election to serve you for the next year. General Chairman, T. A. Horrocks, Minnesota Truck Owners Association, Minne apolis, Minn. Vice-Chairman, Delivery Fleets, T. R. Johnson, United Parcel Service, New York City. Vice-Chairman, Taxicab Fleets. Basnky Graves, Yellow Cab Company of Phila delphia. Philadelphia, Pa. Vice-Chairman, Bus Fleets, Marcus A. Dow, Greyhound Management Co.. Cleve land, Ohio. Secretary & News-Letter Editor, H. A. Innsss Brown, The Taxi Weekly, New York City. Chairman Engineering Committee, D. M. LoucriMAN, General Outdoor Advertising Co., New York City. Chairman Membership Committee, N. R. Hoover, New York World, New York City. Chairman Committee on Poster, Slides, and Safety KinksJ Cam. C. Clements, Shef field Farms Co. Inc, New York 'City. Chairman Program Committee, J. J. Zettnir, Bakeries Service Corp., New York City. Chairman Publicity Committee, G. F. C. Taylor, Shell Eastern Petroleum Products, Inc.. New York City. Chairman Statistics Committee, A. E. Lundsteadt, Bowman Dairy Co., Chicago, lit Executive Committee-- Robert Clair. Liberty Mutual Ins. Co.. Boston, Mass. A. A. Clarke, General Baking Company, New York City. H. L. Cummings. Yellow Cab Co., Richmond, Va. Dale Harman, Yellow Cab Co,, Kansas City, Mo. Delivery, Taxicab and Bus Section 561 A. .F. Waite, The Green Cab Co., Cleveland, Ohio. J. G. VViujams, National Assoc. Taxicab Owners, Chicago. III. Chairman Waite: You have heard the nominations. Are there any remarks? (It was moved, seconded and passed by unanimous vote that the slate of officers be elected.) Chairman Waite: I now want to introduce to you, your new chairman. Mr. T. A. Horrocks of the Minnesota Truck Owners Association, Minneapolis. Chairman-Elect Horrocxs: I take it as an honor to be chosen as general chair man of this section. I realize that with this honor goes responsibility, and it will be my endeavor with die cooperation of the other officers to accomplish things for this section that are desirable, and to cooperate fully in this great humanitarian and economic work of the National Safety Council. Chairman Waite: Gentlemen, Mr. Kemper was to have been here today, but he has sent a substitute, Mr. M. P. Luthy, who will read his paper. How We Stimulate Interest in Safety By H. O. KSUPER Executive Vice President, Lumbermen. Mutual Cxeualty Company, Chicago, 111. I appreciate this chance to take part in your annual discussion of safety problems. An interest in safety is no new enthusiasm with me. I can recall the time when the fine achievements which the National Safety Council now has to its credit were just beginning--achievements which are due to that sy^matic method of ap proach which combined an annual interchange of opinion with a constant study throughout the year of all the minute aspects of accident hazard. At that time the great need was some organized plan of attack, some system which would split safety work into something resembling those great departments which distinguish every well organized business. That was done with the result that today the entire field is roughly divided into those who deal with the mechanical or engineering phase of safety work, those who direct the education of the public in accident pre vention and a third class, largely public officials, who are responsible for the en forcement of those measures which the experts have developed. This brings us to what I consider the most significant by-product of the safety movement as far as the business world itself is coocemed. 1 refer to die change, now almost universal among wdM-managed casualty insurance companies, in the basic conception of what such a company is organized to accomplish. Heretofore such a company thought its purpose was realized in compensating the victims of accident but today the prevention of misfortune--not the mere alleviation ol some of its effects--b the major objective of the management. Since this enlightened conception of what an insurance carrier can and ought to do is perhaps the most profound development in the last decade of American basin*** and since it is in many respects a result of the activities of your own organization, I am pleased in deed to say a brief word on the methods my own company uses to stimulate interest in accident prevention. I realize that you are chiefly interested in the commercial vehicle, but merely for the sake of completeness let me begin with the ordinary car owner. The party who drives his Ford or Buiek for pleasure is still the gentleman we meet most frequently on the highway, and it goes without saying that any safety work that makes him a more skillful or attentive driver is bound to cut down the accidents that com mercial vehicles sustain. Indeed we recently analyzed 1147 automobile accidents, each of which is estimated to cost the company in excess of five hundred dollars, and we found that 93 out of that number were collisions between a commercial and a pleasure vehicle. Nineteenth Annuel Safety Congress An organization in our office, called the Central Safety Committee, prepares and sends out a continuous stream of safety propoganda to our non-commercial policy holders. This consists of carefully worded descriptions of specific hazards and comment on current accidents reported in the press. In the course of a motoring season, what we call our safety-grams probably put before our drivers a concise explanation of all the most useful rules of the road and definite precautions to take when confronted with the common accident producing emergencies. This booklet, "Preventable Accidents", was prepared by our Central Safety Committee, and its photographs provide the oiotorist with a vivid, understandable way to handle Isis car with saiety. You might be interested to learn that over 300,000 of these booklets have been distributed and that over 2,000 newspapers in both South and North America have commented on their practical help to the man who is really concerned to avoid accidents. As I see it, two things stand out prominently as far as this feature of our work is concerned. In the first place the word "analysis" describes what I am driving atOur Central Safety Committee is giveu an exact, typewritten description of about 2,000 accidents each month. The accidents are analyzed and re-analyzed and then classified with regard to cause and other important factors. It is this material which is then turned over to our Publicity Department whose job it is to place it before our policyholders in such a vivid manner that they will profit by the mis takes, or as is more often the case, the folly and carelessness of others. I have driven a car for years and I would be the last person in this room to undv-estimate the number of accidents produced by mechanical defects, unskilled driving or ignor ance of traffic regulations. Yet I think the most prolific source of all is what for want of a better word I must call inattention, or day dreaming; it is a pre-occupied state of mind which may be a psychological by-product of our early driving habits when very few people were on the road and not much caution was required. Wc could "get by" as the saying is with absent-minded driving in those days but in this motor age of 1930. constant alertness in handling his car is what our motorist needs more than anything else. Hence the keynote of our bulletins and messages is guided by the thought that the ground plan of all effective safety work rests on the ability to bring home to ottr policyholder* such a keen awareness of accident hazards that it will be a second nature with them to keep their minds concentrated on their driving. Our greatest effort in this problem of educating automobile driven is directed to teaching the drivers courteous, safe and sane use of their automobiles without taking on the guise of teacher, critic, or Solomoft. Notwithstanding the very com plete rules that we give drivers for proper driving practices, we aim to leave the impression that we are consulting with him for accomplishing the desired result, and inspire him to do the proper thing rather than tell him how he mnrt drive his car. Another publication of our company which has commanded nation-wide attention is not directed to the adult automobile driver but is designed to teach safety to children, particularly those of the kindergarten and primary school grades. A re view of thousands of automobile accidents discloses the fact tint more than twenty per cent of them involve children. While much of our educational material is di rected to vehicle drivers urging them to watch out for children, since from a legal standpoint the driver of a vehicle is held more responsible than a child, wc believe that by reaching the children wc are not only educating the coming generation to he safety-conscious but also through them wc are reaching the adult driver in a very effective although indirect way. T.et us turn now to tlw special interest of this section--I refer to the commercial vehicle. It i on Uic highway ten hours a day and white it* size and weight give it a greater potential power for damaging property and destroying life, there are some factors which operate to increase the effectiveness of measures to promote safe driving. The drivers of our commercial fleets constitute groups or units some- Delivery, Taxicab and Bus Section 563 what resembling the smaller division of a well organized military machine and if they can't be effectively reached with, die best thought of the safety engineer, there is something wrong in the management--in the executive direction of the particular business concerned. For this reason I urge everyone to emphasize more than we have, the vital need of recognizing safety work as an inseparable part of manage ment. It is not something to be sidetracked or placed in the hands of some sub ordinate. Show me a commercial fleet With a high loss ratio and I will show you a business which tolerates a dozen other examples of inefficiency and waste. Speak ing generally the man at the wheel of a truck is going to reflect the interest or lack of interest which the man higher up. the boss, has in safe driving and if the boss has got sense enough to know that careless driving is unprofitable all along the line, the careless driver is ultimately going to be out of a job. Insofar as our com pany is concerned, our Safety Engineering Department has never failed to secure a proper result from an accident prevention standpoint on any fleet where we have had 100% cooperation from the management of the firm. You may be interested in the concrete and graphic way that my company used in stressing the mere economic loss involved in every accident. We wrote to 1,000 of our commercial car policyholders and had them supply us with the accident losses sustained by them which are not covered by insurance. We classified this material and found that the average uninsurable loss in the 700 replies wc received reached the substantia! sum of $66-25. The replies indicated that the cost of repairs to the owner's truck n'Jt covered by collision insurance averages $12.70; towing costs $.36. Depreciation In value because of accidents averages $44.50. Replacing the truck temporarily costs $1.48; damage to cargo $2.00; time of employees lost at the scene of accident, in filling out reports later and in conference aggregate a cost of $4.55 per accident. Other costs including temporary help come to an average of $.67. Together these very conservative items total $66.25 per accident Multiplied by the number of commercial vehicle accidents the total represents a huge annual dead loss to industry. This uninsurable loss and our conviction that loss elimination and not mere partial compensation for losses incurred would be the most practical way to serve our clients lead to the preparation of this manual which is entitled "The Safe and Economical Operation of Fleets." A copy is given to every fleet owner when his policy is issued to him. It is a carefully prepared presentation of what we consider the best safety methods now in use. It treats of matters as diversified as hiring and training the driver, the maintenance of safe mechanical equipment, the organization of fleet safety committees, and guidance of the driver in the avoidance of special hazards such as accidents to children and railroad grade crossings. We make it a special point to reach the driver in hi* home through personal correspondence. A brief graphic letter detailing the actual consequences of a recent accident and the way it coukl have been avoided is bound to impress any driver who has the right attitude toward his job. A general explanation to him of the need for keeping his brakes and lighting equipment in good condition is likely to fall on deaf ears but if you point out to him as Coroner Bundcson recently did, that an investigation of 500 fatal accidents in Cook County in 1929 established that 65 out of 567 cart in volved had defective brakes; that over 1! per cent of the deaths were due to the driver's inability to stop and that defective brakes took 110 lives in one year, you are making your message concrete and have'some chance of making it stick. We urge our policyholders to insist on a periodical inspection of equipment because brakes especially deteriorate so gradually that a driver may not fully Appreciate how bod they have become. Having in mind that a safe driver is a good advertisement and an unsafe driver a bad advertisement, part of our fleet manual discusses the actual methods used by representative firms in selecting their diauffeurs. As many of you will agree, an actual road test of an applicant for a job is the best test and we suggest that this 564 Nineteenth Annual Safety Congress take place before the applicant is accepted because if he is already hired there is a natural tendency to overlook everything except the grossest incompetency. The general indination to give the applicant a chance to make good may result in grave injury to some school child or careful pedestrian and the net result will be far more rcgrctable than the fact that an unskillful driver was forced to secure some other kind of employment. As soon as a driver is hired he is supplied with a driver's handbook which is specially prepared for his use. It deals with the care of his car, the rules of the road commonly in force, the common causes of accident and the need to be eternally watchful for children. We bring to his attention as forcibly as we can that speeding and reckless driving are not a demonstration of skill but an exhibition of stupidity. Personally my mind Is open to conviction as to the worth of cash bonuses and the various other rewards for a clean driving record. If a particular assured is convinced of their value our safety engineers assist in supervising them. The organization of competitive teams among salesmryi and other contestants seems to be a part of our American way of doing things and for the time being at least 1 think they have a great deal to their credit Let me conclude with just a word about a very important subject. I refer to the safety committees which our engineers establish whenever wc can get a policy holder to cooperate. I am thoroughly sold on their value. The first step is the most important one. That is, get the right man In the business concerned to take charge of it. He should not only have the time to give it sufficient attention but he should be a man who has or can be made to have a genuine intellectual interest in this work. If he has a real curiosity to get at the bottom of this many sided prab> t<mi of accident causation he can communicate his enthusiasm to his foreman and drivers. He can select suitable men to form a safety committee and then each month at least, all accidents should be discussed and thrashed out with the drivers. Our safety* engineer attends these meetings and sometimes we arrange for another outside speaker such as a traffic officer for this lends an added interest to the meet ing. Wc urge the general managers of our policyholders to write a personal letter each month to the branch officers and receive each month from the branch managers a statement of his accident record. In this way the responsibility for the safe opera tion of fleets gradually becomes as normal a part of any efficient business as the elimination of waste in factory production or the detection of shoddy material. Please accept my thanks for your attention to this recital of how my own com pany is trying to cooperate in the work of your own organization. Our Chicago offices are readily accessible to anyone passing through the city and I cordially in vite you to visit us at any time and talk things over with the personnel of our safety department. H. I. CuMxiixns (Yellow Cab Co., Richmond, Va.) : I should like to tell you of a little plan that I have worked out in niy organization for a few years now. It has meant a great deal to ns in the prevention of accidents. I think it was put into effect five years ago and the plan originated among the drivers themselves. At that time I had approximately 100 drivers. They were divided into teams with n captain in charge of each 'team. We figured that the man that put something out nf his own pocket into a common pool was interested that much more in it. When each man reported for duty* instead of getting his trip sheet free, he paid five cents for it. This was called the "Safety Jit Contest." There were ten men on each team, with the captain. At the end of the month the team with the best accident record got all the money paid in, and in addition the company put in the same amount of money that the drivers had. Also, we offered prizes of trips to the best team. We would take them up to Washington or some place for a couple of days to see a big league baseball game. We went for one three-month period in that year without even a scratch on a fender. For the entire year we traveled over a million miles with fourteen accidents which Delivery, Taxicab and Bus Section 565 cost us $301.50. At that time Dale Harman was Chairman of this Section and he broadcast that contest among the members and put it into effect in Kansas City with great success. I also had a number of operators throughout the country write in and ask for the plan and how it worked. Where you can get men interested in that way, get them to put something into it themselves, they are going to work to try to get it back. C. W. Turning (Duluth, Mino.) ; Practically alt the discussion, if I grasp it correctly, has been with regard to large fleets. It is a little bit hard to arouse a competitive spirit in a medium-sized or a small fleet. Barney Graves (Yellow Cab Co. of Philadelphia, Philadelphia): I believe that a contest will work with good results, regardless of the size of the fleet. I Had the experience a few year* ago when I was connected with Mr. Waite in Cleveland, of a contest similar to the one Mr. Cummings, said he conducted in Richmond. The results were gratifying. Then we had one smaller competition in Philadelphia. Our method was this: We divided the men into teams picking a captain for the team but letting the men choose the captain with whom they were to work. Each team had to take a proportion of new and old men and day and night men so each would have the same class of drivers. The prise money was obtained in this way: the cost of a month's accidents was estimated and divided by the number of teams. Then each team was told that if the actual oat of its accidents was less than the estimated cost, the team would get the balance. Chairman* Waite: I think competition among fleets in your own home town is what Ifr. Turning meant. We are bolding a competition in Cleveland. We started out with the department stores, organized the drivers of their delivery trucks and had a competition based on the number of vehicles, and die number of vehicle miles. A large store is ' d no advantage over a small store. The reduction in the num ber of accident. :ac.i month was remarkable. It really was astounding to see how the spirit of competition in trying to win the trophy, and the boys trying to get the gold stars on the radiator caps of their trucks, worked. Our council has extended this to all fleets, buses, and taxicabs. Robert Clair (Liberty Mutual Insurance Co., Boston) : For .the first time in history, the State of Massachusetts has conducted a state-wide inter-fleet contest. If you wiU write to die secretary of the Governors Committee of Street and Highway Safety, he will be glad to give you any information on it. Mr. Cuuuimcs: We have been conducting an inter-fleet contest in Richmond for the past three years among fleets, department stores, American Express Com pany, all the buses of the power company, cab companies, dairies, and other fleets. Mr. Hebron (St. Louis): We have conducted a similar contest in St. Louis. One of the companies there, prior to the contest, was notified by its insurance com pany that Its policy was to be cancelled because of too many accidents. This com pany won the contest Chairman-Elect Horrocks: Mr. Cummings said that some of his groups went about three months without accidents. What became of the money? Who got it? Mr. Cummings: It was carried over to the following month. The money ac cumulates and makes the pool larger and more interesting. The longer they go without accidents, the more there is for the fellow to win when somebody does have an accident. R. L. Slosson (Latverack & Haines, Buffalo): Do these contests continue throughout the year and from one year to another? If they do. I can sec that they might accomplish a great deal. CkaoiMAN Waits: Yes, they are continuous. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS If AT ION AL SAFETY COUNCIL m Food and Delivery, Taxicab and Bus Joint Session Thursday Afternoon Session October 2, 1930 WILL COOPER, Chairman The Stevena Hotel, Chicago, 111. The joint meeting of the Food and Delivery, Taxicab and Bus Sections oi the Nineteenth Annual Safety Congress was called to order by Will Cooper, The Stevens Hotel, Chicago, general chairman of the Food Section. :Chajsmax Cooper The first speaker is a past-president of the National Safety Council, and one of the best known autltorities on highway safety. 1 want to intro duce Mr. Marcus Dow, manager of personnel of the Greyhound Lines, Chicago. The Selection and Training of Bus Drivers By MARCUS A. DOW Manager, Department of Safety and Personnel, Greyhound Lines, Cleveland, O. An incompetent bus driver is a costly individual to have on the payroll of a high way transportation company. In the twinkling of an eye he can make a mistake that might cause more damage than his life's wages could pay for. The selection of the right men for such work is, therefore, of the utmost importance. It is of much more importance to pick out the right man for the position of bus driver than it is for such work as that of a laborer, a shop employee, or a clerk. These latter workers are under almost constant observation and supervision white the bus driver is of necessity out on the highway, "on his own." He is in sole charge of an ex pensive piece of equipment loaded with human freight, traveling over public roads that are crowded with other vehicles being operated by all kinds of drivers who may be good, bad, or indifferent. The bus driver must be a dependable employee who can be counted on to bring his vehicle to its terminal safely and without a com plaint from a single passenger. Of course, the physical and mental condition of the than seeking empolyment as a bus driver must receive first consideration. He must have good eyesight and hear ing. He must have the full and free use of his hands, irms, legs, and feet. He must have no-organic disease that would make it doubtful if he could stand the strain of long hours of driving a Heavy type vehicle day after day. He must he mentally alert. It b useless to waste time training and schooling a prospective driver who b not physically and mentally fit. Therefore, a thorough examination by a 567 568 Nineteenth Annual Safety Congress competent physician would seem to be the first step in the selection of men for bus driving work. Perhaps you will be interested in the methods followed In selecting, training, and supervising drivers on the Greyhound Lines, the largest inter-city and inter-state bus operating company in the United States. We do not claim to have reached perfection, but we have made considerable progress in improving the personnel of our organization and have made a most gratifying improvement in our accident record as a result. There are in reality two periods of training. One is "student training", when the new man is prepared for his job. The other is "after-training*', which takes the form of education and- supervision tliat continues as long as the man is in the employ of the company. Each has had its share io getting these results. For the purpose of getting better efficiency in operation the Greyhound System is divided into regions. Each region has as its operating head a regional manager, who reports to the general manager. Among other duties, the regional manager has direct charge of the supervision of drivers in his region. He is also responsible for the employment of his own drivers. That is, he must see that he has enough men to fill the runs in (us territory and he is expected to selept men living in his territory to meet his needs. It is considered the best policy to pick meo who live near the end of the route they are to operate upon, where they can frequently be at home. This tends to make the men better satisfied and increases their efficiency. Tbe final responsibility as to the training and approval of the meo of the regional manager's selection rests with tins manager of the Department of Safety & Personnel, which department has centralized authority over all regions in all matters pertaining to safety and the conduct in general of the driving personnel. Our business has a peak season, June, July, August, and early September being our heavy travel months. Some two hundred extra men must be employed each year for this extra heavy business. The procedure is as follows:-- The regional manager picks out a man he wishes to employ. He knows the com pany's requirement is that the driver must be at least 24 years of age and not over 30 when newly employed. He knows the applicant must weigh not less than 160 pounds, nor be under five feet eight inches in height. Younger men do not always have enough sense and good judgment, and little puny looking men do not make the best impression on the minds of bus travelers. In other words, they do not inspire con fidence in the timid traveler. Therefore these standards of age, weight, and height govern tlte regional manager in hit first consideration of the prospective driver. Now, before spending time and money on a physical examination, it is well to find out if the candidate can drive. Time is too pressing to attempt to train a roan who never had any driving experience This is sometimes done in the slack season, but not in the spring of the year when the "big rush" is on. Time is always too valuable to waste on one who is too clumsy and awkward to learn anything. And so to find oat if the "prospect" has at least the elementary qualification necessary for a drivership, he is sent out with an old experienced driver in an empty bus to ascertain if he .cun drive. If the old driver's report is favorable, he is then sent to one of the doctors designated by the company for a physical examination. If the doctor's report is satisfactory the candidate makes out a formal application, giving his past history and the names of previous employers as references. This applica tion with doctor's examination report is mailed to the Department of Safety & Per sonnel located in Cleveland, Ohio, the headquarters of the system, and in this department is started an investigation of the candidate's references to find out whether the man has a satisfactory past record as to safety, honesty, and dependability. Dur ing the progress of this investigation, which takes at least two weeks, the candidate, who is now a student driver, is riding with regular drivers in the region where he was selected, learning the routes and receiving preliminary instruction from regular drivers on regular runs as to safety rules, tickets, station stops, etc. Each regular Food and Taxicab and Bus Joint Session 5f)9 driver with whom he rides, make a complete report on a form known as "Regu lar Drivers Report on Student Driver." If these reports indicate the student is naturally careless, unsafe, or reckless, his training comes to an abrupt end. But if all the drivers the student rode with give a satisfactory report on the student and if in addition the investigation of his references have produced satisfactory informa tion as to the student's past history, (the doctor's report already having been ap proved), he is then, after two or more weeks of preliminary instruction, sent to the drivers' school in Cleveland, Ohio, for one week of intensive training. He must be able to pay his own living expenses during the week he attends this school. He receives transportation to Cleveland and return to his base, but no pay. The train ing he gets is worth more than money to him and he gets it without cost, other than his room and meals which he must be able to pay out of his own pocket. A better class of men, on the whole, are the ones who are able to finance themselves to this small extent at least. The Cleveland School is in the Department of Safety & Personnel. The course consists of both classroom lectures and actual road work each day. Classes begin each Wednesday morning and students must arrive only on the morning of Wed nesday each week, so that classes may start and end without the interruption of new students arriving in the middle of a course. Class lectures consist of instruction on safety and operating rules by the Manager of Safety & Personnel, mechanical and maintenance lectures by. a mechanical ex pert, driving talks by a driver instructor, and ticket and tariff lecture* by a traffic department man. Hal/ of each day is spent in the class room. The other half day the entire class is taken out in a special bus by the driver instructor. Under his appraising eye each student must drive the bus for at least two hours during the week. While not actually driving, Uie other students in the bus must pay close attention to instructions being given the one who is driving. The driver instructor has a record of three consecutive years driving experience without an accident. He is an expert. He corrects the faults of each student. He stops the hi at intervals to dearly explain certain important rules of safety. His instruction is practical and thorot^h. The mechanical instruction is most complete- Road failures and their attendant high costs have been reduced to a minimum in all regions by teaching our student drivers how to make emergency adjustments and repairs. Not only b the stodcat shown by classroom demonstrations, (the instructor using carburetor, varoro tank, ignition and braking systems, etc*, for such demonstration* in the class), hot oat on the road, in the instructor's bus. they arc required to get out and fix the bos which has purposely been crippled so as to give them actual emergency repair experience. At the completion of the week's schooling two written examinations must be passed by each student. One is known as the "Safety Questiocuirc" and the other the "Mechanical Questianaire" Each student must verbally answer the questions which are put to him by the instructor and the answers recorded verbatim on the question sheet. If he shows that he knows all that he required to know, that is if his answers to both safety question* and mechanical questions indicate he has properly absorbed the knowledge that has been given him, he is sent to the manager of tlx Department of Safety fr Personnel for a final interview. He is taken (each one separately and alone) into a private office, given a last catechism as to his under standing of such noun safety points as oar speed limit role, oar strict requirements as to precautions to be taken a* railroad crossings and road intersecttons, and is made to understand he is accepting a position erf trust and responsibility. If he gives final assurance of being dependable, he i* then approved by tbe manager. hU badge of authority is Lwoed. he is imasored far hH uniform and sent back to the region he came from and placed rat the "extra board" as a foil fledged driver at the regular scale of wage*. Let me here emphasize that h final interview with tbe manager of the Depart- 570 Nineteenth Annual Safety Congress ment of Safety & Personnel is important and no student escapes it. Even the hand clasp he receives as he is welcomed into the service of the Greyhound Lines and is congratulated upon having successfully finished his training, helps to send him away with the feeling that his hard work while in training was worth while-__that the com pany has confidence in him and that he is about to become a really important cog in the wheel of a great transportation machine. It is, of course, inevitable that some students will not succeed in obtaining final approval for employment as drivers, if proper care is used in weeding out those who do not measure up to the standards that are desirable. In our experience during the recent spring period of training 209 new drivers were given final approval after their schooling had been completed and 58 were rejected. About one third of those rejected were unable to satisfy the instructors after they had arrived at the Cleveland school and had already received their preliminary instruction in their home regions. Of the other two-thirds rejected, some were rejected on recommendations of the regular drivers with whom they rode in their first try-outs in their home regions. Others were rejected upon notifications by the Department of Safety and Personnel that investigation of their references revealed unsatisfactory past histories; others on account of physical defects. The principle causes of rejection were as follows; Unsatisfactory references 20 Physical defects 16 Poor performance inroad tests 12 Miscellaneous causes 10 Total "58 Those rejected at the Cleveland school on account of unsatisfactory road tests were men who revealed one of three disqualifying characteristics; (a) too nervous, (b) too slow thinkers, (c) indifferent The first uamed were considered an unsafe risk because in heavy traffic they showed by trembling or involuntary jerking of hands, head, or limbs that in Uie strain of emergency they would be quite sure to do the wrong tiling, would "go to pieces" or lose their heads and consequently lose control of their vehicle. The second named were, to use the vernacular, "just plain dumb". It would take them too long to respond when told by the instructor to shift gears; they would rc-act slowly when instructed to make an emergency stop; simple ex planations seemed to "go over their head" and they would be reported by the driver instructor as too slow in grasping the idea as to how to handle a bus. A stow thinker is a risk and therefore subject to rejection. The last named Included one or two men of the type we call "smart alecks." They knew it all. They paid little attention to the instructor. Because they were not enough interested in their future job to be alert, attentive and earnest students, we couldn't waste time with them. Ft is difficult to give a complete account of what a thorough driving test encom passes. Briefly, however, the tnaiu things to be watched by the Driving Instructor when a student >s handling the bus, are as follows: (!) Re-action to "stop" and "go" signals. (2) Care used approaching intersecting highways. (3) The making of full stop and manner of making observations at Railroad Crossings. (4) The kind of judgment used in passing around slower moving vehicles going in the same direction as bus. (5) The care used in making turns at intersections. (6) The distance kept behind vehicles the bus is following. (7) The ability to shift gears smoothly. (8) Ability (o respond quickly in applying brakes when necessary. (9) Thoroughness in checking bus before starting to see that all safety appliances, such as brakes, steering gear, horn, lights, etc. are properly working and bus is in perfect condition. (10) Tendency toward taking chances. Food and Taxicab and Bus Joint Session 571 One method of testing a student under item 8 is for the instructor to unexpectedly command "Danger, stop quick." In most of the above items, however, the watchful eye of a capable instructor can detect under ordinary road conditions how student conducts himself and correct or reject him as the individual case may warrant. It is out of the question in this article to describe in detail all that takes place in the drivers' school. One thing, I think. Is important. Wc try to make important rules stick in the student's memory by explaining the reason for the existence of such rules. We do not expound all rules that are in our "Manual of Operating Rules" in class room instruction, but some of the more essential safety rules are gone over repeatedly. To merely read a rule does not leave the desired impression on the mind. But, for instance, take our rule which says that at railroad crossings the driver must make a complete stop and open the door. Why open the door? Be cause it enables the driver to hear better the sound of an approaching train. But suppose it is a warm day and the windows of the bus are open? The rule makes no exception. Open the door regardless. It helps to sell the driver to his passengers as an extremely careful driver who is taking no chances. This line of reasoning, explaining why the rules are made, arouses the interest of the student and makes an indelible imprint upon his mind. Here is another illustration. Our speed limit is 40 miles an hour. We desire to make an indelible impression on tlie student's mind that control of speed is one oi their outstanding duties as a bus driver. The first thing in the morning of the first day of the class we write on the black board a three word caution, "Watch Your ---------- " and leave the last word blank for several minutes. Each student pictures in his mind an old familiar slogan "Watch your Step", but sits up and takes notice when at last after minutes have passed the lecturer completes the line with the word "speed" instead of "step", and "Watch your speed'' is a warning he will hardly be apt to forget. By similar methods he is taught, among other things, to keep within our maximum limit of 40 miles per hour at alt times, to slow down going around curves and approaching intersections, to stop and open the door at all rail road crossings, to keep far enough behind the vehicle ahead of him to allow a safe braking distance, to keep on the right side of the center line of road, to not pass vehicles going in the same direction on curves or hilts nor where roads are too narrow and in short to always take other safety precautions of simitar nature. The initial training of the bus driver is bat a small part of the program of train ing, however. He must be continually trained and educated. This continued training after employment might be more accurately termed `.'supervision" but it is constant training nevertheless. Midway between our terminal cities we locate an operating official who bears the title of "Supervisor." He is provided with an automobile. His duty is to patrol the highway, watching our buses, conferring with the drivers and daily reminding them of safety rules, correcting improper practices they observe drivers indulge in and in general keeping a watchful eye on each driver. Thus, al though the drivers are as we say "on their own" yet they know that somewhere enroute, they know not just where, they will encounter their supervisor and they must be correct in everything they do or run the risk of being disciplined. It is important to scrutinise each driver's accident record. The majority of our drivers now have few if any accidents in a year. But some few are quite certain to be "accident-prone." The driver who keeps on repeatedly having accident after accident is a poor investment and a costly risk. He ceases to be an asset. Our method of watching this situation is to prepare in the Department of Safety and Personnel a monthly report showing the name of each driver who had an accident during the prcceeding month, how many previous accidents such driver had and how many he was at fault for. Three "at fault" accidents, even though trivial, will cause the driver to be put on probation. After that, unless there are good reasons for giving him a further dance, the "repeater" is taken out of service. Of course, 572 Nineteenth Annual Safety Congress even one serious accident or one flagrant violation will possibly result in instant dismissal. Two things which we are most strict about are the proper observation of our speed limit rule and our railroad stop rule. Violation of either of these rules invariably means prompt discharge of the driver apprehended. Such matters arc continually being watched and checked by the supervisors who are on the road day and night in each region. It is questionable as to whether a driver should be suspended from work as a means of discipline. It is a practice we do not follow as a general thing. Suspen sion means loss of pay. If suspended long enough to fit the seriousness of some offenses, it works a hardship on not only the driver but his family. It causes him to get in debt. He finally goes back driving with a worry on his mind that surely does not help make him safe. If the offense is serious, complete dismissal from the service is preferable. With in. we discipline drivers for minor violations by revoking their bonus for 15. 30. or 00 days. Each man is automatically paid a bonus of one-fourth cent per mile above the regular wage scale, unless the bonus is deducted as a disciplinary measure. Coupled with watchful supervision and disciplinary methods, is what we call "in spirational" methods of making drivers careful, courteous, and efficient. Safety, of course, takes first place in importance in the training and career of a bus driver. Our aim is to encourage drivers to voluntarily and of their own free will, be safe and efficient The regular bojius of one-ffllttth cent which all drivers receive is added to by an extra one-fourth cent lor "Star Drivers." A Star Driver is one who has had no accidents for a year and his record otherwise as to personal con duct. honesty, courtesy, and dependability has been beyond criticism. In other words, the Star Driver has nothing charged against his record for a year. He then receives the extra bonus until he forfeits it by misconduct, and he would then be obliged to have another year's good record before again being designated a Star Driver. A gold safety button is also awarded the driver who goes a year without an accident. A silver trophy is awarded every twelve weeks to the region having the best safety record and each driver in the winning region receives a personal souvenir, which they all value highly, in the shape of a Greyhound dog breast-pin. Safety Meetings with discussions on how to prevent accidents are held monthly at each regional headquarters and all drivers are required to attend. The men are encouraged to be safe, courteous, and efficient. They are inspired to take pride in the record of their respective regions and of the company whose uniform and badge they wear. It is because the very existence of the bus business depends upon the safety with which buses are operated, tliat so much time, patience, and money are spent on this phase of the driver's training and supervision. This part of his training, this feature of supervision or of continued education after he gets his job, must be intelligently conducted. You can't, for instance, be continually shouting at a driver "Lookout-- Be careful--don't have an accident" and expect to get results. Uusually such banter ing and nagging will only make the driver nervous or get him "sore" to use a common expression, and he Is less safe than if you had let him alone. The better way. and the one we follow, is to give him constructive education,--to give him oft repeated, perhaps, but convincing, intelligent admonitions and instructions. To aid us in this, we prepare a monthly summary of the actions, conditions and results which surround the accidents that occur. By way of illustrating my point, we are able for instance to tell the men at a monthly safety meeting that a certain number of accidents resulted from passing the car ahead; that drivers are using poor judg ment in passing; that they do so on narrow roadways with a soft shoulder and a ditch on the right, where they crowd another vehicle* onto the soft shoulder causing it to slide into tlte ditch and tip over; that this practice must be stopped. Bulletins are used carrying this message. Supervisors repeat the warning verbally. Every driver on the system gets the warning. It is specific, it is concrete. Something Food and Taxicab and Bus Joint Session 573 definite is brought to their attention in no uncertain terms which they must correct. Jt is followed through and kept after until the particular high accident producing practice, whatever it may be, has been corrected. In six months of such intelligent "after-training" we were recently able to make an 80 per cent reduction in one par ticular type of accident that had been showing a very high frequency. I do not know whether this paper presents much that is new. It is not, I am sure, the last word as to selecting, training and supervising bus drivers. We expect to improve oar methods as we go along. So far, however, we have made gratifying progress as indicated by the ever increasing safety of our operation, by the more earnest co-operation we get from our drivers, by their improved appearance, and by their greater all-round dependability. They are noted for their courtesy and for their capable and safe operation of our buses. The method described in this article of training and edneatk^ drivers was oilarged to its present scope a year ago last July. At that time we were operating about 10,000 miles for each accident reported (counting every report no matter bow trivial) and this has been steadily improving month by month, until the latest monthly summary shows we operated more than 54,000 miles per accident on the Greyhound System as a whole. Some regions did even better. One operating region went 90,000 miles per accident over a period of 14 weeks---nearly four times around the world without even scratching a fender, and another region 75.000 miles per accident. In July and August this year compared with the same period last year, we made a 70 per cent decrease in total accident frequency, and a 69 per cent increase in the miles operated per accident. Only careful, conscientious men, who have been well trained and who have the free will of their own to be careful, could accomplish such a record on the heavily traveled highways of this country. Only men who know what to do and what not to do and who have a personal pride in keeping their own record clean would be able to accomplish such a marvel of efficiency in highway transportation operation. And only men who know that back of all their training is the constant watchful, sympa thetic but firm supervision of a corps of capable and practical officers could be ex pected to keep maintaining such records month after month and year after year. Chairman Cooper: Having been in the railroad business, I appreciate the responsibilities of a locomotive engineer in handling a train. Those companies are very careful in the selection and training of men. I realized that the responsibilities of a motor bus driver are infinitely greater, and I haven't thought that the companies were careful enough about the way they selected their men. I am glad to know there is at least one company that appreciates these hazards. Are there any questions you would like to ask Mr. Dow? Robert Clair (Liberty Mutual Insurance Co., Boston) : How many candidates are In training, on an average, in the school? Mr. Dow: Usually the class is from 15 to 20. Ms. Clair: Mr. Dow said that you can't be on the job every day telling your men to be careful, to watch out and not have an accident; and that such a nagging procedure instead of having a beneficial result oftentimes has a reverse effect. I had almost an identical case with a group of about 40 or 50 drivers. We had been haring a little trouble with this group. We felt that perhaps our supervision hadn't been enthusiastic enough. We selected a contact man and made him chairman of the local safety activities, with the hope that he, having the most frequent and closest contact with the men, might be aide to keep the thing before their minds most ef ficiently. He worked on those men morning and night; he almost hounded them; and strange as it may seem, in spite of all this contact work, our record not only stayed bad but got worse. We finally came to approximately the conclusion that Mr. Dow has called to our attention today. W. E. Feller (Westchester Lighting Co,, Mt. Vernon, N. Y.): We have about 574 Nineteenth Annual Safety Congress 716 drivers, most of them part-time driver*. That is, there may be among them a gas fitter, engineer, gas distribution man, electrical distribution mao or electrical engineer. Is there such a thing as a set oi rules that might apply in a case of this kind i The nun isn't hired as a driver, he is a fitter, an engineer, and he might be an expert in his profession, but he isn't necessarily a good driver. Mb. Dow: The same rules would apply whether they were part or full time drivers. Certainly safety rules should be drilled into the man's mind whether he is going to drive a bus two hoars a day or all day long. Ma. Fame: Regarding hazards at intersections--where do you find the most accidents, and what is the particular reason for the most of the accidents ? Ma. Dow; From our experience the one classification which produces the largest number of accidents is the rear end col1Uion--where the bos collides with the rear end oi the car ahead of it. The largest number of serious accidents occur at inter sections. Ceoace F. C. Tayloe (Shell Eastern Petroleum Products Co., Inc., New York City): Mr. Dow spoke of the speed of the buses being 40 miles an hour. You govern your buses so they have the additional speed if they require it, don't you? I assume the men arc allowed to exercise their own discretion? Mg. Dow: Yes. K. J. Mineu* (Borden Company, New York City) : Mr, Dow, you are not ad verse to repeated messages given at short intervals to (lie drivers, but you do stress the fact that the nature of those messages should be educational in character. Such as passing on curves, calling attention in just a brief sentence to the dangers* and then winding up -with "The expert driver will not attempt to pass un the curve, and the wise one will profit by the experience of others," or something of that kind. Our records show the chief causes of serious accidents are limited to about six-- turns, left turns, turns between intersections, complete turns between intersections, U-turns at intersections, pulling away from the curb, backing up, and rear-end col lisions. 2 wonder if that is not the experience of most of us who have large com panies ? Mr. Dow: 1 might comment a little further on the first part of Mr. Mineur*s question. When we first started this work we had a meeting of our supervisors, and went after than pretty strong on the question of supervision. But evidently we didn't give them the right kind of training, because they went back to their jobs and began to bear down on the drivers. The result was, I had one driver come into my office who said he had been accosted by three different supervisors during the day. The first thing in the morning when he left the garage the dispatcher called him over and said, "Now, for God's sake, be careful, and don't have an accident," He got on the bus and was a hundred miles out on the highway, and was stopped hv a supervisor; and the supervisor sakl to him, "Have you had any accidents?" "No." "Welt. Cor God's sake, don't have any." He went along another hundred miles, and he came in contact with another offi cial. who stopped him. and said. "Well. how are you getting along, any accidents?" "So." "Well, for God's sake, now, keep your nose dean.** Then we began to intelligently instruct our supervisors to as how they were to contact with these men. Our accident statistics have helped us educate the supervisory force, and we have repeatedly put oo special drives, where we have laid down three or four cardinal points that we wanted the supervisors to caution and instruct their men about. The result is that now when a supervisor stops a driver he probably asks him a ques tion: "How are you handling your bus at the intersections you come to? Are you remembering the rule that you are to slow down at intersections and get under con trol "Yes." "Well, that's all right now, but don't forget it." Or maybe he would say. "When you stopped at that railroad crossing back there Food and Taxicab and Btis Joint Session 575 did you remember to open your door?" Constructive questions are put to him in that way, as a reminder, not as a continual razzing of the driver; an<l we are getting much better results. Ma. Clair: Mr. Dow, I would like to ask you about the use of the horns. It has a bearing on the safety situation in this respect, that in volume some of the tones possessed by some of these horns give you the impression that the bus is immediately behind you, and when the hnm sounds you almost feel as if you were being blown off the road. What instructions do you give your men regarding its use? Ma. Dow: They arc only to use the air horn in case of emergency. Ma. Mmtu*: New Jersey has taken the first step in the elimination of musical horns. These sirens will be prohibited on vehicles. At the Regional Conference in Philadelphia, to consider the Hoover Code, that body went on record as approving a regulation prohibiting the use of this type of signalling device, and that a con ventional type of horn ba used. Chairman Cooper: I made reference a while ago to the increased responsibilities of a bus driver over a locomotive driver. The reason for that was that the locomotive driver runs on a track and he has nothing to do with guiding the vehicle. A street car motorman is in the same category. But as those of you who drive cars well know, there are two ways in which an accident can happen. You can be as careful and as good a driver as you know how to be, but you can't guard against what the other fellow does. T am going to ask Mr. William Pasche, Safety Supervisor of the Chicago Surface Lines, to talk to us on highway safety, from the street car com pany's standpoint. Street and Highway Safety By WILLIAM PASCHE Supervisor, Accident Prevention, Chicago Surface Lines, Chicago, 111. Street railway operators Have a great deal In common with those who operate delivery trucks, taxicabs, or buses. We find that your problem is our problem. For a number of years we have been discussing the kind of a gong which should be on a street car. We have been trying to educate street car motormcn to use the gong intelligently, hut what do we find? In reading an accident report, and then (fitemstf^ that accident with the motorman, he invariably says, "The vehicle pulled away from the curb directly toward the track. T sounded my gong, but he paid no attention.*' Sow. if he didn't do anything but sound the gong, he surety wasn't going to pre sent an accident: and neither will a truck driver, a bus driver, or a taxicab driver present an accident just by sounding a signal. Two days ago in the Electric Railway Section we were discussing the 4type of gong which should be on all street cars. There were some 15 or 20 of Pittsburgh's train-men present and we listened to the value of the gong from their standpoint. That evening, three or four of us each going in a different direction, went out to see if gongs were really sounded in Pittsburgh. Only one man heard one gong sounded. Does the noise-making apparatus on our moving vehicles have a value? 1 don't know { I do know that in the past we have sounded the gong so much that the people objected. After telling the men they should not sound it so much we sodn discovered they weren't sounding it at all. Now we are telling them that it should be tapped at least twice in each block, and that that will warn the driver of the vehicle or car along the curb. Many of our accidents occur when the motorist is pulling away from the curb, at intersections, etc. We find that the greatest number occur when pulling away 576 Nineteenth Annual Safety Congress curb, or when the vehicle is attempting to pass the street ear on the right. Eliminating that kind of accident is difficult. I doubt whether any of us know the answer. We have been preaching alertness and have had some success. We find that a great many U-turns are being made on our busiest streets. Waba&h Avenue, in Chicago, from Lake Street south to Harrison Street, is a busy thorough fare. In the rush period we operate about four cars a minute through that section. There are elevated posts in the street, and it doesn't take much to put a taxicab or delivery track up against one of those pillars. In discussing U-turns on Wabash Avenue with a taxicab driver, I was told that if a prospective passenger signals to a cab driver who happens to be on the opposite side of the street, it is necessary for that cab driver, if he desires to get the business, to make a U-turn. He said, "If our drivers don't make the turn the other fellow is coming along, and he is going to pick up our customer, and that is just a loss to my company/' That is true; it is a loss, and any revenue loss by a trans portation company today is not made up tomorrow. But it is worth while, in the way of expense or personal injury* to L*-terns in busy city streets? I don't think so. In the industry in which I am engaged art have a lot of sins that you fellows object to; and we think you also have them; bat if we can get together and discuss our problem these can be worked out, and many of the things that now occur can be eliminated. Otar problems are Bajlxzy Gsaves (Yellow Cab Co. of Philadelphia): This idra of getting together, on the part of those interested in preventing accidents on the streets of our cities, is a very important move. I happen to be on the cad of our business, and sometimes it almost breaks my heart to give in bat I have received value every time I have given in regarding U-turns, driving on the rails* passing up the street cars on the wrong side, and things of that land. Experience is the cab line has shown it has been a good investment. H. J. Miveub (Borden Company, New York City): Perhaps you would like to hear from the deliveryman. The taxicab is our chief obstacle. In the streets of the larger ciltes our commercial vehicles are obliged to keep as far to the right as possible. Tn many of those streets cars are parked all along the curb, which means a very meager clearance between the side of our vehicle and the parked cars. Taxi drivers running along past the track, always cat in short and frequently just as they cut la notice someone on the sidewalk who may beckon to them. These drivers come up short: and a man with a truck is hardly in a position to bring his vehicle to a stop, even at eighteen or twenty miles an hour, and the result is a collision. The taxi operators can hdp fleet operators materially if they will remember that the operator of the large commercial vehicle must have more room and more oppor tunity to stop than the pleasure type of vehicle. So far as the trolley car h concerned, we have little diffculty with them. Just tme more thought. We invite suggestions from our chauffeurs, and partic ularly those that have accidents; wc ask them the solution of the accident. One of the suggestions wc got in connection with our long, dry ice trucks was tliat a rear horn be placed on these. Most of them are from 28 to 30 feet in length; and one driver who had had two or three accidents made that suggestion. We are trying it out. F. C Lynch (Kansas City Safety Council) : There is one point 1 would like to bring out--it is the use of the horn. In this whole problem of vehicle street use, one of the things we have to solve to accomplish our accident reduction is to secure some means of intercommunication between the people attempting to use the streets. There is only one means of communication that we have ever provided for any oper ator. That is the horn or bell. In your street car operation there are occasions where they can't yield. For ex ample. a street car going twenty miles an hour takes 130 feet to stop, with the Food and Taxicab and Bus Joint Session 577 most efficient brakes. A five ton truck loaded, properly equipped with ordinary truck brakes, going twenty miles an hour, with only two wheel brakes, stops in 35 feet There is an occasion where the street car man simply can't yield the right of way; and on such occasions he should be provided with some rather positive statement of fact that he couldn't yield, and that the other man would have to. Not that I think, as Marcus Dow has pointed out, that the bus drivers intend to pre empt the right of way with the use of this irritating horn which has been referred to, but it is provided so that it may give a more or less positive indication to the other users of the highway that there is not an opportunity to yield, and therefore, they must protect themselves. The only thing the bus man can do is stop. He doesn't have the free movement of the vehicle that the little operator has. We are liable to run along with this thought about horns and lose sight of the fact that it is the most essential piece of safety equipment there is on the automobile, and the bell is the most essential thing on the street car. We should encourage the use of those particular safety devices in a manner which good judgment of the oper ator will indicate that it should be used. George F. C. Taylor (Shell Eastern Petroleum Porducts Co,, Inc., New York City) : I frequently drive all over the country, from Washington as far as the Canadian line. When you have one of those buses, with the ear-splitting horn come up behind, you fed like "taking to the woods". A horn is an absolute necessity. It was the peculiar tone that wc objected to. Mr. Mincur suggested some warning should be put on the rear of a vehicle, de noting when it is going to stop- One of the most inexcusable accidents is the rearend collision. If the man who is driving a vehicle would follow at a safe distance, and would think ahead of his own radiator cap, he would avoid a lot of those rearend collisions. Mr. Mineur: A good many of our vehicles are 30 feet long, and there is just one man on them. Frequently they get into the curb and liave to back up. They start to back up when the road is clear, but in the meantime .someone comes in between the rear of their vehicle and the vehicle behind. His thought was if he could have a horn sounding as he was backing up. it would give warning to get out of the way. Ma. Taylor: There is some merit in that discussion. We operate a fleet of gasoline tracks and there is notiling to prevent the operator when backing up from sounding his horn, and also using due caution. We have the same source of accidents. Mr. Lynch : The biggest contributing factor to our public accidents is lack of attention on the part of the operator of vehicles. Not because the operator of the truck is not aware of the fact that he is going to back up; but the trouble is that there is a track operator who has actually found by experience that the vehicle operator is coming to him. so unaware, so inattentive to conditions under which he is approaching this vehicle, that he doesn't see it is backing up. Another example of this inattention is the example of an operator who might be going along, way out in the country where there is no traffic, and be scared because a' bus blew a big horn. The trouble was that that man should have observed in his rear vision mirror that he was operating somewhere in the vicinity of this track. We run along, absolutely unconscious of the things we are doing; it isn't the horn that scares us. The fact that the bus is there is what scares us. We are uncon scious of the conditions under which we are operating. We have got to change our attitude, our operating conditions, and not change the horns so much. Joseph Hinckley (Peoples Gas Light and Coal Co, Chicago) : Instead of criti cizing the other fellow we want to instruct our drivers, that they are not the only ones on the streets, nor are they the onty obstacle on the streets; and teach them to the level best of our ability. I am trying to do it. I know it is a job to do unto others as you would have others do unto you; but we should have some regard for them in the various operations. 578 Nineteenth Annual Safety Congress Cuaiuu.v Coom: The accident report furrns that the headquarter! stati.tkal bureau haa been working oo were deiicned to get at the crux of this trouble, which is. putting the Marne where it belongs, through finding out the facts. I am going to ask Mr. Forney to present those forms. Presentation of Vehicular Accident Report Forma BjRL FORNEY National Safety Council, Chicago, 12L For year* the industrial members of the National Safety Council, including mem bers in the metals industry, petroleum industry, and some fifteen others, have been reporting industrial accidents on a uniform basis, and have thus been able to compare their reports, one with another, from year to year. Last year 3600 industrial linns submitted reports. This year at this Congress those reports have been presented before the members of the various sections. Last year, a feeling developed among members of the Delivery, Taxicab and Bus Section tl^at it was rather inconsistent for them lo go any longer without haring some similar method of developing their records on a uniform basts for comparative purposes. There was discussion among members of the executive committee of the section and also at a special meeting of fleet operators in New York City. At an executive committee meeting oi the section in February, it was proposed that an attempt be made to get for the year 1929, some records of vehicular accidents among members of the section. Most of you have seen, I am sure, the results of that attempt, published in our industrial accidents statistics report for this year. Some 25 or 3b companies reported their last year's experience; and those reports were classified by industry-- that is, buses were separated from taxicabs, and so on. Shortly after these reports were obtained for last year it was suggested, however, that any accident reporting scheme ought to provide more information than simply accident rates. Such information has been obtained for some five or six years by official agencies throughout the country--police department State motor vehicle bureau, State highway departments, and others, using accident reporting forms that show the important circumstances of vehicle accidents. Furthermore, a few vehicle operators have made a similar attempt, including Mr. Marcus Dow. The large thing, of course, that we want to accomplish, if we can, in behalf of your section, and with your members and your officers, is to develop a pamphlet covering this subject of vehicular accident statistics and records which will contain standards, not only for you, but which will become recognized as standard among vehicle operators throughout the country. Following the experience of these official agencies 1 have referred to, and of the few companies from whom wc were able to get information we have developed three forms which have now been passed out to you for discussion, the idea being that these forms or some other* forms, should form the backbone of a pamphlet for the Delivery, Taxicab and Bus Section that will serve the same purpose for you that our industrial statistics pamphlets have been serving for ten years for the members in other sections. These three forms arc in your hands and you have had time to look at them just a moment. First, (here is an original report for each accident; second, there is a sheet for tallying those reports, so that like reports and like circumstances are gotten together. And finally there is a summary sheet, which is provided to set down the grand totals, so you can look at them at the end of the month and at the end of the year; compare this year with last year, and so on. Fo^d and Taxicab and J$us Joint Session 579 There are two essential types of infpriuation on the original accident report On dk front side there. are some very common questions--when and where did the awidcMi occur{ who was the other driver; what damage resulted, who saw the jcddeflt; apd so on.. Furthermore, there is a diagram, in which the situation of the uhiriti and of any other objects in the roadway, may be shown. Ok the reverse side the information is' somewhat different, namely, the cir- cwmUmkc* surrounding the accident. This covers such things as the movement of Ac vehicle--fa which direction it was going, and so on; action of the driver; condition ai the driver; and condition of the. vehicle. Sow, then, of what use^a^e the items oa this form? Mr. Dow has told you some thing about them. He feds told you .that his use of a form which provides information Iflee tins permits him to go to his drivers and say, not, "Be careful" or, "Don't have m accident**, but, "You have been passing on too narrow roads; you have been passing on curves; you have been failing to signal when, passing." and so on. He is able to find hoW ipany-vehicles were making left turns and right turns at the time accidents occur, and so on. In other words, those circumstances, as covered on the iwtfK side of this form, provide specific thjpgs which you can point out to drivers, inaad of simply "Be careful." Soar of you here received these forms before this Congress. We sent them to the oAm of the section and to the people who had been to this special meeting of operamrt an New York City last year, whose names we had, and we received a-few replies, a few suggestions regarding them. As we might have expected, the opinions were by no means the same. 1 have two of the replies here. Here is one sentence out of a- letter "After the data is obtained it does not serve any use, from a safety standpoint. For this reason I, personally, will not use tins form.** <* Here is another letter (a three-page letter, by the way) which,starts out like this: "1 would like to say these forms as designed at your office, should fill a long-felt need among operators of fleets ci buses or trucks for a standard system of gathering accident statistic*." The writer goes on to say that although the form may look rather complicated, he feels that the information of this kind is by no means too much to be obtained by a vehicle operator; and in conclusion says, "When your forms have finally been passed and prepared, we would like to be included in the first distribution of them, as the forms wc are using at the prescht rime are made by hand." This simply goes to show that as in every other human situation there is not agreement; and that is why we Wanted to have this discussion today while you people were here. Can we at least agree on the general character of accident reporting methods, for cpmmercial vehicle operators so.that the staff and your new executive committee for the coming year can proceed In the preparation of detailed methods ? Reports made on this basis will then-place the members of. this section in as ad vantageous a position, from the standpoint of knowing what the situation is in their own company and other companies, as is now true in the industrial sections. After these forms were developed, I found that the Baxter Laundry Company was using forms so much similar to -these that there are no important differences. 1 see that Mr. Haven, safety director of that company, is here today, and in view of the fapt that .he has had experience with obtaining this type of information about yehicular. accidents, it might be very much worth while to have him say something about what his results have been. Roren C Havsm (Baxter. Laundries, Grand Rapids, Mich.); I think our re porting plan is one of tlie most important parts of our accident prevention structure, so far as fleet operation is concerned. When I became associated with the Baxter Laundries at Grand Rapids, I was convinced that we were not getting enough of the details of the accidents which occurred in order to carry on an intelligent campaign. 580 Nineteenth Annual Safety Congress We attempted, therefore, to devise a form which the driver could fill out with the (east possible effort. Otherwise we knew he wouldn't fill It out This form is very similar to the one which has been handed to you. It differs principally jn the fact that there is less to it, and yet I believe it covers those points which we must have. The form is so arranged as to eliminate as much writing as possible. A check mark can be placed in front of the various statements and conditions, thus eliminating a large amount of writing. The outlined diagram on the reverse side,, which I see vs included also in this report, enables one to draw any type of intersection and chow location of the accident. When an accident occurs, the driver, at the sceoe of the accident, takes ^ copy of the form from the envelope, which is tacked up in the cab of his car (two forms being in this envelope) and notes thereon the other driver's name, address, and so on. He will estimate the cost, and list m detail the damage done to the other car, and to his own. After getting die full information, he will place check-marks in the places provided and thus give the complete story of the accident In the envelope which contains these forms are given in brief the same instructions which are given to the manager when instructing the route salesman, so that the driver, if he has an accident, will know exactly what to do with tliat form. He may not have to use one for six months or a year after lie is given the information. We are now sending our form to the insurance company instead of using the in surance company's own form. This was done at the insurance company's request. These reports not only give the insurance carrier the story, but they give me a complete picture of what each driver is doing. When you get a report like that which Mr. Forney has laid before you for consideration today coming from your drivers, as we have from our 4$0 truck drivers, you arc going to be able then to Lay down a campaign, and not talk about the hypothetical cases, but about actual cases that are happening in your fleet. :Chairman Cooper I think that it is almost impossible to give reports as de tailed as these the proper consideration at a meeting like this. We need some chance to study them; and it seems to me that the only thing that we can do here is to get an expression of those present as to whether a thing of this kihd is desirable. If it is, I would entertain a motion to have these forms referred to the statistical chair men of the different sections, and let them work out with tlieir own executive com mittee what changes. If any, they want to make In them. Robert Clair (Liberty Mutual Insurance Co., Boston): I move you, Mr. Chair man, that this matter be referred to the statistical chairmen of the various sections, and given proper consideration. H. J. Mixcutt (Borden Company, New York City) . I think we should not just pass it off to the committees without some definite instructions. Frankly, I am very much interested in forms that wQl give us information that we want but I don't think this form is an answer to our problem. I think each one of us ought to have an opportunity to work it out as it is, and then submit our criticisms and suggestions. If we don't do that we are going to be just as far away a year from now as ever. Mr. Clair: I move you. Mr. Chairman, that the three forms, be mailed as soots as possible not only to the officers, but to all members of the interested sections, with the request that those people receiving the forms return to Mr. Forney or any other designated party, their reactions and criticisms; and I would like to include in that motion that that action be taken before the form is actually tried. ChaUoian Cooper: Is there a second to that motion, as now made? Baes'fv Graves (Yellow Cab Co., Philadelphia) : I second it. Chaiiuan' Cooper; The motion has been moved and seconded. All in favor say "aye ;** opposed "no." The motion is carried. adjournment NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Electric Railway Section Officers 1930-31 Genera/ Chairman--Glenn H. Shaw, Ohio Edison.Co., Akron, Ohio. First Fw-r-C/wiV/nan--Samvel H. Reid, Bureau of .Safety, Chicago. III. Second Vice-Chairman--T. G. Brabston, Birmingham Electric Co., Birmingham. Ala. Third Vice-Chairman--Paul Hopson, East SL Louis & Suburban Ry. Co., East Sl Louis, III. Secretary--W, A. Brown, Nashville Ry. it Light Co., Nashville, Tenn. Chairman Poster and Slide Committee--H. V. ScTimr.iBEE, The Capital Traction Co.. Washington, D. C. Chairman Program Committee--Ralph C. Bush, Transit Mutual Ins. Co., Boston. Mass. Chairman Membership Committer--E. C. Spring, Lehigh Valley Transit Co., Allen town, Pa. Chairman Publicity Committee and News-Letter Editor--R. S. Tompkins, The United Railways and Electric Co., Baltimore, Md. Chairman Statistics and Engineering Committee--A. A. Oldfield, Wisconsin Power and Light Co., Madison, Wis. Chairman Health Committer--Melvin W. Briikcs, Chicago Rapid Transit Co., Chicago, Illinois. Executive Committee--The Officers and G. T. Hei.i.kvjth, Chicago North Shore and Milwaukee Railroad Co., Chicago. 111. . K. Eastham, St. Louis Public Service Co., St. Louis, Mo. Retiring Officers General Chairman--Melvin W. Bridges, Chicago Rapid Transit Co, Chicago, 111. Vice-Chairman Glenn H. Shaw, Northern Ohio Power and Light Co., Akron, Ohio. Vice-Chairman--Sauvbl H. Reid, Bureau of Safety, Chicago, III. ViceChairman T. G. Brabston, Birmingham Electric Co., Birmingham, Ala. Secre tary--Pjwt Hooson, East St. Louis and Suburban Railway Co., East St Louis, III. Chairman Paster and Slide Committee--L, R. Brown, New York State Railways, Rochester, N. Y. Chairman Membership Committee--Arthur Gaboury, Province of Quebec Safety League, Montreal, Quebec, Canada. Chairman Publicity Committee and Neves-Letter Editor--R. 5. Tommcjhs, The United Railways & Electric Co., Baltimore, Md. Chairman Program Committee--Ralph Bush, Transit Mutual In surance Co, Boston, Mass. Chairman Engineering and Statistics Committee--A. A. Oiarms, Wisconsin Power and Light Co., Madison, Wis. Members at Large-- 582 Nineteenth Annual Safety Congress G. T. HuxftfirrB, Chicago North Shore and Milwaukee Railroad Co., Chicago, 1U. D. L. Fennell, Kansas City Public Service Co., Kansas City, Mo. EL K. Eastsam, St Louis Public Service Co., St. Louis, Mo. Tua&day Afternoon Session September 30, 1930 v MELVIN W. BRIDGES, Chairman Chicago Rapid Transit Compaq?, Chicago, 111. Tltc first session of the F.lectric Railway Section of the Nineteenth Annual Safety Congress convened with Melvin W. Bridges, Chicago Rapid Transit Company, Chi cago. III., presiding. Chairman Bridges; Gentlemen, the first item is an address of welcome by a Pittsburgh man. J am pleased to introduce Mr. T. Fitzgerald, vice-president and genera! manager of the Pittsburgh Railways Co. Address of Welcome By T. FITZGERALD Vice-President and General Manager, Pittsburgh Railways Company, Pittsburgh, Pa. It is my privilege to welcome you electric railway men to this 19th Annual Safety Congress, Your achievements in safety work have been so outstanding that the people of Pittsburgh are proud to have had their city selected for this year's Congress. This is the first time Pittsburgh has been selected but we hope it js only a fore runner of a series of such relationships. Safety evolved in a manner similar to oilier activities. The appreciation of the necessity for safe methods has been firmly implanted in the minds of employers after extensive work on litc part of those far-seeing men who realized the necessity for systematic accident prevention work. Safety work developed naturally into a need for specialization along different lines. This specialization resulted in the establish' mem of this Electric Railway Section and oilier sections in the National Safety Council. A great amount of mieJIigent effort has been applied to the safe operation of elec tric railways. In spite of the increased hazards due primarily to traffic congestion the electric railways as a whole, principally through the efforts of your group, have succeeded in reducing the number of accidents. At first the efforts of the electric railways were general but with specialization and coordination has come a scientific attitude toward the problem. Hus has been splendidly exemplified by the officers of the Council. A feature of your work at the present time is the scientific spirit of investigation, analysis and the facing of facts regarding the situation which you have developedFrom this analytical treatment, together with the wholehearted devotion and leader ship of those able men imbued with humanitarian ideas, great things may be expected. There is no limit to the extent to which improvement can be made by proper co ordination of the efforts of the luimanitarian leaders and the scientific men studying our safety problems. The importance of safety work and safe conduct of individuals and industries develop* the corollary of improvement in tlie effectiveness of the individual and the organization. 7 doubt that tlx effectiveness of an organization can be improved Electric Railway Section 583 without improving its safety; likewise I doubt that the safety of an organization can be improved without improving its efficiency. This relationship between safety and efficiency is welt understood by men in the Electric Railway Section. Many of you have been forced to adopt drastic measures for efficiency. No doubt you liave been surprised that those measures which have been really efficient have resulted in increased safety. Likewise economic necessities have influenced a strong pressure for safety ahd the same result with reference to efficiency has developed and we sec, as in all sound economic or social activities, improvements along both lutes proceeding together and each dependent upon the other. We of the Pittsburgh Railways Company are especially dependent upon your Section for the development of safe methods and practices which we may apply to our unusual conditions. CnAiauAN Bridge* i Our Secretary is going to present a summary of the work of our committees during the past year. Mr. Hodson. Paul Hopson (Safety Engineer, East St. Louis and Suburban Railway Co., East St. Louis, III.) : The Executive Committee held three meetings during lie year. We have a report from the Poster and Slide Committee, of which Mr. Leon R. Brown was the chairman until April. As he was transferred in his work the chair manship was given to Mr. Schreiber of the Capital Traction Company, Washington, D.C. This committee furnished 24 posters for the section which had been requested by the National Safety Council. Mr. Schreiber reports that the film strip work is now being organized. The Membership Committee, of which Mr. Gaboury is chairman, has quite a report. We gained five new members but lost 19 old ones. To stimulate interest in membership, eleven letters were mailed to members about this work. Two of these were specific electric railway letters: the others were general. The Publicity and News-Letter Committee gives its own report to you who have seen tht news letters published this year. The next is our Program Committee. Our Program Committee has worked hard. As Mr. Bridges told you, there was very little, if any, refusal on the part of Speak ers to accept our invitations and it looks as though we are going to have a real program this year. The Statistics Committee has a special report which will he made later. A Special Committee was asked in the Executive Committee meeting last year 10 make a report on first aid. I will read that report. Report of the Special Committee on First Aid By SAMUEL H. REID Bureau of Safety, Chicago, Ilk Early in the year tlie Executive Committee of the Electric Railway Sectiou at a meeting held at the headquarters of the National Safety Council, Chicago, authorised the writer to send out a questionnaire to all member companies to determine how many of them are interested in and give first aid instructions to tlieir employees.' Thirty-nine member companies returned the questionnaire answering all or a part of the fourteen questions. An analysis of the answers is here given. Question No. I. "Have you given first aid instructions to: (a) Car men who operate in city streets. (b) Car men who operate on mterurban lines. (c) Bus or coach men in city service. (d) Bus or coach men in intemfban or special service. Seventeen member companies operating one man city cars have given first aid in- 584 Nineteenth Annual Safety Congress ssructlons. Sixteen had not given first aid instructions. Six did not answer this'ques tion. Ten companies operating busses or coaches m city service have given first'add instructions. Nineteen have given no instructions and ten (ailed to answer this question. Of those who operate biterurban or special service seven answered yes, twenty answered no and twelve did not answer the question. Question No- 2. "How many hours instruction is given to each man?" The highest number of hours which any company gave to first aid instructions was twenty-five. The average was two and one-half hours. Question No. 3. "Does this training produce greater interest in safety of pas sengers V Of the total number of answers to this question eleven reported in the affirmative, one in the negative and twenty-seven failed to answer. Question No. 4. "Are any of these groups furnished with first aid hits?" Eleven answered In the affirmative, eleven negative and seventeen failed to answer this question. Question No. S. "Do you find contests or some periodic practice program neces sary to maintain interest in the subject?'' Ten answered yes, eight answered no, and twenty-one failed to answer this question. Question No. 6. "Is such' training appreciably more valuable to interurbsm or special service operators than for strictly city operators?" Question No. 7. "Docs company pay men for time in taking first aid instructions?" Eleven answered yes, eight answered no, and twenty failed to answer this question. Question No. & "How long has each group (a to d) been operating with this instruction ?" Longest ten years, shortest two months, average fourteen months. Question No. 9. "Is such first aid Instruction given by a physician or a layman?" The answer to this question indicates that fourteen reported that laymen gave such instruction while eight reported that instruction was given by physicians. Seventeen did not answer this question. Question No. 10. "Has any publicity been given to the fact that operators have such training?" Eight reported yes, twelve reported no, and nineteen failed to answer. Question No. 11. "Do men carry their Red Cross cards or badge?" Six reported yes, thirteen no, and twenty failed to answer. Question No. 12. "Have injured passengers welcomed the employees* first aid?" Twelve answered yes, two no, twenty-five failed to answer. Question No. 13. "Has experience shown that the company assumed any extra responsibility or incurred any additional liability or expense because of rendering such first aid?" One answered >cs, seventeen no, twenty-one failed to answer. Question No. 14. "What estimated savings have been secured by competent first aid handling with the various groups (a to d) as compared with the usual results without such aid?" Five reported no savings, four reported some savings and thirty gave no answer to this. To summarize: One hundred and sixty-four questionnaires were sent out and thirty-nine were returned, which is a fair average for answering questionnaires. One significant item in the answers to the questionnaire is that only one company experi ences any additional liability or expense by reason of first aid given by its employees. Another significant item is in answer to Question No. 12 which shows that passengers wclcoux'd employees' first aid and only two appeared to have resented it. It would appear from the answers to Question No. 14 that the economic side of tire question has not received much attention. Four reported a saving, but nothing to indicate the Electric Railxvay Section 585 amount. Five reported no savings white thirty did not attempt to answer the ques tion. On the whole, the thirty-nine companies answering the questionnaire are more or less interested in the subject oi first aid. Wc assume, therefore, that it is worth while regardless of the cost. It might b$ well when this, report is submitted to call for a discussion at whicli additional information will no doubt be secured. Ma. Hodson : That is all of the special committee reports. Chairman Bridges: Are there any questions on any of the reports that have been read? If not, 1 am going to call on the chairman of the Engineering and Statistics Committee,. Mr. A. A. Oldfield. Wisconsin Power and Light Company, Madison, Wis., for his report on the question that came up on the floor last year. It is relative to gongs. Mr. Oldfield wilt summarize his report. A. A. Oldfield (Safety Director, Wisconsin Power & Light Co., Madison, Wis consin.) : This questionnaire was on the use of warning signals. Your committee wrote 140 companies for information. We received replies from 76 of those com panies representing the operation of 22.434 cars. Thirty-eight of (lie companies operated suburban cars and twenty-eight interurban cars. Sixty-nine companies were using the foot type gong, six the ceiling type, three the foot type belt and one (he ceiling type belt. Forty-one companies used the whistle signal. Thirty-seven of them were suburban and four operated city systems. Two companies were using chimes and eleven others had various types of signals. The reasons for using foot gongs were tabulated as follows: Eight said that this was the most positive and economical signal; six, because the public knew the signal; five use them as it leaves the operators' hands free for other operations; nineteen because they thought it the most practical type for city operation; two because it was standard practice. Two companies found the rotary type more satisfactory. There were some ciungcs during the year in type.* of signals used: one changed from the rotary to the foot type gong while another installed horns. One adopted the electrical foot gong and one the Minneapolis type of ringer. Twenty-eight contem plated no gong and forty-three reported no change. Chairman Bridges: Are there any questions on this report. W. H. Gallagher (Motorman, Pittsburgh Railways Company) : What type and size gongs' are used? Do any companies use the fourteen-inch silver-tone gong? If so, how many ? Chairman Bridges : That information is on the questionnaire but was not tab ulated. Sanford Babbitt (Motorman, Pittsburgh Railways Co.) : We arc trying to find out the type gong to use for a city like Pittsburgh. Should it be a horn or an electric gong ? The streets are narrow and the trucks heavy and noisy. It is a question of safety of the passengers and the safe movement of the cars. We want some signal that won't interfere with the police and fire departments, something in the nature of the horns they have on the busses. The gong is out of date as it does not make enough noise to combat a five-ton truck with its engine going. We have a peculiar problem in Pittsburgh. Mr. Oldfield : Mr. Babbitt has (he answer in (hat other companies are not con templating going to a horn system. There are only two in the United States that have changed from the gong to the horn. G. T. HkLlmuth (General Claims Attorney. North Shore Line, Chicago, III.) : I was so impressed by (lie volume of sound from Ihe gong used by the Chicago Sur face Lines (hat J went to a large shop and storeroom maintained by them on the South Side in Chicago to see just what it was they had that enabled them to so effectively serve notice on the traffic that one of their cars was coming. From Mr. Oldfield's report it seems that a large majority of usage by companies of the foot Kong is rather a persuasive argument that the foot gong is not getting 586 Nineteenth Annual Safety Congress out of (late. It is not subject so much to sleet or snow and is probably the safest, mo.*,t reliable of gong* that can be used. At the end of my study I readied the conclusion that it was more the manner in which the inotorman was trained to operate the gong. You can certainly hear that hell. You should have an alarm that is subject in the volume of sound that it pro duces to the way in which you handle it. If you use vigor, the vigor that the Chi cago Surface Lines' men use in ti*e operation of the foot gong, you will get about us much volume of sound as you need. :Chairman Bridges The Pittsburgh Railways answered this questionnaire. They u{>crate 1,(108 cars. The Cleveland Railways operating 1,100 cars, using the foot Kung, say, "The foot gong is the most practical in heavy street traffic.*' The Los Angeles Railways, with 875 cars, claim that the gong can be heard further and more clearly. The Saint Louis Public Service Company, operating 1,325 cars, claim the loot gong served the purpose best The United Railway Electric Company of Baltimore use the foot gong for city service and whistles for suburban runs. They aIso state that the foot gong can be heard better in traffic. Even after getting statistics we cannot say what is the best type to be used in any particular city. Your traffic conditions, the width of your streets, the prevalence of busses and the headway of your own cars has a great deal to do with the type of signal which should be used. Wc have given you in this report a bird's eye view* of what is being done on about 75 properties operating from fifty to sixty cars up to twenty-two to twenty-three hundred cars. We can't give you any prescription' that win fit your property simply liccause it fits somebody's else property. E. D. Doake (Statistician. City of IDetroit Department of Street Railways, De troit. Mich.) ; One method wc used to solve the problem in Detroit was carried uul by a suggestion system. We had plenty of suggestions about gongs. We went to fleet operators to get them to keep their trucks off the tracks. We are helped, of course, by our ordinances. These arc somewhat similar in other cities in that vehicles are expected to leave the car tracks when the gong is sounded. There is not much difficulty about the foot type gong being lieard, but it lielps if you can get the fleet owners to instruct their drivers to comply with the ordinance which requires them to keep as close to the curb as possible. On narrow streets wc have the cooperation of the City Council and the Police Department in the proper parking restrictions. Wc have vigorously Instructed iiiotormcn who persist in having collisions with such vehicles that their first con sideration is to operate the ear safety and not to operate with the gong but run it with the control and the brakes, H. G Bamdrkk (Traidman. Pittsburgh Railway " ) : During my visit in Chi cago we >wre informed by Mr. Adams that tl. .. used a fourteen-inch silver tone gong, sand-blasted, with an especially prepared paint on it. It surely is a wonderful gong. Do any of your companies employ nny devices on the operator's front window to protect him from the glare of automobile lieadlights? I have found by using a small amber glass that the glare of the headlight does not lxrther me. You will also find that by putting a little awning over the front windows, just a small piece of tin. dial it will keep the snow and sleet and ice from coating that window. I also found by a little more experimenting that a light red tint uver the globe m the headlight is more easily seen in fog by the autoist than the glow we use now. Guv Wauu (Division Supt., United Traction Company, Albany, N. Y.) ; Fpr the benefit of those men that were talking about putting horns on cars. We had one special car equipped with a horn operated by foot control. We had to take it off due to so many collisions with vehicles pulling from the curb. The auto driver Electric Railway Section 587 usually thought it was another automobile and he wouldn't turn out. Within the last year we have equipped all our cars with an air gong In preference to the old knocker gong and we have reduced o*r accidents 25 per cent. This new type gives a more shrill warning. Glenn H. Shaw (Personnel and Safety Director, Ohio Edison Co., Akron, Ohio) ; About two years ago wc equipped our city cars with an automatic air gong. It is effective; it is loud; you can hear it for a block and we have had no complaint from the public. We have reduced our accidents, partly I think, because of this automatic KOOg. Lron R. Brown (Safety Engineer, New York State Railways, Rochester, N. Y.) : We have duplicated that same performance in Rochester with the air-operated gong. A. T. J wastro (Conference Leader, The Milwaukee Electric Railway & Light Co., Milwaukee. Wi* ) r We have 640 cars equipped with the air gong and are having a hard time to get the men to use them; they prefer the foot gong. Mk. Walker: Our cars arc all equipped with the knocker gong and I seldom hear a man ring the knocker gong in preference to the air gong. Mr. Shaw: With reference to the use of the new or the old gong, we have re tained the okl gong and simply put in this new attachment on it. We have one gong and they use it. Chairman Burners: The next paper on the program is "Accident Prevention Through Supervisory Training," Mr. C. H. Evenson, Superintendent of Transporta tion. Chicago Surface Lines, Chicago, 111. Accident Prevention Through Supervisory Training By C. H. EVENSON Superintendent of Transportation, Chicago Surface Line*, Chicago. The field of accident prevention in street railway operation is great indeed. Many person* are inclined to believe that accidents are due to chance and that their absence is good fortune more than anything else; but they are the result of carelessness, error in judgment or lack of knowledge on the part of an individual. In this fact lies the essence of safety work. The operation of street cars or busses through busy streets, together with the handling of large numbers of people^, create conditions that can be conducive to the occurrence of accidents. The only effective means of combating the accident hazard is in the training of the personnel engaged in the operation of the cars. The success of accident prevention efforts does not lie wholly within the province of the trainman or but operator. Ha must receive the whole-hearted support of the management. The scheduled service must be adequate to enable him to handle his passengers efficiently and avoid overloading of cars in normal operation. The system of street supervision must be comprehensive and thorough enough to protect operating crews from the whims of others who do not operate as they should. Loaders should be placed at heavy loading points |o aid in the movement of cars or busses. These are important factors in accident prevention, although they may seem to be somewhat removed from it Street traffic conditions must be such as to permit a free and easy movement of all vehicles. 'Hie management should take an active interest in bringing about an efficient utilization of existing street facilities, and should aid civic authorities in every way possible in removing impediment^ to the traffic flow. Studies should be made to determine proper signal control and reasonable and effective regulations. Intelligent accident prevention and good operation are not in opposition--rather, they are in accord. Transportation service must be last and safe if it is to attract patronage. The answer is good equipment handled by well-trained employees. 588 Nineteenth Annual Safety Congress The interest of the trainman must be aroused and kept alive. He must know that UU record is scrutinised and that the management will do all in its power to help him become proficient. Accidents are not intentional and most men are eager for any knowledge the/ can acquire of means for avoiding them. It is the duty of the management to teach accident prevention methods. Charging the employee with the responsibility for an accident is a most effective means of creating an interest. He will defend his actioa In the circumstances leading to any accident in which he may have become involved and an analysis must be made to determine whether or not everything was done that could have been done to avoid it. There must have been some cause or it would never Ilave happened and in the ferreting out of these causes lies the success of the program. The interest creates ihinkkyy, sod that is precisely whTahteistrnaeincemsasanrym. ust be aided and encouraged to make-himself proficient. Instruction and corrective follow-up arc necessary dements of his training. Schooling in'details of safe and efficient operation falls directly on the persons serving in supervisory capacities, who must appreciate the problems and talk the language of the ymwn> force. The doctrine of safety must be taught in a practical -way if satisfactory tecuhs areCtaor bceonotbrtoalinitedo.ne of die most important factors in safe and speedy operation. It is possible to practice car control and still maintain a high schedule speed. CatUakros with vehicles approaching from intersecting streets or pulling away from dm curb can be reduced through the agency of intelligent car control. The supervisory force must be able to check up on the trainman's judgment of speed and distance. He can he corrected and unproved in this respect with competent instruction. He'can develop a safety sense and allow himself enough lime to take any necessary steps in an emergency to avoid a collision. Street conditions are such that the trainman is constantly called upon for action of one kind or another and only in so far as his accuracy of judgment is maintained will he be a successful operator. It is impossible to spend too muds time in improving operators' methods and showing them bow to be on the alert for any of the innumerable acts- of other street-users that may become a contributing cause of an accident. The management must train Its supervisory personnel in all the ordinary dements of accident prevention before it can hope to get the idea across to the trainman. Each man should be thoroughly competent to instruct the trainman in ways and means of doing the utmost to avoid any and all chargeable accidents. He must be able to pick out the factor or factors in the immediate circumstances leading to Its occurrence that were responsible. Where was the negligence or error In judgment?. What was done and what should have been done? An accident that has happened is history-- prevention of another of the same or general type is the important thing. The supervising personnel should be schooled in principles of acceleration and braking and the relative importance of all the component parts of the cycle of opera tion of the public transportation vehicle. The schedule speed should not suffer* at the expense of a safety pendulum that swings too far. Speed and safety are both posAsHibleo.f the principal technical features of the vehicle and their performance must be understood. There Is not much logic in building a car or a bus with- certain possibilities of performance and speed and then discounting the service rendered by it through fear of accidents. Many properties do that very thing--run along lazily and take their time when it wouM be much better if things were speeded up and the operators were more alert and awake to their responsibilities. The so-called "accident-prone" man is often the topic of discussion, but Is he acci dent-prone on account of his own deficiency or that of HU employer? All men do not possess the sapie degree of mental ability. Some become quite efficient with a minimum of training, while others require considerable attention and there will be some who will never qualify as first-class operator*. Those in the last class are simply not suited for the business and they had better cast their lot elsewhere. Electric Railway Section 58V However, among the middle class are there not many men who are accident-prone because they, have been neither properly trained nor correctly handled? Tbe human element in the public transportation business is singularly significant The transported tion employee endeavors to do his best and is always looking for advice and leadership. He wants to excell in his job and deserves all the help that it is humanly possible to give him. Many accident-prone men can be improved and possibly cured entirely at the hands of a competent instructor. Small but significant items that formerly escaped attention ran be brought out and their importance stressed. They can be sent out to ride with expert operators and told just to watch and check their own judgment against that of the man running the aur. If there is a difference, why does it exist ? Any man can do much for himseU with this kind of observation coupled up with contact with in structors. If the accident-prone man cannot be substantially improved in this way, then he has no place iu the public transportation industry. As important as the training, itself, is the follow-up of men in accident prevention work. Tbe significance of this is often underestimated and the results of sound instruction are never fully realized. The interpretation of instruction is not always consistent and many men are likely to miss tlie major point entirely. An intelligent and corrective method of following up becomes absolutely necessary in the success of any accident prevention program. It is not difficult to carry on, yet it is extremely valuable. It can bring out the attitude of the man and also disclose any flaws in the method of instruction. Accident prevention can well begin with the selection and training of new men. Proper methods of safe and fast operation can be instilled in their minds at the outset. It is infinitely better to start the new man off in the right direction than to come back at a later date and mold him over again. During this training period, it wilt not be difficult to ascertain his weak spots and give them added attention. The results of a successful accident prevention program are well worth while. The service rendered will be much better and delays on account of accidents will ba minimized. Good operation and safe operation are synonymous and the end can be accomplished by training of tftc personnel. There is nothing in a sensible accident prevention program that is antagonistic to the best interests of the business. Chaikman Bridges: The discussion of Mr. Evenson's paper will be led by Mr. Walter j. McCarter, assistant superintendent of personnel department. The Cleveland Railway Company, Cleveland, O. Diacuwlon Walter J. McCarter: Mr. Evenson brought out some particular things which slxmld be discussed. Mr. Evenson said: "Each man iu the supervisory force should be thoroughly competent to instruct trainmen in ways and means of doing the utmost to avoid chargeable accidents." Some companies, instead of having their ordinary supervisors, have special instructors for this work. One company lias special safety supervisors to do this training. 1 would like to get your opinion. If you arc a supervisor, what do you think about it? If you are a trainman, how much do you think the supervisor should know? Wm. H- Barnes (Assistant Superintendent. Accident Prevention, The MilwaukeeElectric Railway and Light Company, Milwaukee, Wis.) : Years ago tl>c supervisor was an instructor, but with the coming of the automobile and heavy traffic, he is exactly, what he is called--a supervisor. We are making a mistake if we ask our supervisors to instruct our trainmen. The proper way to instruct trainmen is to have an instructor do nothing but that kind of work. His mind is not on the service but on that particular job of instructing the trainmen. In Mil waukee we do that very thing and we have had remarkable results. Another statement, which Mr. Evenson made, bears out this previous statement. 590 Nineteenth Annual Safety Congress He said: "Tliere is no difference between safe operation and good operation." If that is so why shouldn't the supervisor of good operation also supervise safe oper ation ? E. K. Eashiam (Safety Director, St. Louis Public Service Co., St. Louis, Mo.): I believe thtre slxmld be a competent instruction department to do the major job of instructing trainmen. Any man in a supervisory capacity should be trained to the point where he is a master of that job and of those things which the men under him have to do. Other wise, Iww can you expect decent supervision unless those supervisors are thoroughly trained from the ground up? T. G. Bkabston (Supt. Transportation, Birmingham Electric Co., Birmingham, Ala.) : A supervisor should not have imposed upon him full responsibility of train ing. Men instructed by the training department cannot always be tamed out as highly finished products. They are released to active service and a supervisor con tacts with them. His duties and responsibilities require him to do other things than instruct and it is difficult for a man to try to do these two things successfully. Our supervisors follow up the active work of a man on the line and in a way IHilish off the results of the training department. They see the training with which they are familiar is perfected in the individual being molded into a competent and skilled operator. T his contributes a valuable service to the training department and is one in which there must be cooperative effort. Dm. Seegard (Third Avenue Railway) : The training department is as essential and perhaps not more so, to the supervisors and operating forces, than oar speakers at these conferences are to us. Wc arc trained but come here to hear more things that wc can add to our properties and our knowledge. We carry ft back in much the same way your training force can carry down through your supervisory force to the men operating. In a maiuier, this bears out Mr. Evettson's remarks. We do not have our acci dents at peak loads ami high speeds. These occur when the loads begin to fall and the man's attention is attracted elsewhere. If you have investigated your peak loads you will find that it is not your peak of accidents, nor does your peak of accidents occur at the minimum load. It occurs somewhere in the falling off from the peak as it drops down. A certain investigator has tried to bring out that the peak of the load is the peak of the accidents. It is not true. :Mr. Even son Wc have what we call traveling conductors and traveling motormen and also supervisors. They specialize in the work of training motormen and conductors. The traveling conductor must know all about the traveling motorman's work and vice versa, and the supervisors must know alt of the jobs. Everybody in a supervisory capacity, should be able to step in, watch the operation, and post the instructors as to who needs follow-up instruction. F. C. Lynch (Mgr. Kausas City Safety Council, Kansas City, Mo.) : Front our study of motor car public.accidents, we have come to the conclusion that tlie factors in accidents are three in number. First is skill; second is judgment and, third, is alertness. The skill of your operator is determined by his intelligence test when you hire him. You increase his skill by instruction. Your instruction, however, has to do more with the judgment factor than it does with the skill factor. We find that in the motor car accident it is not a case of lack of instruction; it is not a case of lack of skill or judgment; we find it is a lack of alertness. If you would analyze your accidents, you would find that the cause was not due to any deficiency in training but that he didn't do the things he knew*. If you apply my interpretation to the remarks about the peak of the accidents occur ring other than at the peak of tl*c traffic period, you will agree that the operator was just as intelligent at the time of the uou-jieak load as he was at the time o& Electric Railway Section 591 the peak load. Ue was just as skillful; Ik had just as much judgment but his alert ness factor had decreased. If you agree with that interpretation, isn't the problem today, not one of how to train, but one of telling the supervisors how they can maintain the alertness of the operator ? Wuxtasi Pasche (Supervisor of Accident Prevention, Chicago Surface Line, Chicago, III.): We have not fouod that fewer accidents occur during the peak period than in the off-period to be true in Chicago. We can conclusively sliow that from the hours of four to seven p. in., we have the greatest number of accidents. After seven p. m. there is a sharp drop. This is not true on Saturday when from twelve to two and again from eight to nine-thirty in the evening the accidents rise. Those are the figures that show up in our study of the accident problem. You will never solve the accident problem by specializing in accident work with a bandful of men and tlieu saying to the rest of the body that --"supervising aecidpit prevention work is none of your business." It is every man's job. As Evcnson said in his paper, accident prevention and good operation go hand in hand. Dr- Skegard: Do you mean to say that your accidents per hundred thousand passengers are greater during your peak loads ? Mb. Pasche: Our accidents are greater in the peak loads. Da. Sugars ; Per hundred thousand passengers; not on die mileage basis. Mb. Pasche: They are greater in the peak loads. \V- Gallagher (Mntorman, Pittsburgh Railways Company): ThHt accidents are heavier after the rush hours than in the rush hours is possible. Wc know from experience in the rush hours it isn't possible to make the speed that you make after the rush hours and every car going out has two or three more minutes running time both ways, which gives the man a little leeway- and he doesn't have to take the chances. Your loads arc greater, congestion is greater and you can't get through as fast. But after the peak is over, tlic. schedules are cut and a man runs his car faster and sometime it is impossible to keep the ear under control. That helps to create accidents, for things may happen quickly. I know, as a trainman, through tlic operation both in peak hour ami after peak hour, the difference that you have hi the operation. ,. A. T. Jastrow (Conference Leader. The Milwaukee Electric Light & Railway Co., Milwaukee, Wisconsin) : This whole matter of safety is a matter of attitude, whether it ts supervisor, instructor or platform titan. If he lias the right attitude to prevent accident! he will take it unto himself. The' whole thing is the proper attitude when you go on the job, whether a street car, driving a bus or anything else. Ma McCarter: Is there anybody here -who still disagrees with Mr. EvenSon that at (vast the supervisors should be competent to instruct ? A. A. Oldfield (Safety Director, Wisconsin Power & Light Company, Madison, Wi.) : The question as to what a supervisor should know, varies a great deal in the organization set-up. For instance, on Mr. Barnes' property, where they have a most efficient training school it is hardly necessary for their supervisors on the streets to. know so much as it would be in a company where Ihe supervisor not only watches the cars but also watches the operation of the cars by the operators.; . H. G- Uambrick (Trainman, Pittsburgh Railways Co.): I find from experience that a great mauy trainmen have accidents due to over-anxiety. Those men, in putting over a- schedule, become nervous. I always, instruct a man, "If you can make a reasonable, schedule, make it, and if you see that yon are late, don't try- to make up ten minutes on a twenty-minute run; take your time and try. to use judgment. The inspectors usually put you over on time and if they don't, go ahead yourself, but don't worry about it because yuu have got eight hours to put jit aod whether you put them in standing still or going ahead, it is better not. to. have an .accident." Mr. McCarter: I want to call your attention to one more statement from Mr. 592 Nineteenth Annual Safety Congress Kveiibou's paper. He said, "The management must train its supervisory personnel in all the ordinary dements of accident* prevention before it can hope to get the ideas across to the trainmen/' What methods should the management use in train* ing its supervisory personnel? Should it be practical experience on the car? If you take a conductor and make him a supervisor, should he break in as a motorman or should that be by conferences on accident prevention, by analyzing accidents, or should that be by a technical understanding of the car. as suggested by Mr. Evensoo, so that he understands the braking efficiency and that sort of thing? Have you any suggestions? C. S. Grim (Conductor, Pittsburgh Railways Co.): We have too many super visors now that don't understand the conditions that prompt a roan to haVe an Acci dent. I think every man. before being appointed a supervisor, should be able to uperate a car. T. H. Cameron (Garage Foreman, United Traction Co., Albany, N. Y.) : That problem came up last week. The proposition came up on new equipment and the way it was being handled. The point was brought out by our general manager. He said. "How does the supervisor know that?" We now have a ruling that the supervisors are to be trained first and then go out and train the operators. Mr. McCarter: There seems to be an agreement that there is a real problem of management in training their supervisors. There seems to have been some feeling that we are always after the trainmen. Mr. Evenson points out that management does have a real responsibility in training the supervisors so that they can help the trainmen <m overcoming some of these problems in connection with accident pre vention. Chairman Bridges: It is seldom (hat we get a forty-five minute discussion. 1 am going to throw the meeting open to a discussion of any subject you want. E. D. Doa.ne (Statistician, City of Detroit Dept, of Street Railways, Detroit, Mich.): 1 believe about 90 per cent of automobile oolliiiont are the fault of. the automobile driver. We used t0 classify some of our accidents as controllable ahd uncontrollable; Among the uncontrollable accidents we included collisions with automotive vehicles. Two years ago the percentage of collisions with automotive vehicles to the entire number of accidents occurring amounted to 75 or 76 per cent. We tried to change the attitude of the motormen toward tlie automobile driver, making the automobile driver his ward, so to speak. We tried to point out to them how they could save the fuol drivers, as they called them, from their foolishness. Our August report shows that the percentage of collisions with automotive ve hicles was 53 per cent of the total. We are not crediting the redaction to the auto mobile drivers. It was doe to the attitude of the motormen toward the automobile driver. They can, by the exerciseof greater judgment and consideration, secure a great deal of satisfaction for having prevented a great number of accidents. Leon R. Brown (Safety Engineer, New York' State Railways, Rochester, N. Y.): Perhaps only about 10 per cent of the accidents are the fault of the motorman, but we should go a little beyond that and decide whether those accidents were avoidable. Often an accident is avoidable by the motorman even though not his fault. We have classified our accidents into two parts: avoidable and unavoidable. We hold as chargeable accidents those which were avoidable. That point Mr. Lynch made when he said there were three factors in accident prevention: knowledge, skill and alertness. I agree with him. It is possible that most of the accidents are doe to the fact that the men are not alert, but there is also a possibility that most of theaccidents are due to the fact that they are not properly trained. For instance, on our property I believe three-quarters of all the accidents are had by the new men. Twenty-five per cent of the new men have three-quarters of the Electric Railway Section 593 accidents. That would indicate that there is a factor where skill and judgment arc just as important pcrliaps as alertness. Chairman Bxidccs : On the elevated system, we have an experience which bears out Mr. Lynch. In our collisions and derailments we find that it is not the new man, it is not the man who has just been broken in for motor work, who has the accidents. Ninety per cent of our collisions and derailments occur to a motorman who has been in the service from twelve to twenty-one years on the motor, not counting what he had as a trainmen or a conductor. It is not lack of skill; it is not lack of instruction; it is not lack of experience but it is failure to be alert. Mechanical operation has a great deal to do with accidents; that is the mechanical operation by the man. He may be experienced and skillful, but through many years of doing the same thing over and over it gets to be a sort of mechanical operation unless that man keeps himsetf keyed and alert at all times. I am bringing out a few of those things which are not due to lack of instruction or supervision, but are simply caused by the fact that a man's mental faculties are not as alert at. all tiroes as they are at specific times in. rush hours or in the portions of the track where the headway is extremely short and where he must be on the alert in order to avoid trouble. Pan. L. Specht (Trainman. Pittsburgh Railways Co.): It was my privilege yesterday to ride on a car with a motorman of twenty years' experience. There was no traffic, but there were two cars. Every stop that leading car made the following car made at the same time. There was no reason to follow that close. It is in line with the Chairman's remarks that the old man sometimes does those things. Natur ally, the first car is hauling all the passengers. . Henry G. Bammuck (Trainman, Pittsburgh Railways Co.): The first operator is at fault. Our book of rules tells us when we are late, and there is another car in the block covering the same route, that the first man shall go ahead and not pick up all the passengers. In that way be can get ahead. ADJOURNMENT 594 Nineteenth Annual Safety Congress Wednesday Morning Session October I, 193* MELVIN W. BRIDGES, Chairman Chicago Rapid Transit Company, Chicago, 111. The second session of the Electric Railway Section convened with Melvin W. Bridges presiding. Cbajfmajj Ejudges : We open our program with a paper entitled, "Experience of a Public Transportation Company in the Prevention of Street and Highway Ac cidents" It is a pleasure to introduce Mr. L. G. Tight, vice-president of the Ohio Edison Company of Akron, Ohio., and President of the Central Electric Railways Association. Experience of a Public Transportation Company in the Prevention of Street and Highway Accidents By L. O. TIGHK Assistant General Manager, Northern Ohio Power ft Light Company. Akron, Ohio. Accidents have always been a serious factor to contend with in the operation of a public transportation system. This is evidenced by the fact that it is necessary to maintain a claim department, with trained personnel for the sole purpose of negotiating and settling claims against us from time to time. These claims: are the result of injury to persons or damage to prqpqjty which seem to. follow the course of operation. The fact that wc prepare oursfWe* to meet such a situation is evi dence that it is anticipated. In other words we expect accidents'---they are seemingly fundamental to our business. This may seem a rather loose statement to before a group of people devoted to the idea of preventing accidents, but, due to the nature of our business, unfortunately it is true. We are in the business of transporting human beings from one place to and to do this we must keep moving. Now, any object that moves is subject to collision. That's the first fundamental point. The next point is that our movements must of necessity be made where numerous other objects and many persons are also moving. This naturally increases the possibility of collisions. Our vehicles must move through congested streets where they are subjected to the careless and ques tionable judgment of other drivers some with possibly more, but most of them with undoubtedly less, experience. We are using the public thoroughfares which are crossed by pedestrians with or without caution, some with regard to their own safety and some with apparent absolute disregard, depending wholly upon the extent of their adherence to the 18th .amendment Often where suitable play grounds are not available these public streets are used as a play ground by the neighborhood children. Of course, children must play; this is also fundamental. We have these and many more conditions to contend with. Our equipment is mechanical, operates under heavy stresses and is subject to failure. These failures, regardless of extreme precautions, are liable to occur at any time, at the most unexpected moment, under the most unfavorable circumstances, and may be from any number of causes. This presents a situation requiring constant alertness and eternal vigilance. A momentary lapse of attention may mean injury or death. With these fads confronting us, it is obvious that this 2s a situation requiring careful study and constant attention. I believe that tnnsportatkxi systems generally EUctric Railway Section 595 appreciate this and have taken steps to meet it. The costs of accidents, L "In juries and Damages", represent a definitely large item in our operating expenses. It is the mo9t unpopular Item in the whole statement--an Item which the manage ment abhors for the reason that absolutely nothing is obtained in return for such l>eavy expenditure. Many companies have faced financial ruin because of it- There fore, any management alive to its responsibilities will give the question of accident prevention major consideration and extremely careful supervision. Records and statistics should be accurate and complete because it is only through a study of these data that the management can determine whether or not progress Is being made; whether the situation is under control and determine to what extent efforts directed to this end are effective. The railway industry, through the American Electric Railway Association, has directed its efforts toward accident prevention for a good many years. The associa tion has regarded this problem as a major one and, through well organized com mittees, has devoted considerable time and money to a careful analysis and study of the causes, suggesting remedial measures for prevention. These committees have . worked diligently with the equipment manufacturers, securing wonderful cooperation in the development of safety devices, improvements in mechanical equipment, etc. Annual awards arc made through the association for improvements in behalf of accident prevention. I believe it Is safe to say that each and every company engaged in the electric railway industry making every effort to improve its position in this respect. It might be of interest to this group to know what wc in the electric railway industry are doing as our contribution toward securing the results to which the National Safety Council Is dedicated. As a means of outlining our activities I shall relate briefly the experience of my own company, the Northern Ohio Power ft Light Company, of Akron, Ohio, and I venture to say that similar activities will be found on nearly every system of any size in this country. These methods and practices are not theoretical but entirely practical. They are the results obtained through years of experience, and an exchange of ideas on the part of committees fr6nt the American Electric Railway Association, National Electric Light Association,' Na tional Safety Council and others engaged in this very humanitarian Work. It has been found, for instance, that the first and fundamental necessity is a full time organisation of trained personnel devoting all of its effort to the prevention of accidents. Other methods have been tried but without success. The job Is too important} there are too many details to delegate to any one branch of the opera tion. Accident prevention affects all departments---they are all Involved. If this work is carried on as a function of the transportation department, the mechanical, trade and roadway, and other departments will be neglected. Likewise, if placed under any of the mechanical departments, the transportation unit will not receive the attention It should. The only practical set-up is to coordinate all the efforts through a department of accident prevention, with the liead of the department cooperating with the Other various department heads. If an Accident should occur due to faulty bus operation, this is a problem for the - superintendent of transportation and the superintendent of accident prevention to work out. If, on the other hand, mechanical failure of the equipment is the con tributing cause there must he thf fullest kind of cooperation between the superin tendent of equipment and the accident prevention department. The same rule applies to the track overhead department. There must also be a close working arrangement between the claim department and the department Of accident prevention in securing correct information concemmg accidents, the proper kind of reports, etc. These departments must work very dose if the best results are to be obtained. The primary job of the department of accident prevention, however, is just what its name Implies, i. e., to develop ways and means of preventing them arid, If In 596 Nineteenth Annual Safety Congress spile of all of its efforts accidents do occur, and as pointed out previously they will, it becomes the duty of this department to analyze all of the facts, find the cause and take steps to prevent a repetition. By constant hammering away and following up, good results will be obtained. Accident prevention work to be successful cannot be spasmodic. It is a.work that does not lend itself to high-pressure drives and campaigns periodically. It must be followed constantly day in and day out. Results cannot be obtained without some expense, but it will be found that the CTTfwM incurred is only a small part of the actual savings effected through the efforts. An accident prevention department, if properly conducted under good leader ship, will pay splendid returns, and I might say right here that proper leadership is half the battle. This is one place where die right man must be picked for the job. A poor leader, even if he has efficient subordinates, will not get results. In this work the leadership must be of the best, because personality, tact and diplomacy are required to bring out that spirit of cooperation so essential in this work. Friction to any degree Is a ceaseless detriment and must be avoided. It is difficult to drive a man to think safely, but he will In most -cases react to helpful suggestion if properly presented. Sow, to get back to our own experience. We first have a full time superintendent of accident prevention--C. H. Shaw. Ur. Shaw, before taking up accident preven tion work, vm a practical train operator. He knows transportation from the front end. He Imuws from practical experience just-how accidents happen and how they can ge avoided. Mr. Shaw has charge of all of the accident prevention work on our property. The entire system Is organized. Our efforts at the present time in all of our mechanical and electrical departments are being carried on through our foremen. We are absolutely sold on the idea that the foreman la the man to carry the responsibility, and this applies not only in the shop department but in track and line departments, substation construction, etc. By placing this responsibility on the foreman, and with the proper education and training through regular meet ings, we have made wonderful progress during the past year in reducing the num ber and semi fly of accidents within our own industry. I wilt not tala the time here to dbaas lids phase of the work I will devote my limited time to an outline ef the uMIiqJs and practices followed in that which has been accomplished on the Akron Oty car and bos system. I might say m passing, however, that In Mr. Shaw's department he has a man who has been thoroughly trained in first aid work, hi the application'of the prone pressure method of reauchation. care and dressings of wounds, etc., rad that every man in our operating department, both railway and electric, has been thoroughly Instructed and is constantly coached in these applications. ' Our first aid equipment the very best ffxst can be provided, is under the supervision of a trained nurse, while three cwnpany dispensaries are maintained at strategic points over the property. The organisation ol the accident prevention work on the Akron City* System is carried on under Mr. Shaw's supervision through six safety supervisors, three of whom are men picked from die* ranks of the trainmen mid three from the bus oper ators These an ewe chosen for their qualifications and their records m bring able to handle equipment orer a long' period of time without accident. Iu other words, they are ms who have alt bean through the fire and Ian been' able to demonstrate that it is possible, even with all of the handicaps, to operate can and bosses on our Akron City System without becoming involved in accidents. Some of these men are on the streets at all times, observing the operation, riding the various can and busses, and giving advice to the operators when they find them doing something contrary to rules, or using practices that are liable to lead to an aretdeat The operator? appreciate the advice and helpfulness of these super visors. They are not considered spotters let any respect. They wear m distinctive. Electric Railway Section 597 scat appearing uniform so that they may be readily picked out by the operators. Mo attempt, whatever, is made to cover their activities. By impressing the. nto with the fact that these supervisors are out to help them improve their, record, and not to spot on them or turn in reports that will be detrimental to their record, they have learned to appreciate fully their help and assistance. On the other hand, they are also made to realize that if they are found constantly breaking the opera ting rules, doing any unnecessary speeding, rough handling of equipment, or care less driving they will be reported for such infractions. This street supervisory work has resulted in a marked decrease in the number of accidents and our records in dicate that the expense is entirely justified. These particular inspectors devote all of their time to * b tess of accident prevention and are in addition to the regular transportation in^-ctors who are in control of schedules, tie-ups, etc. Several years ago our company inaugurated what, I believe, was the first school for bus operators. This plan has since been extended to include car operators. AH of our cars on the Akron City System are one-man operated. An instructor was appointed to conduct the bus school and another man in a similar capacity to con duct a school for trainmen. All employees, both new and old, have taken a sixweeks course in school work in addition to the required amount of actual platform breaking in. The course in both departments Is very complete. Men are thoroughly Instructed on all of the phases of transportation. This covers courtesy, proper handl ing of equipment, making out of accident reports; stressing of personal appearance, proper method of giving information: thorough instruction as to routing of the various lines so that this information can be given promptly and accurately in reply to ray inquiries; location of all public buildings and places of interest; conservation of power and fuel, etc. After finishing the course an examination is held eud if pasted successfully a diploma is given. These diplomas are handed out at annual graduation exercises where appropriate entertainment is provided and talks are given by our chief operating officials. In addition to the school work a series of conferences is held and attended volun tarily by the men on their own time. Certificates are issued to operators who attend a certain number of these conferences during the year. Such certificates are pre sented at the same time* the diplomas are given out for the school work. It has also been our practice to present each year suitable tokens in the form of badges or money reward to car and bus operators who have gone through a full year without an accident report. We have some men who have now reached their fifth year with a clear record. When a man is involved in a serious accident, i. e.,- a collision where there Is personal Injury, the operator Is called In to the accident prevention department and the case is reviewed. Quite often we are able to point out how the accident could have been avoided. After a visit of this kind the man is usually extremely careful and any tendency toward carelessness Is corrected: A very complete card file record Is maintained in the accident prevention department where the accident record of'each car and bus operator is filed. When it is found that a man is a repeater. I, e., prone to have accidents, he is given special attention. The man will be called in and his record reviewed by the superintendent of transportation and the super intendent of accident prevention. Each case Is analyzed and he is shown where he has been at fault. We have bad a number of rather Interesting experiences which show absolutely that a man's record can be improved if he is thoroughly Impressed with the idea that unless his record is improved we can no longer use him for the work. One instance, I recall, is the case of a man who had six accidents. He defended his position by saying that each and every one of the accidents was unavoidable and his record could not he improved. He was given one last chance with the under standing that another accident would mean dismissal. Since that Interview this man, operating over the same route, giving the same service, has now gone weO 598 Nineteenth Annual Safety Congress into (he wood year without an bdni recorded against hm The dis close that we have a number of Mwflaf cases. The point is that most arriitenlt are preveatible, but it is only through effort that the same men io the service can be brought to realize this (art. We do have a nwmhrr of accidents, however, in wbidi operators are not at fault, but where il has been possible for as to apply a remedy we have not hesitated to do so. Daring 1928 we bad a Bomber of serious acridcnti doc to head-on collisions be tween inlnranHIg wad the from end of our street cars. These accidents usually ocaxrad very late at night They were the recolt of too much bwbrlaiioa oa the part of the wtoiehli driver who would drive his machine down the wrom ride of the street at anik speed and crash into the from end of the street car. In some eases tins uumd with the car standing still. Flood lighting the froot of our cars has hripad to efiarints irrlfnf of dus riasi Time does ret permit erf a dhrwssion of the care exercised in the inijrrtinn and mamtrfivsrnr el sgaiyrnese. Extreme pwmatinn h need Id our tnazstarence depart- nos to ptaar totowd on the streets dat is safe to optreat. Special care and cnriaiiWtoma m given to he natter of brakes, all of oar 1ms garages being eqtdppad with hah toWmg towwsncxn lor this purpose. Ample braking power is provided tn aJ h war reding tock and dm is very helpful, particularly in emergencies to red eaUsriaBB. h this hid recline of re activities I have not attempted to burOra you with a lot erf mhtiea. Ton wfll naturally expert me in aril you, however, what the resafci of am actnihi Imre been. In dosing my adviee to dl pnhfic tnagmuikn operators is that ore hope is oapmn wih this MhOns rests in the desefopeoent of well trained accident peeore tire marie, fretiiaiig each awd every day of the year, and wiri* the furihr ad- iiiimiilamnt "never So fed tariffed with the resdta.** Accident preresdion work does pay. From all the estimates that we ere able to mate, based on eight months of actual experience; if the trend is continued for the balance of the year we are going to be abk to save in operaring expenses not less than $123,009 in the wuhiami of accident claims. It does pay! We bad a reduction in vehicle collisions of 727 accidents during the eight months' period, or 40J per cent; a reduction of total railway accidents (dot is all classes of accidents) of 345 per cent Now the question might be raised that on account of the falling off in riding and the fact that wc are operating leas miles than last year that those things the decrease in accidents. We don't believe that as ore averages arc areefa better. The tou! mites operated for the fast eight months of 1930 was 6,960.499. In 1929, 10.- 527.123L But the average males operated per accident hi 1930 totaled 4509 as against 351$ in 1929, an increase of 1,49) miles per accident. That figure may seem low but it depends entirely' on what you call accidents. Anything that involves the com pany m the street operation is classed as an accidoit with the exception of an ob served accident where the company is not in any way involved if the motorinan or bus driver observe* an automobile colUskm s block away, he is to stop and get the information and report h. That is not chargeable. Everything rise is. K a lady soils her dress or tears .her hose, (hat is an accident; anything that in volves the company is an accident and they arc all chargcabk. If a fellow comes down the street and ploughs into the rear end of our bus, wc arc In no way at fault but that is charged as an accident in our record. In 1929 we carried 4$,130,465 passengers in eight months. This year during eight months wc are carrying 38,491,000. The average passengers carried per accident hi 1929 was 15,173. This year we are carrying at the rate of 18,450, or aii tncrea.se in the passengers carried of 3,377 per accident. In 1929 we had a number of unfortunate accidents. The first eight months we had 21 fatalities. None of these fatalities were caused to company passengers. This Electric Railway Section 599 includes both the railway and the electric operations. Several were caused by P4Qpk throwing wire over high-tension lines and so on. This year, for the first eight months, we have tv*4 eight fatalities, a decrease of 13, or 61.9 per cent. The rest of these figures deal with coat factors and it is on the basis of these figures that* we are making this prediction that we are going to save $125,000 this year. In 1929 we had a total of 5,381 accidents, which cost $351,000. That is the item in the operating expenses which the management don't like. That is money passed right out the window. The average cost per accident was $65.31. With 1208 fewer accidents in the first eight months of 1930, at that same average cost, represents a saving of $78,906.56, and for the balance of the year we hope to make it $125,000. Don't get the impression that 1 am talking only from the dollars and cents standpoint. I am bringing that out as incidental and point out that it is important. It k just as important to carry on accident prevention work and save that money as it is to save money in any other way. It is doubly important to save just as many lives and just, as much suffering as we can. That is the first thing to think of. Ckabmav Brumes: The discussion of Mr. Tighe's paper will be kd by Mr. K. K. Eastham, safely director, St. Louts Public Service Company, St. Louis, Mo. Discussion of Mr. Tighe's Paper Led by E. K. EASTHAM Safety Director. St Louis Public Servlet Co., St. Louis, Mo. It w a great pleasure for me to again he among my friends of the Electric Railway Svctsre. It has been a pleasure and privilege toi all of us to hear Mr. Tighe's paper. Mx as a prepared paper alone, though that part was ably done, but maiuly as a record el accomplishment and a setting forth of the sound and sensible means to that Nrer I am going to bear in mind that my place on this program is to lead a dis cretion of this paper rather than to do all the discussing myself. Instead, therefore, of following Mr. Tighe's paper with one of my own setting forth in detail our St. Ires accident prevention accomplishments and activities, I will confine myself to a few general observations which it is hoped will bring forth short and to the point cwreimti and discussions from many other members. The outstanding feature of what is being done in Akron, I take it, is the stress laid an education and training of their men. Along these lines Akron te in the very forefront of progressive properties. The fact of greatest interest to us, in my judg ment, Hes in the general observation: that a careful analysis of accident prevention work throughout the industry will show a predominating trend along Akron lines and toward greater reliance on education and training and away from the earlier hurrah and campaign methods. Wc are coming to took on accident prevention as part of the day's work, as an integral element of efficient workmanship. In realizing this we are also realizing, that it is haphazard, unscientific and unbusinesslike to expect a man to acquire those habits which make up sound workmanship by trial and error, by his own unaided efforts. A few will succeed, many will fail and many more will achieve mediocrity. Hence today's need for properly planned and carried oat pro grams of education and training, fitted to the personnel and conditions of the in dividual system. I should like to go a step further however and give my idea of an integrated, com plete program of accident prevention. It may be summed up in these words: scientific selection and placement, adequate training, intelligent supervision, enlightened per sonnel policies as affecting morale, properly designed and maintained equipment, constant research Into and analysis of factors both physical and human, and finally 600 Nineteenth Annual Safety Congress reliable records. This is a large order and I ant safe in saying none of us are doing as yet a 100 per cent job along all these lines. As is natural some are stressing one feature more than another and doing a better job of that particular feature. What I am trying to do is to give an outline as complete as possible, in the light of our present knowledge of the subject. If then the outline is fairly complete what we should strive for as the ultimate goal is to so balance our activities as to give its proper place and importance to each and reach a rounded whole. Each one of you must do your own evaluating and weighing of the various features of the outline as applied to your particular property. There is no fixed rule. I am having my own troubles working it out in St. Louis. At present we are going rather strong on clinical investigation, analysts, case work with' the individual, and records as reliable as we can possibly get them. But we arc keeping the complete outline in mind, and have activities well started under each head. Our results are justifying our efforts with a 20 per cent decrease in accidents in 1930 to date over the same period of 1929- and in fact with 1930 our best year on accidents since the old horse and wagon days. And this lias been done during the same period that we very materially increased our speed of operation. Getting back to Mr. Tighe's paper there are a number of details in connection with their educational and training programs concerning which, I am sure, members would like to ask questions and to discuss. For instance, did the older employees attend the six weeks school on their own or company time ? Are the schools purely instruc tional in nature or do they assume a conference aspect? Do the six. safety supervisors act also as an instruction department ? These a^d other questions I should Uke the members to ask Mr. Tighe. General discussion is in order for the remainder of our time. 1. Gordon (Safety Engineer, Bureau of Safety, Chicago, III.) : Regarding the six safety supervisors1 understand that they give all their time to safety supervision. What hours <do these supervisors work? Do you have night .Supervision and day supervision and how do you divide the time of the six men? Mil Tighe; .That time is divided over the full operating period. We have more men during the rush hours than during the normal hqurs of the day, but there are men on all hours of the day and night. Mr. Gokpon : Are some of these men railway operators and some bus operators. Mil Tighe; Yes. Ma. Gordon: Are these men on a monthly salary or are they paid their regular operators' wages ? Me. Tighe: They are on a monthly salary. Ma. Gordon: Concerning the four months' contest .and the dinner; wifi it bar a man from the dinner if an automobile runs into the rear of a standing street car ? Mil Turn*: Yes. .That is a chargeable accident. Ma. GoaooK: On the chart you mention collisions between vehicles. Do you separate the two causes of accidents, cars hitting vehicles and vehicles hitting cars? Mil Tighe: Yes, we keep a close record of that. All collisions are classified. Mil Eastiiam: We hayc some 75 different classifications of accidents. In automobile collisions alone we classify, tabulate, and analyze them under eight different subdivisions. Those which hit the rear of the car, automobiles hitting the car other than the rear, scrapes on curves, car hitting automobile at right angle, car hitting automobile pulling from the curb, car hitting automobile cutting in on the track, which is, by the way, the most difficult single classification, and so on. Along the line of reliable records, a very finely drawn sub-classification of ac cidents, not only with reference to the record of the individual but with reference to our records as a whole, is very vital and important and we are going pretty strong on that. S. J. Henkel (Safety Inspector. Pittsburgh Railways Co.): We have eighteen distinct classifications on collisions with autos In our present break-down. Electric Railway Section 601 T. G. Bbabston (Supt Transportation, Birmingham Elec. Co.. Birmingham, Ala.) : Mr. Tighe what- is your experience in respect to unreported accidents as a result of this classifying of accidents in the record? To what extent do unreported accidents prevail ? Mil Tiche: We have very little trouble with that. Mr. Eastham : Our figures on that constitute about 5 per cent of the total. We have reduced no report claims in the past year to an even greater percentage than we have reduced accidents as a whole, although we also give some collective prizes, not to the individual but to different car sheds, and that argument has frequently coax up--wilt any kind of a bonus tend to increase no report claims? We haven't found it so, but I think that something like 60 per cent of the no report claims we have are lakes in whole or in part. It Is an interesting fact that they seldom have to do with automobile collisions, although that represents between 55 and 60 per cent of the total accidents. Yet no report claims nearly all revolve around two types of cases: boarding and lighting and falls in the car, personal injury cases, where it is almost impossible for the doctor to say but that there is some little strain to the back or something of the kind. J. E. Sheridan (Supt of Transportation, Tampa Electric Co., Tampa, Fla.) : We have a bonus plan similar to that which Mr. Tighe explained and we attach a penalty to the failure to report accidents. That penalty amounts to three times the amount of money which we put into the fund for each accident less than we had last year. In other words, right now the penalty amounts to $45.00. That is deducted from the'borius fund. We add to the fund $15.00 for each accident last year and we deduct vthrefc accidents, or $45.00, for anything unreported, but the amount of money has been Very slight. JMr. Eastham:. Our St. Louis system is practically the same. We count "no report claims" as three for one against the car shed. A-. T. Jastsow (Conference Leader,, The Milwaukee Electric Railway and Light Co., Milwaukee, Wia.) : Concerning that dinner entertainment. The question was Risked, "if an automobile ran into the rear of a stationery car. does it eliminate the man from the dinner". Mr. Tighe sjiid, "Yes, we call that an accident, a chargeable accident.'' I wonder if Mr. Tighe will tell tts what that motorman could, have done to prevent an.automobile from running into the rear of a stationery car. Mi..Ticks: That Is one of those cases which are-hard to determine Some of. those accidents are caused by stopping too quickly without looking in the rear vision mirror to see if there is anybody behind. Ma. Jastrow: Could you tell after the accident whether he looked into the mirror ? He might have a standing load of people. Mr. Tighe: It is understood it will be a chargeable accident as regard to who is responsible. Mb. :Jastrow You don't give many dinners, I am afraid. Ma. Ticks: You would be surprised at the number we have in four months. .Ms. Eastham: Those things must be arbitrary in character. You have to fix ascertain rule. It would be as easy to set a rule taking a certain type of accident and eliminate that. Some companies do that. Some eliminate other things, but the point is this: In any system of that kind that involves dinners or bonuses or what ever it may be, so long as it is understood in advance, it is fair. Chairman. Bridges: "Improved Public Relations, a Result of Safe Operation is the subject assigned to our next speaker." The man to give this is Mr. Charles Cordon' Managing Director of the American Electric Railway Association of Hew York. 602 Nineltenth Annual Safely Congress Improved Public Relations a Result of Safe Operation By CHARLES GORDON Managing Director, American Electric Railway Aeaociation, New York City I am to talk about improved public relations being the result of safe operation. I don't need to set! you men on the idea that safe operation results in improved public relations. In the safety performance of these electric railways, we really have sonwthing to brag about. I am rather in an unusual position talking to a group of safety men from electric properties because my usual function is to criticize what we do. Uy usual function is to point out our deficiencies and l have some difficulty io doing that with respect to our safety activities in this business. Maybe before I get through you will find one or two things that I might suggest as criticisms of things that we yet haven't done. Nor do I mean to infer that we don't have to keep pounding away at this safety subject. Not by any means. Nor that we don't have to keep constantly improving our technique, our knowledge of methods And of the specific how of helping the man on the platform to operate his car through these increasingly crowded busy city streets, harassed on all sides by wild, crazy, automobile drivers; and wc all get that way once in a while, (or some strange reason,' when we get behind the wheel of ao automobile. The men on the platforms of these cars need help and it seems to me it is your job as experts in this subject of improving the safety of our opera tion to constantly improve your methods, your knowledge of that subject, not only your knowledge but your method of transmitting that knowledge - to these men in such form that it will be of specific help to them. We have done an amazingly fine job of that. It is one of the factors about which we have most cause to be genuinely proud in this business, and I can prove that to you before I get through. But-We must keep driving and poundiug away at it constantly. What is this transportation business?. Talking about safety and iU effect upon public relations, perhaps the best function I can perform is to help develop your perspective a little bit on the subject. It is profitable once in a while to attempt to flevelop pur perspective a little bit, and it is profitable, to look at this business in which we arc engaged and consider it for just a moment. 1 am particularly glad to be able to talk about this subject because whether it is the manager, the safety. expert or the man on the platform of a car, we can all do a better job if yre under stand a little bit more when we arc inclined to take tlie time to understand the nature of the business in which we are engaged. To my mind it is the most fascinating business in the world. It is fascinating liccause of its very difficulties and complexities. I don't know of a business under the sun that presents a more complicated collection of difficult problems than does this transportation business. .We have alt the characteristics of a large manufac turing enterprise. Wo run ? big shop; we have car houses; we have mechanical men; wc hare all sorts of technicians engaged in work that pretty nearly covers the entire range of activities that would be engaged in by a large manufacturing enter prise. We have a construction department ; we are building track and paving, not only under ordinary conditions but in crowded busy city streets, under traffic where the slightest rime delay has the greatest reaction upon public opinion. Our business is conducted in such a way that it performs a vital function in the economic life of the city we serve. In the city street, every move ive make, every change, whether it be in schedule or in routing, effects somebody's interest. . r. We have probably the most difficult problem of public relations that could possibly.^ I*c conceived for any business. Our customers meet our employees twice every day Electric Railway Section 603 and I don't know of any business jjndcr the sun that has lliat characteristic. A manufacturer who has 500 men employed under one roof in a factory thinks he has a rather difficult problem ol employee relations, welfare work, and supervision. Think of our problem. Our men are operating cars under crowdeth congested con ditions, constantly moving from point to point, likely to be interfered with by other traffic and our men who operate and provide this service, arc the salesmen, bccausv they are meeting every customer. That is our business. Can you imagine, can you think of any business under the son that we know anything about that presents* a more complicated problem of management? And that is why it is fascinating. The very complexities of this thing make it fascinating. No job is worth doing that isn't hard, that isn't difficult, that doesn't present these problems that keep us constantly on our toe*. We conduct this business for the purpose of providing a transportation service. What is that service? What do we offer ihe man who pays his fare? We offer him speed, frequency oi a service, economy, reliability and regularity. Those arc the utilitarian parts of the service. We have another factor that involves the question of making it pleasant for the man who uses this service. The one group of factors involve the utility of the thing, its use in getting from one point to anolltcr; the other group involves whctlicr the me of that service is pleasant. That takes into account the condition of equip ment, its general characteristics and performance, whether it looks attractive, is clean and quiet. It takes into account the result of the individual contact with our men on the platforms, and the standard of loading on our cars. There we are limited by what we are required to do with respect to the fare we charge. That represents the fundamentals of the service we are trying to give. Under lying and permeating this whole thing is the fact that wc carry the customer bodily from one point to another, in crowded busy city streets, and therefore the factor of safety permeates our business. It permeates every phase of our business. You were discussing a moment ago the objectives of safety work. Those objec tives in general are twofold, as you brought out: first, the effect of safety work upon the reduction of accidents insofar as it reduces the cost of operation; in other words reduces the money we waste to pay for property or personal damages. That is an economy phase of safety work. The second phase is what we would be in clined to characterize as a humanitarian phase. That is the saving of life and pre venting injury. That is a job in which any one can justly take pride I want to emphasize that second phase, this so-called humanitarian phase, this matter of saving human life and limb! That is not altruistic in our business; It is a hardboiled proposition affecting not the expense side of our ledgers but the in come side, and that is the most important. We are giving a service which involves carrying people from point to point. If otsr service Is safe in comparison with other means of traveling, then we have achieved a most important .result in determining whether people will use that serv ice, and there, gentlemen, is this second phase that we are generally inclined to think of, not in terms of dollars and cents, but in terms ol more altruism--merely doing our part as good citizens to save our brother from injury. It isn't entirely altruistic from our point of view; It is the best kind of business in the world. What is the process of achieving good public relations in our business or in Arty business? To tuy mind the best process in the world of achieving good public rela tions is to deliver the goods first. The nature of the goods doesn't make any dif ference. Tlx passenger puts up his money and as wc deliver that ride with safety, speed, convenience, directness, regularity and with courtesy, we are making longer strides toward favorable public relations. As we make that ride safer and safer, we are doing one of the most effective things in developing favorable public relations. We have a competitor and he is very important. Our showing with respect to 004 Nineteenth Annual Safety Congress safety is a tiling we arc not capitalizing to the. extent we should. The process of achieving favorable public relations is the process of delivering the goods. That is the first and most important step, but after wc have delivered the goods, then we are falling down, we are poor salesmen, if we don't use every medium available for making the public conscious of our work. The best single* job we are doing in this business .is this remarkable performance with respect to the safety of our operations. As an industry wc have just cause to be proud. We have studied the automobile accidents, not in terms of the number of vehicles, but in terms of the number of passenger miles of transportation service rendered. The only available source from which wc could develop those figures were the gasoline consumption figures as developed by the gasoline tax data, but it gives a fairly reliable approximate figure on the total automobile mileage on the highways of this'county. Knowing as we do, from surveys made in a number of states and cities, U>e average number of passengers riding in various type* of automotive vehicles, wc were enabled to get the number of passenger miles of transportation. That seems to measure the social importance of this vehicle. Transportation vehicles are for use to deliver passenger miles on the one hand, or ton miles of commodity movement on the other, and here we arc discussing the passenger phase, passenger miles of transportation service. The figure is astounding; 323 billion passenger miles of transportation moving over the highways of this country in automotive vehicles. On the other side, 15 billion passenger miles of transportation service being rendered annually by the electric rail ways of this country. We know the number of passengers killed in automobiles during 1929 and the num ber of passengers killed in electric railway cars during 1929. In the first case some 15,000; on the other hand, 75. With those two sets of figures we. can measure, on the one side, passenger miles of transportation service and the price paid for it in human lives, and we can do the same thing, on the other side, passenger miles in transportation service and the price we paid for it in human lives. That is a significant kind of a mcaswiag stick to apply in the comparison of the social utility of - two kind^pf transportation serv**** The results are simply amazing. ~ Twenty-seven times as many people killed per unit of transportation service given in automotive highway vehicles as are being lolled in street on. To me that means very definitely--it may not work out mathematically, but it certainly isn't much of a stretch to interpret those figures to mean that a passenger, an a given distance in an automobile, is 27 times more likely, to be killed than is a passen ger riding on a street railway car. It is a most significant result of our operations under these conditions. That figure looked so astounding that I was a little afraid of it. We went back ten years and found something almost equally important. For not ^nly does that figure hold true in 1929, but over the past ten-years, measuring passenger safety on this same basis, we show approximately 160 per cent increase using the year 1920 and the year 1929, 160 per cent increase in that period in the passenger miles per passenger fatality on street cars. The figure on automotive mileage is an improvement of about 15 or 20 per cent during that same period. We have in the Electric Railway Industry the Anthony N. Brady Safety Award. We don't begin to capitalize upon the possibilities of that award or to use it as a means of making the whole world conscious of the fact that the safmt place in the world to ride on a modern street is in a street car. Why can't we develop more genuine interest in that Brady Award Medal? One of the reasons is the difficulty that we have in comparing the safety record of one property with another. This morning you have almost concluded that it is quite impossible to agree upon Electric Railway Section 605 some generally accepted method of compiling accident statistics. That is not impos sible and I don't believe that any one can do it hut you men. You know more about this subject than any one else. It should be entirely practical to develop more uni form statistics, more uniform methods of recording accident data than we now have available, figures that would be more nearly comparable between one properly and another. That would help you individually in your work. It might prove that you weren't quite as good as you thought you were. If it did, that would just offer you a little bigger "club" on your property to work up the kind of enthusiasm which we know is necessary in doing this work. I leave that as a concrete suggestion. Mr. Chairman. There is no better place where the initiative could be taken and the momentum supplied necessary for achiev ing some more uniform method of recording the accident figures on these properties. Local conditions do not present an insurmountable obstacle. That medal offers US a vehicle through which we can get real public attention directed to this wonderful record we have for safety. Chairman Bridces : Mr. Gordon, 1 am going to pass on to the new chairman of the section the matter of the Anthony N. Brady Award. We should certainly take this up in the Electric Railway Section. Tbe'discussion of Mr. Gordon's paper will be led by Mr. Glenn H. Shaw, personnel and safety director of the Akron Division of the Ohio Edison Company, Akron, O. Discussion Glenn H. Suaw : Mr. Gordon brought out the fact that our business is a com plex and that we meet our customers frequently. How can we improve our relations: through* a publicity campaign, through activities in tlie local safely councils or in contacting with concerns operating trucks upon the streets ? Tlie most effective method of improving our relations rests with our own organiza tion, with the men who actually contact with our patrons and that cavers the whole field* of training, schooling and supervision. Mr. Gordon says that first of all. wc should deliver the goods; we should make our service-attractive, regular and dependable. We can accomplish that better through our employees than any other method. It analyzes itself into a personal problem on cadi property. Then he said that as compared to motor transportation the electric railway cars are a great deal safer. Do we capitalize that point? Possibly there is a field which has not been properly developed in getting our story across to tle public in general. The subject of uniform compilation of records has been discussed by this Section for seven"or eight years. We have had committees working with other organizations attempting to arrive at some reasonable conclusion whereby we would all speak the same language and make comparisons which will be fair to all. We haven't arrived at any'conclusion regarding this important feature of our work. It would be a real accomplishment during this coming year if the Section could decide upon some plan agreeable to the members. You may have some suggestions to make which would show us* how we can improve o0f public relations. The meeting is open to discussion. W. J'. McGaznoR (Coroner, Allegheny County, Penn., Pittsburgh, Penn.) : l am not a transportation man or in any way connected with a railway company. The last address placed emphasis on the question of the relation of tire automobile And the street car, or the conlrol of transportation. In a* question of comparison of-automobile versus transportation by reason* of auto mobile and street car fatalities, that is a problem entirely separate iu this way: You are controlling your street car conditions at least 50 per cent. At least 50 per cent of those'who might be involved in the accident are controlled by the company in which there can be an organized effort to reduce accidents. 606 Nineteenth Annual Safety Congress A better comparison before you present that would be the comparison of motor bus-vehicle accidents as compared with street ear, which travel along definite lines of traffic. Thank you. Mr. Gordon*: I am glad that Coroner McGregor spoke as he did and brought that point out. The only reason we happened to compile these figures that I gave was in preparation for an address on the subject "Organized Transportation as a Factor in Public Safety." We wanted to point out and emphasize primarily the part which organized service plays in the safety of the transportation service and indicate the need for a greater degree of coutrol as a factor in reducing this alarming increase in automobile fatalities; that the individual, because of the record and be* cause of the proof that these figures enable us to give, must subject himself to a reasonable degree of control and the whole emphasis. Coroner McGregor, in pre senting those figures originally was that we need control, that the automobile itself is a remarkably safe vehicle. When you consider the conditions under which it is operated and the lack of control, the degree to which wc permit any one and every one to operate these high-powered vehicles in public streets, , the surprising thing is, not that we are killing 31,000 people a year, but that we are not killing ten times that number. That is attributable entirely to the fact that the automobile ha* been made a remarkably safe velucle. Its flexibility of control, its performance and ability to stop and start quickly, to maneuver rapidly, are all safety features that have been built into the vehicle. The wl>oIc purpose in compiling those figures was to emphasize the importance of subjecting the individual driving automobiles to some degree of control, and this com parison between the organized service and the unorganized individual transportation, from the point of view of fatality, was made to indicate that organization as repre sented by control does produce tliese remarkable differences in the fatality figures. Mu Shaw: Jn making comparisons between car and bus operation on a number of properties the bus is included as part of the car operation. We consider a bus just tlie same as a car and it is included in the reports. Samuel H. Reid (Vice President, Bureau of Safety, Chicago, III.): Mr. Gordon, the figures you gave with respect to fatalities m the operation of street cars. Do they refer to passengers or to all persons who may have been killed in connection with the operation of a street car? M. :Goiwon The figures applied only to passengers. I was speaking primarily of the hazards of the passenger on these two vehicles. We did compile the figures on all fatalities to the public, as indicating the hazard represented by these two serv ices to the public, and fatalities to passengers as indicating the hazard represented by these two services to the people actually riding in the vehicles. Both of those figures were compiled cm a common unit of the passenger mile as being the measuring stick of the amount of the transportation rendered. The figures covering fatalities to the public as a wliole, including passengers, show that the number of people killed by street cars per passet^er or wit of transporta tion service rendered is about one-third what it is for the number of people killed 1>y automobiles on the same comparative basts, and in compiling that figure we have'the complicating factors of collisions between automobiles am] street cars. To eliminate that questionable group of figure? represented by those collisions, we threw out of the automobile casualties, all casualties resulting from collisions with street ears, and we threw out of the street car casualties, all casualties resulting from collisions with automobiles. The totals are: the number-of people killed by automobiles, 31,000; the number killed in collision with street cars, 600; leaving 30,400 killed by automobiles occlu sive of those killed in street car collisions. Tlte total number of people killed by street cars in all forms of toodnu was 1,583. Six hundred of tliese resulted from automobiles, leaving 983 Irflkd by street cars cx- Electric Railway Section 607 elusive of automobiles. And those were the basic figures upon which that data was compiled. Chairman Bridges: I am next going to call on the chairman of tlie Nominating Committee to make his report. Report of the Nominating Committee Gr. TAHellmutii (General Claims Attorney, Chicago, North Shore and Milwaukee Railroad, Milwaukee, Wis.) : Fellow Members of tl>e Section: Our problem was not one to find workers for the Section or those willing to serve, but rattier that we have not, been able to give recognition to all of those Out deserved it. It is my pleasure now to present the following nominations: For General Chairman, Glenn H. Shaw. Ffrft Vice Chairman, Samuel H. Reid. Second Vice Chairman, T. G. Brabcton. Third Vice Chairman, Paul Hodson. Secretary, W. A. Brown. Chairman, Poster and Slide Committee, H. V. Schreibcr. Chairman Program Committee, Ralph C. Bush. Chairman Membership Committee, E. C. Spring. Chairman Publicity Committee and News Letter Editor, R. 5 Tompkins. Chairman Statistics and Engineering Committee, A. A. OWfield. Chairman Health Committee, Melvin W. Bridges. All these men have indicated their willingness to serve if elected. Mr. Chairman, unless I hear other nominations, I shall move you that the nomina tions be closed and that the Secretary be directed to cast one ballot for all of the officers who have just been nominated. (The motion was seconded and carried and tin: Secretary cast the ballot.) Chairman Bridges: X declare, then, tlie officers as read by the chairman of the Nominating Committee elected for the ensuing year. Will the chairman of the Nomi nating Committee escort the new chairmen to the platform. (Mr. Glenn H. Shaw assumed the Chair.) Chairman-Elect Shaw : Gentlemen, I appreciate this consideration. I have worked With this Section for some time and have enjoyed my contacts. It is a particular pleasure to be made Chairman of this Section in Pittsburgh today when we have $o many men here who arc so-called platform men; having been a platform man for a long time myself. I want to ask every one of you to contribute something toward the success of the Section. The Chairmen of the various Committees have been appointed and they will be calling upon you for assistance, and the success of the Section will depend upbn what you put into it. 1 feel that the Electric Railway Section is probably the most important section of the National Council, because we are dealing with the public; we are moving vehicles through congested streets and the chances of this Section making a real record for itself in the way of preventing accidents probably are greater than in any other section. The very fact that we experience more accidents than any other branch of industry gives us an opportunity to do more and better work. A. A. Oldfield (Jsafety Director, Wisconsin Power and Light Co., Madison, Wis.) : Mr. Chairman, as a member of one of Mr. Bridges' committees during tlie past year and as a fellow who has worked with him from the time he was in this Electric Railway game, I ask that you consider a motion expressing our sincere thanks to Mr. Bridges for his work during the past year. (The motion was seconded and carried by a rising vole.) ADJOURNMENT 606 Nineteenth Annual Safety Congress Thursday Morning Session October 2, 1930 QLBNN H. 8HAW, Chairman Northern Ohio Power and Light Company, Akron, O. The third session of the Electric Railway Section convened with Chairman Qeu> H. Shaw presiding. CiiAiauAN So aw: The first subject is a paper on "Car Equipment and Its Re lation to Accidents.*' This address will be given by Mr. John C. Baldwin, trainman of the Pittsburgh Railways Company, Pittsburgh, Pa. It is a pleasure to present a platform man to talk on this subject. Trainmen have accepted the efforts of our companies in the prevention of accidents and we can safely say that the industry has been alert to adopt equipment that would give better service with safety. It hasn't been many years since that equipment wasn't so good from the point of safety as it is now. Car Equipment and its Relation to Accidents By JOHN C. BALDWIN Trainman, Pittsburgh Railways Company, Pittsburgh, Pa. I believe that trainmen have accepted favorably the efforts put forth by their em ployers toward the prevention of accidents. We can safely say that the Industry has been alert to adopt equipment that would give better service with safety. In doing so, management realised U was reducing the chance (or accidents. A reduction in accidents saves money, increases public confidence and creates business. It hasn't been many years since die equipment for safety was much less efficient .than it is today. A good many of you, no doubt, remember the single truck car, its braking feature being the magnetic rail brake. The only car I ever bumped in all my experience as a xnotorman, was damaged because of a burnt-out coiL In my hurry to reverse the car, I threw the power handle past the off position, losing valuable time. Also the slower you traveled, the harder It was to stop. Then came the double truck car. In these there was what was known as the "twin K" control with air brakes. The canopy twitch was located m the front cab. If for some reason this would trip, there would be a report so loud it would cause a near panic among the passengers, and it was not so soothing .to the motorman's nerves either. Then came the first low floor car, middle entrance. This type of ear oo our property was designed and patented by the late- general manager of the Pittsburgh Railways Company, P. N. Jones. He believed that by cutting in and out of the motors, it would not be necessary to use a great amount of resistance in the circuit and by doing this there would be less waste of power and a reduction in power cost. For stopping yon depended pretty much on the air brake. You could make a generating stop, provided you had power, but should you lose both the air and power at the same time (which was not unooaunon) it was very likely to result in a wreck. Now, most of this equipment is history, thanks to later invention, competition and the desire of the companies to improve their equipment with the thought of comfort for the passengers and to safeguard their ride. The installation of tlte "dead man" controller has added much to safe operation With this feature, a car will stop, even should the operator faint, or fall while at the controller. The remote control places the main circuit away from direct danger to passengers and trainmen. Fuses are placed on the roof or in the least likely place Electric Railway Section 609 that will cause possible injury. Lightning arresters arc placed on cars to insure against damage to equipment, and this is demanded by the fire underwriters. Air con trolled doors have added greatly to safety and efficiency. Patrons can now ride such a safety equipped car with great security, comfort and speed, as compared to any other method of city travel, and I am sure the companies are constantly alert and would welcome otlier safety devices that would help to decrease accidents to new lower levels. With all these features for safety, we cannot obtain their full value unless our cars are operated by trainmen who have a thorough knowledge of how every part must function. A workman who does not have this knowledge can abuse the equipment and bring about failure. This might be properly termed "man failure1' although sometimes it might be pure "cussedness." It has been proved that the human element is respon sible for a greater portion of failures than mechanical weakness. It has been said that most human failures are due to lack of proper concentration, or failure to have the mind on the work. There are times when it is a pretty hard matter to keep one's mind from drifting. We may have illocss at home. We are letting our thoughts go there, wondering if loved ones are better. Maybe the rent is coming due and we don't have quite enough money to pay the landlord, or taxes, etc. As sure as our minds start drifting, our value as a safe operator depreciates. They say it is "human to err", that "rubber was put on lead pencils for mistakes", but our job is one in which it is extremely costly to make a mistake and generally someone is injured. One mistake may cause loss of life or property damage almost beyond repair and such mistakes are detrimental to ourselves and company. Constant study and training in safety will gradually make for safety habits. The companies are spending large sums of money buying the safest and moot complete equipment possible, and this equipment is placed in our car. So we, as trainmen^ should put forth our best efforts to keep ourselves properly safety-minded. Keep the equip ment in the best possible condition. Grasp new ideas for safety and keep brushed up on the old. When we are doing this, we are then doing our part towards safety. This industry is now one of the most competitive. In the early days the street car was the fastest vehicle on the streets. People either rode with us, walked or jogged along with old dobbin. There was money to be made in the industry in those days. Today the automobile, the telephone, the radio, the aeroplane alt are our competitors. This competition places the trainmen in a new light. He becomes a salesman. He does, or he has failed to keep pace with the day. His equipment is of the best. His manner should be the same. If equipment is the best and the trainman's manner perfect, we have some chance of meeting the competition. Equipment and its relation to accidents in this day is not a matter of great concern. Some of you recall the open platform, the stem winder hand brake and your dread of the hills and the pain of your muscles when relief time came. How different the equipment of today. The strength of a child operates it, platform dosed, heated in winter, coot in summer. A car that instantly obeys intelligent handling; a car almost fool-proof. Ia closing, I venture to say that equipment accidents will be the first to disappear from the industry. Equipment may fail and no accident result, for all equipment is man-made and man-handled, and accidents and failures can generally be traced back to some man, the operator, the inspector, the repairman, dhe foreman, or the management No truer words have been said about our industry than that the "man" of it reflects its progress most. When man fails, the industry fails. When man knows his job, loves his work, progress is made and equipment may be what it will, for an expert trainman will operate his car safely, no matter what its type or conditions, while there are others who, furnished with the most ideal equipment, would stilt find it difficult to do a good job. Let's take the equipment we have, serve our people, provide a safe ride with all its attendant comforts of smooth stops and starts, and pleasant manner. Let's be the "Man on the job," master of the situation, and when we do, equipment 610 Nineteenth Annual Safety Congress ideals will not seem so material, competition will be less severe and our lives happier. In that day joy will abound in the industry--or industry. Ciiaibma.v Shaw. I am sure you appreciate hearing an address front a man who is hatfling tn/Rc daily, who is the key man to the whole situation regardless of equip ment. If roulu are accomplished on any property, it will be because the platform men are interested in safety and are doing tle job. The discussion of this paper was to have been given by Mr. Voshatl, Superintend ent of Equipment and Buildings, Washington Railway and Electric Ccxnpenv, Wash ington. I>. C, but I have just learned that Mr. Voshall is unable to be here' and Mr. J. B. Blacklock, Master Mechanic of tlte same company, will discuss Mr. Baldwin's paper. Discussion of Mr. J. C. Baldwin's Papa- Led by J. B. BLACKLOCK Matter Mechanic, Washington Railway and Electric Co., Washington, D. C. In Mr. Baldwin * paper is the statement "equipment and its relation to accidents this day is not a matter of great concern." I do not.entirely agree. On our property it is a matter of real concern to have equipment so designed and maintained that it contributes directly toward accident prevention. Our concern is not so much about the possibility of accidents to the passengers in uur cars as it is with the outside accidents. This is the day of ever-increasing speed and traffic congestion. Next to the human problem, brakes represent the greatest difficulty in the safe operation of our railway equipment. Much has been done in recent years to provide safe, dependable brakes, brakes of a kind that enable a motorman to have confidence in the equipment he is operating. We have found a solution to the brake problem in the use of the quick-application valve, enabling a full brake application to be made in eight-tenths of a second. The variable load feature is also used, which gives a constant braking ratio regardless of the passenger load on the car. This combination of quick application and an un varying braking ratio enables our motormcn to make stops, when going 20 miles per hour, within 65 feet. Even this is not adequate at times to prevent an accident. The next step toward greater safety, as far as brakes are Concerned, seems to be the air-magnetic trade brake which is rather costly and cannot be readily adapted lo most existing trucks. I believe Mr. Baldwin will agree that gongs still are and will continue to be an important factor in safe street car operation. A dear, ringing gong with a distinc tive tone does command the attention of those using the streets. We discontinued the steel gong and now use gongs made of special bell metal Our operating department seems pleased with them. Clear vision through the front windows means much to a motorman and the safe operation of hi* car. Air-operated window wipers seem lo take care of rain fairly welt, but we do not know yet what can be done to Satisfactorily cope with sleet. Regardless of the safety with which passengers are surrounded, by the tae of airoomronrd doors and folding steps, we still have boarding and alighting accidents. When these occur on two-man cars, it is usually due to man failure. The autcaustic rear exit* on one-man car* present a problem, the solution of which we do not yet know. Person* alighting permit themselves to get caught in the doors or step and may be thrown even though we have electrical and pneumatic interlocks, inside and outside mirrors and a five-inch rubber cushion on the door edges. We thought these features would make the equipment about foolproof. Electric Railway Section 611 Every one wants to move fast and consequently wc give equipment quicker accelera tion. The fastest cars we have on our property will not accelerate above two and one-half mile* per hour per second. This is not last but it is obtained smoothly. Our motormcn are trained to "notch" up the controller from "off" to "fuir on in five seconds; still our operating department objects to this fact an accelerating rate be cause persons fall or stumble if the car starts up before they are seated. We must have reasonably fast acceleration to satisfy our riders and to keep pace with other vehicles on the street; still we must consider the safety of the passenger. Automatic notching of controller and new style strip wound resistance will help this condition. It was indicated that the human element is responsible for a greater portion of the failures than mechanical failures. Perhaps this is true. Mechanical equipment is so closely tied in with the proper functioning of the human element that it is often dif ficult to separate the two. It requires little neglect, on the part of tle human clement as represented in the maintenance force, to result in unsafe operation of even the best of equipment. We keep constantly before our equipment inspectors the idea of eternal vigilance being the price of safety and dependable operation The daily reports of the trainmen are an excellent indication as to the condition of equipment. These reports are checked carefully each day and the information acted upon immediately. We believe and stress tle fact that the safe operation of our car* and equipment depends more upon the alertness and thoroughness of our car house inspectors than upon the carefulness and thoroughness of the workmen at the general repair and overhauling shops. Our mechanical department contacts and cooperates closely with the transportation department. Trainmen, before taking cars out, must test brakes, sand, wheetguard* and, in the case of one-man cars, the emergency features. If any defect* are found, they are not allowed to take the cars out. We have semi-monthly coordination meetings between the two departments at which (lie heads of tlw departments, the foremen, division superintendents, trainmen instructors and inspectors are present. Car troubles, things tending towards unsafe conditions, or any constructive suggestions are discussed at length and acted on. Wc believe a great deal has been accomplished toward safer and more dependable opera tion by this means. A few years ago wc had many accidents, serious ones, resulting from broken axles and broken air brake pull rods. Methods of testing and inspecting were devised whereby the fractured metal parts could be detected before failures occurred. These tests revealed several hundred axles and brake rods with serious Haws which un doubtedly would soon have broken in service. This is mentioned with respect to these two parts simply as being illustrative of how the maintenance man must always be cm the alert and be thoroughly sold on the idea that a definite relationship does exist between equipment and accidents. Chairman Shaw: The meeting is now open for discussion. Arc there any ques tions? J. G. Dickinson (Superintendent of Accident Prevention, The Milwaukee Electric Railway and Light Co., Milwaukee, Wis.) : We have a number of cars equipped with an interlocking device which is the product of our own mechanical department. Wc interlock not only the treadle and step at the rear exit but also the folding door. It tc now equipped that if it strikes any part of the body of a passenger alighting, it will immediately reverse itself and open. The door mechanism is also interlocked with the air brake handle. This is ac complished by a small pin in the handle mechanism which prevents the operation of the handle until the door is clear. That in a senac is an interlock of the entire rear-exit door equipment with the clearance light at the motorman's position through this small pin in U>c brake handle. As to experience with the rear-exit treadle accidents, we have been watching them 612 Nineteenth Annual Safety Congrats for about three years. . A summary is made each month of all reports on rear treadle accidents. The summary comes in through our mechanical and accident prevention departments and is considered each month by a committee. The reduction in that type of accident is Quite `marked. The reduction this year as compared to last year is probably 30 per cent The type of accident at the rear-^xit treadle wc have the most to fear is the pos sibility of someone being caught and dragged either in the door or step mechanism. Since we have installed this type of equipment there has been no tendency toward that type of accident. The importance of clear vision at the front vestibule was mentioned. We have been experimenting in the last two years with equipment to keep (root windows clear for 'Vision during extreme winter weather. We tried heating equipment in the na ture of resistance heaters placed to get circulation of air up across the window face. We accomplished considerable through those experiments and by the beginning of the cold weather this year we plan to have the installations on all one-man cars. Chairman Shaw: All our ooe-man equipment, car and bus, is equipped with treadle exit doors. While our experience has not been unsatisfactory, we have had a number of alleged door accidents. The fact that the door is automatically operated permits any one to allege injury. The only way we can control that was through our operators, requiring them tu watch the mirror closely. When cripples, children, old persons, persons with pack ages or anything which might impede alighting, they lock the door and leave it open until they were absolutely sure it is clear. We have experimented with the automatic feature which releases the door in case it comes in contact with any object, but we pin all our hopes on the prevention of treadle door accidents entirely on our operators and they have certainly been very cautious in the operation of treadle doors on our property. Phil L. Speciit (Trainman, Pittsburgh Railways Co.): We don't have a treadle door The step is all m.n'de. The center door is controlled entirely by the outbreaker. The step is all inside and is removable. Tlie door is controlled by the operator. It does not go out of order and in case of an accident to the motorman the car goes into emergency and the door is locked open enabling the passengers to get out. Chairman Shaw: While wc are satisfied and pleased with the treadle door oper ation. there is the possibility of a tnan depending too much on the automatic feature. The next item on the program is. "How to Operate a Public Vehicle Safely." This is to be given by Chester K. Thomas, Division Superintendent of the Chicago, North Shore and Milwaukee Railroad Company, Highwood, 111. Mr. Thomas. How to Operate a Public Vehicle Safely By CHESTER K. THOMAS Division Superintendent, Chicago' North Shore and Milwaukee Railroad ' Company, Highwood, 111. No rule can be laid down for safe operation .of public vehicles because of the wide variation in type of vehicles classed as public carriers, and the inevitable difference in the make-up of the men who operate them. I shall confine my remarks to a discussion of safe operation of street and electric railway cars, most of my experience having been in this field Safe operation of this class of vehicle depends upon two major requirements. First and most important is the physical fitness and mental attitude of the operator, and second, the maintenance of equipment in good operating condition. Maintenance being a mechanical problem, I shall leave it for one of the many master mechanics In the Electric Railway Section 613 industry, who can discuss the problem from the viewpoint of understanding and experience. Let us think seriously for a few moments about the land of fellow we must have to operate a street car, or interurban train, safely. Perhaps many of you have already decided that he is just an ordinary fellow, and have let it go at that Others have devoted countless hours to the development of complicated machinery for testing the emotional stability of prospective operators, and have written volume upon volume on the subject of human, engineering. I suppose that would bo a good title, since it surveys the applicant inside and out and catalogs all his reflexes and complexes. One group of personnel people believe that, given proper training in the mechanical features of the job, such as handling current and air brakes, and making temporary repairs, any farmer's son, who is physically fit and does not know too much already, can be developed into a safe and successful operator. Opposite to this group is the fellow already referred to as the human engineer, who insists that the only fellow who will do is the chap who, according to his testing machine, is not afraid of the devil, never gets excited, and responds just right every time things take an unexpected turn in his artificial journey preliminary to getting the job. I do not wish to reflect upon the many able men in both groups who have given unselfishly of their time and thouglu to help rid the electric railway industry of the menace of accidents, but I sincerely believe that they over-estimate the importance of the applicant's reaction to artificial situations. I believe that the one great essential for a safe operator is a well developed and intensely active power of anticipation. Let us enumerate a few causes of accidents and see if this is true: 1. Slippery rails. 2. Steep grades. 3. Splitting switches. 4. Lack of clearance for street traffic at curves. 5. Collisions at street and road crossings. 6. Collisions between car and automobile attempting to cut In between car and another automobile ahead. 7. Automobiles running into side or rear of car. 8. Children ruuning unexpectedly from behind parked automobiles and in front of car. 9. Automobiles stopping suddenly while running close ahead of car. 10. Unexpected happenings due to congestion. If we take any of these situations and think about it we are forced to conclude that once the operator finds himself faced with the necessity'of avoiding on accident after actual contact with the situation, his chances of success are poor indeed he has anticipated the condition and prepared himself accordingly. Once a motorman finds his (rain on a piece of slippery track and traveling at high speed, it is almost impossible to make a quick stop regardless of how skillful he may be with his brakes, but if he has anticipated slippery track and the possibility of having to stop under such conditions he will have brought his train under sufficient control far eoough back to permit him to make the stop. This applies to any and alt of the so-called "danger spots'* and indicates very clearly that the key to safe operation is constant anticipation of the situation just ahead. Accidents rare always imexpected and full of the element of surprise for one or the other, or perhaps both of the contributing parties. If we can eliminate the surprise element in so far as the motorman is con cerned we have eliminated at least half of our accidents, and about 90 per cent of our liability. To accomplish this we have just two things to do, both of them easier said than done. Wc must find the1 man who has this power of anticipation, and then we must teach him how to develop it so that it will safeguard him against mental inertia, which is really the lore-runner of surprise. How can we tell whether or not a prospective motorman possesses this power? In determining this, railway executives have a 614 Nineteenth Annual Safety Congress chance to utilize a machine which has deprived the street railway liuej o\ more revenue than all other causes combined; namely, the automobile. Practically every applicant has had experience driving an automobile, therefore, the employment manager can discuss the question ov safe driving with the applicant along the lines of common experience. The real object of the conversation can be very cleverly concealed, and when the interview is over the employer ought to have a fair insight into the applicant's conception of his duties and responsibilities for safe opera tion. If be finds that he is endowed with a protective instinct, and that he recognizes the rights as well as the imperfections of others with whom he may come in conflict while driving an automobile, the employer can safely assume that the applicant's safety psychology is O. K. From then on it becomes a matter of teaching him how to study and observe conditions that endanger the safety of his operation and anticipate them In advance. I would like to mention some of the more important things a rootorroan should do to operate safely. 1st. Study the characteristics of his right-of-way so that he will know what to expect as he goes down the line. 2nd. Learn the location of all obstructions to view. 3rd. Make a study of the effect of weather conditions upon the rails and braking efficiency of the train, also observe the effect of weather conditions upon pedestrian and vehicle traffic 4th. Learn the location of schools and industrial plants, and the congestion to be expected at each location. 5th. Learn the characteristics of traffic at each point of congestion, pick out the locations where there is no regulation and allow for the usual number of reckless and inexperienced drivers. 6th. Learn to concentrate on the work of operating and reserve mental side trips until after train is safely in home terminal. 7th. Learn to make allowance lor others when they get in your way. The question of who has the right-of-way has never been definitely derided. 8th. Learn to control anger. It has caused more accidents, lost more men their jobs, and caused more suffering than all other causes combined, not even excepting intoxication. The motorman who constantly anticipates conditions which pro duce anger can easily guard against it. I would like also to say a word about the effect of the emotion of fear upon safe operation. Some good authorities worry a great deal about motormcn becoming panicky and losing their heads in an emergency. Apparently that explains the ex istence of the machine for testing reactions now used by several companies. From actual experience and observation 1 believe the motorman with a fair amount of fear in his make-up is far safer than one without fear. As a matter of fact, the purpose of fear is to stimulate the seme of self-preservation, and to create within the mind a dread of injury. The fellow with a good sprinkling of fear m his system is less likely to be reckless and seldom suffers from mental inertia, therefore, is not so likely to get caught in an emergency: A **fe motorman fears the consequences of careless-' ness and is to be preferred rather than the 'Casey Jones' type. Fear is not cowardice, or cold feet, as it is sometimes called, but a natural human emotion, which has its value in accident prevention. There are many other things a motorman should do to operate safely, but these suggestions arc sufficient to indicate the possibility of developing a sense of Impending danger, and building up a state of mental preparedness which will safe-guard him against surprise. This program of study and development will improve the person ality of the operator and lessen the accidents for which his company must pay both in cash and in public good will. In closing I submit that general acceptance of this theory of accident prevention would place tlte safety program of the electric railways on a humanitarian basis and Electric Railway Section 615 would combine practical educational development with the long established method of appeal to the employee's emotions of sympathy and fear without losing the effectiveness of either. Safe operation then of Street and interurban cars is not a question of where to run fast or run slow. It has now become the difficult but not impossible task of training the thinking machinery of the motorman so that hii mind wU do sentry duty lor him, thus automatically guarding him against surprise. Chairman Snxw: Thank you, Mr. Thomas. Next'on U>e program we have Mr. Edward McCoy, a -bus operator from the Public Service Co-ordinated Transport Company of Newark, N. j. Mr. McCoy: How to Operate a Public Vehicle Safely By EDWARD McCOY Operator, Public Service Coordinated Transport of New Jersey. During the year 1924 I became a bus operator with Public Service Coordinated Transport, but prior to that time I operated a bus for an Independent operator for several years. In fact I was one of the first bus drivers on one of the important bus routes of our city. Thus I have been operating busses continuously for about ten years. My duties have not been confined solely to operation on local city lines, but I have also, on numerous occasions, been selected to operate motor coaches on char tered trips in many other states and thereby have had the opportunity to see the problems of other cities as well as those in my own. Operating a public vehicle today is a far greater problem than it was ten years ago, and with the constant increase in the number of motor vehicles on our streets and highways the safe operation of any vehicle becomes a severer task as time goes on. The problem is not confined solely to personal operation but involves constant attention to drivers of other vehicles. During ray period of service, I have been successful in avoiding many accidents, because I have not only been on the alert, but I have tried to anticipate the possible actions of other drivers and prepare myself tor that which might occur. With the increase in the number of motor vehicles, the operator of a public vehicle is burdened with the added worry of the parked autos that line both sides of the principal streets of cities, thereby cutting the lane of traffic, in half and producing an added accident hazard. I would like to point out a few of the principal causes of traffic accidents which could be prevented through the exercise of greater caution. My own experience has convinced me that a large percentage of coilisioa accidents are avoidable if the operators of public vehicles will be more observing and give all attention pos sible to safe driving. It is beyond the authority of a bus operator to enforce traffic regulations with regard to other drivers, but with the thought of safety in mind, he should always operate h$ own vehicle at such a speed and under such control that he can stop if the emergency arises. A number of collisions occur, due to motorists pulling from the curb into traffic lanes on short notice or without any warning whatever. I keep my eye on the parked vehicle that is occupied or shows by the exhaust that the motor is running, and I am prepared to stop should that car start from the curb. In making passenger stops, I always endeavor to bring my vehicle close to the curb (as the rule calls for) and especially in the interest of the passengers' safety. Sometimes, due to parking or other extreme causes, this cannot be done and I am compelled to stop in the traffic lane. In order to avoid a collision with a car that may he following close behind roy vehicle, I always use my rear vision mirror to ' 616 Nineteenth Annuel Safety Congress make sure that all is dear, and then extend my hand to warn the driver who may be following of my intention. This forethought is a valuable rear-thought and has prevented many accidents. In the operation of a public velucle, some passengers frequently add to our wor ries by- engaging in conversation while the vehicle la in motion. Without question, many accidents have occurred because operators are often too much concerned with conversations when their mind should be strictly on their operation. I have always endeavored to give the closest attention to my driving and have sometimes found it necessary to courteously request passengers to wait for their replies until a safe opportunity presented itself. Of course, the purpose of good transportation is to operate according to schedule, but I have been instructed that safety is always more important than schedule and I have always applied this rule in my operation. No one' expects me to disregard safety rules and I have never seen any good come from "taking chances." With our company mechanical failures are not accepted as alibis for accidents. We are instructed to turn in defective equipment, and if we fail to follow these instructions and continue to operate a vehicle that is not In proper working order, we must assume full responsibility for whatever occurs. Likewise defective brakes cannot be considered a valid excuse (or an accident If such a condition develops, the operator Is the first to know it and must then operate with the greatest possible caution until his vehicle is replaced. The subject of safety in operation is given constant attention by my company. We have active safety committees in every car house and garage; frequent group meetings are held at which this important subject is impressed upon all by means of talks, motion pictures, playlets as well as interchange of experiences. We also have a No-Accident Bonus Plan on our property which has been in effect over three years, during which time over half a million dollars has been distributed among our operators as a reward for careful operation. I take pride in stating that I have been a successful recipient each year in this award. Safe operation of pubttc vehicles on our streets and highways is not a lost art and accident causes can be reduced even though traffic is constantly increasing. Yet safety in operation cannot be all one-sided and the drivers of other vehicles must be taught to do their share in the work of accident prevention. The license to operate a motor vehicle must be regarded as a priviledge and not a right; the holder of that license must respect his priviledge by a more careful observation of traffic and motor vehicle taws. With all drivers working in one accord, safety on our streets and highways will become a fact and not merely an ideal. Chairman Shaw: Mr. Leo J. Troy, supervisor of safe operation, Boston Ele vated Railway, Boston, Mass, will lead the discussion of the two papers. General Discussion Led by LEO J. TROY Supervisor of Safe Operation, Boston Elevated Railway, Boston, Mass. Mr. Thomas stated that there are several people who believe they can make an operator out of any ordinary person without any apparatus for selection; that there was another group who believed they had to select through psychological tests, train ing apparatus or a selective apparatus of some kind. Third, he stated that selection and development of the applicant may be had by using, for example, the automobile. There are operators in this room from properties which do not use any selective method; there arc also gentlemen in this room who come from railways which are using a selective method of some kind. Mr. Thomas has "lacked the door" open for discussion and it is up to you to express your opinion. Electric Railway Section 617 Clinton D. Smith (Superintendent Personnel, Cleveland Railway Co., Cleveland, Ohio) : We use selection tests in securing good trainmen and motor coach drivers. Wc have the usual physical examination and also an additional interview. We have tests which tend to indicate the general intelligence of the applicant; not that we are trying to measure the intelligence of the men that we accept, but to maintain our high standard. The men iu our employ are above the average in intelligence and therefore we do not care to pull down that average. Having secured a man of average intel ligence we like to know something of his ability and therefore do have tests, particu larly to indicate whether he is responsive to signals and whether he can anticipate the possibility of accidents. Without going into detailed descriptions of the tests but merely referring to one, that which uses the small street car* on a table six feet wide and twelve feet long. There are two tracks intersecting at two points and with three points of no clearance. Upon one track there is a car operating at fixed speed and not under the control of the operator. Upon a second track there is a car controlled by the operator. It is his task to operate his car at a speed equal to or greater (it must be greater) than the car of fixed speed and in so doing he must not collide with the car of fixed speed at crossings, nor must he siderub or collide with the car at the points of no clearance. There are methods of measuring Ms speed, measuring the number of times he has collisions, measuring the number of times of derailments, if he goes too fast, and also measuring the number of stderubs. To date we have not rejected men because of any poor showing in the test, but we have coordinated the results of the tests with other observations--the general intelli gence, the success iu going through the preliminary training of the training school and the results obtained by the men during the first year of probation. We have found this: Where we have men showing poor results on the tests, they have showed up poorly in training and have the poorest record during the first year. .Here is the point: Do not stand upon the test only. Coordinate those tests with your other observations and with a man's experience, particularly during the first year. S. J. HencKsl (Safety Inspector, Pittsburgh Railway Co.) : How long have you been using that test track? Ma. Smith: The test was in use from December to March, four months. In that period we employed IIS men. Ma.. Hknckel : Are you using that on the older men called back for additional instruction or tests? Mr. Smith : We arc more concerned with the men having the high frequency of accidents than those who are not, knowing that fewer number of men are having the majority of accidents. It is of more interest to US to take the man who has the acci dent and study the cause, not from the standpoint of discipline but from the stand point of finding out why. That individual, knowing the object of the test, is willing to cooperate. We have the interview and the test. Time and again we have found the trouble and men have gone back and have had fewer and in many cases have had no accidents. Henry G. Bambrick (Trainman, Pittsburgh Railway Co.) : Mr. Thomas, at what speed do you operate your cars? Mr. Thomas: From seventy-five to ninety-five miles per hour. Mr. Bambmck: How often do you inspect your brakes? Mr. Thomas: Relative to the speed we operate. The car has a general inspec tion every thousand to twelve hundred miles. The brakes are inspected at terminals at intermediate intervals. Mr. Bambrick: What sand apparatus do you employ? Mp. Thomas: It is an air-sanding apparatus. We use ordinary beach sand, kilndried. 618 Nineteenth Annual Safety Congress E. K- Eastiiam (Safety Director, St. Louis Public Service Co.. St. Louis, Mo.) : We use no mechanical devices for testing new or old employes. We have given con siderable thought to that subject and about a year ago made an extensive investiga tion of what was being done in the industry along those lines. We in the Electric Railway Industry should not get fixed notions that only me chanical testing is certain or that only the ok! way of interview is the perfect way. It is important that we keep open minds. One of our troubles is that wc have not done the amount of investigating that we should. The future of the electric railway Industry is keeping our minds, open to every new development that may come. If it means more busses, let's go into the busses. If it means the trolley bus, let's be ready for that. If we must take on the one-man car, we will do that, whether we like it or not. If, in the sclectioo and placement of men we can get some good out of mechanical tests, let's keep our minds 'open and ready to adopt those as they come along; not throwing away what we have found in the past, but be ready to take up anything that seems to promise improvement. J. G. Dickinson (SupC of Accident Prevention, The Milwaukee Electric Railway and Light Co., Milwaukee, Wo.): Those ideas are absolutely correct. Wc must use all tlx means possible to keep abreast of all developments in the field. Speaking as a nepresentathne ci a cwugwny which began experimenting with psycho logical selection ten years ago and which has used selection methods as a routine pro cedure for about trx ycas^H du't ISsr the term ^mechanical" test. A mechanical test is an artificial Ml awt dneidedly the mechanical test and the things that it finds are tM the ufa tfemm td da* psychological examination. Equally import ant with that thr p.vi.*fa>fagM?i1 iaacrvirw. Mechanical selection tests may bring out laxtan btla** m a man which caa he developed. We not uab aw pa>ehulnwel ishewn procedure, that must be followed up with proper txamme. fan Jm proper charfang op after ' ... ins and proper safety work In netting fiw *, hM man ta * cd our accident prevention work I think the whulr *iury iimply a matter wf g greet deal of attention down to the last de tail. It u ca*v ui at srtfe sellrtg a ana net to have accidents; you must know what typr of rtxfama* per urirw ifag, WMpt to find out in detail why they are occurruw and then art up a apueific, ean.iUttserivt means for informing the man how he am prevent fiat i.ijidnait- Atfguupatwa there fa a major item. Tlw confefewe pwcedur* v> very iwij iuse> lx is the best means we know of neiiing tv dv nidiMiituet w aw wfadmL There the individual is furnishing the ideas and a* a fagkal smalt fa* uwgll group cscemc to very definite conclusions. * After dump atl thm, vr haw fuwd whg* w generally true in all safety work, there rill remains a mall pu tiiamgi of mm who hmm a disproportionately high percent age of accidents You caa find tfanu wry through safety work records. The question is what tu with then Thr plan in uor company is intensely practical- That man's rertri fa truuata facet what we term, an accident clinic. I mean his complete record from the time he into the service of the company. It also in cludes the recurd of the tmfoiug division throughout the man's history with the company. The committee which consider* the case consuls of representatives from the medical department, the safety department, the psychological department, the superintendent of transportation, the division superintendent and the welfare group in the company organisation. This group attempt to determine exactly what it wrong and make recommendations as to what can be done. The attempt is not to weed out any man from the organi zation but to find out in detail what the difficulties are and correct them. The num ber of men considered over a period of a year has been about fifty. In that group the reduction in accidents has been 82.5 per cenL The records of the worst offenders were considered, means for correction have been employed and in 1929 the record of that group, as a group, was about 8 per cent better than the average record of tlie entire department. Electric Railway Section 619 Daniel Mahoney (Motorman, Pittsburgh Railway Co.) : If a man is not fa miliar with the equipment when he goes to .work, he is worried, he doesn't know just what is going to happen. If every part of the equipment has been made familiar to him, he can devote his attention to handling passengers arid preventing accidents. R. C Busa (Manager, Transit Mutual Insurance Co., Boston, Mass.) : In the discussion on psychological and mechanical tests it occurred to me that perhaps we are overlooking some of the simple things. Every trainman in this room has some little sign he goes by in operating his car or bus. When he approaches an intersect ing street be has a way of knowing whether an automobile is coming out of that street. He may watch the pedestrians crossing which leads him to believe there is no automobile coming out; he may know by a movement of the head of a person driving an automobile whether that person is going to put on the brake and stop. When he takes a man out to instruct him those things are so simple he might neglect to tell the new man about them. W. H. Gallachex (Motorman, Pittsburgh Railways Co.) : We don't use mechani cal selection devices of any kind. A man is sent out with a motorman and he usually explains the different way* of watching. i passing streets and of going around curves where there is do clearance. With coafirions as they are m Pittsburgh, it is a pretty hard job to teach a man and yet something lake ten hundred mptormen went through last year without an Ma. Smith t We most use twnon sense fa the various activities of training and not overemphasise wy out factor. However, in the application of our various rou tine. we find for eight aumdfa of dw year a rtductiou of approximately 20 per cent in accidents compared wwfc fart year, and a redaction of 23 per cent for the average of the previow fiw years. Cdiwifa wfifc vehicle accidents hare been reduced for the fight amurtii' rrn< 22 per eeae nlupwd with last year and 28.5 per cent com pared vfa fie voragi W far iiia fat year*. Caunuii Sttzw Csfattm. it fa It jB and that concludes oar meeting so far as papers and dfanaiioni far fas* awramg zrr eceomsd The ttfafact amigm.4 mfaws so artmfa* fix dsq Suctauu for the year ahead of us. Some merited ci irtifam oompdatfam. which wmdd be sarfafactory to all members and operation nmmmm dmrid W dmilopod Tbfa can be done if we would base 0ur rcport* *** moq--mti war aptm cox per mite operated or cost per 10,000 pas- sfn8rr* di'rtfay ofimmaring gtf irgfittnu or discussions with reference to chargeable or mm riiargmMi accidwni. It wouldn't make any difference how they were analysed w year mm property if at the end of the year you would submit a report of your tnwinfi based <* smdsitt costs. That would be entirely fair to all companies and * vmrid give u* a guide whereby we might get a reasonable idea of what we are actaaAy treatplfahing oa our own properties. Thb report iheuld W classified possibly in two or three divisions. A suggested set-up ttgfit he the ttaasifying of accident* with regerd to property damage and per sonal mlurie*. faefarifag the entire cost of accidents. I am going to appoint a committee to make a study of this proposition during the coming year and submit h to our next congress. 1 am asking Mr. Bridges to serve as Chairman of the committee with Me. Eastham of St. Louis and Mr. Brabston of Birmingham as members. I want you men to submit reports of your activities to the Editor of the News Letter; that we may keep this letter as interesting as it has been during the past year. There isn't anything that will help us more than to receive reports and mes sages from others who are in the same work. Gentlemen, I want to thank you for the interest you have taken and the contribu tions you have made to our discussions. I wish you' well during the coming year and Hope that we will meet at the next Congress. We adjourn'until next year! ADJOURNMENT 620 Nineteenth Annual Safety Congress Joint Luncheon Session Electric Railway and Public Utilities Sections Wednesday, October 1. 1930 At this luncheon session of the Electric Railway and Public Utilities Sections Mr. H. B. Manner, safety engineer, The Philadelphia Electric Co.t Philadelphia, pre sented the trophies to the winning companies in the Public Utilities Annual Safety Contest which ran from January 1 to June 30, 1930. Mr. Harmer reviewed the report of the contest (copies of which, under date of September 19, 1930, may be had by writing the Natiooal Safety Council, Chicago) and then presented bronze plaque trophies to the winning company in each of the six groups, and certificates of merit to others, as follows: Combination Gas ft Electric--Group A 1. Wisconsin Public Sendee Corporation, Milwaukee, Wis. Z Alabama Power Company, Birmingham, Ala. 3. Public Service Company of Northern Illinois FREQUElNCr RATE 5.366 6.509 7il7 Combination Qu ft Electric--Group B 1. Michigan Gas and Electric Company (No. Div.), Ashland, Wis. 2. Eastern Shore Public Service Company, Salisbury, Md. 3. Lake Superior District Power Company, Ashland, Wis. 0 1.899 4.887 Electric---Group A 1. Duquesne Light Company, Pittsburgh, Peon. 2. Commonwealth Edison Company, Chicago, III. 3. The Edison Electric Illuminating Company, Boston, Mass. 2.957 6.726 6.765 Electric--Group B ]. Mississippi Valley Public Service Company, Milwaukee, Wis. Z Hiveril! Electric Company, Haverill, Mass. 3. Chester Electric Company, Coateaville, Penn. 4. Worcester Suburban Electric Company, Uxbridge, Mass. 5. Kamimstiquia Power Company, Fort Wittiam, Ontario, Canada 0 0 0 0 0 Gaa--Group A 1. Hope Natural Gas Company, Pittsburgh, Pena. Z The Peoples Natural Gas Company, Pittsburgh, Penn. 3. Equitable Gas Company, Pittsburgh, Penn. Gaa--Group B ]. Reserve Gas Company, Pittsburgh, Penn. Z Pittsburgh ft West Virginia Gas Company, Pittsburgh, Penn. 3. The Pawtucket Gas Company, Pawtucket. R, I. 2.282 2.898 6266 0 7.634 7.935 N / NETEENTU ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL S+fi Employees' Benefit Associations Section Officers 1930-31 Central Chairman--J. W. Riddle, The Youngstown Sheet and Tube Co., Youngs town, Ohio. Vice-Chairman--L. J. Zoclle*. The Procter and Gamble Co., Cincinnati, Ohio. Secretary--G. C. Capas, Goodyear Tire and Rubber Co., Akron, Ohio. Retiring Officers Central Chairman--C. L. Febguson, Selby Shoe Company, Portsmouth, Ohio. Vice-Chairman--J. W. Rjmmjc, The Youngstown Sheet and Tube Company, Youngs town, Ohio. Secretary--L. J. ZOBUit, The Proctor and Gamble Company, Cincin nati, Ohio. Wednesday Morning Session October 1, 1930 C. L. FERGUSON, Chairman Selby Shoe Company, Portsmouth, O. The first session of the Employees' Benefit Association Section of the Nineteenth Annual Safety Congress convened with Dr. C. L. Ferguson, Selby Shoe Co., Ports mouth, Ohio, presiding. Csauman Fekquson : First, I want to give you a little background concerning our program. We realize that there are delegates attending this convention who have been coming for a manber of years; some are here for the first time. New delegates usually want to know about a Mutual Benefit Association and how it can be organized. Early last spring the secretary, Mr. Marcy of Schenectady, and your chairman met with Dean K. Brundage at Washington, and mapped out a tentative program, which is practically the same as the one before you today. We have tried to in corporate many of the ideas that were given out in last year's session. Mr. Brcndage has been keeping the statistical reports of the Mutual Benefit Asso ciations throughout the country, who have been sending them in year after year. 621 622 Nineteenth. Annual Safety Congress The last report he gave was a report of the illness and absentees existing through out the country in these various organization. He says: "One of the purposes of the Service Committee was to foster cooperation in the collection of sickness statistics. The side benefit associations themselves have been so faithful in the reporting of cases during the last year and so willing to cooperate in attempts to make use of sickness data in their possession that no fostering of sickness has been necessary on the part of the Service Committee. The willingness of the associations to assist in obtaining a general picture of* the sickness situation, and a knowledge of the important factors involved in the varying magnitude of sickness rates is to be commended. "Since the epidemic of influenza in the closing months of 1928 and the early part of 1929, the incidence rate of disabling Illness--at least the rate of cases causing disability for more than one week--has been generally favorable. An especially good health record is shown for the second quarter of 1930, when the frequency rate of sickness and non-industrial accidents lasting longer than one week was 8 per cent lower than in the corresponding quarter of 1929 and about 16 per cent below the same quarter of 1928. "An absence of epidemics is an important factor in the recent favorable sickness records. Part-time employment, if it does not appreciably lower the standard of living, may be a favorable factor also. There may be other factors, perhaps psycho logical, which tend to cause patients to return to work at the earliest possible moment when jobs are scarce. Information concerning any possible tendency hi this direction would be appreciated a an aid in evaluating the present downward tendency in sickness rates.** The thought occurred to me tliere is a difference between lack of work and lack of jobs, two essential things that you find in Mutual Benefit organizations. Next we will have a report of the Nominating Committee. George W. Vary of the Bethlehem Steel Company, who is chairman of (he Nominating Committee, along with George T. Fonda of (he Equitable Life Assurance Society, and $. W. Ashe of the General Electric Company, present the following: For General Chairman, J. W. Riddle of the Youngstown Sheet and Tobe Com pany, Youngstown, O.; for Vice-Chairman, L. J. Zoeller of The Procter St Gamble Company, Cincinnati, O.; and for Secretary, G. C. Capps of the Hospital Astoria tion, Goodyear Tire and Rubber Company, Akron, O(The report of the committe was formally approved.) Chairman Ferguson : We all know there are certain problems concerning the operation of a Mutual Benefit Association. There are difficulties now and then that have to be ironed out with the family physician on the outside through lack of information concerning these Mutual Benefit Associations. We will now hear from Dr. Carey P. McCord, Medics! Director of the Industrial Health Conservancy Laboratories of Cincinnati. Cooperation Between the Family Physician and the Employees' Benefit Association By CAREY P. McCORD. M. D. Medical Director of The Industrial Health Conservancy Laboratories, Cincinnati, O. Any jspsakej', enteripg upon. a . dissuasion, of thij .topic requires audacity. .Only the'caijous jgijl fail jq.jrcqpgmze 0 the implications of this topic.a series of .major difficulties, vexatious'" alike to the medical profession and to the management of industrial benefit associations. If we are to face this situation squarely, we must recognize that many sober minded, intelligent physicians, as individuals, and in Employees1 Benefit Associations .Section 623 organized groups, regard all such enterprises os benefit associations and industrial medicine in general, as inimical to the best principles and practices of medicine, which in turn ultimately acts unfavorably on the interests of patients and the general public. On the other hand, we arc confronted with large numbers of man agers of industrial mutual benefit associations who with equal sincerity register dissatisfaction over the failure of practitioners of medicine to grasp Ihe purposes, procedures and limitations of these institutions. A casual viewing of this situation reveals a group oi overlapping sharel*old<rs participating in the conduct of the affairs of mutual benefit association. The prin cipal ooes art:-- The employer. The family physician, (the neighborhood physician, the general practitioner). The plant physician. The employee. The mutual benefit association officers. All of these individuals or agencies, through their acts or policies, influence the soundness, integrity, fairness, and effectiveness of mutual benefit associations. The port that is commonly, but not invariably, played by each is now presented- The Employer No employer may hope to wholly escape the burdens and costs of sickness and disability among his employees. Legal measures have forced him to accept very definite responsibilities for the larger number of those conditions that may be traced to employment as a cause. Other diseases unrelated to employment consti tute a source of loss and concern to the emptoyer. This is true, whether or not he has any humane interest in the members of hia work force. The demoralization of work groups through absenteeism, deaths, epidemics, etc., constitutes a drag on production and quality of work. Contributing, as he often does, from onc-fourth to three-fourths of the total up* keep of the mutual benefit association, the employer too often seeks to dictate all policies of management and control. It is granted that the employer is entitled, in those cases of injury for which he is responsible, to some voice in the matter oi where and how the injured party shall be eared for. If the employer is financially responsible (directly or indirectly) for on employee's broken leg. for example, he has justification for complaint if in one place the patient is off work twelve weeks at a cost of $800, and an imperfect result is obtained, whereas it he had been treated otherwise he might have been off only eight weeks at a coat of $500, and obtained a perfect result. An equal extent of control is not within the province of the employer in the case of disability from causes unrelated to work. Interest, experi ence, and genuine concern may prompt the employer to inject himself into such matters, but it must be recognized that his position carries with it no prerogatives. This brings us to the first planks in ottr platform of betterment. I. The emptoyer, or his agent, is without any special rights that entitle him to dictate the form or source of medical care for disease states, the causes of which are unrelated to work. The employer b, however, obviously en titled to prohibit front his premises all workers who are tffided with ab normal states of any character, that may jeopardize the wellbeing of any other person, or depreciate the value of property. II. These abaorml physical and mental states ouaooc employee*, such as indttstrial accidents and occupational rtwcnac*. tor which the employer may be responsible in terms of compensation and wfiul refief. should be adminis tered apart from other disabilities unrelated to work as a cause. This means that liability- insurance matters at any of their forme shoafd be separated from the affairs of mutual benefit associations so wrick workers themselves make money contributions. 624 Nineteenth Annual Safety Congress The Family Physician Today, and lor many generations, the basic unit in the application of medicine is, and has been, the family physician. There is no sane reason to believe that this desirable arrangement will be materially altered at any early time. The oft re peated maxim that the relations between the competent, sincere, faithful family physician and the families who entrust their wellbeing to him, constitute a sacred tic, is just as true today as at any previous time. The industrial physician, tlw managers of mutual benefit associations, and employers, should see in the highly qualified family physician their strongest ally in the conduct of medical affairs relTahteed htioghindeustsattrey,--ofbtuhte, mfaomreilyofphthyissicilaanterh1as in recent years become jeopardized by(1fo)ur Tmhaejoirncirnevaasdeingin agsepneccieiasl--ization, and the number of specialists have made distressing inroads into the field of services of the family physician. (2) In later years there have sprung up arotmd the family physician numerous practitioners of varied cults and pseudo-forms of medicine. (3) At about the same time all of this was happening, there came into en larged being the industrial physician, whose activities, if improperly carried out--- following erroneous concepts of his function in industry--curtailed the work and good influence of the family physician in industrial communities. (4) lastly, later years have seen, the rise of the public clinic These institutions, theoretically, are designed for the care of the indigent, but, actually, render a vast amAolulntsuocfhsethrvinicges fohar rawshsichthethefarmeciliypiepnhtyssiacriaenw. elHl eabllievetso poany.Uneasy Street. He feels that he is gradually becoming engulfed by despoilers of his very economic existence. Many have entered upon specialized endeavors as a means of escape, thus, often. lowering the average excellence of family practice in the community. Many of the factors of distress to the family physician are of his own creation, or are, at least, the product of his own weaknesses. From the point of view of the industrial physician, or the management of mutual benefit associations, die short comings of family physicians are to be found along the following lines: (1) The family physician is unfamiliar with factory processes, machinery, job placement, and kindred matters, and consequently u not in position to justly advise his patients in relation to return to work, to absenteeism, etc. (2) The family physician, in his seal to protect his patient, does not see disa bility problems in their entirety, hut bases conclusions and statements upon Items exclusively derived from the patient. By training and precedent the family physi cian is prone to accept as simon pure all history items furnished by patients, without always realizing the tendency of industrial workers to attribute most of their in firm(3it)iesTthoeinfcaidmeinlyts pinhytshiceiadna, yfrboymdaItyis wcoornkc.ept of his obligation, will not reveal the full nature of impairments ip his patients in connection with necessary reports to mutual benefit associations. This is notably true with reference to gonorrhea. syp(4hi)lis,Tahned fparmegilnyanpchyy.sician is prone to keep in his care patients whose conditions demand hospitalization, or at least superior medical advices through consultation. Closed hospital systems, and favoritism in hospitals, tend to force this practice upon the(5f)amTilyhephfaysmiciilayn.physician, in his lack of knowledge of benefit provisions, comsensation regulations, legal responsibility, etc., is unable to rightly advise patients as (l6o) thTehirejufsatmdielyserptsh.ysician often will not keep such records, and obtain such examinations, as will facilitate the settling of contested matters on a basis of evi dence, rather than on a basis of opinion. Employees* Benefit Associations Section 625 (7) The family physician, because of a deep-seated aversion to any form of group provision for medical services, creates in the mind of the patient and worker an undesirable attitude toward the association, the plant physician, and industry in general. Experience growing out of these trends in defection, if in truth such things con stitute defection, naturally prejudice the managers of mutual benefit associations in favor of selected physicians who have proven to better grasp and adjust them selves to the purposes, procedures, and limitations of such associations. In delineating the opportunities for betterment, three items stand out with refer ence to the family physician:-- (III) Respect for relationships between the family physician and his patient, the worker, must result from the exercise of integrity, honesty, and good qualifications. Respect and tolerance at the hands of mutual benefit as sociations may not be expected nor extended when relationships between family physician and patient are based on incompetency, or cupidity, or antipathy. (IV) In lieu of an adequate knowledge of industrial practices and processes, the family physician must lend himself to cooperation with those persons in industry possessing such information. (V) In caring for patients whose conditions arc related to industry, or to bene fit associations, the family physician must view the situation as a whole, and not from the restricted-field of vision of any one part, such as the patient. If the acts of the family physician are to be those of an umpire, he most not at the same time be an advocate. The Employe* Few employees are so fortunately situated financially as to be able to weather severe disability without stress upon himself, his family, or upon charitable institu tions. His interests are best served by joining a mutual benefit association, pre ferably the one in his own plant. He serves his own interests best if he continually lives up to thd stipulations.of this society and abets the spirit that leads all members to conserve the solvency of the society. While all will avow these simple principles, human nature and human mentality have not reached that desirable point where cupidity Is unknown; ignorance banished; and malingering only a theoretical pro position. In every mutual benefit association there are a few. whose mental and emotional makeup leads to imaginary ills, prolonged periods of disability after re latively unimportant injuries or sicknesses. Granting that these employees are few in number, they create the problems that largely make discussions such as this necessary. In this recital scant tribute may be paid to the very soul of honesty which actuates the majority of workers in their relations to their mutual benefit associations. This is recognized, but the trend of this discussion is toward the troublesome minority. Even for these it must be recognized that seldom are their malingerings and falsifica tions purely vicious. More often unwarranted claims are based on neuroses, built up from resentments unrelated to their infirmities, or based upon malicious remarks of those about them. For all workers, it may be stipulated:-- (VI) All workers are entitled to seek and procure medical services for these affections unrelated to work aa a came, without hindrance or interfer ence from employer, mutual benefit association, or from any other per son or agency. As an exception to this general rule, the worker, like all other persons, must accept some restrictions as to medical services in connection with such a devastating disease as smallpox. (VIII) All workers, members of mutual benefit associations, must recognize that their freedom to elect their own sources of medical relief and advice, 626 Nineteenth Annual Safely Congress docs not imply an obligation on the part of their association to pay out benefits on the certification of ail purveyors of such services. Legal restrictions and tbe regulations of associations may sharply restrict the field of acceptability of disability certification. The Industrial Physician About a generation ago, impetus was given to industrial medicine, and the in dustrial physician, by the compensation laws of the land, which, in a measure, forced the industrialist into a vicarious practice of medicine. It tw then that the industrial physician was given a fuller opportunity to become a specialist with a highly dif ferentiated field of service. The essential function of the industrial physician is the promotion of the economic interests of both the employer and the employee, through the procurement and con servation of the physical and mental health of workers. In this concept, the in terests of the worker come first, for before the employer's interests may be served, betterment must have come to the worker. ' For example, good lighting in a factory building is not an end in itself, but a means to an end, through protection of the faculties of the worker. The proper field of direct services to employees is limited to those conditions for which the employer is legally responsible, plus minor condi tions that may be cared for on the plant's premises, plus advisory and educative services in connection with severer states unrclated*to work, and in connection with health, hygichdl^and safety in general. Industrial medical interest may embrace such states as pneumonia, gastric ulcers, or appendicitis, bat actual services should be limited to necessary emergency relief incident to the period of transfer to other pny&iciaus.- The place of the industrial physician is an unswerving midground between the employer and the worker, serving each without prejudice against the other. This position is almost unachievable, or at least unretamaWe. Strive as hard as be may, the industrial physician is gradually catalogued by the medical profession, and by some workers, as the "employer's man". Since this is believed to be true, and since the industrial physician frequently is the umpire in legal and insurance mat ters. it ts not always desirable that he also serve, as the final work In medical de cisions, in the mutual benefit association. The two interests are not the same, and may be widely apart. This is true although industrial mutual aid associations may with propriety be classed as one phase of industrial medicine. Tbe size of a plant, the number of physicians, the size of the mutual benefit association, its form, etc., introduce so many variables into Urn matter that no one set of recommendations may be applicable to other than a small fraction of needs. All in all, it is maintained that, wherever possible a physician other than the plant physician should participate in the solution of medical problems of a mutual aid Three items, with reference to the industrial physician, properly enter into the delineation of the relations under discussion. (VIII) The province of the industrial physician is limited to those conditions for 'which the employer has some legal or economic responsibility; to those minor conditions that may be cared for on the plane's premises, plus advisory and educative measures; but only his interest and not his (IX) services may extend to the worker sick at home. The place for optimum benefit to employer and employee Ko be occupied by the industrial physicians ts a mid-point, without prejudicial interest in the advantages of either one over the other. (X) Since an earlier item recommended the separation cd the mutual benefit association from tic insurance compensation affairs, so it appears de sirable that the plant physician be not the sole medical person charged with decisions in mutual benefit cases. Employees' Benefit Associations Section 62; The Mutual Benefit Association Officers Regardless of the manner in which a mutual benefit association is operated, nearly always there is a Board of Officers and Directors. This group is dominated numerically by laymen. Like all other groups of human beings, they arc likely to be jealous of the fund's solvency; subconsciously suspicious of the majority of the claims; prejudiced against some physicians, and in favor of others; partial to some departments and some individuals. Because they are charged with such responsibilities, this group of laymen often makes decisions with reference to medical matters. This is undesirable, and paves the way for a number of charges from the family physician that arc often justifiable. Some of these are:-- 1. Tbe mutual benefit association officials are prone to dictate, or lo attempt to dictate whom the afflicted members shall visit to obtain services. 2. The mutual benefit association officers often send sick members immediately under the care of a family physician, to specialists, without due regard for the re lations between physician and patient. X The mutual benefit association officers are often unjust in their demands as to cessations of, and resumption of work. 4. The mutual benefit association officers themselves, or through committees, are given to too much prying into the affairs of the sick person, questioning diagnoses, and rendering of questionable advice. $. The mutual benefit association officers demand records that are in the nature of privileged contmtHiications between physician and patient, and are resentful when these are rightfully withheld. & The mutual benefit association officers' activities often tend to shake the faith and trust the patient otherwise would have in the physician, and thus make more difficult the procurement of recovery. The problems of mutual benefit associations prompt two items bearing on the activities of their officers, as indicated:-- (XI) Decisions of medical import should not be imposed upon' laymen officers in mutual benefit associations. Such matters should rest with physicians. (XII) Investigations, of medical matters related to members sick at home, or in hospitals, should rest with the medical personnel, preferably physicians. The visits of lay 'sick committees' should be friendly and social, but without bearing on the diagnosis, treatment, or physicians in charge. A Possible Road To Betterment Although this search for the sources of dissatisfaction between family physicians and mutual benefit associations has been somewhat ruthless, my estimate of the ways for amelioration earnestly point to a need for more of the milk of human kindness aod consideration. The associations should accept the good family physician not as a necessary evil, but as a necessary ally. The family physkia,,v should accept the association as au opportunity for increasing usefulness and benefit, and not as an agency bent on his debasement and destruction. This desirable state of affairs can only come about with a better understanding and appreciation of the problems of each other. a. The Education of the Worker in His Choice of Proper Medical Care. The superior and inferior types of sources of medical care are indicated as dis tinctly as are the markings between the robin and the thrush. Alike up to a certain point, distinct differences should permit of no confusion. The usual intelligence and discrimination of industrial workers do not fully and always equip them to make helpful choices. * It is a duty of all associations, without introducing personalities, examples, or innuendos, to instruct workers in how to choose their medical advisers. 628 Nineteenth Annual Safety Congress b. The Education of the Family Physician in the Peculiar Features of In dustrial Medicine, and Mutual Benefit Association Procedure*. It is human nature to be antagonistic toward those things with which we are unfamiliar. An increased knowledge of the workings of industry will immeasurably aid the family physician in his services to workers. In part, our systems of medical education are responsible for the physician's lade of qualifications in such matters; in part, too, the responsibility rests upon each industry, in its own community, and with its own particular set of hazards, types of machinery, etc Much may be gained by painstaking efforts to show, and interest, as large a number of physicians as possible in the full set up of physical and mechanical activities of plants. c. Physical Examinations for Mutual Benefit Association Members. Many of the trying disputes between associations and physicians grow out of tlie lack of precise records of pre-existing impairments in workers. For the bene fit of all concerned, physical examinations, with re-examinations, should be requisite to initial and continued membership in associations. These need not be in addition to similar examinations in connection with employment. d. Advisory Services of Physicians Other Than the Plant Physician. Every association should liavc available for the unusual situation the advices and guidance of a physician in addition to, and in cooperation with, the plant physician. For reasons already advanced, the plant physician Is frequently adjudged to be too closely connected with the legal responsibilities of industry to always be acceptable for final decisions in medical matters less closely associated with industry. The physician chosen for this purpose should be apart from industry in his major con nections, and may himself be a general practitioner. Since be himself may be; in charge of patients among association members, it may prove desirable to have available a committee of physicians, or at least some choice in physicians. e. Protection Against Evident Fraud. In every community there are, unfortunately, a few persons who prostitute their medical services. Too, a line must be drawn somewhere, as to what professions with in the general field of medicine arc rightfully entitled to make cerlificathms in connec tion with coverages of mutual benefit associations. To have available means for controlling such matters, the constitution of all associations should stipulate limita tions in this respect, and place final decisions as to acceptability in the hands of the physicians connected with the associations. Like insurance companies, the associa tions. through their constitutions, bylaws, or regulations, should reserve the right^ to examine the claimant, and to be governed by their own findings mid conclusions. Such examinations should be done, as far as practicable, in collaboration with the medical person in charge. f. Forms and Records. . .. Mutual benefit associations should devise, through their physicians, and provide for family physicians such forms as will facilitate the supplying of a maximum amount of information to the physician* of the associations, at a minimum expendi ture of time and effort on the part of the family physician. Policies devised along live trend of these provisions, and put into practice in a spirit of genuine desire for cooperation, may be expected to yield returns in keeping with (lie best practices in human relations. Ciiaikuan Fncrsox: Several months ago I received a lengthy questionnaire, asking a lot of questions pertaining to Mutual Benefit Associations- After 1 got through filling this out, it occurred to me that this man was collecting a lot of valuable information that would be interesting to the group here today. 1 ashed him if he wouldn't give us the benefit of this information. So Mr. H. F. Browne, Manager of the Industrial Relations. National Industrial Conference Board, of New York City, is going lo read his paper. Employees* Benefit Associations Section 629 Employee Benefit Associations in American Industry By H. F. BROWNE Manager Industrial Relations Department, National Industrial Conference Board, Inc., New York City. Viewed from the outside, the position of the employee benefit association might ,be summed up something like this. It is an organization which made its first appearance more than fifty years ago as a greatly needed agency of emergency relief, established by employees for employees. The purpose for which it was created was so fundamentally sound, and was served so well by these associations, that the idea has spread widely, until the employee benefit association, under various names, is not only one of the oldest, but One of the most respected members of the industrial relations family. But times have changed in many ways since 1865, when the first such association which we know about was established. The whole complexion of industry and industrial relationships has changed because of advances in science and advances in the social-mindedness of public opinion. Working conditions of today bear small resemblance to those of 65 years ago. The state has stepped In and set standards of safety and sanitation which must be complied with by those who employ people. In all but four states workmen's compensation taws have been passed which provide, with varying degrees of liberality, for the employee disabled during employment. And the employer, in a great many cases, has gone far beyond the statutory require ments to provide for the well-being of his employees. And so we find quite a different situation today from that which gave rise to the first employee benefit association. Instead of the low paid worker entirely dependent upon his week to week earnings, and to whom sickness or injury from whatever cause was a catastrophe, wc find a worker receiving wages far above those of 50 years ago, both in amount and in purchasing power, although working fewer hours per week, and who enjoys comforts and luxuries undreamed of by his father or grandfather. If he is injured during his employment he receives not only the best' of care and treatment, but also compensation equal to a substantial fraction of his average wage. Frequently he is covered by a group life insurance policy for an vrage amount of something over $1,000. In some cases' he is protected againtt sickness and disability by another group policy, and he is aided in maintaining hfs vigor by a plant physician whose services `arc provided without cost to him. He is given every assistance toward building up a financial reserve through a variety of thrift plans, some of which call for a substantial contribution from the employer. The purchase of a home is made easy, and in an increasing number of cases he can look forward to retiring at 65 or 70 years of age with a small income for life. jo view of the fact that working conditions have undergone so far-reaching a change, one might wonder whether the functions of the employee benefit association were not being taken over by newer agencies for employer-employee cooperation, and, if that is the case, whether these associations had not perhaps passed their period of greatest usefulness. And if the need for them is declining, it would seem reasonable that there should be signs of decline in their number and in their vitality. But it there are signs of any such tendency we certainly have failed to find them. In 1522 the National Industrial Conference Board made a detailed study of employee benefit associations. And now in 1930, after a lapse of eight years, we have again made such a study to learn how, if at all, the general status of these associations has changed, and along what lines changes have occurred. Information for the study was furnished by employee benefit associations in 404 business organiza- <>.50 Nineteenth Annual Safety C'omyrets tions, of varying tiie, type, industry and geographical These coeapaoses ent- ployed a total of something over a minion workers, and the combined membership of these associations amounted to Just ebon of three quarters of the tool employ ment. The report on this study is not yet so heal form, bat we have progressed enough for certain conclusions to be quite clear First, there appears to be no observable tendency for the employee benefit associa tion to be displaced. True, we learned of a few which had been discontinued, but this is to be expected. In all plans of this general character there are individual instances of failure as well as of success. This is bound to be the case when so much depends upon the manner in which the association is organized and upon the personality, capacity and enthusiasm of those who sponsor rt, and in succeeding years, of those who carry it on. The association w01 not run itself, except into the ground. Where you find a virile, expanding benefit association, you will find a person or persons who are everlastingly working to improve it and whose enthusiasm scents to be infectious and to spread throughout the membership. And so, the number of cases of discontinued benefit associations which we found, and which amoveued to only seven per cent of the total, is surprising only because, under the circumstances, the number >* so small. It shows very clearly that while a few of these associations have been discontinued, mainly because their relief function has been transferred to an insurance company, they are not being sup planted on any appreciable scale. At the same time, fewer new associations are being formed now than was the case m earlier years. We classified the associations which gave us information according to date of organization and found that the five-year period, 1915-1919 showed the largest number of new associations formed with 71. The following five-year period, 1920-1924, showed almost as many with 67, but between 1925 and 1929 the number dropped to 18. In the second place, there seems to be a trend toward making membership in the benefit association compulsory. There are two very . logical reasons for this. First, the employee who from a financial standpoint most needs protection may be just the one who does not joto the association. Requiring him to do so may very reasonably be regarded as doing him a service. And second, the larger the membership, the wider will foe the distribution ot risk, aod in consequence, the financial position of the association will be stronger. Fifteen per cent of the companies which furnished information for this study nude membership in the employee association compulsory, and a number accomplished substantially the- same result by various means such as assuming tliat new employees had joined the asso ciation unless they specifically declined to do so. making the enjoyment of certain advantages contingent upon membership in the association or by asking a pros pective employee when applying for work whether Ik would Join the association if employed. Of course, there are also good reasons for avoiding the appearance of compulsion. A person docs not like to be forced to spend a certain part of his income .in a certain way, no matter how good'the cause. We nil experience that feeling around the middle of March each year.* Also, there U a danger, when full membership is assured, that the association will be rather taken fpr granted and there will not be the same feeling of individual responsibility for its success. But It is interesting to note that where the change to the compulsory form has been made, the idea has originated more often with the employees than with management. The third change worth noting is the tendency to raise the scale of benefits. In our earlier study made in 1922. it was found that among associations having fixed benefits, the most popular weekly benefit was between $5 and $6. In 1930, we find it to be between $9 and $10. This reflects both the sounder financial position of the associations and also their realization that with rising standards of living a benefit as small as five dollars a week is apt to be too meagre to really meet the situation. But no correlation between dues and benefits is apparent. Employees' Benefit Associations Section 631 The fourth change is the increasing emphasis placed upon physical examinations aod the promotion of health. While only 35 per rent of the associations reported that they required physical examinations for membership, this is a larger propor tion than in 1922. The value of the physical examination does not lie only in excluding from membership the worst risks which are likely to be a severe and con stant drain upon the resources of the association. There is the more far-reaching value of the information revealed to the individual, and what it may do toward conservation of health. Besides the 35 )>ct cent of associations which require physical examinations of prospective members, a further 5 per cent have the use of data compiled in the company physical examinations. Only 4 per cent of the associations provide for periodic examinations, but 16 per cent take definite steps of ooe kind or another to promote intelligent protection of health. This not only is good business as a means of reducing the drain upon the association's resources, but is a genuine service to members. The fifth conclusion is that the employee benefit association seems to be sticking pretty closely to its original purpose of granting relief. From time to time it has been suggested that, with the advent of alternative agencies for providing employee relief, the benefit association might advantageously devote at least part of its attention to various projects calculated to serve the best interests of its members. One such field in which some associations hare taken the lead is the social life of the employed personnel, and in organizing and carrying on a program of sports. Some have contended that the employee benefit association is the ideal medium for carrying on negotiations between management and the working force--something after the style of a works council. Some maintain that the employee association should fulfill the functions of a personnel department and have charge of all indus trial relations. And some hold that safety work can reach maximum effectiveness only when the employees themselves make it their business to conduct an unrelent ing and sustained safety campaign, and that there is no better agency for guiding this effort titan the employee benefit association. This seems to be a logical field for exploitation by these associations and one in which extremely valuable work can be done. Mechanical aids for protecting em ployees from the dangers of machine operation have been carried to a high degree of perfection, but we all know that mechanical devices can never be made which will completely protect tbe employee. Guarding against injury has got to be made not only second nature, but first nature. Safety campaigns for limited periods have shown remarkable possibilities of reducing accidents when every roan sets his mmd on making a good showing for his department or his plant. It is peculiar psycho logy which will make a man do for his department or Ids plant what he wiU not take the trouble to do for himself and his family. There seems to be no better organization to make safety promotion a personal matter with each employee than the employees* own association. And yet only 19 per cent of the associations which furnished information for the study reported a definite relationship between the association and the safety program. Four-fifths of the associations stated defi nitely that no such relationship existed. Alntost the same situation was found with regard to the part played by the benefit association in the social life of tbe employed personnel. While some associations sponsor such activities as dances, dramatics, educational programs and so forth, the majority* prefer to confine them selves to the function of providing relief. Finally, and perhaps most important of all, are the indications of sounder finan cing on the part of the benefit associations. It is, of course, obvious that to command the respect of its membership the association must be able to meet the financial demands made upon it. While I know of no benefit association which has failed financially, there are undoubtedly a number which owe their solvency to the timely assistance of management during a period of abnormal demands for relief. This is not surprising when it is remembered that comparatively few associations have established their dues and benefit scales on anything approaching an actuarial basis. 632 Nineteenth Annual Safety Congress although by now experience over a period of years serves substantially the same purpose. We obtained from 135 associations the financial statements for the year 1929. These statements were consolidated and then reduced to a per capita basis and the results are rather significant as showing on a comprehensive scale the general finan cial operations of these associations. If you can stand a few figures I will read some of the more important ones. The combined membership of these associations was 305,000. At the beginning of 1929 funds on hand amounted to $15.15 per member. Dues received during the year amounted to $14.05 per person. Contributions from the company were 86 cents and from various other sources were 98 cents, making total receipts for the year of $1&89 per person. On the side of expenditures, $9X19 per member was spent in siek benefits, $3.19 in death benefits, 53 cents for medical care and 99 cents for miscellaneous expenses; or a total of $13.79 per member. This leaves a surplus for the year of $2.10 and a total surplus or reserve of $1725 per member. 1 am neither an actuary nor a financial expert, but 1 would consider a reserve of $1725 per member as reflecting an eminently sound and satisfactory financial position. Details of a Typical Benefit Association Perhaps it would be of interest to construct a typical employee benefit association on the basis of the data assembled in this study. Tlie idea will be to give to this suppositional association the characteristics foond to prevail in the largest number of associations which furnished information. You can, therefore, compare in your minds the characteristics of your own association with those of this straw associa tion which I shall construct, aod form some idea of how closely you conform to or deviate from prevailing practice. This composite association was established between 1910 and 1914. Membership in the association is voluntary and amounts lo 73.7 per cent oi the total working force. No initiation fee is charged, but if one were charged it would be one dollar, that being the most common. A new member can receive no benefits from the association during the first month of membership. The administration of the association is entirely in the control of (Ik employees, management serving only in an advisory capacity, although it bears the expenses of administration. Dues are fixed and are the same for all, as contrasted with the procedures of some associations in establishing a series of groups on the basis of income, age, sex, length of service or a combination of these, and providing for different dues and benefits ht each group. Dues amount to between 50 and 59 cents per month and are collected by means of payroll deduction. The company makes some contri bution. This association pays death benefits as well as for disability. There Is a waiting period of seven days before benefits begin and they may be paid up to a total of thirteen week*. They are fixed and the same for all and amount to between nine and ten dollars per week. That, in skeleton form, is the typical benefit association as we find it. After studying objectively the provisions, procedures and experience of a large number of employee benefit associations, one gains an impression of a body of organizations which are quietly and unostentatiously doing a very worth while work. They have survived several decades into which have been crowded industrial and social changes of tremendous moment. Projects for improving the working rela tionship have come and gone, but these associations are still very much on the job. While, as a rule, they may not have extended their usefulness into collateral fields, to the extent that some might like to see then) do they were, after all, established to furnish relief under conditions when relief is most needed, and they have been fulfilling this purpose with conspicuous success. I know of no industrial relations Employees' Benefit Associations Section 633 activity which is so universally commended by onployer and employee alike as the employee benefit association. This U both justification of their past artd promise for their fittnre. R. E. MfEwxw (Western Electric Company, Chicago) : We recently adopted a plan of inviting to our plant the medical men of our vicinity. This probably would not appeal lo the small community, but in a large place like Chicago, where we have so many doctors to contend with, we have undertaken to bring them in. show them what we are doing and lay the cards on the table. The response to our in vftataoB has been remarkable. There were about 28 doctors, and we sent a similar invitation to each one, and 23 came to our plant for lunch, at which we discussed what we are doing and what we were willing to <k to cooperate with them in the handling of onr people. We, of course, maintain a huspitat laboratory with facilities that are somewhat more elaborate titan tlie practicing physician can have. We offer that laboratory for their assistance in handbag any of uur cases. We also offer to give them any information we may have from our physical examina tion or biological examination when the employee wants us to do it. Altogether, we think this has had a very salutary result in tlie handling of our cases with these doctors, and we expect to continue that hy asking them in possibly a year from their last visit, or two years. H. W. Kcaa (Youngstown Sheet and Tube Company, Youngstown, O.): I was much interested in Dr. McCord's paper. I think that we should dwell and think very well on what Dr. McCord said about the layman, particularly giving advice to the sick man, because you certainly can get in Dutch. It is often very necessary in field work of this kind that tlie layman has to give advice, uot particularly on medicine, but leading to that. You know, 1 think all laymen should refrain, as die Doctor has well said, from saying you must go to this or that physician. 1 think the choice should be left to the member, and the layman or otlters connected with the Association should only try to guide, not give advice. In our industrial institution in Youngstown, we have not yet found any physician who would not go to any length to help either the worker, which I am, or the member. Each locality is somewhat different, but I want to say this. I have never been in any work in my life that has been so interesting. M. F. Stalsv (Goodyear Tire and Rubber Company, Akron. O.) : I would like to know what you would do in a case of this kind that we have had recently in our Association. We were almost positive that one of our workers was delinquent. But this par ticular person prat going .to a chiropractor, and we had reports front his associates in the shops and also reports from neighbors. We have our rules and regulations that say that we can have a person examined by a physician designated by tlie board, and we did. We liad him examined by a very reputable, physician. He re ported that he could find nothing that would keep this man from engaging in his usual occupation. So we cut his benefits off. But we liave .what some people would call an industrial assembly, an industrial plan for the men; and he proceeded to take it up with his representatives. We came in for a lot of criticism for sending that roan to a doctor and for having him examined. The board reversed itself and paid up as long as the chiropractor filled out his certificate, J. J. Plzak (Consolidated Water Power and Paper Company. Wisconsin Rapids. Wis.): We only permit M. D.'s to do our examining. And if the employee who is disabled, either by sickness or accident, off duty which is covered by our Employees' Benefit Association, he must be in the care of an M. D., and no other doctor will <ln. The instant that he leaves the care of an M. D.. his benefits cease. And we find 634 Nineteenth Annual Safety Congress that he never leaves Ore M. D. because he wants his benefits. That is the ruling in our organization. Chairman Ferguson : Now we will come to a discussion o( Mr. Browne's paper. A. $. Regula (Industrial Relations Counsellors, Mew York City) : Mr. Browne, in your study, to what degree have yon noted a tendency of a more definite turn with life insurance as taking tlie place of what was the former death benefit pro* vision by these associations ? Mr. Browne: We found quite a number of associations which were transferring their death liability, so to spade, to insurance companies, that is, re-insuring the risk. And that was tending to raise the death benefit from an average of one hundred to two hundred dollars. If they attempt to do it between five hundred and .a thousand dollars, they have it written by an insurance company. That was quite in contrast to the sickness benefit. There lire association very definitely preferred to keep the risk in their own hands, and, as nearly as I can analyze the situation, it is this: In the case of death, where cause is a known factor--the fact of death is no contest--the insurance company wouldn't raise a question so lung as the man's death is established. So it is so much better to turn it over to them. But in the case of sickness, quite a different situation exists. That is, the insurance company primarily is out to pay as few risks ,as they can. And if there is any claim--any chance to contest the claim--they very naturally will do so. Whereas, tire Mutual Benefit Association is primarily interested in granting relief, and they want to be certain where relief is justified, and though tlrere may be a technical difficulty to overcome, the majority of tire associations prefer to handle the sick benefits them selves. Mr. :Regula Then, is it your opinion, Mr. Browne, that in time rc-insurance and death benefit of an association through group insurance may serve as an element of compuUi -i to membership in an Association? Has that fact itself been covered m the percentage you cite as to the number that have compulsory membership? Mr. Browne: Yes, the percentage I quoted refers only to those associations in which membership is definite mid compulsory'' I a!so referred to some which achieve practically the same result by tying tip membership with certain benefits. For ex ample, a man has to be a member of an association if he is going to qualify for benefit through an employee's share in some saving fund where the employer adds to the amount contributed by the employees. That may be restricted to the mem bers in the Benefit Association. - So, in fact, compulsory membership in Benefit Association is substantially accomplished. Mr. Rtgula : To what degree in this study has there been any definite informa tion revealed as to the success in which Benefit Associations may be operated in those plants which employ large numbers of female workers? Me :Browne 1 don't know that I should answer that offhand. Of course, there is a very definite increase in risk when the proportion of female employees rises, and that situation in some cases jm resulted in a separate fund (or females. One company, I remember, reported that although it was realized that the woman em ployee was getting a little more for her contribution than the man. they made no distinction, which shows in this age that the spirit of chivalry is still alive in America. Dr. S. J. Rxrnux (Curtis Publishing Company, Philadelphia): Our association requires dues on the basis of wages and pays benefits on the basis of wages. They pay benefits equal to 50 per cent of our wages up to a maximum wage of $80, which makes a maximum benefit of about $40 a week. And. assuming dues on the same basis, three-quarters of 1 per cent of the individual's weekly wage becomes dues. We find that works better ^harv the old plan which we formerly had of straight dues and straight benefits for the entire claim. I would like to know whether any other concern is doing the same thing, and, if so, what their experience has been. Chairman Febcuson : We will now hear from Mervyn Davis of the Equitable Life Assurance Society, New York City. Employee/ Benefit Associations Section 635 Actuarial Information for Employees' Benefit Associations By MERVYN DAVIS Aasodatiao Actuary, Group Department, The Equitable Life Assurance Society, New York City. In preparing this papeT I have taken the liberty of construing the somewhat vague description "actuarial" as comprising all problems involving underwriting principles, since these problems, though generally of an administrative rather than a strictly actuarial character, are usually recognized as coming within the province of the actuary. I have In mind particularly the problems which confront the officers of a newly formed association. The very existence of a successful long established association is in itself sufficient evidence that its rates have been adequate and its underwriting practices sound, and that a continuation of tire established administrative policy will insure future success. In such an association the question as to the amount of surplus to be held constitutes the chief, if not the only real, problem which the management has to solve. Since, then, this problem of surplus accumulations is one which must eventually be met by all associations, we will defer consideration of this question for the moment and begin by considering the underwriting principles which should guide any group of public spirited employees who propose to form a new benefit association. We will assume that such proposal has the active sympathy and support of the employer, as without such support the new association could hardly he expected to prove successful. To attempt to manage an association with too small a number of members may result in disaster through unfavorable fluctuations in claims or the onset of an epidemic, before a sufficient surplus to take care of such possibilities, has been accu mulated. We will, therefore, suppose that there are at least some 200 employees who will be eligible for membership in the association. It is true that insurance companies will issue group accident and health -policies to cover as few as 50 cm* ployees, some even aTlow as 25. To the insurance company, itowever. such a group is only one* of- a large number, all paying rates which on the whole will .imquestion* ably prove adequate, while the insurance company already holds a sufficient surplus to-take care of any fluctuations In experience. The regular practice of insurance companies cannot, therefore, be taken as a guide on this question. Membership The next point of which the founders must assure themselves is that a substantial proportion of the eligible employees will become members. This question must be WEnnatively settled before the association is launched, otherwise the selection exer cised. through the tendency of the poorer risks to Join and of the better risks to stay out will involve the risk of failure, or at. least an early increase in the rales of contribution. Insurance companies require the inclusion of 75 per cent of all eligible employees as a prerequisite te the issuance of a group contract. These companies, however, are under obligations to accept any employee within thirty-one days of his becoming eligible, provided he is actively at work at the time of making application. The association, which can exercise more careful selection, as, for by requiring each applicant to be inspected by the company doctor or to fan passed upon by a committee, could shade this percentage to an extent dependent on the degree of selection exercised. At the same time, however, the officers should bear in mind that the association is to be for tbe benefit of all employees and that loo rigkl a selection will defeat the purpose for which the association is formed. The of the association should be to. ultimately include alt employees, and the policies of the management should be shaper) accordingly................. 636 Nineteenth Annual Safety Congress If t physical examination of all new employees is required by Ihe employer, there is no reason why new employees should not become immediately eligible for membership. In default of such examination, however, it would be well to require new employees to serve a probationary period before becoming eligible for membersh/p. In any event, and for obvious reasons, the rules of the association should require that any employee who fails to join within a reasonable time, say, one or two months from the date on which be becomes eligible, shall furnish evidence of good health before being accepted. The rules should also limit membership to active employees and provide that membership shall automatically cease upon termination of employment. To allow the option of continuing membership to former employees would not only consider ably increase the expenses of management through the difficulties involved in the collection of premiums and settlement of claims but would also evidently permit of considerable selection against the association. Benefits Generally, the chief, if not the sole purpose of the association from an insurance standpoint, will be to furnish weekly accident and sickness benefits, or in other words to provide indemnity against loss of income due to accidental injuries or sickness. And it hardly seems necessary to emphasize the fact that in no case should the rate of weekly indemnity constitute too high a proportion of the em ployee's weekly wage. This proportion should not exceed two-thirds or at the most three-quarters. A plan celling for a definite percentage of the employee's weekly wage will not generally be satisfactory, particularly if any large proportion of the employees are on a piece-work basis, owing to fluctuations in the rate of pay. If there are no wide variations in the rates of pay among the employees eligible for membership, the simple plan of a flat rate of indemnity for all members should prove satisfactory, this flat rate being fixed at an amount which will not exceed at most three-quarters of the weekly pay of any employee. If, however, there are such wide variations, classifiesdoes baaed on salary levels might be established with a flat rate of indem nity for cadi class. This flat rate should be fixed at an amount which-will not ex ceed three-quarters of the lowest weekly wag* Included in that classification nor two-thirds of die highest. The elimination of a large number of small claims, with corresponding decreases in the expenses and the rates of contribution, can be effected without imposing undue hardship on member* by providing that there shall be no payment for the first few days of disability. On the other hand, a limit most tie placed on the total amount of indemnity that will be paid in any one case of disability. It will not be possible to' furnish complete protection by undertaking to pay indemnity over the entire period bi disability without such limit. For, .though it is possible to charge rates which would be theoretically adequate, these rates would be so high as to tend to discour age the younger and healthier members from joining the association. Moreover, though such long claims will on the whole be of very infrequent occurrence, it is possible that an undue number of them may be incurred in any particular year, resulting in a severe strain on the funds of'the association. It will be necessary, therefore, to provide that payment of benefits shall be limited under' any one case of disability to a stated maximum, which should m no case exceed 52 weeks. A 26 week limit would be preferable, and In the smaller groups not to exceed 13. For the same reason the inclusion of any form of benefit which is unduly large as compared with the rate of contribution should be undertaken only with extreme caution. The number of claims for such benefit even over a period of years wilt be comparatively small, but the incidence of these claims is likely to be very Irregu- Empioyots* Benefit Associations Section 637 lar, with the possibility that an unduly large proportion may be incurred within a comparatively short time after, the adoption of the benefit. This means that large sums will have to be pakl in settlement of these claims, though only a comparatively small amount has been received in contributions to cover them, with the possible result of serious depletion of the funds. If, for example, a life insurance benefit is adopted, it should be restricted to an amount sufficient for funeral expenses, say, not to exceed $250, or even ks in the smaller associations, while it would generally be unwise to include any special bene fits to cover accidental death or dismemberment. The same argument applies to hospitalisation benefits. These should be adopted only by the larger associations and even then should be restricted as much as pos sible, at least during the earlier years. Turning again to accident and sideness benefits, we may note that, since all mem bers will presumably pay the same rate of contribution, partial recognition at least should be made of the higher rate of sickness which wilt unquestionably be found among the older employees. This might be done by providing that in the case of any member over age sixty, payment of benefits for sickness disability during any twelve consecutive months shall be restricted to the regular limit of 13 or 26 weeks. If the benefits are to cover occupational accidents, care should be taken to see that the amount of indemnity in such cases is adjusted so that the total indemnity, in cluding that received under any Workmen's Compensation Benefits, shall not exceed two-thirds or at the most three-quarters of wages. Rates of Contribution It is essential that rates of contribution adopted shall be such as may he fairly expected to prove adequate not only- to meet the claims which will be incurred but also to eventually build up a substantial surplus. These Tates should be comparable with those shown in the accompanying exhibit, which shows the minimum scale of the Equitable for insurance to cover tickness and non-occupational accidents. Admittedly, these rates are higher than those now being charged and found adequate by many associations. Admittedly, toe, these rates are higher than th^ Equitable finds generally necessary to cover the risk, that part of the premium which has not been required for this purpose being returned In the form of dividends. That these rates may prove materially higher than will be actually needed is shown by the facts that the average dividend under Equitable accident and health policies for policy years ending in 1929 was 24.6 per cent of the premiums, and that dividends in some cases have been even in excess of 60 per cant. The wide variations, boamr, found in the dividends paid to different groups demonstrate that ft is impossible to determine in advance what rate of contribution will be re quired for any given group of employees and the necessity of adopting a rate which may be reasonably expected to prove adequate. Surplus or IJefldt The results jot cited illustrate the fact that the rates of sickness which will be experienced aang any given group of employees depend on a number of factors--- such as local climatic and sanitary conditions, housing and working conditions, and the general character of the personnel and their standard of living. ` These faetors vitally affect the employees* health, but it is manifestly- impossible to attempt to estimate in advance the effect of any one or all of these factors on the rates of sickness and so fix with any accuracy the rates of contribution which will be re quired in ndh a group. This rrmiMmtion emphasizes the necessity just mentioned of adopting rates which may be reasonably expected to prove adequate. It also suggests the possi bility that these expectations, however reasonable they may have xunul at the 038 Nineteenth Annual Safety Congress outset, may oot be fulfilled, that, owing- to some peculiar condition in the partial lar group, the rates of sickness in that group may prove to be so far in excess of the normal as to make the adopted scale inadequate. An unfavorable experience during the early history of the association, however, does sot necessarily mean that the rates of contribution are inadequate, as lbe excessive claims may be due to unfavorable fluctuations in tbe claim rate. If these claims have been, or are apparently likely in the immediate future to be sufficient to we op the funds of the association, the deficit must be made good by a special assessment or otherwise. Moreover, tinder these circumstances, even though the officers of the association may fed, and perhaps with justice, that the rates will prove to be adequate in tbe long run, due regard for the welfare and solvency of the association would seem to demand an increase in rates unless it appears reasonably certain that the unfa vorable experience represents only a temporary condition. And the inreased scale should be maintained until a sufficient volume of subsequent experience shall have indicated the propriety of again reducing rates--on action which should in no event be taken until a surplus has been accumulated sufficient to take -care of similar unfavorable fluctuations in tbe future. More generally, however, it will be found that the rates of contribution will prove adequate oot only to cover all claims incurred but also to permit the accumu lation of a substantial surplus and the officers of the association will be confronted with demands for a reduction in contributions. The problem of what to do with a surplus, while a much more cheerful problem to consider than that of meeting a deficit, is a difficult one. The amount of surplus which any association should bold depends on so many factors such as, its size, the length of time it has been operating, the extent to which it is supported by the man agement, its actual experience, particularly that over the past few years, and the extent to which this experience has fluctuated from year to year, that it is impos sible to lay down a general rule which will apply in any individual case. I would suggest, however, as a guide that the amount of surplus at which any association should aim should be an amount sufficient to meet the claims for two, or better perhaps, three months, based on the most unfavorable experience of the past five years, in the case of the larger associations; this amount being increased to that , required to handle the claims for six months in the smaller associations. Possibly these amounts may be regarded as excessive. In view, however, of the imperative necessity of maintaining solvency and of the importance of continuing the regular scale of contributions without being obliged to call for additional assess ments, I cannot agree with this position. Rather I feel that these surplus require ments can be justified only because of the possibility of the levy of additional assessments or of additional help from the employer is the event of extraordinary unfavorable fluctuations such as might result from a serious epidemic. It will not generally be advisable to draw down any sura once placed in the sur plus fund. But any sums earned during any year m excess of the surplus requirements might be set aside and ppplied in reduction of the contributions for the succeeding year. It will be preferable to apply such sums to the waiving of definite assessments rather than disturb the established scale of contributions. Settlement of Claims The installation of an efficient system of handling claims will unquestionably prove a factor of the utmost importance In the success of any association. . The appointment of a committee to pass on all claims, and possibly of a visiting com mittee to make periodical calls on disabled members, wiH, owing to tbe dose acquaintance of these members with their fellow employees, and with local condi tions, help to reduce malingering to a minimum. From one viewpoint, therefore, a selt-insuring association has an advantage over Employees' Benefit Associations Section 6Jy the group which insures with an insurance company, its being able to more closely adjust its dim On the other hand, liowever, the association can hardly give the tame impartial consideration to claims as is rendered by an outside insurance com pany. At leap, there is always the danger that unfavorable action by an asaociatkM osmometer may be resented, and that however impartially and efficiently such emaiiMu may perform their duties there will be charges of favoritism, which any raraft m ifijiitiifaction and distrust on the part of a substantial number of eve Appendix i lor each $10.00 of Weekly Indemnity against Disability due to I Accident. Ptm. Limit 13 Weeks 26 Weeks 52 Weeks Km mk far first 3 days.. ....................... * .83 813)0 $l.U Mo pupam lor first 5 days.. .............................77 .93 1.05 N Mmem for first 7 days.. .............................70 .86 .98 Tbe above cairn tec tbe mawunun rates of the Equitable for health and non-occu- They are subject to increase if more than tea per cent m force as on women, while extra ratings have also been important industries, of which the following may be Extra Ratines Extra as Per Ce*U af Minimum Rate Mmm amfl Quarries..................................................................... Hot Metal Industries. Smelting and Refining................... Lame, Cmart and Gypsum........................................................ Tumno ....................................................................................... Textiles ............................................................................................ 40% 15% 15% 15% 15% If H is desired to cover occupational accidents further extra ratings will be re quired, dtyednit on the nature of the industry. Chauujax Febousok: I am sure there is some one who wants to discuss this paper and ask Mr. Davis some questions. H. F. Baowxc (National Industrial Conference Board, New York City) : The point tiv|t has come up in the study of Benefit Associations, which is an actuarial problem is why there is such a wide range of contribution. We find the prevailing benefit to be $10 a week, and yet in many associations that receive no financial as sistance front the management, we find the dues all the way from 30 cents to $1.50 a month to provide that benefit. Of course, I realize that health conditions vary between plants, hut it would hardly seem that so great a variation would exist unless there were a sufficient reason to account for so wide a diversity among associations. I wonder. Mr. Davis, if you could give us any data on this? Ma. Davis : No, I can't. That variation seems out of all reason to me. Is it possible that tone associations are able to get away with 30 cents as dues? A dollar and a half scons very high. Are you sure that the 30 cents is without any help from the employer ? It may he tliat the lower contribution covers only non-occupational accident* and the high includes occupational accidents in which the large amount they expend may run almost as high as for health. Whereas, in case of the nonoccupational accident less than one-tenth of the premium would cover that. There 640 Nineteenth Annual Safety Congress is a vide range. I would think it would be without such wide variation as that mentioned. 1 M. F. Staixv (Goodyear Tire & Rubber Company, Akron, O.) : In the insur ance companies where they are underwriting is there any difference between the males and females on contribution or benefit? Mr. Davis: Yes, they do. Extra ratings are required where the regular rates, standard rates are based on the assumption that less than eleven per cent of the weekly indemnity will be on women. In the high proportion of women the higher companies have twice the rate from women than men. Mr. Stale* : 1 think it was Mr. Browne who said that we were to be chival rous and let the other class carry the female. In our experience, our rate is very high on females and we had to boost their contribution last year. We received al together 75 cents per month and paid out $1.40. And in the six or seven years that we have had the females hooked up with our Association we have had a loss and the other classes keep it op. Mr. Browne: May I correct Mr. Staley's idea? I didn't advocate that. I merely quoted what some persons tokl us that they realised that the larger proportion of women in their force raised their disability rate, still they made no change on this case. A. S. Resula (Industrial Relations Counsellors, New York City) : Mr. Staley, does not the situation possibly result that you do not have a dependable exposure on the basis of what your experience has been developed, or that the exposure is adequate to give a fair dependable expression ? ;Mr. Staley We couldn't arrive at any conclusion that would run our rate so high up on the female. I do know that in the reports we get from Washington, through all associations the female rate is higher than the male. I don't think in our particular plant we have any more exposure. I really believe we pay more out for office help than for factory. I don't know why it is, unless it is just the makeup of the female. Ma. Rbgula: When I said exposure, I am thinking more particularly of numbers that are participating, therefore giving a wider dependable credit, on that experience has been built up. Ma. Stalky: There may be a little in that We have about 10 per cent women iu our association, but they have always received less benefits. ADJOURNMENT Employees' Benefit Associations Section 641 Thursday Morning Session October 2t i93Q C. I* FERGUSON, Chairman Selby Shoe Company, Portsmouth, O. The second miion of the Employees' Benefit Association section convened with Chairman C. L. Ferguson presiding. CbaXRMam FtmouiOsr: There w/s a question or two aslced last year about financial problems in connection with the Mutual Benefit Association. One man told ns that in spete of all the medical service, they didn't seem to b< able to lessen the burden of their mutual benefit association; so we were fortunate enough to secure a paper from Dr. Quinby of the Hood Rubber Company, telling us about bow he has accomplished this very thing. Dr. Qutnby cannot be with us this morning, but has sent Dr. Shirley who will read his paper. Lessening the Financial Burden of the Employees' Benefit Association By ROBERT 8 QUINBY, 1L S. Manager btetrU Raladona, Hoad Robber Company, Ibe, Watertown, Mass. The cost of any disability protection will vary with the amount of sickness in tlx* group covered. There seems to be nothing remarkable about this statement, but it i strange how few-of the vast number of enterprises having beneficial plans seekrby well defined plans to reduce their losses. This state of affairs arises from several major causes: First: Few companies keep records of time lost from sickness. Second: Few know what losses they may rightfully expect. Third: The expense is in part or wtiole borne by Employees, so it attracts little or no official attention. There is an increasing number of exceptions to these criticisms. Through the pioneering efforts of the United States Public Health Service, many companies and organisations have been stimulated and assisted in keeping sickness records. Such information has been made available for comparison. Gradually there have been built up sufficient data to give a fair Idea of the amount of sickness we may expect in various age, sex and occupational groups. Too, it is becoming apparent that whoever signs the disability checks, this cost, and more, is an ultimate burden on industry. Other than to satisfy the humanitarian appeal, of what purpose are "Beneficial Plane ?** Primarily to improve productive efficiency. This goal is attainable through various avenues; reduction of sickness, some relief from the financial stress occasioned by illness, contacts with those administering the plan, or company officials or mem bers of the medical staff. These and many other collateral benefits' tending toward greater stability of employment and productiveness should accrue through a well conceived and administered plan. Jf we fail to secure a fair proportion of these mutual advantages the plan is uneconomical and unworthy. Let us admit the desirability of some form of financial relief in event pf sickness, but let tt* assume it to be thovtoo common type which has on eye principally on the treasurer's balance and has given little concern to the cqntrol of sickness or various factors governing IL If we seek to lessen cost vk must lessen the incidence and severity of disease. Our problem is then threefold: " * 642 Nineteenth Annual Safety Congress I. What are our present rates? If. Are they too high? ., III. If so, by what methods may they be reduced? It is comparatively simple to ascertain the number oi wosk days lost from sickness. This is readily accomplished by each department reporting absences to a central office. Most accurate determination of real sickness is secured by home investigation of these absences, preferably by a nurse. If it is considered impractical to pursue such an investigation permanently, at least some arrangement can be made to do so for a period sufficiently long to give a fair idea of the current rate. Assuming wc know the amount of time lost from sickness. Is it too great? Is there promise of reducing disability payment and increasing productivity? Morbidity studies coveting groups of varying age, sex and occupational composition have in dicated that from six to t-wetve work days are lost yearly on account of steknest. The right rate of influenza has in ccccnti years distorted some of these studies. Prom Information at band it seems fair to assume that barring a respiratory epidemic, unusually hazardous occupation, mid with fair age distribution, men should not lok in excess of five work days yearly and women not over nine. If one finds tbeir experience consistently in excess of these figures there is doubt less opportunity to reduce costs of disability payments. What are the factors most important to consistently lower sickness disability? I believe they are: (, . Right Management Attitude. II. Adequate Medical Supervision. III. Effective Benefit Plan Administration. Unless the management recognizes as unnecessary waste, sincerely desii'es to cor rect it and will steadfastly support the efforts of those directly responsible there is little hope of permanent improvement. II. on the other hand,, the supervisory organi zation is actively iu accord, the medical department working in cooperation with the benefit organization can accomplish lasting results. Experience indicates that in combination certain medical and administrative measures are most effective. Different plants have different policies, plans and types of medical and benefit organization, so it is more convenient to outline the desirable functions rather than designate who shall be responsible. This will he obvious in most cases The problem of sickness control is essentially a medical problem and medically trained people must to a large degree be responsible. Their major functions m help ing solve this problem have to do with: I. Physical examination of new and old workers. It. Prompt treatment of illnesses and injury arising during work, III. Advice and assistance in securing necessary remedial or corrective treat ment as result of discovery of defects at examination, or'from the develop ment 'of disease. IV. A follow-up to see that necessary measures arc carried out to secure the best end results. V. General supervisory control of all conditions which might adversely affect the health of the workers. *' VL investigation and follow-up of disability cases. The administrative functions of a beneficial plan will deal principally with the dcUutiflUifla of the character and provisions of the plan, -methods of financing, amounts of benefits, and the ttsmerous current problems of act. e administration too well known to need enumeration. Our present interest focuses on the amount of legitimate illness and how it may be held iu reasonable control. Let us elaborate somewhat on what may Ik done by the medical staff. The physical examination of applicants for work should assign men to jobs which they are capable of doing without menace to their health.. It should exclude those whose employment would menace their health or through eoa- EmpioyeeS Benefit Associations Section 64J tageous diseases the health of otlicrs. TIhmc two accomplishments will gradually raise health standards. The same general principals apply to the examination of present workers. There Is beyond this assignment work the fertile field of dis covering incipient ***** and physical delects which may be remedied to the benefit of all concerned- There is irt the hands of the examining physician a tremendous potential opportunity to favorably affect the future health experience of the em ployed group. To the dispensary comes those who are sick or injured. The earlier, the greater the opportunity for preventive and constructive work. Many cases are inconsequen tial but there are many more offering opportunity for early diagnosis and prompt attention of conditions which if ixiattcnded might develop ^ long and serious dis abilities. Even the indefinite pain complained of may point immediately to diseased teeth, or tonsils, the removal of which will save much subsequent trouble--the slight persistant cough to incipient tuberculosis or the stomach ache to a misbehaving ap pendix. Needless to point to the tremendous reductions in lost time brought about by the prompt treatment of injuries. The doctor and nurse have endless opportunities to advise and assist the worker in securing treatment he needs and to help and encourage him to obtain the sort of service from practising physicians, clinics and hospitals that fit his pocket book and requirements, all to the advantage of disability costs. Quite necessary it is to keep in touch with cases, to see that advice Is acted upon, and that necessary corrective measures are followed out. The tooth stops aching when we think of the dentist. Wc cannot afford time or money to do thi* or that but it is surprising how effective a little friendly help and persuasion are iu the majority of cases. Obviously it is a medical function to have certain knowledge and control of work conditions which might be deleterious to health. Poor sanitary conditions, dangerous processes aVid any hazards surrounding a job can usually be minimized or eliminated by intelligent effort on the part of the doctor and engineers or productkm officialsSo we see innumerable opportunities for conservation and protection of health rc- posfc* in the medical field. Purposely left to the last is a function which has a most important effect on the control of disability benefit costs. A function which lies in the controversial zone,--the investigation ami follow-up of disabled cases. Many beneficial organisations place the burden of proof of sickness on the individual and his attending physician, awaiting such lime as their combined judgments and in clinations shall return the person tq his entploymcnr. This arrangement may work very well in most cases, but if benefits nearly approach wage levels, the person is not over inrlinrrt to toil, and the doctor is lenient. This method may he very ex pensive. Other organizations impose nn fellow workers the task of investigation on the theory that an contributary plan the latter will not.permit of over-lime illness. Still others depend on foremen or persons with delegated authority to follow the cases ezad provide for their return at tlw proper time. It would seem quite clear that wherever feasible, a nurse supplemented by a doctor should as early as possible get in touch with the case, see that, if not already done, competent medical care is available and as often as seems necessary re-visit this case to note progress or facilitate in any reasonable fashion return to work. Such procedure does not suggest actual treatment, or interference with attending doctors, merely a friendly and business interest in an employee of the company. Experience will prove that such practice need not lead to unfortunate, complications with either patient or doctor, and will exert a tremendous influence on shortening disability. Be fore the employee returns to work after a serious sickness or injury the doctor should he cure he is able to so do, or perhaps provide for temporarily light work watil ofalq to resume regular employment. The co-operative functional requirements between Medical. Benefit and Soper- 644 Nineteenth Annual Safety Congress visory organization to translate these procedures into actual administration in tern)* of payments, records and other,, necessary operative activities, will depend , on loqal conditions and type of organization, but suffice to say that it is highly important that all agencies interested must, work, together .harmoniously and whole heart<*dly -to secure the most elective results-for. ah concerned in the Plan. Having outlined various problems relating to beneficial plans and suggested methods of dealing with some of the outstanding features common to all, it seems fitting Jo offer certain material proof that the suggested remedies will accomplish some of the results churned. The group under consideration.!* a.typical group of factory workers irons a Metr$politan district averaging somewhat- less than .6,000. About onc'third are women. About one-half are foreign born.rSHghtly less than half are married. The age dis tribution shows 55 per cent uoder .30;' 32 per cent between 30 and 45 and 13 per cc&t over 45. Occupational distribution is varied, with no outstanding hazards. This group has been under careful supervision and statistical study of sickness for ten years, during which time individual records have been maintained and tabulated by the U. S. Public Health Service.; During this period the work days loqt-yearly have been reduced from approximately 6.6 per cent to 4.8 per cent, a 27. per cent reduction. The number of case* disabled two or more days yearly per l,OOfl,Jare been reduced from 750 to 275, a 63 percent reduction.*. The fact that a greater .reduction has been made in incidence than-in severity rate is the result of a majority of this group being relatively stable and having increased in age and havej therefore,-tended to longer illnesses when disabled. Such progressive reductions in disability are bound to measurably affect the coyjs of any benefit plans, but more in proportion to severity than to incidence. Because of several revisions-in the schedules of amounts and the number of weeks paid Under our Benefit Plan it is impossible to say in our case just what savings in disability payments would have been under a uniform plan, but approximated as best we can. U would appear that they have been over. 25 per.cent. What the irreducible minimum, pf sickness will .prove to be, time and experience alone will answer, but :it seems- clearly demonstrable that by constant supervision and. cooperative effort by *!! .interested, not only mhy disability records be lessened, but that more important- still, much elimination of sickness and wage loss, and dis turbance oC production- may accrue to the advantage pf employer, employer and society. / 'v. .'u - Ceahman FntfiOsoii: Those of you who were here last year recall that there was quite a bit of discussion about information pertaining to the small- plants, how they can secure mutual benefit organisations. The next speaker is George W.' Med, president of the Consolidated Water Power and Paper Company, Wisconsin -Rapids, Wiscoosat. Hr. Mead, I understand, is abroad and not able to be here, but he has a substitute in James j. PUak who will read hi paper.' *! Can the Smaller Industrial Establishment Successfully Operate an Employees' Benefit Association By GEORGE W. MEAD PnskUrn, Consolidated Water Power ft Paper Company,' Wisconsin Rapidly . Wit. The Wisconsin ^Workmen's Compensation Law, one of the first of its kind in the United States,, placed industrial injuries in a new light. Previously, an injured employee would hire an attorney to prove the employer's. negligence. In tngny instances the employer would beat the case, but if the cmployec/won a victory there was little, if anything, iu it tor him. His lawyer got the profits. The country Employees* Benefit Associations Section 645 was full of unscrupulous lawyers who loitered around the factory doors waiting for broken bones. The compensation law guarantees indemnity, and the workman spends nothing to collect, it Injury, that great dread,, is made easier to bear and families are greatly benefited by the protection. There ie another great dread--sickness and death. 'Hie average man is under- injured. Misfortune comes suddenly, and frequently there is not enough to pay funeral tipuuu It was the custom in our mills to pass the hat. Fellow workmen would contribute dimes and quarters--just enough to help out a little bit when men were rick or families left helpless. Individual insurance was not the easiest solution of the problem. Many men were physically ineligible for insurance'or possibly, unable to pay the higher old age premiums. Insurance companies have perfected die plan of group insurance, and that method of cooperation between employer and employee is growing rapidly. Group insurance is considered a good risk, becanse industrial men are able bodied and sturdy or they would not be where they arc--in -factories. For that reason the risk is1 lower than it would be among scattered individuals In all walks of life. The employer shares In the payment of the premium. . Our company did not adopt group insurance Back in 1916 we called our men together and'discussed (lie situation, and in the discussion it was plainly evident that die employees were anxious to form some sort of mutual protection by which they themselves would contribute funds and administer the affairs. This, In August, 1916, was the genesis of our Employees' Benefit Association and it developed Into an organization which extends protection against all disabilities and deaths which are not covered by the Workmen's Compensation Law. I wifi not dte the original schedule of contributions and benefits because experi ence has led'us to make repeated revisions. Out of one thousand permanent em ployees there are approximately nine hundred members. Each member contributes $1JO per month, which is deducted from hi* pay check. A disabled member receives $2-pcr day, beginning on the third day, and in case of death the-beneficiary receives 81500 fa a lump sum. A disabled member also receives fixe hospital care. Special oUnunatMot and treatment by medical experts are also handled at the expense .of the Association when the Trustees approve such action. In the event that a member leaves the employ of the company, he may retain a death benefit membership, pro vided that he was a member of the organisation prior to 1924. In. such cases of continued membership the premiums are determined. by. the age. The company gives no financial support except In the cost of administration and medical examination. All new members must pass a physical examination. The superintendent of the association is elected by the Board of Trustees and tiffs individual is usually a man who occupies a position with the company which is associated with that kind of work. The employer also appoints one man to repre sent the company on the Board of Trustees. The employing firm guarantees the fund. In all other respects it is a seU-sustaining, self-governing institution. The trustees are elected by a vote of all members during the last two weeks In August Thera are two representatives from each division. Prior to the day of election, nomination papers are circulated in each vdepartment and* it is Usually the email that the nominees are men who' hare been-employed with the company for a bfig time and who are outstandingly intelligent and judicious in their attitude toward the association. At the monthly meeting of the Board of Trustees, the superintendent's report is read and' discussed. This report shows increases in membership, disability cases handled, mooey received and indemnities paid. Ah current and unsettled cases are reviewed and opinions given as to proper means of settlement under the terms of the membership contract. The roeetingi are dignified and businesslike, with every evidence of earnestness 646 Nineteenth Annual Safety Congress of purpose on the part of those who are intrusted with the responsibilities and affairs of the organization. The local employment agent in each mill is entitled to a aent at meetings of the Board of Trustees but he has no vote.- His contact with employment problems is a valuable source of information and assistance in solving special problems which arise. An interesting event is the trustees' banquet The outgoing trustees and the incoming officials are entertained at an annual feast. The business of the year is reviewed and the general outlook, aims, and policies are thoroughly discussed. The Employees* Benefit Association in its fourteen years of operation has suc cessfully removed the taint of charity. The hundreds of employees, wives and children, who have received indemnities (or sickness and death have been-given the amount which they were entitled to iu return for premiums paid. In many instances, the compensation has proven to be a substantial assistance in adversity. The company itself i* no longer called upon to extend a paternalistic guardianship, therefore the assistance is received with greater appreciation. No obligation is created. The company's official plant magazine, known as the Consolidated Norms, is, among other dungs, a vehicle of information concerning the affairs of the Employees' Benefit Association. In each monthly issue, the news of the association is pub lished, disability cases are cited, and the members are kept in dose touch with mis cellaneous happenings. The tsiorabco has operated on a sound financial basis during the past twelve years. It is mtercstxng to look back at the experiences of 1918. The E. B. A. had been in existence just two years and the treasury had not grown to a large sum. Along came the never-to-be-forgotten influenza epidemic, and SO many men were disabled by that malady tint the mills were almost forced to shut down. Several hundred men were sick, and four or five cases were fatal. The associating was tAimprfli it w Wrov several thousand dollars on the company's endorsement The company officials were inclined to make a donation by cancelling the obligation, but the members noted to repay the entire debt with interest. This was accomplished and no farther emergencies have arisen to cause a financial shortage. Since 1916. the year of organization, the total receipts have amounted to $152,509 and indemnities $107,300, including thirty (hath claims. The Employees' Benefit Association peasesses a surplus of more than $45,000 which is invested in reliable securities. Chairman Fncuso*: The next speaker on the program is C G. Marcy, of the General Electric Company of Schenectady, New York. Mr. Marcy has had doable obligation as far as this session is concerned. Mr. Marcy. as tome of you probably know, has been responsible for getting this program together. Hospitalization Benefits By C. O. MAJRCY Welfare Department, General Electric Company, Schenectady, New York. The General Electric Mutual Benefit Association, of Schenectady, which has been hi operation since 1913 is an organisation administered by the employees in cooperation with the company. The company pays administration expenses hut does not contribute to the fund. At the time of organization dues were 10 cents per week, entitling the members to sickness benefits amounting to $6.00 per week Cor 14 weeks after the first week .of disability, and death benefits of $100. In 1919, on account of a general desire for increased benefits, the does and the schedule of benefits were doubled, thus making the dues 20 cents per week, the sickness benefits $12 per week, and the death benefits $200. The increased schedule was both popular and effective, but as time went on, it became apparent that the Mutual Benefit Asso ciation could be of even greater service to its members if provisions could be made Employees' Benefit Associations Section 647 for assisting in the payment of hospital expenses of those who, in addition to losing time on account of sickness, were subjected to the enormous expense of hospital care. There has been considerable discussion of late concerning the high cost of sick ness, in general, and the high cost of hospitalization, iu particular. Charges of $5 or $6 per day are not uncommon and in some hospitals they are much higher; $2.15 to $3 per day seem to be the minimum charges. With operating room fees and other extras, the hospital bill of a workman who finds it necessary to have an operation, often amounts to approximately $75 to $100, or more. If special nurses are required, the cost is even more burdensome. Comparatively few workmen are in a position to meet such an emergency. With some it is an utter impossibility to pay such expenses and naturally involves dependence upon charitable organizations, while with others it is a matter of great sacrifice, causing a temporary reduction in the standard of living which in many cases proves detrimental to the future health and happiness of the family. There are some who are able to secure credit and as a result are burdened with a debt which may prove troublesome for years to come. There are very few who do not find the cost of hospitalization burdensome. It lias been estimated that the aumber in this class does not exceed 15 per cent of tlie total number requiring hospitaliza tion. The cost of sickness in the United States is said to be in excess of five billion dollars per year. Confronted with these facts and having knowledge of a desire on the part of employees for protection of this kind, the management of the company offered its cooperation in working out some means of helping the employees make their Mutual Benefit Association of greater service to them and to the community. This led to the adoption of the hospitalization feature of the General Electric Mutual Benefit Association of Schenectady. Tlsc desire of the employees to have this protection became evident as the result of weekly visits by a committee elected by the Works Council and daily visits by 4 company representative to employees confined in the Ellis Hospital, which is the only large hospital k| Schenectady. Both the Works Council and company representatives were deeply impressed by the fact that so many patients worried about their ability (or inability) to pay the hospital expensei. The subject was so much on their minds that it was apparent, in many cases, that it delayed their recovery. A representative committee of five employees was appointed to draw up proposals for amending the constitution of the association to provide for the payment of hos pitalization benefits, and to make other changes that were being contemplated at the sqme time. After making a thorough study of the matter, with the assistance of statistics that were available on account of the company's hnapital visitation program, and with the cooperation of the hospital management, the committee proposed that hospital benefits of $24.50 per week for a period of six weeks be paid. Available statistics indicated the probable cost of such protection to be from IVi to 3 cents per week. In order to provide an ample safety factor, and in anticipation of addi tional sickness benefits resulting from increased utilization of hospital facilities, and to cover other features of the association that were liberalized at the same time, it was proposed that the dues be increased from 20 to 25 cents per week. The committee's proposals were adopted, and the revised constitution and by-laws became effective July 1, 1928. The additional dues were collected from that date, but payment of hospital benefits did not begin until October 1, because it was thought that there might be a considerable demand for hospital benefits at the very beginning and that it would be advisable to accumulate a fund to provide for it. This unusual demand, however, did not develop and the hospital benefits could have been paid out of current income from the start. The membership oi the association on July 1, 1928. was 11,021; by October 1, approximately 1000 new members had been added without any particular effort 648 Nineteenth Annual Safety Congress During October,' when the payment of hospitalization benefits began, the member ship was increased to about 18,000 as the result of an organized effort. The response . to the appeal for an increased membership made it quite evident that the new feature was popular with the employees. Before proceeding with details .ofoperation it might be of interest to point out tliat our association is divided into departmental units known as sections, each section having its own elected officers and Board of Directors. So far as possible all the business of each section is taken care of by the officers and directors 'of that section, including the investigation and authorisation of the payment Of claims. Payments of claims are made by check from a central treasury upon the authority of vouchers prepared and signed by the section secretary and countersigned by the section chairman. There is^an executive committee of five members elected ;by the section chairmen from their own number, to assist the general chairman, ap pointed by the company, in the administration of the association. Membership for four weeks is required before any benefits are paid. Hospital benefits are paid to members who are admitted to hospitals for either observation or treatment. A list of- 12 authorized hospitals in the immediate Vicinity of Sche nectady is included in the by-laws and arrangements have been made with these hospitals for the care of members of the association. Members who enter other hospitals more distant from Schenectady are provided with hospital care on {he same basis as in the authorized hospitals, but each case Is subject to the approval of the executive committee in order to protect tlte association from institutions that may simulate but are not in fact hospitals. Disabilities resulting from intemperance, intentional negligence, undue exposure to danger, pregnancy or venereal disease are excluded. The rate of hospital benefits, as mentioned previously, is $3.50 per day, or $24.50 per week, for a period hot exceeding six weeks in any twelve consecutive months. If the cost of hospital 'service iiuot less than $15 per week, and is less than $2^50 per week, the difference between the amount of hospital benefits due and the amount of the hospital bill b paid to the member. For example, if a mart occupies a wfrd in the hospital for one week at $17.50 per week, the hospital would receive $17.50 and the man would be entitled to the difference between $24.SO and that amount which equals $7. The reason for this provision is to give members the benefit of additional income for themselves and families in case they are willing'-to make use of the lets expensive hospital accommodations. The minimum of $15'per week was established because that is the lowest ward rate for pay patients in Schenectady, and if such a limit were not established, the question of payment of hospital benefits to patients of institutions not ordinarily charging for care would 'inevitably 'be raised. The hospital benefits are paid direct to the hospital except In occasional cases where a patient has, for some reason; paid his own bill and the benefits are consequently made payable to him. At the beginning of the new plan surgical cases received hospital benefits from the beginning of hospital confinement, but medical cases received hospital benefits from the beginning, only if confined one week or longer. After the plan had beat in effect about one year, it was decided that all cases should receive hospital benefits from the beginning, thus eliminating the distinction between medical and surgical cases. Members whose hospital ex penses are paid by the General Electric Company under the Workmens' Corinpenmition Law are not entitled to hospital benefits from the association. The routine for making payment of the hospital benefits to the various' hospitals is taken care of by means of two special forms with which the hospitals have been provided; a "Notice of Admission to Hospital1' and a "Hospitalization Report." The Notice of Admission is sent- by the hospital to the Mutual Benefit Association for verification immediately after the patient's arrival, and after being Checked and countersigned by an officer of the association is returned to the hospital as (a guarantee that the patient is a member in good standing, and that the hospital b>(l, to the amount of $24.50 per week, will be paid by the Mutual Benefit Association. Employee/ Benefit Associations Section 649 If the bill is greater than that amount the difference is paid by the patient at the time he i9 discharged or in accordance with terms arranged by him with the hos pital. .The Hospitalization Report is more complete and is sent out with the bill after the patient has. left the hospital. This form includes, in addition to the nkinc, pay number and address of the patient, the dates upon which he was admitted to. and. discharged from the hospital, the cost of his room per day, the amount of the bill the nature of the disability, His condition when discharged, and his probable pkriod of disability. This last information is important because it provides a check oh' cases which seem unduly prolonged. When the Notice of Admission is received from the hospital a notice is sent to the secretary of the section to which the member belongs requesting a hospital voucher, the dates, and amount of - which are to be left bfonk until Ibe bill and hospitalization report have been received from the hospital. When the benefits have been paid, a second notice U sent to the secretary, stating the period of hospi^lization and the amount paid, and the secretary is then able to complete his duplicate voucher by filling in this information. - In 1920 the sum paid out for hospital benefits was $24,472.75. There were 602 cases, and the average cost for each member participating In hospital benefits was $40.65, the average number of days of hospitalization being.approximately 11J4 per (Attest. This average length of stay in- the hospital Is about- the same as indicated by general hospital statistics. For the first six months of 1930 there was an increase of about $3,000 over the corresponding period of 1929, the expenditure for hospital benefits amounting to $16,189. This is a larger increase than that of either death or sickness benefits, although the expenditures for all three, so far this year, have been appreciably; larger than in 1929. The increase in.hospital benefits paid during the firsi six months of 1930 is due entirely to an increase in the number of members using the privilege, as the average payment during that period is almost identical with dial'for the preceding year. Many doctors in Schenectady have expressed their hearty approval of the plan for it opens the way for their patients to receive proper care, and thereby respond more readily to their treatment than if they remained at home under unfavorable circumstances. _ Young men on student courses who are away from home, living in rooming houses find the hospitAlization feature to be very valuable. It means the difference between neglect of many serious disabilities and proper and adeqratc care which in turn visually means prompt recovery. Our student engineers never displayed much interest'in our Mutual Benefit Association until this feature was added. . It is needless to say that those who have participated In die benefits are enthusi astic In their support. More important'than that, is the knowledge that it has given every member a greater sense of security through being better prepared to meet the inevitable high cost of sickness when such an emergency arises. . Austin KsnrxLY (Canton, Ohio) : I4 the membership compulsory? We have only about 200 men working for us. Da. Shxilby : That varies according to your plan. In our own particular case, everybody is-eligible, but we do not run a strictly mutual plan. If is a company plan. We have found it is worth while to .finance it ourselves, so I can't, answer that question other than to say that it depends entirety upon the plan that you adopt. Mil Kjmsoly: I just wondered whether it would function without compelling all the members to join. J. J. PitAK (Consolidated Waterpower and Paper Co:, Wisconsin Rapids, Wis.) : I would cither insure with the insurer having just 200 members and have someone underwrite the risk, or else insure only through physical examination. -joajf Bacton* (International Business Machines Corporation): Wc have an association that has been in existence for over thirty years and I have been personal ly connected with that for better than 25 years. That is an optional association. It isn't compulsory that any of pur members join. However, we endeavor to make 650 Nineteenth Annual Safely Congress it attractive enough for the employees to join this association. We have it^mI 1800 employees in the factory that I am connected with, and we have better 1200 members In ottr association. We pay 50 cents a month dues, collected thrwh the pay roll. We have two classes of benefits. Our first class pays $3 doftars the first week, and $6 a week for twelve weeks, or continuous sickness of 875 and a death benefit of $75. In our second class, for this same 50 cents a mouth we pay $10 a week beginning the second week for a continual- welve weeks, or $120 sick benefit. No death benefit. Along with that, we have a salary savings plan of insurance which is trdhik with no examination to a member employee who does not have an insurance suarC which lie can buy according to his needs. That is carried by an insurance eoapasy. Otherwise it is a purely mutual arrangement- I think the thing back of aO Mt tions is a well enough organized association by men m your organisation separate from the management so it will appeal to your men. If you can get that scarfed, your association should succeed. Mr. Plzaic : There is one more thing I might add to that. Our ejrpcrieaq through many years has been that it has cost us on the average of ten daDtn a year per member for benefits, including death and sickness. In that case it would cate you, with 200 members, about $2000 a year. If you made your premiums $t# per year, which would be equivalent to our premium, that would give you benefits of $3600 per year, which of course would place you ahead- In order to protect yourself, if you carry it as your own employees' benefit as sociation, you could let someone -underwrite the sum for any expenditure, say. m excess of $3000. You can carry what is known as calamity isniterc in case the risk should be above $3000, and the insurer automatically takes it over, fn other words, it would be your own organization except that he is writing your expendi tures above a certain amount. James Miller (West Pittsburgh Steel Company. Pittsburgh. Pa.) : Someone asked whether it would be right to force the employee to join the Employees' Benefit As sociation. 1 don't think that is a good plan. One gentleman made the remark that we should make the plan attractive enough so that the employee grasps the situation and realizes the benefits to be derived therefrom. If we started to force the man to join any benefit association, naturally a resentment comes into his mind, and above all things, we doo't want anything like that in the mind of the employee. They are good things, and we all know it, but I believe the plan should be attrac tive enough for the employee to join of his own volition. The question I want to ask is whether the $1.50 dues covered the death benefit of $1500? Mr. Plzak : Yes, that covers everything. Dn. T. Lyle Hazlbtt (Westlnghouse Electric & Manufacturing Company, Pitts burgh, Pa.) : I do not think it is good financial policy for any sick benefit associa tion to have membership a 100 per cent It is not fair to the association, and it is not fair to the man coming to us for employment, finr we do see a great many men who are able to work who are not &ood healthy risks. We should give them work, and if we make it a 100 per cent, We are very apt to add to our disability for future years. John R. Buchanan (Youngstown Sheet & Tube Company, Youngstown, Ohio): Z would like to ask Dr. Shirley if in his physical examination, he makes any dis tinction as to who can or who cannot join the association. Da. :Shirley In our particular case, no. Every etnployee is entitled to benefits. We plan to govern the added hazard by keeping from employment the decided risk. I won't say that this means that a man with a heart that is bad is not employed: he is, but he is put on a job that should not in any way act against his heart con dition. Over a period of 12 years 1 have had as many as 35 hearts that needed elevators; they are not asked to climb the stairs, they ore permitted to get on the Employed Benefit Associations Section 651 elevator and ride up. The losses from that group have been rather high. It usually happem that in the winter time-we get a bad snowstorm, the trolley car gerts stuck, usd one of these men has to walk three-quarters of a mile. The next day he is uat He is usually out for three weeks or so. He may do that two or three times, 4 H money. About the third time he succumbs to the heart condition. I'fela^sad^r that adds materially to the cost of the benefit plan, but wc don't cx- chaft* Cbma. * merely regulate the job that they are going on. They have to go m temtefcaag tSfet we fed tliat they are physically able to do without hazard to ihmds r to others. Mfe frmtirr*-: You never pass a man and say he cannot become a member of Da. Scaur: No. S. tau (Kdlogg Company, Battle Creek, Mich.) : I would like to ask how ,4wti puss rtqurrr employees to be examined ? Da. Sbbut: That is rather flexible. We plan as a company policy to examine aH turwhf once in six months, or once a year. Certain other employees are ex amined once a year, and the rest, whenever possible. That is rather flexible and it depends entirely upon the genera) trend of the work in the department. It will average about once in four years to get every employee in the plant. That, to a certain extent, depends upon the cooperation. We don't make it compulsory; we make it desirable. About 95 per cent of your employees will come down either the first rime you request them to come down or a little later, so that within three weeks you get 95 per cent of the men that you send for. If everybody reported the day they were sent for for examination, the man who.is doing the examining would have a very busy day. We have established a fairly constant level. Wc know about how large a percentage will report--about 60 per cent. We send for enough so that that 60 per cent keeps us busy. Dn.' S. J. Rmflier (Curtis Publishing Company) : There is one feature that might possibly reduce the cost of employees' benefit associations which our company has recently adopted,---not long enough ago to estimate exactly its cost, but we feel that it will reduce to a certain extent the period of disability. Two or three other companies in Philadelphia and nearby that have adopted the same plan, and have had them for longer periods than ours and they are very well satisfied with them. . What l refer to is a rest house, or a convalescent home. I realize that this is perhaps impossible for smaller companies, hut for companies with S000-employees and over. I believe that it is possible. Our plan provides for a rest home in the immediate vicinity of'Philadelphia, which would accommodate both male and female employees, and allow them to escape the worries and troubles of home, and possibly return to work earlier. There is no charge; the company bears the entire cost of this In our cose, and the length of stay varies front a week to three or four weeks. So far we have had no one over four weeks. We fed that in those cases nf convalescence after operation and after illness such as pneumonia, influenza, and so forth, we do get the em ployees back earlier and the employees' benefit association, incidentally, is saved a certain amomt of expense. We do not, however, limit the admittance to members of our henefit association. Every employee is entitled to be referred to that rest house. FunnUN Zellhokfsr (Kochring Co., Milwaukee, Wis.) : I was very much interested to Mr. Staley's plan of having (be small group carry their disability until they got a fund so they could handle the life, and then in case of death, make on assessment. During the period of accumulating that fund would you recommend carrying what one gentleman has called a "calamity insurance" to take care of an t-pklcmic or a catastrophe, or something like that? Mr. Staley : Yes, that would be a good idea. Of course in the company that 1 refer to, we have had no such experience and 1 don't know whether there has 652 Nineteenth Annual Safety Congress been any except the Ati epidemic that we had all over the cowtry in 1920 aad *21. I don't know whether it would be necessary or noL It certainly would be a good protection, but the associations to winch i an referring have no each tfwg Thcv are simply going along, and on their amount of weekly dues and the anvoit of interest that they are getting on their surplus money, they have gotten to a point where they can purchase group life insurance out of the funds of their association. Of course our company furnishes the group insurance, with the exception of the one in Loi Angeles, who is also purchasing insurance for the members of the relief association over and above what the company gives them. I feel that if you purchase insurance from the insurance company, you haven't anything at the end of the ten years, but you do have if you are your own money; and then if you want to, you can do any other MM of service you want, field service, nurses, hospitalization, or if it is a small company, you can have a recreation center if you want to. A relief association in a small organization can foster all of those activities if they care to. Mr. Puajc : I would say that the carrying of calamity insurance depends largely on the company where this employees* benefit association is organised. That is a problem that is rather personal and would require study in so far as your own organization is concerned. Possibly they would wish to underwrite that plan them selves. Me. Zxixuoefer: Does your company pay anything toward this? Ms. Puaz : We pay the administration expense and the first call on the doctor. In other words, a man is disabled'and he asks for an order on the doctor, and we pay that first call on the doctor not to exceed three dollars.- Outside of that, the administration expense of the organisation is paid by the company. Mu. Zellhoefer: How-many employees have you? . Mr. Puak t About 1200 employees. I. A. Brinkman (Mackintosh Hemphill Company) : Do you insist on a physical examination? Mi. Plzak : Yes. Incidentally, in last evening's mail 1 received a physical ex amination of one of our entrants. I am very glad It arrived. This is filled out by an M. D., of course. Notice the length of it For the.benefit of the doctors who are present, we require vision, hearing, hemorrhoids, mouth, heart, lungs, abdominal condition, examination for hernia, urinal analysis, extremities, varicose veins, re flexes, venereal disease, varicocele, knee jerk, glands, vaccination, and so forth. All those items are listed and the physician makes the examination. He also asks the employee certain questions, and after he has asked those questions, it is neces sary for the employee to sign his name to this: "I certify that the foregoing answers are correct and true, end I understand that any false statement -~<f in this examination makes my policy null and void." That is our protection. John H. Johnson (Hoover Company, Canton); On the subject of can a small organisation or a small company afford a relief or benefit association, I would like to ask Mr. Staley -to give us the smallest company out of the four that he has organised, the number of employees^ the premiums paid, and the benefits, so that we can get more to help the small'companies in their thought as to whether they can afford a relief or benefit association. Mr. Staley : It happens to be that the smallest company is underwritten by an insurance company. The superintendent of the smallest company which happens to be in a coal mine was talking to me about two weeks ago. He said, **We have paid our insurance company so much money that we want to run our own as sociation." f haven't any figures on that, any more than that they pay seventy cents a month and they get ten dollars a week for thirteen weeks. Their insurance, of course, is given free by the company and (hat would enter into it Mm. Johnson: How many employees in the company? Employees* Benefit Associations Section 653 Ua. Stalky ; About 300. The other association that I refer to that I know has scoaahtd around $7000 in a couple of years is the New Bedford Mill, and they pay tea cants a week and they receive benefits of eight dollars a week for thirteen wwdfca. They have a membership of between eight and nine hundred, and have accasuhtal m that length of time approximately $7000. Ms. Puak : Any death benefit ? Mb. Stalky: As I said before, the Goodyear Company gives the free group iaauraaoe. bat there is an association to take over their own and pay for it if it is so dtMtd That is my own personal view on small relief associations. The Goodyear Com pany doesn't follow that because the Goodyear Company furnishes free to all their employees when they join the benefit association a one thousand dollar insurance policy which increases five hundred dollars for every five years of service up to a maximum of $3500 for insurance. The only stipulation that you have to be a member of one of the relief associations to get (hat free insurance. Austin Kimberly (Canton, Ohio) : I can give you some idea of a really small company. We have ,200 employees and they are scattered all over the United States in groups of three and four. We have group insurance. Each man is insured for $2000, our foremen $3000, aud our managers $5000. That costs them at the rate of 50 cents a month per thousand. We have a surplus of about $400, accumulated in about nine months. The rest has been paid out. Men have taken advantage of the Insurance to have an appendix removed, which probably bothered them a long while ago. As time goes on, those things will be eliminated. John Barton (International Business Machines Corporation) : Are mutual re lief associations generally incorporated? Ours is not. If not, it is more or less optional as to just how your benefits are paid, or decisions made, as I understand it. ,It is a mutual agreement deckled by a group of men. Again, if associations are not. incorporated, we never have seen the necessity of building up the funds mentioned here. As we all know, no business can run and just meet its obligations from year to year. We have had thirty years* experience. We have found a way of paying, I might say, dividends. Instead of paying dividends, we accumulate three dollars per capita. That is a flexible amount. When we have $3000, we discon tinue the payment of dues until our amount in the treasury recedes to one dollar per capita, when ufe automatically start paying dues again. That may be worth something to some of you people. I had a case this last year of a man who died in our organization leaving a sum of money to a relief association. That is the first time it came to my attention that ' nobody could give anything to that relief association because it was not incorporated. It brought out many other things in my mind, that is, that nobody can sue that as sociation because of the fact that it is not incorporated. Getting back to the calamity idea of things that are liable to happen, we have a rider assessment not to exceed twice a year without the consent of our member ship, so we have never seen the necessity of building up this large fund of money from workmen. The workman has no assurance of his job tomorrow. You can fire him. Why should he build up a $10,000 fund? So we have .eliminated that argument. Chairman Ferguson : The last paper was on "Hospitalization Benefits." He gave us a lot of things to think about He showed you what it is possible to do with a fund which U gradually built up. Will someone discuss his paper, please? John R. Buchanan (Youngstown Sheet & Tube Company) : How near does this $24.50 cover hia hospital bill, or does it cover it? Ml Maecy : It depends, of course, on the accommodations that the man gets at the hospital* In Schenectady, $24.50 per week will cover the care in a two-bed C>54 Nineteenth Annual Safety Congress room and would leave the operating room fee, if it is a surgical case, for the in dividual to pay. If he has a private room, of course he will have to pay the extra himself. The private rooms in the leading hospital in Schenectady range in price from $4.50 per day to $8 per day. The hospital benefit feature will provide a semi- private room and pay the expense of board and care without the extras. The doctor's hill is separate. That is an individual matter between the doctor and the patient. Da. T. Lyle Hazlett (Westinghouse Electric and Manufacturing Company. Pittsburgh) : I was very much interested in Mr. Marcy's payer. The quejtkxi of medical service I think is fine and will come up more and more. As I see it, there arc two lines in which the sick benefit association can go. One line is to include a certain amount for hospital bills, and so forth, diagnostic service, and the other line to increase the length of disability. It is a question whether the acute case is more deserving than the chronic case, a man with chronic tuberculosis, chronic heart, or total disability. What happens to that man after lus 12 or 2$ weeks run out? 1 personally feel that H we would give that man his sick benefits as long as lie is disabled, we are certainly putting him in a much better frame of mind and also giving him a great deal more aid. Of course tiiat raises a question of more medical Supervision, or an organization with more indefinite benefits requires a tremendous amount of medical supervision. We have to be- careful in our risks, we have to follow our cases, and from time to time help them out as far as diagnosis in the hospital is concerned. G. C. Capps (Goodyear Tire & Rubber Company) -- I am very much interested in Mr. Marcy's talk. You have added this onto your employees' benefit association. Are you keeping separate cost figures on that, or are you just throwing your costs together, both your benefits and hospitalization costs? Are you keeping separate data to find out whether you are coming out even, or are you doing the thing that we were attempting to get away from wlieu we organized, that is not to expect the older organization, the relief association, to carry that cost? Mr. Marcy : We arc separating tlie cost of tlie various classes of service. We keep such records so that we can tell at auv time what our death benefits or our sick benefits or our hospitalization benefits arc costing. At the present time we are well within the estimates that we made at (lie beginning, and the liospital feature is carrying itself. Mr. Are you realizing any surplus on that particular phase? Mk. Marcy : Yes. we are. We have guarded against piling up a surplus, how ever, by the suspension of payment of dues. Since the hospital feature was added, we suspended payment of dues for a period of something in excess of three months, so we accumulated a surplus up to that point and tlien we threw it down again. Mb. Carrs : In your hospitalization benefits you are paying strictly a flat sum of $24.50, which goes toward the maintenance of the room, without extras. In our hospitalization plan we are paying all of the extras and wc find, for instance, this past year, that up until September 1, out of a total of $32,619 paid for hospitalization. $16,442.50 of that went for room and board and maintenance, and the remainder, or just about half,' was extras--that means anesthetics, laboratory and operation fees. This year we have gone into a thing that doesn't happen very often, but when it docs happen it is quite expensive; that is blood transfusion. Tlicy give the donor possibly around $50. We have that attached to our benefits this past year. Sn 1 think that when you get into a little more-detailed study of what you mem bers are putting out for hospitalization costs, if you add what the man himself has had to put to the cost of the hospitalization, you wilt find that you are not going as far toward the ultimate cost of that hospitalization as you think you are, that i.v >f you are having the same experience that we are having. You made a remark that your committee felt that these patient members confined Employees' Benefit Associations Section 655 in hospitals worried over their finances, as to how they were going to meet them, and consequently recovery was retarded. We felt the same way, and 1 haven't gone into it as completely as l would like to, but just about two months ago we went to the hospitals and I took a sample of 100 major operation cases other than our own. I got their total length of stay in the hospital. Tlwn I took a similar number of our own members. We don't have our own doctors; some of the doctors that attended the others attended our members. We took samples from two hospitals. The com parison showed that our patient members confined in the hospital for the same type of disability were on an average from three and a half to four days earlier in their admittance than the others. This personal contact that you have with your members is very similar to ours and it Is a wonderful thing. Dr. Revplier: Do I understand that the five cents a week extra dues pays this $24.50 a week for your employees' hospitalization, and do you think that a smaller number of employees, say, three to five thousand, could be carried on the same basis? Ml. :Marcy The five cents a week more than covers tbc actual cost. According to our estimate before wc undertook the plan, it was from two and a half to three cents per week, and our actual experience corresponds to that figure. The increase to five cents per week was made in order to provide a safety factor. Another thing, previously we had been paring women ten dollars per week for tlse same dues that the men paid. At the time we put the hospital benefit feature into effect, we increased the benefits to women to twelve dollars, making them uniform. That has cost us real money. There is also the factor which I mentioned of increased sickness benefits on ac count of the hospital feature. All of that is covered by the five cents, but the actual hospitalization feature costs less than three cents a week. I believe a much smaller group could operate successfully. How small, I am hardly in a position to say, but 1 sliould think that there would be no question with a group erf 5,000. How much lower than that it would go, I don't know. Apparently the experience of the Wisconsin Rapids concern is that a much smaller organization can do that. They are paying all of the hospital expense. Mr. Plzak : I belive we only pay the equivalent of ward rate and operating room fees. The usual fee is ten or fifteen dollars. Mr. Marcy: I might add alto that if a person takes the ward rate, tlie $24.50 always covers the extras.; If a man goes into a hospital ward where the rate is $15 or $17 a week, the difference between that and the $24.50 always* takes care of the extras, and sometimes the man has more. In the four and five bed wards, the dif ference is usually enough to take care of the extras, so that it is possible for a man to have the extras taken care of under our plan unless he goes into the five, six and eight dollar a day private rooms. Dr. McKee: May 1 ask what arrangement is made with the surgeon in these cases ? Mr. Marcy: We have on specific provisions in our mutual benefit association for taking care of the surgical fee. However, we have another plan, which we call our relief and loan plan, which enables the employee to borrow up to a maximum of $200 when he. has personal sickness or sickness in his family or a death in his family. We charge no interest, and the surgeon gets his money. The man pays that himself. O. E.'Ljfr (Union.Electric Light &.Power Co.): Do you find in your esqieriehce that the surgeon or the hospital takes Into account the fact that the patient is being provided with this.hospitalization f^e-and. add it tp the cost,of the operation? Mi. Marcy: I never -have observed.auiy. such tendency. Th^t is not true with regard to the hospitals, because we have their published rates and we know what they are and we could easily check <gny. suqh. tendency. Of course we haven't any such check on the surgeons, but I* don't believe there is any such tendency at all. 656 Ninettenth Annual Safety Congress M*. Lire: At one time our association paid the doctor's fee for the operation or removal of tonsils, which we added to our benefits for a period of a year or two. We found chat in most cases the operation for the removal of tonsils which we estimated would be about $50 ran up to $75 and $100. That may have been due to the fact that the association was paying the bill, and being a large corporation, the doctor might have taken into consideration that fact. You mentioned that by the payment of hospital expenses the man in the hospital wouldn't worry. I think the man m the hospital, under compensation, worries fust as much as though lie had to pay that expense himself. There is no one in a hospital who isn't worried, and there is no way that you can keep an employee from worry* ing white be is in the hospital. He will worry about his home; he will worry about his job. and he will worry about a number of things. It seems to be the general practice to collect just enough during the year to pay the necessary benefits and expenses and to return to the member a dividend or to pass up the payment of dues for several montli*. Our feeling m that respect is per haps a little different. After a man starts to work for our company, he becomes a member of our association in 30 days, provided no physical defect* show up within 60 days. That new man has all the benefits from the end of that period that the other members have who have been working for the company for years, who pay their 75 cents dues every month, and in some cases he has not got anything out of it. f wouldn't be very much concerned about the man who is going to be with us today and gone tomorrow. I wouldn't be as much concerned about him as I would be to build up a reserve in our association. In our association our sick and death benefit reserve provides enough interest and dividends every year to pay our death benefits, and I believe that an employees* benefit association should be in as strong a financial position as the organisation of which its members are a part, because when your reserve accumulates to a sufficient amount, you can give it back to the members, not by passing up several months' dues, but in something more tangible, something dun will render the greatest good Sor the greatest number. By the way, our dues are seventy-five cents a month, and the company contributes an equal amount. We have increased our sick benefit from $1 a day for 100 days, followed by 50 cents a day for 100 days, making a total of $1501 aod a death benefit of $300, to $1 a day for 200 days, and increasing the death benefit to $500. I have heard death benefits of $50 and $75 mentioned here this morning. How far will that go toward providing a funeral should the employee be taken away? It seems to me that the larger our surplus the more we can reach that point where we can do the greatest good for the greatest number. Da. Shirley: I think there is something about surgeons' fees that might be mentioned here. If you have a good surgeon in your neighborhood who is doing a liability insurance, he is receiving more or less a standard rate for the work that he does. In case of sickness, 1 don't think there is any question of his adding to the rate. He undoubtedly would reduce the rate for any member of the benefit associa tion. 1 think that is one of the functions of the administration of the benefit plan. As an example of that, four months ago I had a man who was 54 years old and he needed to have his tonsils taken out. I had been after him three years. I finally got him to consent. I sent him to one of the best nose and throat men in Boston. He couldn't do it tor less than $125, and he said, ''You are a bad risk; yon arc too old and it means quite a bit of time in the hospital." Of course be was downhearted. I called up the surgeon who does all our hospital accident work and he said to send him in and he would take care of him. He went in. He was in the hospital three days, and the hospital bill was around $24. The surgeon's fee was $25. We guar anteed the payment of it, but this individual paid it himself. ADJOt/RNMEVT NINETEENTH ANNUAL SA FETV CONGRESS NATIONAL SAFETY COUNCIL Employees' Publication Section Officers 1930*31 General Chairman--V. H, Kufferer, The Studebaker Corporation, South Bend, Ind. Vice-Chairman, Middle West--John N. Nolan, Jewel Tea Company, Barrington, 111. Vice-Chairman, East--Herbert Roth, Auto-Strop Safety Razor Co., New York City. Secretary--Ruth E, Cam, A- E. Staley Manufacturing Co., Decatur, III. Program Committee--Eugene T. Wilkins, General Electric Company, Schenectady. N. Y. Membership Committee--C. T. Fish, National Safety Council, Chicago, III. Service Committee--Gravy B. Bell, Standard Oil Co, (Ohio), Cleveland, Ohio. Executive Committee---The Officers and Charles A. Waul Pure Oil Co., Columbus, Ohio. Gilbert F. Close, General Steel Castings Corp., Granite City, III. C. E. Kane Illinois Central System, Chicago, III. Retiring Officers General Chairman--Charles A. Ward, The Pore Oil C&, Columbus, Ohio. ViceChairman (Middle Hfest)~-V. H. Kupferz*. The Studebaker Corp., South Bend, Ind. Vice-Chairman (South)--Thonas E. Owen, LoubriUe and Nashville Rail road Cal, Louisville, Ky. Vice-Chairman (East)--Eugene T. Wrunits. General Electric Co, Schenectady, N. Y. Secretary--Delloma M. Laais, Seaman Body Corp., Milwaukee, Wis. Chairman Program Committee--J. G. Brandt, J. L. Clark Manufacturing Co., Rockford, 111. Chairman Membership Committee--RUTif E. Cadi, A. E. Staley Manufacturing Co., Decatur, III. Chairman Service Committee-- F. O. Wvsc, Bucyrus-Erie Co., South Mitwaalcee, Wis. Executive Committee: Officers and F. W. Boswell, The Buick Motor Company, Flint, Mich. Gilbrrt F. Qotl, Commonwealth Division, General Steel Castings Corjx, Granite City, lit. C E. Rave, Illinois Cotral System, Chicago, 111. 657 658 Nineteenth Annual Safety Congress Tuesday Afternoon Session September 30, 1930 CHARLES A. WARP, Chairman The Pore Oil Company, Columbus, O. The first tcision of the Employees* Publication Section of the Nineteenth Aunual Safety Ccaagress convened with Charles A. Ward, The Pure Oil Company, Columbus, Ohio, molding. CtiAtfcMAX Wash: We are to have a word of greeting from Mr. Hook, repre senting the Pittsburgh editors. A Greeting from the Pittsburgh Kditors By H- H. HOOK Editor, MJCpppra Newi", Tba Koppers Company, Pittsburgh, Pa. It is a very great pleasure, in behalf of the employees' publication editors of Pittsburgh, to welcome you to our city. { may be repeating what others have told you since yon hive been here, but we feel highly lionored by (he selection of Pitts burgh as the meeting place for this wonderful gathering of safety enthusiasts. There may be cities that can offer greater diversity of amusement for the average conven tion goer, but we have the feeling that maybe the National Safety Congress attracts * little better than the average. 1 feel sure there is no place where the problem of safety lies closer to the heart of the individual than m the great industrial center of Pittsburgh. Prior |o the announcement tiuU the Nineteenth Congress was to be held in Pitts burgh, no special effort had been made to bring together the editors and others re sponsible for the publication of employee papers in (his vicinity. The opportunity, however, to act as host to this important section of the National Safety Council could hardly be permitted to pass unnoticed. About a dozen editors of local paper.' formed a committee for (hat purpose. You have met most of those men and grrh today. This group has merely endeavored to supplement the program of your na tional committee. Chairman* Ward: I will say to Mr. Hook and his entertainment, on behalf of those assembled ltere today, that we are all delighted to be in Pittsburgh. We arc especially delighted to be met with this splendid spirit of hospitality for which Pitts burgh has always been noted. Chairman's Report of the Activities of the Section By CHAS. A. WARD Editor, "Pure Oil New*," Columbus, Ohio We believe that the Employees' Publication Section has made definite progress the past year. Not as much as we would like to have seen, perhaps, but innr real progress. I have been attending these editorial meetings, or round tables, of oars regularly for six or seven years, and - with each succeeding meeting I note a larger attendance, a greater interest. I firmly believe that through these meetings, this interchange of ideas and this exchange of experiences, we are constantly Issuing better publications, more in line with what employees' publications should really be. ft is a great pity that every employees' publication editor in the United States does not have the privilege of attending these meetings of ours and thus absorbing some Employees' Publication Section 659 of the enthusiasm and some of the real education that have come to all of us who are fortunate enough to attend. In a long life I have attended many conventions of all sorts, and never have I found at any of them the earnestness, the sincere interest, or the desire on the part of the entire attending body to make these meetings pay dividends--and splendid ones at that. We are operating as a section of the National Safety Council, which is well, lor wc feel quite cure that were it not for the fathering and the nurturing of the Council we would not to-day have this editorial association of ours. The time may come some day when such an association as ours can stand on its own bottom, but that time is not now, for I believe that not over 25 or 30 per cent of tlie present employees' publications in the country are today affiliated with our organization or even get our monthly News Letter. The Council has been paying our small running expenses, such as convention arrangements and tlie printing and mailing of ihe News Letter, and for this, through the increased interest in safety work by the editors who do participate, the Council has been getting good dividends on this particular invest ment. But due to the fact that our section is thus confined to a very limited finan cial budget I do not think wc are making quite the progress that we might make were we to have a modest sum in tlie treasury for promotion purposes. The only way that I can see whereby such a sum could be had would be by charging a mem bership fee of say $5 a year per member. 1 have advocated such a procedure at several of our meetings, but the proposition has so far been turned down with much enthusiasm. It has been my experience that a person appreciates a thing that he- pays for more (Ivan that which he gets for nothing. Furthermore, I believe we could enroll, with a limited membership fee, a large number of editors who perhaps might never be able to attend these meetings. 1 am not makinayhis as a recommendation, but merely a suggestion for future consideration. Regional Meetings We are all greatly indebted to Messrs. Kupferer and Wilkins, Vice Chairmen for cite West and the East, who with the splendid assistance of the local editorial asso ciations of Chicago and New York City, organized and put over in April two won derful regional meetings in the two cities mentioned. There were about 75 present at each of the meetings and excellent programs were given. The fine hospitality shown by the local editors of Chicago and New York was surely greatly appreciated ly a!) who were there. These regional meetings, particularly in these two cities, should be annual affairs, and if sufficient attendance can be obtained, there should be other of these mid-season meetings at other strategic points. In this connection we are pleased to report that last January wc held in Columbus iu conjunction with the Ohio Safety Congress a meeting of state editors, at which about fifty were present. Not knowing how much of an attendance we could get we only arranged for one meeting and a luncheon, hut so much enthusiasm was developed at the meeting that ft was determined to effect a permanent organization which will meet annually as a section of the Ohio Safety Congress and hold one full day's session. This first meeting was organized by L. H. McReynolds, Colum bus, Ernest Augustus, Chillicothe. and the speaker. The new officers are Mr. Augustus, President, and Mr. McReynolds, Secretary. Prior to this meeting, some eighteen or twenty editors of the city of Cleveland and environs organized a local club qf their own, and which we hope has become a permanent organization. The Chicago editors are holding regular monthly meetings I understand, and so are the editors of Milwaukee. The New York quill pushers have periodic meetings. Thus here are five minor organizations of editors, all of which arc functioning. 660 Nineteenth Annual Safety Congress Tba Nm bits We owe a debt of gratitude to Ideates. F. O. Wy*e. editor in chief, ai>d his cap able assistants, Hugh Wright of the Annco and E. J. Vogel of the ?<>{- iwiio News, who constituted the Service Committee, for the most excellent series of News Letters they have issued during the year.'* Yw will jdl agree with me, 1 am sure, that these News Letters are growing better each year, due largely to the fact that more and more of our group are contributing to them. When these News Letters were started by Mr. Augustus, it was largely a one man's job, which meant that after an issue or two, about all a fellow could do was to write a series of pep- up editorials and let it go at that. We are glad to see a constant change in this respect and that more and more arc feeling the urge and the duty to help make the News Letter worth while. Look at the last issue. Very little of it was written by the editor himself, but somehow he managed to get an unusual number of con tributions, all of which were fine and really helpful. There is still a lot of room for further improvement. Wc ought to have more personal items, more gossip, more news of new publications, and the other little things we And that make our own publications interesting to the reader. Personally, 1 believe these could he ob tained by appointing a dozen or so regional reporters or assistant editors, geo graphically or by states, to send in once a month a little news contribution for the News Letter. It would not be hard al all to get a representative from each of the five local clubs which are already functioning. It is not fair to ask one man, or three men, to be entirely responsible for the News Letter. Every member of this section is an ex-officio News Letter editor or reporter, and such being the case, let us all resolve here and now to do our part in inakiug the News Letter. better, brighter and newsier than ever during the coming year, for this is our only means, of contact through the ye;m other than at our meetings. The Program Committee l take tlits opportunity to pay to Chairman J. G.Brandt and the members of the Program Committee a deserved compliment and oar sincere thanks for the herculean work they did in arranging a most excellent two day program. If any of' the pro* grant fails to materialize, it will not be Mr, Brandi's fault, I can assure you. f have served on the program committee and I know what a tremendous and an unending task it is. Furthermore, 1 know the vast amount 6f correspondence Mr.' Brandt has carried on, for he has sent me copies of a couple bushels of letters he has written in Anally lining up this program. We are also greatly indebted to the Pittsburgh editors for their splendid help in arranging this meeting, as well as for the line entertainment they have provided for its. of which some of us have already had a taste this morning. Judging Committee This year the judging committee .consisted of the following gentlemen: Dean J. L. O'Sullivan, School of Journalism, Marquette University; Lawrence Halpenny, Uni versity of Illinois, and Thos. K. Owens, Editor L.. & N. Magazine, Louisville, Ky. I understand there .were something like 125 publications entered, and with three copies of each of these to look over, analyze and rate, we can imagine what a terrific job it has been for these men. As these men have* done this great work entirely without pay, but just for the love of the thing and from the kindness of their big hearts, you can see what a real debt of gratitude wc owe them, and a suitable resolu tion of thanks should he adopted before wc adjourn. The Nominating Committee, consisting of Mr. S. W. Ashe, Mr. C. E. Kane *nd Miss Margaret Talbott Stevens will make its report at the close of this meeting. Their nominees were submitted to me some weeks ago and T have secured consent from all of them to serve. Employes? Publication Section 661 The Executive Committee has had but one meeting this year, to select judges for the judging contest, but the committee has stood ready and willing at all times to assist the cause in any way possible, or needed. The National Safety Council At these anwal meetings there should always be a public. acknowledgment of the great debt wc owe to the National Safety Council for fostering, nurturing and main taining the Employees' Publications Section, for without this fathering and mother ing process as l have already said there would be no such organization as ours nor would we be nwtidf here today. Our section was organized, I believe, ten or eleven years agoi, and since that time it has shown a steady and constant progress. It might be welt to again mention the services of the Council to this section: 1st--It prints and mails our Monthly News Letters, 2nd--It (takes all arrangements for meetings of editors in connection with the Annual Congress, provides room for meetings, signjr printed matter, and other incidentals 3rd--It compiles a list of employee magazines. 4th--It provides an editorial and cartoon service for employee magazines.. In the past a small charge has been made for this service, but .1 am pleased to announce that for the - next year this service will be supplied without charge to all magazines on the News-Letter mailing list. 5th---It handles the details in connection with the Annual Contest of Employees' Magazines. 6th--It gives assistance and counsel to companies planning the publication of an. employees' magazine, and frequently is called upon for criticism and sug gestions. For all this service there is no direct charge, other than the annual dues which are paid to the Safety Council by its members. I cannot close without extending a word of personal appreciation and the thanks of all the officers of this Section for the prompt, kindly and continuous service, and cooperation we have fad at all rimes from the officers of the Safety Council, and particularly- from Mr. C. T, Fish, editor of the National Safety News, who has al ways seemed to be the special godfather of the Employees Publication Section, As in the past. Mr. Fish has this year been tireless in his efforts to make this Section a success, and we all owe him a debt of gratitude which it will be difficult to repay. CwAtuMAM Ward'- The first speaker today is J. K. Stafford of the Mississippi Valley Structural Steel Company, Pecatur, Illinois. I have just been advised that Mr. Stafford cannot be present and our old friend Victor H. Kupferer, The Studebaker Corporation, South Bend, Jnd., will read the paper. Some Common Sins In Writing By J, K. STAFFORD Mississippi Valley Structural Steel Company, Dacator, minoU Right at the start 1 want to say this is not a talk about grammar or syntex, or anything else along those lines. It is just an attempt to point put some of our com mon failings and to suggest how to overcome them. Before I've gone far you will be saying: guy's got a nerve 1 Him talking that way and trying to tell me how to use language.** Well, I beat you to that one, anyway, and you're jnst making it unanimous. Let me tell you my- theory of this thing. Tfan yotfty sea l really did heat you to .tbf thought about my nerve, 662 Nineteenth Annual Safety Congress How you speak in a casual conversation, how you write personal things, is nobody's business but your own. You can let go all bolds and murder the Queen's English all you want. It's your business. But when you come to putting words into cqM type, when that is the job for which you are being paid, then, to my notion, only the best of which you are capable is good enough. Right here comes the explanation of that nerve of mine Were I paid a big sunt (such as all editors, of course, receive for ec&ting) to come here and address a large audience in a formal speech, then indeed X would have a nerve to come Wore you with such language. But f dodge behinid the fact we are gathered here in a friendly circle, there is no formality, and we are just conversing. So, though my sins be many, it's all informal and I feel 1 can get away with anything. A bunch of us at home are taking a three-year course in psychology under one (>[ the professors from our local university. (By the way, that professor is Pro fessor Melrose, who is delivering a scries of morning talks at this Congress. If you miss them, you*!! miss the best tiling here.) He told us. last spring, the "Behavjoristi1' say thinking and talking are the same process. That is, when you think, you use your voice apparatus as in talking, but do not emit sounds. He expressed himself thus: "The Behaviorists say thinking and talking are the same. They claim you cannot think without talking, even though no sounds are uttered. X am con vinced the reverse is not true, for I know many people talk without thinking." Passihg the question as to whether or not I belong in that latter class, I am con vinced, lots of people write without thinking. And it shows in their writing. Yet we all, as editors, should, of necessity, be thinkers first Of all. There's not much use in stringing a lot of words together unless they express some thought, even though that thought he only that John Jones is in the hospital for tonsil removal. Bvfore going further, I want to say I do not believe Employees' Publication Sec tion editors are worse than, or even as bad as, other writers in tbeir sins. If you'll read just a bit critically, I'm sure you'll find sinners in all classes. I know T do.a Taking it for granted that we are agreed on my main proposition--that an editor should do his or her. best in writing--let's take a look at some and see if they are doing it. There are to be no personalities in this talk. By this time I'm sure you all realize the request for a copy of your publication which appeared in our Section's Newt Letter brought those copies to me. I don't have much of an exchange list. Our little magazine is so modest I'm always afraid to ask exchange, fearing the other -fellow would believe himself cheated. I wanted to see a tot of our Section's papers, hence the request. Let me express here my hearty thanks to those who sent me a copy of their publication. I assure you I've stolen a lot of good Ideas from you. Let's take a general case first. One member of this section told me: "The policy I pursue m editing our mag azine is to write in the style and language my shopmates hear me talk." Well, now, that's fine. Only--is it? You go to the ball game. The pitcher throws only wide outcurves, or straight fast halls, or what-have-you ? The point is, he hiways uses the same style; he never changes his pace. And you yell: "Take him out!'' The style and language in which your shop-mates hear you talk is all right if you are writing atxmt the same things about which you talk, to them. But wouldn't a different style be better for some other things? Here's a case in point. In the December, 1929, number of our little paper 1 wrote the notes and happenings at our Decatur plant, and 1 wrote them in the style and language my sltopmates hear me talk. For the same number I wrote a Christmas article. It was written in a far different style--in fact, in a style in which I never would talk. I am convinced that very fact was responsible for the many comments received on that Christmas story from within and without our organisation. Employees' Publication Section (0o "Oh, bar doing that sort of thing is a lot of trouble." Sure it is. That Christina* story was no masterpiece, but it took a trip to the library to consult two concord ances; it took the reading of the complete book of Ruth and a lot of chapters iu other books of the Bible; it took a lot of head scratching, and it took only 12 inches of 8-point type on Kb-point body, 13 picas wide, to print it. Trouble? Of course it was a lot of trouble. But one tetter I received from an elderly woman about that story paid for the trouble a hundred times over. And anyway, taking a lot of trouble with his writings is an editor's first duty to his readers, his employer, and himself. Now, let's get along to specific instances. These "horrible examples" have keen culled from here, tliere, and everywhere. Let's take tautology first. The dictionary definition is: "A repetition of the mean ing in other wonts; needless repetition." Doubtless you remember the cynical classicexample of tautology in use tn the newspaper world. The reporter wrote: "The boy's parents were poor but honest." The editor eliminated "poor but," claiming those words were needless repetition, for if you said the parents were honest everyone would know they were poor. Here's an example of tautology clipped from one of the country's best-known newspaper "columns": "We were taking Tommy Atkins, the w. k. Sealyham, for his matutinal walk up the drive into Lincoln Park yesterday morning, when two cunning little dogs came up." I have quoted the whole sentence, but the parts in which we are interested are "matutinal walk" and "yesterday morning." Perhaps the writer, thought his readers might ix>t know '`matutinal" meant in the morning, but then he shouldn't have used the word. To me, it's just sloppy writing. Here's another from one of our Decatur papers: "William Smith has just recently returned." ( don't need to point out what's wrong there. Now let's consider redundancy. The dictionary says redundant means: "Exceed ing what is natural or necessary." Again wc draw from the newspaper craft a cynical example. "The man had no money and no friends." The editor struck out "and no friends." saying it was neither necessary nor natural after "had no money." There is one phase of redundancy on which I touch with some reluctance. I know it is one of my mam phobias and so I'm afraid I'll make too much of it. This phase is the unnecessary use of the word "that." Examples are too frequent, you can read nothing at all without running into them. "He told me that he was going." There you have the idea. Writers string in "thats" with a lavish hand, and they all are so useless. Heading an article in the weekly which has the largest circulation, I was struck by the excess "thats" in it. At the time, the magazine was reputedly paying writers 'a minimum of five cents a word. I made a count and found the unnecessary and irritating "thats", at five cents each, cost them $3.40; they had to pay for having those "theta" set m type; and they lost more than $3.40 in advertising space they could have sold. The author was one whose name you all would recognize. In a more recent issue of the same weekly, a woman author whose stories l tike, perpetrated this: "I was sure then that it was Mary, and the fact that si* Had been crying convinced me that something was terribly wrong." Twenty-three words, three worse than useless "thats." Thirteen percent of the author's pay for that sentence thrown away. How much better it sounds this way: "I was sure then it was Mary, and the fact she had been crying convinced me something was terrihly wrong." Here's one from an Employees' Publication Section paper; Nine lines, three unnecessary "thats." Not so had as the author just mentioned, but more than bod enough. We could stay on this subject some time, but will pass on, merely saying: Watch those unnecessary "thats." They cost money to write, they cost money to set, and, worst of all, enough of them will crowd out really worthwhile matter. Another of my pet peeves is the writer who uses "myself" instead of "me" or "I". 664 Nineteenth Annual Safety Congress To me, H seems there are only two reasons for it Either the writer is too ignorant to know the correct word, or too Jaiy to reason it out It's easy, if you'll just go over the sentence mentally and put in the verbs. Lake this: "John and myself are going.'* With the verb* put In it becomes: ''John is going and I am going." And from that: "John and I are going." Another: "He brought Mary and myself each a present" With verbs: "He brought Mary and he brought me." And so; "He brought Mary and me each a present" Those are simple ones, but the most complicated examples will be simple if prop erly analyzed. There are lots of other sins. The use of "that" when "which" is proper, and vice versa, is one to which too many pay too little attention. "Shall" and "will" mix up even the best of writers, though I have an infallible rule on the latter. My wife says, "You shall." and I say "I will," and there's the end of it as I am sure all you male editors will agree. Split infinitives, such as "I like to often write a letter," are not so common now- aday, but split verbs dot writings like mushrooms dot a meadow after a shower. Sometimes avoiding splitting the verb gives a sentence a pedantic soimd, and then I agree the verb should he split, bat ordinarily the two parts should not be divorced. Here's a "horrible example* of how not to do it. "We have also had the counsel and advice." Make it: "We also have had" or "We have had also", and keep the verb* complete. Then there's that old one of: "I would have liked to have gone." Don't^get too many "haves." "I would have liked to go," or "I would like to have gone." Examples could be multiplied ad nousenm, but what's the use? Until we writers takes ourselves strictly in hand, until we like to turn out good stuff, until we feel a real joy and pride in work well done, these common sins in writing will persist, to mar what should be more nearly perfect work. Your background really is the important thing. Read critically and you will find yourself writing critically. Rules will not do you much good. You've got to get the "fed" of the thing, and the one best way is to read good stuff and consciously and unconsciously absorb. My personal leaning is toward terseness rather than prolixity. It has been hard for roe to train myself this way, for my first writing was done oh newspapers before the Associated Press existed and when we had no typewriters! Space had to be filled and we played up the local news. In the employees' paper I now edit, space is at a high premium, and not every sentence but every word counts. My writing still is done on yellow copy paper with a lead pencil, then copied on the typewriter, so I get over it at least twice. It would surprise you how much condensing you can do that way. Try it some time on some article and see if the boiled-down style isn't more pleasiog. Yes, I know a lot of you have "sixty-four' d*m' pages" to fill every month and you find it impossible to get over It more than once. But did you ever go into the corner with yourself and ask "Just why so many pages?" I know all your argu ments, for I've heard them time after time. But I want to tell you a little story* In my home towu there used to be a fellow known as "Diamond Harry." He had diamonds; he had lots of them; he had big ones. But when you looked at them critically you saw they were off color, and many of them, under a glass, resembled a two-hundred poixid cake of ice which had been hit with a sledge hammer. I don't care very much for diamonds, but if I did I'm sure I'd rather have a small perfect gem than a big one full of flaws. Fortunately, however, we all .do not think alike. I'm not being personal--I have no specific paper in mind. I'm just trying to intro duce to you a thought which may be a stranger. With it alt, we can't say just what is correct and what isn't. The English language Employees? Publication Section 665 is alive and therefore is changing. What is wrong today is what will be right tomorrow. So we can't be cocksure about anything. But we can put ait of ourselves into dur work; we can do the best of which we are capable all the rime. And then can sit back and feel the consciousness of work well done. Chairman Ward; We have a discussion on this paper, led by Mr. Eugene T. Wilkins, Editor of "G. E. Works News," of the General Electric'Company, Sche nectady, New York. Mr. Wilkins is our Vice Chairman for the East. I am sorry he cannot be here. Mr. R. C. LindMom, Publicity Department, of Mr. Wilkins' Company, will read his paper. Discussion of "Some Common Sins of Writing" Led By EUGENE T. WILKINS Editor, G-E Works News General Electric Company, Schenectady, N. Y. You have just heard a most excellent paper. Opening the discussion on the subject I must be on my guard not to commit some of the sins to which he refers. He has suggested "tautology"--needless repetition; "redundancy"--exceeding what is natural or unnecessary; "terseness"--making every word count. Also I must be care ful to avoid split infinitives, split verbs, too many "thats" and "haves", to distinguish between "shall" and "will", and not substitute "myself" for "me 'or I." Furthermore I must not include rules of grammar or syntax as Mr. Stafford be lieves we should attempt to point out within the limited time alloted to the subject only some of our common failings and suggest how to overcome them. A scholar once said that he could connive at immorality but he could not for give bad manners. In the light of that rather extreme opinion, perhaps my re marks should be entitled "bad manners" rather than "sins" committed against our mother tongue, for there rs absolutely no excuse in these days of popular education and many text books for incorrect diction. I do not mean that one should indulge in elaborately embroidered rhetoric when one is writing for an employee magazine. Conduct that may be in perfectly good form on a ball field may be not at all suited to an academic convention. Literary good manners must be regulated ac cording to the eternal fitness of things and must not degenerate-into literary af fectation. But, there are certain underlying principles that apply to all situations and all companies--principles as fundamental as the wearing of trousers in ptrfrik and the correct use of a pocket handkerchief. One of our literary critics makes the following statement: "The man whose business it is to serve his fellow-men through the medium of written words owes it to them to equip himself as thoroughly as a physician or lawyer is equipped for the service of hit clients. This is, first, a matter of pride of self-respect. Secondly, it Is a matter of honesty to the organization that employs him and whose representa tive he is and whose prestige is supported in a measure by the excellence of Ms literary craftsmanship." A shop man may say to you "I ain't got nothin' to do since what I done yester day." Fine I You "get" his meaning at once--just as you receive a good beefsteak served on a filthy plate. So, the proprieties demand something more of a writer than the ability to make himself understood; they demand that for ordinary pur poses his work shall be that of a finished craftsman, and that on occasion his product shall be that of an artist in words. To sum up this exordium; Writing should be both accurate in its interpretation of the writer's thought, and accurate and craftsraanlikc in form. While these re marks deal principally with the Utter of these demands, we shall find that mooing 666 Nineteenth Annual Safety Congress is often determined by matters that at first sight seem to be almost purely formal. Let me give one or two examples. Probably the most misplaced word in the English language is the word "only." On the correct position of this word depends the meaning of many a sentence. Suppose I say, "He only stayed in the shop a week." At first glance you will interpret the sentence as meaning that he quit at the end of a week; but it doesn't say that. He only stayed. That's all he did. Isn't it lucky that he didn't run a small still or steal a punch press? What is meant is--he stayed in ti>c shop only a week. Tlie word only belongs with rveek--just as your trousers belong on your legs and not on your slioulders. The misplacement of the word gives a totally which is probably what you tiu mean, you should say "He is interested only in bouks." Do you mean that witli him, books are merely a matter of interest, not of deep study, or that books arc the only objects of his interest. In the latter case, which is probably wlrat you do mean, you should say "lie is interested only in books." These are very simple examples of a common sin against English but they arc enough to warn us tlrat whenever we have written the word "only" in a sentence, we should look carefully to sec if it has been misplaced--and wc shall generally' find that it is. The presence or absence of a humble comma has more than once determined the interpretation of wills and otltcr legal documents. A couple of very simple instances will illustrate this. "He sentenced all the defendants who were in the courtroom." Obviously this means that only such of the aefendants as were in the room re ceived sentence. There might have been a dozen out in the hall but they were not sentenced. Now, slip a comma in after the word "defendants" and wc have: "He sentenced all the defendants, who were in the courtroom." That comma has pre vented any of them from escaping justice. They were all there and all were sentenced. And yet how very easy it is to disregard commas in writing under pressure and hence how very' easy it is to say the very opposite of what you mean. An even more common sin is the misuse (or rather the non-use) of the hyphen in compound modifiers. If I say that o train was composed of ten ton cars, I am actually saying that there were ten cars, each of one ton capacity. However, that tvttdl what I mean. I mean that the cars of which the train was composed were of ten tons capacity each. Hence I should slip a hyphen between ten and ton. and say "The train was composed of ten-ton cars." One little bit of a hyphen, and it changes the meaning of the sentence entirely. Similarly, "the many colored books" mean* books that are colored, while "the many (hyphen) colored books" means books, each of which is in many colors. Matters like these are more than niceties of diction, they go to the very root of the meaning, and thousands of Him instances could be cited if time permitted. A noted mining engineer has said, "Slovenliness is as reprehensible in words as in clothes." Let me give a few examples of very usual sins. The following sounds quite plausible--untit you analyte it: "Walking dawn the street, many strange sights met tire eye." Rather remarkable, isn't it? How can many strange sights walk down the street--and vet that's exactly what the sentence says. Of course one means to say, "While we were walking down the street." In other words, the original sentence is simply slovenly. Another: "In going westward, the boulders become smaller." Remarkable boulders, that go west. Of course we mean; "As we go westward, the boulders become smaller." Here is another sin, for which thousands of writers simulri do penance. "Due to the hot weather, he stayed home" Due is an adjective and never anything else. Here it is usod to introduce an adverbial phrase. You may say. "His staying home was due to the hot weather" or "Because of the hot weather, he stayed home", but let us alt do our part in preventing the misuse of a perfectly good adjective in a capacity for which it was never intended. Here is a more subtile sin, but all too often committed. "The windows were Employees' Publication Section 667 closed and the door locked." Sounds not so badr But, the sentence, couples a singular subject with a plural verb. It is, in effect, saying "The windows were closed and the door were locked." We are not allowed to leave the wrong verb even to the imagination. Its number mutt change according to the subject So let us be righteous and say, "The windows were closed and the door was locked." Sometimes sentences embody this error through a long string of parts. In such case, it may be necessary to reconstruct the sentence in order to make a smooth verbal line. And let us resolve to avoid the word "eliminate" when we mean "prevent." We eliminate that which already exists. We prevent a thing from existing. How often we see such a sentence as, "The lightning arrester eliminates damage to the ap paratus." It cannot eliminate what does not yet exist. It prevents damage. On the other hand, wc eliminate unnecessary words in a sentence and thereby prevent misunderstandings on the part of the reader. &0W often we hear, "This is different than anything I have ever seen." Two mistakes here--a double-barreled sin. in the first place, a thing is not different fAqn---it is different /row. In the second place, we have seen the object we are commenting on. and as it can't be different from itself, we should further amend the sentence by saying, "This is different from anything 1 have ever seen before/' So I might go on multiplying our literary sins ol commission and omission, but I think 1 have mentioned as many as can be remembered from the mere hearing of this paper. I strongly targe the stody of some compact text book, such as Woolley's New Handbook of Composition. The reading of a few pages each day will belp one to a clean, concise style--not elaborate, hut. free erf the ordinary etrors that deface so much magazine and newspaper copy. There is. do danger of our becoming literary Saints, but we can, at .least, remove ourselves from the category ol literary Sinners. Chairman Ward: Mr. Brandt, Chairman of our Program Committee, Ins asked for i few minutes. Ji G. Brandt (J. L. Clark Mfg. Co.) : I know it is customary for the -Program Committee to remain behind the scenes, but I have something that ynu all will be interested in, and it came to me in such a way that it couldn't be presented by tlie speaker. When I first got into the harness of getting up the program, it occurred to me that a friend of mine, a manufacturer in England, who is a puMtc speaker also, would be a high drawing card to have on our program. I approached him hy ocean mail, and He said be felt very much flattered by the invitation. He said he was an elderly man and be was confining his speaking to home fields, letting the younger folks go forth to speak. I was not going to be whipped entirely, so I asked him if he would send me a letter from England to be read at this convention. He agreed to do so. He is interested not only in safety but m employees' publications. Here is his letter of greeting to you editors assembled here today: "To all friends of the National Safety Council assembled in Pittsburgh, hearty greetings from G. S. Thompson, a member of the firm of Hudson Scott & Son. Limited, a master printer, a citizen of the Royal and ancient city of Carlisle, Eng land, the gateway to Scotland. "It would have been a great privilege had I been aide to join you in your deliber ations, but circumstances render this impossible. Although I cannot be with you in flesh. I will be with you in spirit, and thanks to the kindness of your Chairman of th$ Program Committee, my dear friend Mr. Brandt, I will hear of all your good work. Your program i an interesting one and 1 feel sure every one who attends tlie convention is bound to reap a rich' harvest from it. and return home full of new ideas and boundless enthusiasm for the great and noble cause of safety is a world wide question, in fact its.limits are boundless and not only should it operate at work, on the street and in the home, but inside the nation and between natiotf dKUvAinon. 668 Nineteenth Annual Safety Congtcfi until we understand cadi uthcr better and realize to the full the brotherhood of alL "Our Hudson Scott house organ we named the 'Link' so that it should be a real link between all from the' heads of the firm to the youngest worker. It is a bi monthly chat as friends. Not only do we want It to be a link among ourselves, but one that should grow and bind us Closer to our many friends irt all countries. "I count it a great privilege to have, through the National Safety Council, so many American friends, and though I have never met y>. j, your ideas, hopes, and inspirations are so similar to mine own that I feel no stranger to you all, and if ever you come to our own country, I extend to you one and all a very hearty invita tion'to come and visit me and mine. We shall all be delighted to see you. With every good wish to all, believe me to be, "Yours very sincerely, "GfcORGE S. THOMPSON." :Chairman Ward The next paper is by W. B. Place, Editor of "The Luptonite," David Lupton's Sous Co., Philadelphia; The Editor's Successor By W. B. PLACE Editor, "Tbe Luptonlte**, David Luptoa'e Sons' Co., Philadelphia, Pa. Shortly after-1 was given the job of creating an employment department and tbe development of a definite labor policy, I felt the need of some medium that would aid in promoting a good morale in our organization and 1 obtained an appropriation to finance a house organ, as we called it at that time. The amount granted was $40 per month. The cost of the first issue of 800 copies* consisting of 12 pages, measur ing by 6$ was $44.50. -This little monthly affair flourished for three years, when it was mnwrfM by our present publication, which averages about 20 pages per month and measures 7j4 by 9yi. The cost has been as much as $5000 per year. Our organization consists of 1500 to 2000 persons, 7$ percent of whom arc located at the main office and plant in Philadelphia. Nearly all, except a few clerks, are .males past 25 years ,of age, the average age for shop men being 35 years. The average for the home office and factory forces is 31 years. Seventy-six percent are married, 62 percent were born In this country, about 3 percent are negroes, 38 percent are foreign born, representing nineteen different countries; nearly all are citizens.. .The remainder..of the organization is made up of smalltr units, such as branch offices, warehouses, erection and service men, and a factory in Chicago. These units are widely separated and include a large number of temporary employees. Our paper is designed primarily for the Philadelphia employees and, while each per manently located outside unit is sent copies, no effort is made to secure material of tpecul iaUrnt to.tlicm. * From this statement you will see why certain points are emphasized, you will also note that the conditions under which I work have certain advantages that do not exist in a larger or more widely separated force. For instance, I can, and do* maintain numerous personal contacts that are very helpful in measuring die reaction of my readers. The size and location has also made possible very close personal relation*''with the management, as well ap with the employees. The advantages arising froor these conditions are many; without them I might have formed different opinions. There are certain underlying principles that apply to nearly all cases. I hope to toads on some of these but, generally speaking, I am going to base my statements on .my own experience Which you will concede is somewhat limited in scope. Having set op a background for my observations I shall endeavor to ***- my Employees* PnbticaEon Section 669 remarks to the subject assigned to me. In doing this I shall try to indicate what 1 believe will be expected of our successors and their publications, especially those which will serve the smaller We shall start by assuming that employee publications are out of the experimental stage and are generally recognized as being an important factor in employment work and industrial relations programs. Wt may also safely assume that our successors are going to be given definite objectives, and then left free to achieve these objectives in any way they see fit, so long as the upfii is kept within reasonable limits. One of these objectives most surely will be that of creating and maintaining a morale that will aid the executive staff in securing profitable production. In days of keen competition expenses are closely scrutinized and it is possible that in the future managements may not be as liberal when setting up a budget for personnel work as they have been in the past. A tight budget may be incoovenicsat. but it need not lessen the effectiveness of a publication. I know of one instinre where the cost of getting out a monthly peri odical has been reduced nearly 25 percent over a period of one year, without in any way curtailing important featwrts. The results achieved Have been just as satisfactory as they ever were. This saving was accomplished by a slight reduction in the number of pages printed Awing the year--less "Art for Artis Sake,1' more careful preparation of material, tins avoiding expensive changes after the text had been set In type, and a judicious priming of the mailing list. The least important thing sacrificed was art. Art may be desirable, be* it has little or no bearing on tbe effectiveness of the message l am not opposed to ait in ov pofohcaticns, but I am afraid that at times we have given too much thought to tbe artistic side, and not enough to the really important factor--that of influencing the minds of our readers. There is ooe form of art of which 1 approve; there should be more of it in our magazines. That is the art of glorifying our products and the monotonous fobs. I hope o'ur successors will write of the ordinary things in industry and make them appear beautiful and that they will transform what seme are pleased to term the drudgery of earniilg a living into a romantic and joyous goal. My attitude toward art is the same as my attitude -toward automobiles. I'd love to drive up to my home in a big gorgeous car and toot the horn long enough to attract the attention of the Joneses, but owing to circumstances that-1 am unable to control, I drive a more modest car. When I took up the street and see my neighbors* can parked along the curb, 1 notice some are smaller than mine, some not so new and shiny, and'I begin speculat ing on the 'costs. I know that I spend more on my car than the neighbors spend on their smaller cars, and I begin to wonder what I get out of mine that they can't get out of theirs. They can go anywhere I can; they get there as quickly. Sometimes they pass me oa the road and they seem to get fully as much pleasure out of the trip as I do. What do I get for my extra expense? Nothing, except a vain feeling that I aor putting on more style than they are. ' Now this may be a satisfactory reason for spending money on cars. Many of the things bought for personal use are selected because of their appeal to personal tastes, but it is different in business. There tbe only test is how well will the article serve the purpose which it is designed to serve. - Our publications, Uke automobiles, are designed for a definite purpose--to convey thoughts and ideas. The outward appearance has, at the most, only a remote con nection with the main purpose for which they wore designed. Our successors are going to get more substantial results for the money they will spend than some of us have been getting. I have great faith in the future value and usefulness of employee publications. It Is doubtful if their potential value has been fully realized. Consider the mmA^r published each month and the number of readers who may be influenced by reading 670 Nineteenth Annual Safety Congress them. The opportuuitks arising from this combination are almost staggering in their immensity. There is no known limit to the improvement that may be made in the direction and utilization of the human forces that are within reach of these publication A grave responsibility to develop and make good use of these opportunities will devolve upon our successors. I don't know who started the first paper or magaziue for employees, but be cer tainly deserves a monument to perpetuate his memory and the good that has fol lowed his efforts. No matter what term may be applied to our successors they wiU be just as the editors oS die past have been, the greatest single factor in the success or failixe of their publications for, by design or otherwise, their publications will reflect the personality of the individual who shapes its policy. The editors of (he future are going to be very human persons. They will be interested in people. They will maintain a sympathetic and tolerant attitude toward the frailties common to the humble members of the organizations they serve, and of course they will be diplomatic in their references to short comings of the exalted. They will acquire, through experience, a clear understanding of human nature and the ability to fathom the motives and reactions pf their readers. They will know and capitalize for the benefit of their managements the.useful thoughts and sentiments originating in their organizations, just as politicians use public sentiment to advance their personal interest!. They will know the policies of their managements and shape their utterances accordingly. Our successors will in all probability be selected because they have these qualities, rather than because of their education and tlicir ability to write to meet require ments of literary experts or teachers. Good English is desirable, but persuasive power is far mare Important when trying to 'direct thoughts, and directing the thoughts of readers is, and will continue to be, the main purpose of mediums financed by managements for distribution among their employees. Let me ten you a story that will illustrate the effects of the editor's personality. Some years back, at one of our Philadelphia Plant Editors' meetings a certain editor made the statement that he wouldn't be connected with any .magazine that was under the supervision of an employment department, and that of alt persons least qualified to manage and edit, wuploymeut managers, headed the list. This gentleman was well educated; he had traveled some. He l^new printing and was careful to use only good English. His magazine was rather pretentious, both in size and quality of make up. Judged solely by appearances it was one of the best 1 had seen, but it lasted only a few yean. X have tried to analyze that failure (for it was a failure), and have reached the conclusion that it failed chiefly because of his personality and his hick of knowledge of human nature. His editorials and other articles were logical in their arrangement, followed sound reasoning, but they left the reader cold. There was no appeal.to the emotions. Now whether we approve or disapprove, the fact remains that the people we want to reach and influence respond most readily when we appeal to their emotions. It ts said by a reliable authority that one of the best edited newspapers ki this country, with a high class text material, sells about 60,000 copies each issue. Many evening papers with las merit, and many tabloids, with no apparent merit, but because of their emotional appeal, have circulations many times as great The editor I started to tell you about was ignorant of these very obvious condi tions. The othfcr factor that was partly responsible for tus failure was his personality It lacked that intangible something that wins and holds personal friendships, and his magazine reflected bis attitude just as your magazine and mine reflects our feel ing! of sympathy, optimism, good wilL A good personality is of the utmost Impor tance- No matter what size or kind of an organization you serve the pages of your Employees' Publication Section 671 magazine will reflect your character and your fitness, or unfitness, to serve that particular organization. Some may not agree with these statements and in rebuttal point to the phenomenal success of some of the popular magazines in which the editor's personality is ob scured. But it should be remembered that the purpose of our publications is to in fluence sentiment, or opinion, while the purpose of a popular magazine is to increase the sales value of its advertising space. Our circulation does not depend upon our pleasing a fickle public, and our pages have no advertising value in the usual sense of that term. Therefore, things favored by editors of popular magazines may not possess any value when applied to our publications. We are in a distinct and highly specialized field, and are, I believe, developing a technique adapted to our needs. Ranking next in Importance to the editor's personality is the material used. The educatioual and cultural backgrounds of readers must be considered before deciding on the material and the method of presentation. Our successors are going to consider these tilings very carefully, for they will know that ideas may be stimulated by deftly implanted thought or word, and to do this they must first gauge the mental capacity of their readers. It is quite probable that they will word their messages so as to stir curiosity, pride, emulation, competition, and so on. But above all, they wilt select tlicir subjects largely from the common every-day things associated with the busiuess of earning a living. It may be interesting to learn how Henry Ford made a billion dollars, but our readers are more interested in knowing why they must work overtime in the summer when they want to go to twilight ball games, and why Tom was promoted, or why Bill was discharged. Their deepest interests outside of the family are die matters connected with their job aud concerning the men with whom they work. The editor's ability as a writer is of less importance than his ability to judge values correctly--what to use and what not to use. If he has the right personality and can express his thoughts in language easily understood by his readers he can play up every-day happenings with very good results. There is no need for lengthy article! on any subject. As a matter of fact, very few factory employees can con centrate or think continuously on a given subject for more than a very short period of time; therefore they do not need articles of this kind. 1 read recently where an editor of a big and successful Sunday paper was quoted as saying that no newspaper that shoots above the eighth grade will ever be a suc cess. Some think the sixth grade is the mark to aim at. In nearly all organizations there are some employees whose record for long and faithful service may be used to boost loyalty. Good records for prompt and regular attendance over a period of years are matters of pride, and justly so. A simple re cital of the facts, with the name and a picture of the employee, will do more to im prove attendance records than the best literary efforts of our most accomplished writers. For the home folks there will be picture! of the kiddies and-pictures of their fathers and brothers at their machines or benches. Captions for these will possess a Shop flavor'' in order that the women folk will realize that they too are members of, and interested in, the organization. No unkind references are intended, but it is possible to appeal to the wives of employees without the aid of articles on dress, recipes for cooking parsnips, etc. Then there is the obituary notice. How many editors are alive to the possibilities of these- sorrowful items. 1 hope you wtU pardon me for trespassing on your patience by reciting personal experiences, but personnel work has given me so many varied and interesting experiences that I can't resist the temptation to tell you some of them, and they seem to add reality to the statements I have made. A few days before Christmas business conditions compelled us to lay off a number of very good onpiojrta. Among the lot was an Italian laborer, simply ooe of the "wops." Perhaps not more than a doteu. persons in onr organisation weald have 672 Nineteenth Annual Safety Congress recognized him cm the street as a fellow employee- A few days after he was laid off, he was stricken with pneumonia. In two or three days he passed into the Great Beyond, leaving a widow and several small children to struggle on as best they could. To make matters still worse a visit of the stork was close at hand. These facts were not generally known in our organization, but they came to me just aa many other stray hits of information do. Here was tragedy, something out of the ordinary, something everybody cookl understand, and something with a strong emotional appeal I tried to compress that dramatic story into a notice of less than fifty words. When the obituary was finished it told only part of the story, but I made sure it contained a tribute to has loyalty and dependability. I told just enough of the facts to arouse curiosity, and I spoke favorably of his desirable Qualities as an employee to convince tny readers that the management, for whom I was speaking, was really interested in men who render faithful service, and that it was not the position but the man that was important. That story was read. Almost every shop employee became interested and the reaction was--LUPTON'S is something more than just a place to* work. It was a topic for lunch hour conversations and, as such, occupied time that otherwise might have been spent in finding fault, or generating discontentment. It went far toward dispelling the thought that corporations have no soul. Here was actual proof that the individuals who constitute the management were sympathetic and decidedly human in their relations with their employees. Our successors are going to use opportunities of this kind to bind men and man agement together with bonds of common interest and sympathy, so that each will share the joys and sorrows of the other, and instead of being two hostile fores* they will act as a harmonious unit. Our successors will endeavor to develop the source! of human energy and progress. They will stimulate interest and pride in work. They will encourage self-expression and the will to achieve They will promote thrift, confidence in the management and a friendly and tolerant attitude toward those whose opinions are "different." This will be necessary because foremen so often fait to instill a good morale, and they will continue to fail because of the press of other matters more directly related . to production and discipline. They know how to handle materials and machines and how to plan and supervise production, but, as a rule, they don't understand human nature. The employees' magazine must supply that which the foremen lack the lime and ability to do. Then, too, there are some matters that are too delicate to be handled in person without giving offense. Many of these can be put over very nicely through the printed word from which all personal references have been omitted.. The third and last factor to be mentioned is the medium itself. If I were to start a brand new publication I would begin in a very modest way and go very slowly in building up expense. It is possible that a mimeographed affair might put across the message just as effectively as the more artistic and ex pensive publication. One large concern for some year* has put out a very nice monthly magazine that is doing a good job. About two years ago they authorized a new publication for circulation among their sales forces. This is a mimeographed affair made op by the advertising department. It has accomplished satisfactory results. A few months back another publication was authorized, also a mimeographed affair. 1 rather sus pect their original magazine is going to be looked over very carefully in hopes that some economies may be effected there. In closing let me emphasize what seem to me to be the two most important things that will concern those who will carry (Hi the work we have begun. First are the persons who will manage and shape the policy of employee publications. Their sne- or failure to do a good job will depend upon their personality, and their ability to project and extend it in such a way that readm-s will react favorably. Employees' Publication Section 673 Scranri, the mrwagt viB breed confidence, loyalty and q^eratinw, is will encourage individuality, ambition, thrift, health, and safety, and it Wl aid in ty* movement for better industrial social and political relations. It will inspire frwkr respect for the homely virtues; honesty, sincerity, and Ion* of home and hostr, and open the eyes to the beauties of satna Aik so ttiv end that employees may find their jobs interesting, satisfying, exhilarating and enjoyable. CoAUtMAN Was*: 1 am sure wc have all enjoyed Mr. Place's very able paper and gotten a lot of food for thought from it. The discussion will be ted by C. W, Hungcrford, of the Michigan Bell Telephone Company, of Detroit. Disco--ion of "The Editor's Successor" BrCW. HUNGKKPOKD AdwtUag and ifw Manager. Mlchlgao Bell Telephone Company, Detroit, Mkb. 1 like many of the things that Mr. Place has said. 1 think perhaps I should dis cuss further the welfare <4 the future editors and, therefore, of the magazines; mak ing them more effective; and consequently <4 the industry that these magazines represent, the pcpole to whom they are talking all the time. Wc admit that wc are good. We think we are getting out as good publications as we can, with the moocy we an spend, effecting perhaps a lot of good among the employees at our various corporations. However, there must be improvement. We now have futnrifttSr art, and perhaps we will have to have futuristic magazines to put across our thoughts. The world is living more rapidly all the time and our publications have to follow the trend. Industry will always need good publications. The newspapers do not fill the bill. The newspaper is the public's paper. Our mag azines are the voices of our company's employees and of our companies to the em ployees. When, one of us passes out of the picture, will our job be given--because of some fault of ours, because we have let it slip--to someone merely as a side issue, perhaps to a man who ha* another job and will merely make the magazine an incidental thing in his work? Mr. Place gets out a very high grade employees' magazine. His isn't a very small organization--1,500 to 2,000 people. There are many such or ganizations in the country without employee publications that I think would benefit a whole lot if they had publications that would bind the employees together with the corporation itself, as a magazine does. Employees' magazines are building good citizens and good workmanship and con tributing a whole lot more to the cause of Americanism titan most people admit or think about. Therefore, it is very important that they be well edited, well thought out and developed along a certain, definite policy. In considering the editors of the future, the people who succeed us, perhaps we had better consider first what these publications are for. Most of them can be brought under tlie principal poiots that I shall now try to enumerate, such as to help the firm, to help the employees, and to help the customer, to build morale, esprit corps, and efficiency, to create understanding of the company, its problems and service and the customer's needs, to improve the company's product, to build revenue through sales promotion, to aid in the maintenance of proper price or rate levels, to attract investments to the business, to help secure the cooperation of the customer, to help lower the cost nf production. With these objectives in mind, what kind of a man or woman would we like to pick to succeed us if we were going to pick a penun right now ? We who edit these magazines arc pretty largely responsible for the people who succeed us and for the work they will carry on. Therefore, we must be very careful to pkk the right kind of a young man or young woman to take the job that we are handling now. We 074 Nineteenth Annual Safety Congress have got to expect something Irons this child, perhaps, but don't expect too much, because it would be a reflection upon us if we should expect our successor right away to know how to get out a good magazine and to interpret the company as we have been expected to interpret it to the employee. You can't expect the youngster to oome along and do that job in a year or two, or even three years. That doesn't mean that we shouldn't give them responsibility from the start, or shouldn't make them work hard. If we make them work hard, it is to their benefit. The harder the work, the better for them, and (Ik more rapid is their development. We arc responsible for their success or for their failure. If they fail, it is our fault because we didn't pick them right and we didn't develop them right. We have got to look for personality, proper attitude of mind, and proper character. We have got to build that attitude and character. After you get the young man who is going to help you, you Have got to train him properly. You have got to insist that he live right, act right, appear right, and dress right, because you can't put an editor up in front of your employees who is not the right kind of a person to look apoa Your employees look upon the editor of yoai* publication as sort of a queer super-being who goes around and writes things about them: they look up to him the same as they do to a foreman or the foreman's boss, so he has got to be a person for them to gaze upon. The most important. I think, is tlwit he have the characteristic of getting things done. Too many people look at the job of an editor as an easy way to earn a living. He has got to get that out of his bead the first thing, and be taught that he has got to get a thing done when you give it to him to be done. It is very Important that be be to do that. There is some advantage if the assistant editor, or the man who is to succeed u on the magazine, has had advertising training, but it isn't necessary. If you can give it to him, so much the better. You might send him to school in the various depart ments of the company, a week at a time, to learn wliat the business and the produc tion are all about, to learn how tltese employees work that He is writing to, whether they are men or women. Newspaper experience for either a man or woman editor of a publication is very good. Newspaper experience on a small weekly paper or on a small dally under a good editor where a person has to work and develop writing ability and expression with a lead pencil or typewriter is very valuable. It isn't necessary that a person be college educated, as Mr. Place says. A journalism school experience is very good. They give you the fundamentals. You have got to go out nrl get your training under the man you are going to succeed* To do an efficient job the young editor must be taught what your firm wants the magazine to accomplish. Too many of us hire our assistants with the purpose in mind of helping us to do a job instead of teaching them to do the job and giving them the responsibility of getting'it done. Wc don't give them the whole policy of the firm and of the magazine. Send them to conferences of executives in the com pany, and to meetings of the foremen and meetings of minor supervisors, and to the group meetings of all employees where different matters of company policy are discussed. Many firms have associations of employees and the magazine should always be represented there by the young editor. Make him understand and always keep in mind whose magazine it is. It is the company's magazine, of course, but it is also the employees* magazine. You have correspondents in the field, or department heads, or someone sending in items all the time, but still you have the editorial responsibility and he has itas you delegate it to him. The stuff that conies in from the field isn't in shape to be put on paper word for word and sent out to your employees. There should be a responsibility for editing. Make him always remember the publicity and advertising value of a mag azine inside the firm and out. Tile aiployee' magazinereaches the public rmd it sImhiM always, therefore, carry the dignity of the firm. If the firm is undignified in its publication,it perhaps loses Employee^ Publication Section 675 dignity in the eyes of the public--your customers. It is very essential that your assistant editor and your successor be taught good business sense. If he does not have business sense, the magazine will fail. He must be given responsibility from the start, under jum proper supervision. Let him do the accounting: make him responsible for keeping the cost inside of the appropriation; train him to be practi cal, to make advance fstsmatvi on what your magazine is going to cost for three months or six mouths or a year; hold him accountable for the job of working out the estimates. Train him in the purchasing of printing, paper, composition, office supplies, per haps hiring minor help at a proper salary level. Make him a good buyer. Make Him spend a toe of rinse ia the field, with the men and women in the shops; make him do that rather thus become a desk editor. Desk editors are tireless when it comes to putting m your cost to your company employees. Don't let him adopt the wise attitude, the attitude that "now the firm has hired me to put something across to the employees." That is a mistake. It is common for a young man to think lie is hired to do a wist job tee the firm with the employees, but it U a very great mis take. Don't Set him how a high hat attitude. As Mr. Place Mjrs. he bos got so be extremely human. He has got to have that quality of making himself thudk Be the girt who operates the screw machine or the man who works w in the yard and shovels scrap iron: he has got to think from the employee's pom of view and from his ground level or he can't make your magazine valuable to shut fellow and make it do the job. He has got to understand the longings and ambitions of the people he writes to. end write in extremely ihiph tngi^r. Reader* of your magasines like to sv their names in print and see pectwes of their families and their babies. They like to get credit for a job well done. They like to see it mentioned if they have been many years on die job and haven't been tardy. We can teach our successors not to preach but to use examples about bow John Hardy did so-and-so, served twenty years and accomplished so much, has certain investments and has a pretty home, and all this soat of thing to tide him over when he is beyond sixty and is going to be retired. Facility of speech is another thing to train our assistants in. It is very important when there are group meetings that these future editors follow the employees and talk to them about the magazine and take the magazine's message to them. I think probably the fellow working out in the yard or in the shop will believe more in what a man writes If he is personally acquainted with him or has heard him talk or has seen him sitting in the meetings. I am talking about making your magazines more effective and doing a little better job and doing the job at less cost. Good presence and good personality can be developed by anyone. They don't have to be spell-binders. All of these things are of even greater importance than knowledge of the mechanics of getting a magazine out. In our company we never go near the printer any more. We know enough about the printing business not to let the printer hang anything on us that he shouldn't; but we do just let him know that we know the mechanics of the magazine fully enough to protect ourselves. Still we try to get across to our assistants in the office the importance of facility of speech, talking to the folks right rather than emphasizing the mechanics of getting the magazine primed. When hiring a new man or a girl you should be able to see development right from the start. If you can't see development right from the start and if they can't see it in themselves, they are in the wrong kind of job and you should get rid of them. That doesn't mean that they are no good, they probably can fit into some other part of the organization or into somebody else's organization, but they are not rimher for editors. For their sake, as well as for the company's sake, you should get rid of them. Last but far from least is the question that arises in the minds of the committee. 676 Nineteenth Annual Safety Congress perhaps even of us, but particularly live young editor after be has been with you a year or so: "Where do I go from here? I am going to hold my job as long as 1 can unless they promote me to a better one. I don't know what there is ahead of me, but I know enough about my business to go into some Other concern and per(taps take a bigger house organ job or perhaps an advertising job or go into the newspaper business or some other such thing to provide myself a better future than E lave now." That is tlte hope you can hold out for your youngsters. You have the advertising, the sales, the employment and the personnel departments in your own company. They have those departments in other companies. "Even the chairs of the executives beckon to people who have the keen perceptions and power of development that editors have, if they are trained right and try to build themselves up. But there isn't any promise for hire unless he is the right kind of man--and that means you have got 10 |dck him right to start with. Chaouan Wasd: Mr. Hungeriord has given us a lot of ideas. Tbe is the report of the Nominating Committee as follows: thing Nominating Committee General Chairman, V. H. Kufferer, Studebaker Corporation, South Bead, lad. Viet Chairman Middle West, John N. Nolan. Jewell Tea Company, Barrington. 111. Vice Chairman East, Herbert Roth, Auto-Strop Razos Co., New. York City. Secretary, Miss Ruth- E. Cade, A. K. Staley Mfg. Co;, Decatur, lit. Program Committee, Eugene T. Wilkins,- Chairman,. General Electric Ql. Sche nectady, N. Y. ' Membership Committee, C. T. Fish, Chairman, National Safety Council, Chicago. I1L Service Committee. Gradv B. Bell. Chairman, Standard Oil Co. Ohio, Cleveland, Ohio; E. J. Vogel. Pennsylvania News, Pittsburgh, Pa.; Hugo W. Wright. Arnico Bulletin, Middletown, Ohio. Members Executive Committee. Charles A. Ward. 'Pure 0(1 Company, Columbus, Ohio; Gilbert F. Close. General Steel Castings Corp., Granite City, III.; C. E. Kane, Illinois Central System. Chicago, III. Chairman Ward: You have heard these nominations. I think a motion to adopt the report of the committee and declare these men elected would be in order, Mr. Egger (Chicago) r I move that these men be so elected. (The motion was seconded, voted upon and carried unanimously.) ADJOURNMENT Employees' PsebEsotiom Section 677 WidMftbjr Mormsg Setston Ornilu U MM CBULES A_ WARD, dmmua The Pur* OB Csupay, Cokmbw, O. The second session of the Employees' PsbliotM Sectkm convened with Charles A. Ward presiding. Chairman Wars: We axe Commas* in nurring Professor Wiasler, of the School of Commerce and AdtaiaMtnboe of Ohio State University, whose department has made a deep study of employee*' magazine*. He will now speak to us. A Plant Organ Analysis By PROFESSOR WILLIS WISSLER Assistant Director, Bureau of Bniinesi Research, and Head of Division of Industrial Management, Ohio State University, Columbia, O. This study is divided into two major sections. An attempt was made to arrange the classifications under the two major divisions so that they would check against each other. In the first place, we sent out a questionnaire to some 754 employees' magazines we had listed as active, and out of these 754 plant organs or employees' magazines, we received, responses giving some information front about half---326. Out of those, 120 gave us full and complete information, which we consider a rather happy experience with the questionnaire method. The other half of the study is based upon a physical measurement of a sample which was selected as much at random as possible, covering 99 different publica tions and taking three numbers of each publication. That gives US, if I am correct, 297 separate numbers to examine, in determining the items upon which we would make our analysis, we went through about three times as many magazines which we have on Ale in our Bureau of Business Research and in the Division of Personnel Industrial Management, in order to find out what type of content was most preva lent. On the basis of that preliminary survey we set up the items and the various classifications which are used in the study. The first accepted employee magazine of which we still have record is "The Trip Hammer," which was started in 1885. by the Massey Manufacturing Company. One of the earliest studies of the field was made by Robert E. Park, back in 1919, lor the Workmen's Edition Service of the Department of Labor, under the War Administration Regime. I was then associated with that organization and got to know Mr. Park very welL He got out a monograph on employees* magazines extremely up-to-date in which he forecast certain developments which have been quite fulfilled. So that it is a rather valuable publication, although it is practically impossible to get now. I might just say a word about the definition of the term "plant organ" or "em ployee magazine." This distinction was first made in this study of Park's. It is a rather important one, I think. We define the plant organ or employee magazine as a type of publication which is gotten out exclusively for the employees in the plant and should not be confused with a house organ which is more interested in the customers and in the distribution of the product; so we make a distinction there for the purpose of our study. Now, I might say another word in introduction to the discussion on the rating. One of the problems we were confronted with was bow to rate and rank these things so as to give a true picture. For instance, it might be quite possible that the inter 678 Nineteenth Annual Safety Congress val of importance between say the fourth place ami die third place might bf ranch wider than the interval of importance or of weight between the second and the first place. As you get down the scale it becomes more a matter of indifference, and to arbitrarily proceed on an arithmetical basis would give distortion to the picture. So wc devised a scheme of using reciprocals and then adding all the reciprocals; for instance, first place as one. second place as one-half, third place one-third, and fourth place one-fourth, and so on. The result was that we got fractional interpola tions. That is, one was first place; if it was ono-haif or 50 per cent It w^s second place; one-third, third place; but then there were fractional interpolations and all sorts of variations between those, what you might call unit intervals, so that It was possible for us to express with rather nice precision just what the comparative weight was, no* only the order of rank hut also the actual weight of importance which each of these liad. So that we have incorporated that in the studies and arranged our charts accordingly. We took the material which came in from the questionnaires and analyzed that from a variety of Isaacs. In the first place, we were interested in teeing what effect date of origin had on publications. We were interested iu tlie second place in know ing about the effect of editorial control, where the locus of editorial control might he. and we were then further interested in analysing it as to the type and size of industry. We thought that these all would he of sufficient importance to be worked out elaborately in the study. Taking up first the analysis by objectives, I might saytlmt the contest was ana lysed m the measurement of space according to the media in which the materia] was expressed and that was classified under three headings: text or printed matter, photographs, and other illustrations. Wc made our analysis on twenty-five items which I shall speak of a kit later on the basis of those classifications. Taking up first the matter of the date of origiu, we found from 1915 to 1919 that safety promotion made tlx greatest progress of relative importance shown in the establishment of employee magazines. Since 1919, safety promotion as Ote of the more important reasons for establishing a magazine, has somewhat declined. Fol lowing the period of 1920-21. which was a depreciation period, it declined to the same relative level to which it was in 1914. We find, Itowever, that since the last five years there has been a very substantial recovery. We found that even when it fell down to that low level, it was substantially above the level of importance which was given in 1910. I have some figures here from some of the other studies. For instance, the Collins Industrial Council in 1921 node a study of employee publications. Their study dis closed that 91 per cent of the 334 publications reported Itad been inaugurated from 1917 to 1920, inclusive. During the business crisis of 1920-21 there was a widespread deflation, of course, of the entire personnel movement and the employee magazifte has been one of the additions to that field which suffered rather heavily. A`study made in 1922 by PrinterY Ink showed that of tlte magazines in circulation at the beginning of 1920, 30 per cent were discontinued during that year and the year following. By the end of 1921, however, the growth in the number of employee magazines was resumed at a somewhat retarded rate. Our own study at the Ohio State Uni versity shows that the greatest number reported had been started before 1910, apd the smallest number since 1925. Of course, there might be something peculiar to the study tliat gave that distribution; but those arc the figures as they were dis closed by our studies. Taking up the matter of editorial control, 1 have an analysis made of the measured sample, and that could be checked against tin's portion of the report which deals with the results of the questionnaire. You see we have always to deal with two ihirus, one is the data which wc got front the questionnaires and the other is the Employees' Publication Section 679 material which we got front actual physical measurement Wc tried, although not as precisely as we would like, to set these up so that they arc comparable. Strength of morale predominates as the chief objective under all types of editorial control in the Safety Department. There tlte outstanding objective was safety pro motion; but in all other cases the strengthening of the employees* morale was the outstanding objective reported by the people answering our questionnaire. Rather interestingly, the transmission of competent policy, which ranks second under all types of editorial control is crowded into third place by strengthening company morale wlten the editorial control lay in the safety division. In all cases, except where the control is in the safety division, company policy ranks second, but in the case of the control of the safety division it was crowded down to third. That is, safety ranked first, strength in company morale ranked second, and transmission of company policy ranked third. Of course, you can readily see that in strengthen ing morale there might be very substantial safety factors, and also that in trans mitting company pplicy a good deal of the company policy would have to do with safety promotion; so that the figures as they stand might not be quite true to the facts. It may be assumed that much of the company policy to be transmitted had to do with the safety rules and regulations. , The same line of reasoning may lie applied to employee magazines in the control of the personnel division. Here is. too, transmission of company policy, which fol lows safety promotion as a major objective iu the creation of an administration of plant organs. Safety represents a tangible employee service, as such it overtops all other welfare devices. Furthermore, safety presents non-hazards to the injured which lay in other controversial areas, such as hours, goveruincnt, discipline, and SO forth. That is, the editor who wanted to enlarge editorially felt it a good deal safer to do it on safety propaganda than in dealing with these other subjects. That safety promotion itself falls to third place, being outstripped by the building up of company morale among employees and the transmission of company policies, can be explained in large part by the fact that safety promotion had come to be a very well developed and thoroughly organized field before employee magazines began their rapid growth and spread. Provision in many instances had already been made to handle safety wurk competently and intensively, and the more urgent need still provided for with the recovery of the worker, loyalty and enthusiasm, which business was threatening to sweep overboard. Safety propaganda, safety promotion, had been pretty thoroughly organized through the use of bulletin boards and envelope stutters and shop meetings and various other devices before the employee magazines began to multiply very rapidly, and. therefore, the opportunity to play a large pan Jn employee magazines was somewhat curtailed by that circumstance. Editorial control by the safety division is thus found to stand among the major objectives analyzed in the Bureau study. Third among all was the emphasis and space given to safety promotion standards lodged in the safety division, in which case safety promotion, as should be expected, ranked at the first objective. It is illuminating to check the avowals of company officials reporting on employee magazines* objectives against the actual disposition of space in such publications as disclosed by the measure ment of the 99 ranking publication*- It was found that in total space used in all pub lications controlled by editorial personnel selected by the management, personals and Ideals headed all the rest This appears by our study to be as true when edited by the safety division as when edited by any other company officials. When the editorial policy is vested in an employee organization, these items play a less conspicuous role. It would appear that the employees, when their thinking is in any way consciously and deliberately organized, care far less for the country newspaper style than many of their employers or professional editors seem to think. The theory of specimen magazines conducted for the study indicates that personnel departments are not unaware of this. As a matter of fact, they devote far less space to personals and locals than do other company officials when in control of editorial policy. These two 680 Nineteenth Annual Safety Congress divisions which come closest to the employee psychology apparently have become nther convinced that the entertainment and gossipy type of employee magazine is not always the most popular with the employees. Emotion of initiative ranks highest in the allocation of space when controlled by the safety division or hired editors, and even the personnel division ranks slightly ahead of the safely division in the space given to safety propaganda. That is a father interesting fact, the personnel division, when they have been controlling plant organization, have really devoted more space to safety propaganda than when operated by the safety division itself. That seems to indicate that safety engineers, saftey experts, are developing their propaganda with a more definite touch they formerly did, and they realize the importance of developing good will for the magazine on other grocatds than safety promotion so as to make an effective vehicle on which to put across such a vague safety propaganda as they can work out. From the standpoint of space alone, hired editors rank safety fifth among the objectives analyzed by oar study. While the safety division is in control of editorial policy devotes the greatest amount of space to the transmission of company policies, this, of course, varies consistently with returns from the questionnaires and seems to confirm what was said aliove about the predominant place played by safety in employee magazines, an effective economical channel for communication. To be sure, space is not the only or best criterion for measuring importance. It is rather danger ous for us to determine the importance of these things by the amount of space that is given because we find that editorials, for instance, run very tar down the list in the amount of space devoted to them, and yet they are perhaps the most influential part of the employee magazine. So that departmentalization and position in magazines sometimes is more effective than the mere volume of space given to them. Considering the analysis according to type of industry, taking up first the analysis of the questionnaire returns, we find that safety promotion ranked third in five of the nine groups of industries classified by type. The metal products, the paper and printing industries, the transportation by public utilities, die chemicals, and the miscellaneous groups are the ones in which the safety promotion ranked first It was given the highest rating as an objective in the metal products. It ranked fourth in food products and textiles, first in rubber, and fifth in department stores. It is rather interesting to note dial the attention given to safety i rather negligible in department stores, which may be due to lesser hazard as compared with manu facturing establishments, and also I should expect to the type of employees to whom the magazine makes its appeal. In the importance given to safety by the different industries, the metal trades ranked first, and so on. The questionnaire returns for the companies who have officially set up employee magazines shows strengthening of morale m the transmission of company policies as their major purposes. Talcing up the next point, by s*zc of industry* we find that safety, which ranked third under the various objectives, when arranged by types of industry, ranked first place in plant* of 10,000 to 20,000 employees, and we found that it ran consistently higher with size. In other words, size seemed to he more influential in emphasizing safety as *n objective for establishing and operating employee magazines than does type of industry. In measuring the sample, we found that the Importance given to safety falls lower than it did in the returns on the questionnaire That, again, of course, emphasizes the fact that space Is not the safest criterion upon which to deter mine Importance. In the measurement of space, I want to call attention to a chart in which we have listed the items under which we conducted our measurement In these measurements, we mosnred (as 1 said), 99 publications, 3 numbers of each publication, a total of 2379J pages. ard if we take the number of tines given by the railway employees' magazine association, of 224 lines per page, it would mean that we had measured the equivalent of 533.0632 lines. That is quite a gigantic task. We not only Employees' Publication Section 681 measured this space, but wc measured'it by 3 types of media. We classified it by the printed matter, by the photographs, and by the other illustrations. We find in taking these items which we selected by prcUumiary survey of about 3 times the number of publications wc actually examined, ll>ey arc arranged in the following rank. The personals far exceed all the rest. Informational runs second, field and iactory news third, general success articles fourth, recreation, athletics, safely and compensation. Wc might say in the case of athletics and recreation that a very considerable portion was taken up with illustrations, photographs, and. of course, the photographs consumed space out of all proportion to importance. So if we had been able to work out some proper evaluation of space used for photographs and illustrations in terms of textile material, wc might have had our safety compensation run considerably higher among the list of items. Of course, of 25 items six constituted nearly three-fourths of the total space allo cated, to be exact 72.16. These items were as follows: Athletics, field and factory news, informational, persoiud and recreation. They ore given alphabetically. Six of the remaining nine fields had less than 1 per cent of the total space each. It is somewhat discouraging, in view of the Urge role played by safety departments in initiating employee magazines, that only one-twenty-fifth of the space goes to safety propaganda as against one-third to instruction material, a little less than one-third to personals and locals, one-sixth to amusement and recreation, and one-tenth to impintiocal matter as compared with the safety occupied in the sample we measured otdy oc-twenty-fifth of this space, even employee aids ran one-fifteenth, which was MieeUi better. In examining the content, we paid some attention to syndicated material, and we tun a dun which shows the amount of material from the Safety Council, and the aoaoaut of miscellaneous material used from other sources. We found that the win rial used from syndicate sources was surprisingly small. Of such that was used, li c greaser bulk, m fact 83.3 per cent of it, was from the National Safety Council. Our final chart, in a measure, summarizes the findings of the study for the iqployec magazine editor who would like to know how he ought to proportion the rzknd tn his publication. This is a two-way chart, which is classified according to sfar departmentalization and non-departmentalization up and down, vertically, and is rn**<testified by text, photographs and other illustrations ItorizontaUy, so it is easy u et just what the distribution is in--I don't quite dare call it--a typical employee magazine, bat maybe we should call it "a composite employee magazine." This is a V'znpotit* U the 99 publications we have examined, and we find that the total space ta an of these publications was divided in this fashion: The text constitutes 80.5 per cent of the total space, the photographs IS.8 per cent, and other illustrations 3.7 per cent. We found that in space the personals consumed 36,413 sq. in., which is 5 per cent departmentalized. The informational absorbed 19,339 sq. in. and constituted only 4.8 per cent departmentalized. Editorials were reported by 227 out of the 297 publications, so that e can assume they are practically universal. The average space per editorial was 35.4 sq. in., 88 per cent of all such space was departmentalized. One word in conclusion, and that has to do with the fact that this study is a static study, that is, that this represents a cross-section at a given time and, of course, is valuable in giving some picture of where the development of employee magazines has arrived; but naturally we are interested in tnorc than just where we stand. Mom of us, of course, arc interested m knowing in what direction we ought to be moving and so we are hoping to take our sample and to repeat our questionnaire at interval* of three years, or thereabouts, and then make comparative studies in order to see bow these items vary from time to time, to see whether there are any treads in the content and arrangement of employee magazines. You can be very helpful in that sort of thing and we believe that that sort of thing will be very belpftd to you. so that I would like at this time to bespeak your good graces, if you 682 Nineteenth Annual Safety Congress arc prepared to cooperate with us. so that we can get as typical a sampling as possible. The larger our sample, of course, the nxirc reliable will be the results of the analysis, and after the thing is once gotten underway, we can learn a great deal not only about the variation in emphasis and changes and objectives. Use shifts in arrangement, but we -also can learn about such things as mortality among publications and the variation in policies of companies. Chairman Ward: Is this going to he published in pamphlet form? Mr. Wisslm: Yes. Chairman Waro: How soon? Mr. :Wissler It is in the hands of the printer now. Chairman Ward: Would it he possible for us to get copies for our nulling list? Mr. :Wisslee I think so. The cost would he negligible. We can send out the table of contents. Chairman Ward: I respectfully refer this to Ihe new officer* because this depart ment has mad* a very deep study of employee magazines, as he has indicated in a very brief war. We now come to the most beautiful part of our program. We are very fortunate in having with us this morning Aunt Mary. It is a shame to call so young a lady an aunt, and I don't believe she is even an aunt, but she i one of the best known editors of employees' puldications in the United States, and one of the oldest in point of service in this organization. The Children's Page in the Kmployee Publication By MARGARET TALBOTT STEVENS Associate Editor, The Baltimore ft Ohio Magazine, Baltimore, Md. When 1 had not quite reached my fourth birthday, old Santa Claus brought me an A B C book. It was a lovely Kook. I shall never forget how my father took me on his lap on Christmas morning and began to teach me the alphabet; nor how I heard him proudly tell my uncle a few day later that I had learned it in just three lessons. Then, there were lists of little words in the hack of the book, with lovely pictures to illustrate them. And so 1 learned to spell out all the words there. And one morning during that winter, as 1 sat comfortably on the old family cpuch near the kitchen stove, turning the pages of the Youth's Communion, 1 suddenly came upon a page on which there were pictures of children and of animals. "Mother, what does al-l-i-g-a-t-o-r spell?" I called. Mother, who at that moment was scrubbing the kitchen floor, sat bolt upright. "Alligator I" she exclaimed, looking at me in astonishment "Then X can read this," I told her. "Listen. 'The big cat, the little cat and fhe alligator/ " Mother arose from her scrubbing and came to look at the page, to make sure, perhaps, that I was really reading, laboriously 1 spelled out the other' words. And so I began to read--from the children's page of the Youth's Companion. As the months and years passed. I loved that page: it was my first glimpse into the outside world. Here were stories about other girls and boys. And to me, who lived twelve miles from the nearest town, and before the automobile had made its way generally into our neighborhood, you well may know what this page came to mean to me. It became a part of me. I read the stories and told them to the family. I still enjoy reading children's pages, and 1 believe that many of us do. 1 have told this story just to illustrate what it means for a child to discover that in a hig publication there is a page that has been written just for him. A little later I discovered that the Form Journal (this and the Youth's Companion were the only two magazines that came to our house in those days) also had pages for the youngsters. I realize now how big a part these played in my own education. And Employees' Publication Section 683 aUltough I have been living in the city for many years, 1 still subscribe to the Farm Journal. I subscribed to the Youth's Companion, too, until it lost its identity in a meTrhgeer.children's pages of these two magazines will always seem a part of me. Through' them I learned the policies of these papers--not. however, in so many words, but between the lines in the stories and the poems that I read, and in the pictures that so delighted my childish eyes. I believe that the children's page in ixty magazine can become a real part of the lives of the girls and boys who read it, provided we make our stories interesting with things which have a youthful appeal. And our organization or plant can become a part of the lives of these little people, provided we make these stories sparkle with the spirit of our company. Of course, the majority of our workers today do not live in the isolated places, such as the one in which l lived. The automobile has brought the country to the city. And yet, you may be interested to know that in a survey made in one of our well-populated and thriving railroad communities, it developed that only 12 per cent, of the people subscribed to newspapers, and that almost no rrogazines. outside of the railroad magazine, found their way into the homes. (There is food for thought ) , The children's page of the Baltimore and Ohio Mogasitte was started in 1920. 1 think it was the first children's page in any railroad magazine- There had been pages of children's pictures, of course, pictures that the families might enjoy; but this--as far as I can learn--was the first time that space had been given to the railroad children themselves--pages in which they might see their own stories, poems acid drawings in print, where they might hum about other railroad children in other parts of the country, and where they might learn something about father** Work. There arc about 20 railroad magazines now, I believe, which carry children's paNgeosw. , you ask, what good will it do to have the children learn about their fathers* joi? Perhaps only a small proportion of them will follow in their father's foot steps. Perhaps. Well, let's consider that small proportion for just a minute. If the children whose fathers work for the railroad (and 1 speak of "railroad" there in a general sense; apply this to your own particular industry) early leant the policies of that railroad, learn that safety must come ahead of everything else: that oourteay, loyalty, good neighborliness and the will-to-plcasc arc behind everything in that business--even to the designs in new equipment, in the cleanliness of the railroad yards, and that it is fair and square dealing that makes Father's Railroad a fine railroad--don't you suppose that if and when he becomes a railroader himself he is going to know ahead of time what will be expected of him as an employee ? And suppose he never becomes a railroader. Will not tliese principles of good neighborltoess, courtesy, cleanliness, loyalty, and safety first, serve him well as a future citizen of the country and of his own community? And will they not be of infinite value to his school teacher and to his mother who are trying their best to make of him a useful member of society. I think so. ' Ob our railroads we know that if these children of our employees are not destined to become our own workers, surely they must be our future shippers and our future passengers. And so, if in our magazine we can inject enough institutional copy into the children's pages to make them love the B. ft O. and its policies, don't you think that when they grow up and the time comes when they have to travel or to ship, they will think first of the 23. ft O.? I believe that they wilL ,It is to this end that wc are building our children's pages. And don't yon suppose that if Mr. Ward (I know he will not mind my using him as a "horrible example") were to teach the children of hu employees--through the childrens' pages in the Pure Oil Newt--the history and the romance of oil, lhc ways in which it is handled, about the places to which it is shipped, how it is used, and familiarize them with the names of bis various products--that these children, when they grow up and have need of oil in their businesses, will remember not only tliat Dad worked for the Pure Oil Company, hut that they will recall the knowledge which they acquired through those 684 Nineteenth Annual Safety Congress children** pages? I do. And I believe that they--some of them, at least--will feel it akin to treason to buy any other variety. You who do not run children's pages in your magazines--are you going to miss the golden opportunity to teach the children of your neighborhoods the romance of your business, the nature of your products? Incidentally, a children's page in your magazine will furnish an excellent reason why Father should take home the publi cation* And once It gets into his home, he will find the time to rod more carefully those articles which you have intended that he shall read, and which otherwise he passes up entirely, or reads in snatches during the lunch hour. At home he has the time to digest them. And the children, themselves, as they grow older, will venture info other sections of the magazines. And they are pretty apt to ask Father ques tions about the business and to keep him up on his toes. This is particularly true of the wide awake boy who likes the thrill of the stories of big industries. At the annual banquet of the Baltimore Safety Council this year. Dr. David E. Weglein, superintendent of public education in Baltimore, declared that industries are at last beginning to realize that if they want bigger business in the future, there is but one way to get it--to begin with the children of today. The children of today are our workers of tomorrow. They also are our buyers, our consumers, our shippers and our shoppers, our travelers am) our teachers, our friends and oar demies of tomorrow. What are we doing about it? Maybe the children's page is a stiwiger factor than we think. Children are not good secret-keepers; they're apt to tell all they know, particularly to other children. In the children's page we have an excellent opportunity to give them things to talk about. Have you asked the teachers of your local schools if you can, in any way, serve their classes? Many of us, of course, have had the children make trips Utrough our plants. Have you ever gone farther and asked these children to edit your children's page for one issue in each year? It can be dooe to excellent advantage--both to the school and to your company. The children enjoy It; the uschers find that it works out well as an English project, and an incentive to better work--since only those who hand in the best contributions have their work turned over to the editor. And the company gets its products advertised in the finest way possible--it sets the children to thinking shout I shall be glad to Cell of oar experiences along this fine to any who may be interested. To say the least, at b one of the finest good-will builders that I know of. Children are interested in puzzles and h prize contests; both these features may be made mstitotsonaL Either makes an czcellmt starter for a children's page. It will furnish the editor with a splendid file of names and addresses, and it gives excellent copy for children's pages in the future, for many leads for good stories come from the children's letters in coonectiou with the puzzle or contest entries. Youngsters low fairy tales. There is that element of mystery in the fairy story that seems Co captivate their child minds--the fairy godmother, the magician, the fairy prince who, with a ware of his sword, can make dreams come true. Hence the reason for the iaity godmothers of the duldrcn's pages--the Aunt Janes and the Sister Sues, the Unde Henry* and the Consin Jeans that rule over most of the children*! pages. It** great to have a fairy godmother. But it takes some one who has at least two qiafifiratioas to play the role. First of all, he (or she) most believe jo the company, most have the spirit of the organization in his soul before he hope to seD it to these workers and patrons of tomorrow. Secondly, be must be some one who has not forgotten his own childhood. He must neither talk down to diem nor up to them; he must be just one of them and talk to them as pal to paL And now yon are wondering when I'm going to begin telling you hate to edit a children's page* I shall not need to tell you if already I liave convinced you that a children's page is one of the finest of all advertisements for your future business, for if you believe this, all you need to do is to make the initial start. Your little people will be delighted to provide you thereafter with all the material you need. Employees' Publication Section 685 I do not claim to be an authority cm children's pages; I do not think that my own children's page has accomplished all of the things that I have outlined to you But I do believe that they can be accomplished, and I do believe that it will pay you in dollars and cents in tomorrow's business--and in today's happiness to you for providing for these little people a new field for their expression. For hard-boiled indeed is he who, in the sheer joy of working with these receptive little minds, is not rewarded three fold for all the efforts which he puts into the job. ChaDimam Wais: The employees of the B. & O. Company all love Aunt Mary. We are going to have tins paper discussed by Miss Cade. Miss Cade has served as an officer of this organization almost continuously and has just been reelected secretary for next year. Discussion of "The Children's Page" By MISS RUTH E. CADE Editor* "Staley Journal", A. B. Staley Manufacturing Company, Decatur, 111. I don't know a thing about children's pages. I do know, however, how much children are impressed by the things they read and I feel that this is particularly true of the children into whose homes our employees' publications go. I have been im pressed lately by the fact that so many of our employees have very few publications in their homes. Most of us who are editing these, magazines have been brought up in an atmosphere of books and magazines; we have always plenty to read at home; it was generally a problem of get rid of the old papers rather than to find something to read. It is hard for us to realize how many people really don't buy any magazines. I suppose after a man has worked hard all day lie doesn't have much thirst for reading, not enough to go out and spend what few nickels he lias for a magazine; but generally these people do appreciate more than we realize the publications we send to them. If we would just keep that in mind when we are getting out our magazines perhaps we would get out a better publication. Even if I don't have a children's page (as I probably should) I do think of the children when 1 am getting out my publication. Some of you men who have said inch cutting things to me lately about some of my jokes may not think that I do, but I really do. The fact that the magazine reaches the children and fills a want with them has come to me recently. Not long ago the management, for various obvious rmau, saw fit to send me down to the textile district of the South, to Georgia, the ramfits_ end Tennessee I was supposed to write a series of articles on the conditions aider Imi Ii the textile workers live in the villages and the schools. I came back and started Ads series of articles. I expected some comment from the management, and I get fc. It was mostly favorable. I also expected a great deal of comment from the 81 peopfe. tad I had that. I was greatly surprised when a woman who works in our prim shop came to me the other day and said she wanted all the numbers of the jour nal m ikid the textile mill articles had been appearing. I was a little curious as to why she warned them. She said, "My son is in junior high and the teacher there is awing deem javoal* as a textbook right now. They are having some study on the texth mdmnty ari they decided that the journal articles are just what they need, so they afV wiaf feme ifiiim for a textbook." So evidently we are able to impress the ddfiei a hat favorably. We deal reafiar beer much these people depend on us for good reading. These men see sited. A great many of the men In our plant have very monotonous tasks. They ak far faw* maybe just working one foot up and down, or watching a gage. While they at* swr sufata as physically tired as they might be, they are tired, and when they jew heme m the evening, they don't care particularly about buying something to read; fag if the bom pm them a magazine, if they fee! that the management is enough 686 Nineteenth Annual Safety Congress utttrettod in them to giir them a publication to take home, they take it home; and if they koour by experience that it is an interesting magazine, if their family has found '* that it is interesting, they are going to watch (or that every month, they are going to want to read n. and they and their children arc going to put the rmifT***j lierhaps the editor upon a little pedestal. If the editor U as wise as he should be in that case, he is going to take advantage of that position. He won't preach to the Ixropk. he won't talk clown to the people, but he will try to give them something that they will remember. If you will again pardon me for being a little personal, I try each month to have a technical article for my lead. Sometimes it is something that deals with our own procesies. Often it is something that tells of an outside process which use* one of our products. I do this chiefly to familiarize our people with the idea that they are doing something rather than sitting there and dumping a tray of starch or watching a gage go up and down just to see which way it goes. I want them to realize that they* arc having a part in world industry. If we can make a man feel that the starch he is helping tn dry is not just being dried and dumped, but is perhaps going over to Chilliarthe to help make better paper. J feel that wc have done something; and if we can. at the same time, make his children see that their father is really doing some wdrth-whilc Work. I think we are impressing them a little. I am not trying to justify myself for not having a children's page, but 1 feci that if we can't (and I feel in my case f can't right now) that we can reach the children and help educate them just a bit through the other departments. I use a lot of pictures. I don't know whether it is the proper thing to do or not. I notice according to these charts that pictures didn't play such an important part, but 1 feel we can reach the children particularly through photographs. We can interest them, anyway, and once wc catch their interest through pictures, maybe they will go on to what you have written for them to read. Chairmax Ward-. We have come to the round-table discussion, and 1 think wc might open it by discussing the children's page. Does anybody want to talk along that line, or ask any questions of Miss Stevens? Mr. :Wisslck Do you ever run an essay contest or any other contest in your children's page as between the schools? Miss Margaret Stevens (Baltimore & Ohio) : Mot between the schools, but once we ran a contest on "Our Town," and each child wrote a story about his own town. Then wc had a spelling contest and a word-building contest; but wc always try to relate them, wherever possible, to the institution Itself. For instance, we have just inaugurated a little contest in the children's page in which we use the words "Baltimore and Ohio" and see Itow many words they can build from tliem, and offer small prises. We find that the toothpaste companies cooperate with us very nicely in giving us samples of toothpaste which we use as a souvenir for the children who do not win the big prizes. We sometimes call it a heahh contest and find that toothbrushes and toothpaste are good things to use as prizes. I have two children's pages. One we call the "Little Railroader's Page," and (he other we call the "Whistling Post." -We find that the boys, as they grow older, are not particularly interested in the same copy that I would hand out to the little children, but tlie "Whistling Post" interests boys from ten years old tip to fifteen or sixteen. We have letters from boys over sixteen who are interested m this page. In a publication where you have only sixteen pages, if you fed you can't spare a wltolc page, you could have a children's corner with a puzzle in it I spotd about two days a month on the actual work of the children's page and probably half an hour a day answering their letters. The women's and children's pages together wouldn't take more than a week out of the month. In connection with the women's section, if you really want some lionest-to-goodness splendid material, write to Mrs. Wharton, Department of Information. Press Service, United States Department of Agriculture. She sends not only excellent copy, but pictures. They have loads of Employees? Publication Section 687 interesting things from which you can make an excellent selection. I find I can get copy for my women's department very easily, but photographs are sometimes hard to get- This department will furnish you with photographs that will be interesting to almost any woman; they will catch tier eye and make her read the story. 1 am getting ready Co put on a woman's contest of some kind. It will probably be cn how a railroad woman can be of help to her husband. I am arranging to give household utensils as prises. Mb. Wissler: Do you limit the eligibility to participate in the contest to children of your owa employees ? Miss Stevens: It depeatls on the nature of the contest. If it is in connection with the railroads, yes; if not, we make it general. Chairman* Ward: I wonder if any of you would like to ask Professor Wissler any questions. He has made a very deep analysis of employees' publications and can answer pretty nearly any kind of question. A. R. Stevens (West Penn Electric Company, Pittsburgh) : How many of the magazines had a home service? Willis Wissudi (Ohio State University, Columbus) : That home service we have covered in the woman'* page. We have a juvenile section, too. Mr. Stevens: What is your idea oi the value of such a page? I felt we were competing with women's magazines. Ma. Wissue*: Of course, that open* the question of the strength of appeal, which wasn't measured in our survey. That is, we merely went into the physical phase of how much space was given and how much frequency there was in appearance. How effective it was we couldn't judge except by saying that we don't assume that the editors would persist in these thing* if they didn't think they are worth-while. 2 doubt very much whether tlvere would be competition with the chief women's maga zines on the news stands. The average woman, particularly the wife of a working man, is pretty much alert for things like recipes or anytliing that involves economy. Those are the people who are not so apt to have access to the more expensive women's magazines, and often the styles of these magazines, like the Woman's Home Companion, the Ladies Home Journal, and so forth, are somewhat beyond them. The employees' magazine docs* get into the home and they see certain suggestions, and jf the suggestions are practical, they keep looking for them. Mil Stevens: Then you feel it is a worth-while feature? Mr. Wissler : Yes, if it is really good. If it is perfunctory, it is just a waste ot space, because you can't fool the housewife. W. E. PlNGKRE (Charles H. Tenney Company) : l am interested, Professor Wissler, in the presentation of material on safety. In a recent issue of the News-Letter, the official critic said he believed safety material distributed through various parts of the was better than grouping it in one place. I would like to know just what the opinion of the group here is. In our magazine, the safety scctioo is practically magazine within a magazine, that is, it starts off with a series of articles. For instance, this one here has a record to be prood of, telling the record of our various companies, of which there about twenty, then it goes on and includes the motor vehicle law in the state, then they have a special article by one of our local company employees, `'Safety as Applied to Polyphase Meter Testing," then we conclude with what we call safety grams which are articles that come in from various local cor* respondents, together with pictures, but having connection with safety only. Mr, Wissler: Id the analysis we have made, there seems to be a disposition on the part of editors to devote less departmentalized , space to safety than other forms. There is a feeling that safety propaganda has been approaching a satur; .ton point and that the public has been so sated with the ingenuity that has been used in making various spectacular appeals to them that they are rather wary. Anything in the way of contests, competitive ratings and things in which other interests than the mere 688 Nineteenth Annual Safety Congress interest oi safety esters in, you could safely departmentalize, but if you want to make it up merely of appeals lor being more careful and pointing out various industrial hazards and so on, the general feeling is that It would be better not to concentrate U in one place. Ms. PradEX: Of course, we put in an article now and then on something else. "We encourage them to write the safety phase of their particular job, and then have we news items coming from the various correspondents. Mb. Wissua; They would give more interest to the articles by the employees themselves. R. B. Inman (Philadelphia Gas Works) : We mail our magazine directly to the homes of the employees. We have a circulation of 3,500. What do you consider the most economical and expeditious method of distributing employee publications? What is your feeling toward standardization of size for the employee publication, regardless of the number of pages, and if they tend toward standardization, wfaat do you deem a suitable size? Me. Wisslkb: On the first question, we have made some little investigation which we are putting in the appendix of our study. It not only covers the mode of distribu tion, but also the intervals of time. As to whether subscriptions are pakl up or not paid up, that this, whether they are sold by Individual numbers or wliether they are a subscription for the year, we found very few returns in which there was any paid np exactly. A very good friend of mine took the position that the employee magazine would have to stand the test of acceptance just like any other publication, and that if the employees didn't think enough of it to pay something for it, die chances are they didn't think enough of it (or the company to go to the expense of publishing it. They put them on sale near the pay office because they felt they were more ready to buy when they had just got their pay, with the loose change in their envelopes. They found that their experience was rather good. They were able to sell a very consider able number of their magazines. Before tliey did that, they made a study of what became of the magazines that were given to the employees. They distributed them at the gate and found that the gutters were pretty well littered with the numbers thrown away. Their having to pay for them has somewhat enhanced the value, but I think the quality of the magazine was very much improved after they were confronted with the challenge of having to sell the magazine. As to the size of the page, we didn't make any attempt to determine that, but the Bell Telephone Company in Us cost study of employee magazines found that 6x9, or 54 square indies, was the standard page size that they wanted to use. They made a study of various cost factors and they figured that was the roost economical size of page. Then the Metropolitan Life Insurance Company made a study of employee magazines and they set up a standard page as 9# x 12tf as the most effective for layouts of cuts and so forth. That, of course, is a mechanical problem. The Railway Employees* Association report a stamterd size of 5% x 8 among the 'publications they put out. consisting of 234 lines per jtoge. The National Industrial Conference Boird states that the greatest bulk of the'page sizes of employee magazines fall between 9 to 12 indies long aod from 4 to 10 inches wide. V. H. KurrEua (Studebaker Corporation, South Bend, Ind.) : Tlii* matter of dis tribution is largely a question of what your own problem is. We have anywhere from ten to twelve tiiousand employees, and, of course, It would be quite a job to keep a list up to date and expensive to mail it. We distribute them to departments and the employees take them from their department timeclock. It would be ideal, I think, if we could mail them to the homes, but, of course, that is too much expense, so it is largely a matter of analyzing your own situation and then deciding the best. ADJOURNMENT Employees' Publication Section 689 Wednesday Luncheon Session October I, 1930 CHARLES A. WARD, Chairman The Pure Off Company, Columbus, O. The third session of the Employees' Publication Section convened with Charles A. Ward presiding. Chaibuam Wash : We are very fortunate to have with us Mr. William Morrel, University Editor, University of Pittsburgh. It is a very great pleasure to introduce Mr. Morrell. The Editor and His Work By WILLIAM MORRELL University Editor, University of Pittsburgh, Pittsburgh, Pa. In discussing the ''Editor and His Work," I refuse to be serious. To be effectively serious, one must be very learned, I am not learned; I am merely an editor. Of course, I would not have you believe that I am so dumb an editor that I should have to have corns in order to experience a good headache. However, I am dumb enough as an editor to appreciate the weak-minded sections of all periodicals and journals. In fact, I make my work as an editor easier by using pictures instead of leaders wherever possible. 1 do have some editorial perspicacity. I know the difference between a nonpareil and a pastepot. I shall not ask for a showing of hands at this point. Perhaps my this attitude of levity and light' heartedness toward this very important subject is a subterfuge or a dodge on my part. Perhaps it is an effort to excuse my Inability to be accomplishing!/ serious. I shall let you judge that for yourself. But in discussing the editor and his work, if I should attempt to carry coals to Newcastle, that is, to assemble original and workable ideas for you to use in your work, I am afraid that 1 should feel more or less like the hero of a story told by Apuleius, an ancient writer who lived in Carthage. Apuleius tells of one who saw an old sorceress transfer herself into a beautiful bird by drinking a potion. Someone desiring to undergo the same metamorphosis mixed for himtell alio a potion. He mixed his drink poorly, however, and instead of being transformed into a beautiful bird, he was changed into an ass. Only tty seeking and eating a certain species of noses, to be found in the uttermost parts of the earth, could he be restored to his former likeness and loveliness. The adventures in that donkey's pilgrimage in search of those magic flowers would find certainly an apt analogy in my performance here should I attempt to tell you editors about your work. Here 1 might throw out a suggestion in point. If a few more editors were given to asinioity now and then, their dull trade journals and house organs might at least assume some virtue of readability. My subject, and the spirit of my address, if I may dignify this harangue by calling It an address, allow me no thrusts at seriousness, and yet, paradoxically, that Is just the purpose of my remarks, if they have any purpose, namely, to take such thrusts at seriousness as might serve to topple it from the commanding position which it holds in the work of too many editors. To me, life without frivolities would be as weary, stale, flat and unprofitable as a silk stocking advertisement without the picture. How much soulfulness, sentiment, baby-blue ribbon, chiffon, organdy, sweetness in life are crowded out of too many publications today because their editors apply their frivolous noses to the grindstones which dull practice and duller wit have set up in the editorial workshops of the world? Perhaps I can illustrate what I mean. How many actual tragedies might have been avoided had the editors themselves had some keen sense of frivolities? Take Romeo* 690 Nineteenth Annual Safety Congress for instance. If that young scion of the house of Montague could only have seen himself as he stood out in the wet grass ringing out his emotional laundry for the fourteen-year-old girl on the balcony, if he coaid just have heard the cuckoos call tu him in the garden, if he and his girl friend could only have had one good laugh as Romeo's figure stood down on the buttocks of night (or whatever it was) there would never have been a balcony scene. Had there been no balcony scene, no untimely corpses would have littered up the moss covered mausoleums of the Capulets. Yes, the trouble with most editors is that they are too serious in their work, and as a consequence, their works are too dangerous. That statement becomes me well. I am not eliminating myself and belittling you, for it is a well-known fact that a college catalog is the most uninteresting, dull, drab, devastating evidence of editorial stupidity extant. Dentists will not allow a college catalog placed on their waiting-room table. We editors, because of tradition, or because of a lack of pioneering judgment and enterprise on our part, inevitably devote ourselves largely to serious matters in our journals, organs, and bladder sheets. We feel called .upon to warn our readers, if any, that matters of signal importance arc confronting them as parents, citizens, radio fans, exploited boobs, or whatever they' are. We tell them either by implication or by direct information that this is an age wherein the irreverent rides four horses out of a flaming apocalypse, wherein sex in approached always from its grosser side, wherein the entire population studies the gospel not according to St. Matthew, Mark, Luke and John, but the gospels according to Menken, Brisbane and Barton, wherein public attention can only be roped in from the planes of indifference by advertisements done wholly in the modern spirit wherein the whole nation is praying Democratic and voting Republican, But how often do we take it upon ourselves to advise them that this is also an age of revolving doors, unripe bananas, rice puddings, paper napkins, microphone maniacs, traffic cops, after-dinner speakers, over polite movie ushers, masters of ceremonies, comic strips, and a thousand such ills the flesh is heir to. Speaking of comic strips, you have never seen me in a bathing suit. If instead of editors going abroad windjamming such highly programmed conven tions as this, telling the Federation of Women's Clubs what is wrong with the modern drama, instructing the luncheon-eating organizations as to what is news, advising the freshman at Bunyan College of the possibilities for a young man in journalism, instead of doing ail these things if the editors would sit at their own desks in a greater spirit of light-hearted abandon, they might to some extent at least justify tbe great deluge of unread publications they now pour out upon the libraries, readingroom tables and convenient wastebaskets in this coaotrty. Can't we. therefore, be more apostles of tbe light-hearted mariners charting hilarious seas, water carriers administering to the humorous thirsts of the world, for there are few sails that will not tumble at a blast Mown on the trumpets of laughter and, therefore, few Jerichos that cannot be taken by frivolity's children of Israel. So m the words of Shakespeare, let me play die fool, with mirth and laughter let edd wrinkles aoc and let my Ifrgr rather heat with dine than my heart cool with mortifying groans. Why should a man whose blood is warm within sit like his grandslre cut in alabaster? Some day. said Jules Verne, I shall id! you about evergreens. In die meantime; I hope you stay alive. CfiAikMA.v Wau : We are all greatly indebted to this gentleman. We have been too solemn in our meetings. I think we ought to give Mr. Morrdl a rising rote of thanks. (A rising vote of thanks was given Mr. Morrdl.) ADJOURNMENT Employees' Publication Section 691 Wednesday Afternoon Session October 1, 1930 CHARLES A WARD, Chairman The Pure Oil Company, Columbus, O. The fourth session of the Employees' Publication Section convened with Charles A. Ward presiding. CnArRMAK Ward: The chair recognizes Mr. Herbert Roth. Herbert Roth (New York City) : I make a motion that we thank the Pittsburgh editors for the beautiful party they gave us last night. (The motion was seconded and carried.) CHArRMAK Ward: 1 think it was the finest entertainment this particular group has ever had in any convention, and we all appreciate it very much. The first speaker this afternoon is Mr. Charles E. Townsend, editor of "Car Card," Street Railways Advertising Co., New York City. 1 understand Mr. Townsend has made quite a study of company magazines and has reached a lot of conclusions that are very interesting. Internal Publications By CHARLES E. TOWNSEND Editor, "Car Card**, Street Railways Advertising Company, New York City You may or may not know that the annual expenditure on the activity for which we are earning our bread and butter is about $?l.000,p00. That figure was arrived at as a result of a nation-wide survey which we conducted in order to find out if we were getting from our house organs the best that we could in editorial content, in physical appearance, and in results. In other words, about two cents out of every dollar spent for advertising and about eight cents out of every dollar spent for direct mail go directly into house organs. The first house organ in the United States of which we have record was started by a group of serious thinkers tn the textile mills of Lowell, Massachusetts, as a vehicle of improvement and cultivation. The task of a house organ editor would be relatively easy if each house organ had its origin in such a way and had its editor drawn from the ranks, yet fully capable of the job of editing an organ Most of us are brought in from the outside to represent the aims, aspirations, likes and dislikes of that large community that die personnel of a big corporation con stitutes. It is an extremely difficult task, and if the magazine is to be more than a company scrapbook, more than a passing record of production figures, and so forth, the editor must be a great deal more than merely a man capable of writing or perhaps with a flair for expressing himself. My own experience was this: I was with the Advertisers* Weekly, an advertising magazine, and was asked to come to join the Collier organization for the purpose of reviving a two-years' dormant internal house organ. The magazine had never been fully successful, it had had a succession of editors who did it as a side issue and who felt that it was an inferior, subordinate part of this job. As a matter of fact, T first started die Car Card, which some of you may have seen, a magazine of car card advertising to represent the street car advertising in the same way that the poster represents outdoor advertising. The Car Card was not particularly difficult to launch after its third issue. It Itad established a small place for itself in business journalism, and the trouble with it was less important. Cottier Tcamunri, however, which was started about >ix months later, 692 Nineteenth Annual Safety Congress revuired a full year before it ever approached what we wanted it to be, and problems continue to crop up with it which we do not always successfully overcome. I think dial probably is a common experience, because the fact that a group of internal house organ editors are gathered here for discussion today is sufficient testimony to the difficulty of successfully running an internal'magazine. We started out with no physical differences. We didn't want to spend much roonev until we were sure of Ute reaction of the magazijie. With the third issue, we went Into seven colors on the cover. We filially got a color pkturization of our trade-mark with four colors, which is much more intelligent, because the average card is printed in four colors. With Cottier Teamwork we started out on a brown India stock, with a brown ink, and got the comment from many of our men after a period of time that it was like a serial yellow leaf and if we didn't do something about it we might as well stop publishing it. So we made slight improvements and finally we got around to two colors in each issue. The circulation of Cottier Teamu-ork as about a thousand copies. Wc only need about six or sever) hundred altogether, but wc find that the reserves arc rapidly used up The Car Card has a circulation of about 14,500 copies. Before attempting to point out some of tie cases of success or failure m house organ editing. I want to thank any of you who may be present today who contributed toward facts on die liouse organ field which was the published results of our survey and was distributed free to any editor who contributed. This covers the first 410 who replied, but so far we liave had about a hundred more, and I would like very much to have a thousand house.organs represented which would give us a perfect cross section picture of the house organ fields and methods. ' Our survey revealed a shocking mortality*n house organs, more particularly among the external house organs, because the average management expects an external magazine to produce results more rapidly'than an internal one. There is one danger of that attitude, however, that is. that many editors of internal nugazines,, not having the ability for making good, rapidly assume what I might almost call a smjig attitude toward the editing with the result that the magazine falls far short of wh^t might be, even though tlie employees accept It and perhaps read, it with' a fair degree of en joyment. * The reason, we believe, is because the editor's nose is so frequently so close to the grindstone that he sometimes fails to realize that the ponderous pronouncements of an executive of the firm are of far less interest to the average employee than to the executive; perhaps he lets his pictures and personal* run' amuck or perhaps be leaves them out entirely. Over-emphasis of. any of these features results In lade of balance, which in time results in a Itfss of reader interest. Perhaps the worst ex ample of that sort of thing is the house organ of the largest chain drug company in the United States which should-have been published as a bunch of separate bulle tins but for some reason or other was published as a unit. Two hundred copies that are distributed in their liomc office go directly into the wastebasket, and as far as the branch and district offices go, the only part of the house organ that is' read is the items dealing immediately with the people in those sections. That is the worst example I know of a failing house organ editor. The second lies not with the editor but with the management. It is quite apparent in the many magazines that come to my desk that in many cases the management has adopted so paternalistic an attitude toward the employee and expressed it so obviously through the magazine that the editor's power and ability are cramped his product is emasculated. Sometimes also the management seems to consider the editing of a house organ as a part-time job and the result is frequently a half-way publication. Sometimes he thinks of it as an unimportant or a relatively unimpor tant job. and the result in that case is the reflection of a twenty-five-dollar-a-week salary. One very important factor is regularity of appearance. It is better, we believe, to Employees' Publication Section 693 reach a hundred people twelve times a year than to reach twelve hundred people once, and as far as magazines that have been successful and have had long lives, we have found that the typical period of issue was either monthly or semi-monthly, but that the quarterly and bi-monthly and so forth have a shorter life as a rule. In'other words, repetition makes reputation. An experience of mine in direct mail will tell you that a good mailing list is half the battle. I presume most of you don't have to maintain mailing lists, because a good deal of your distribution may be at the office or at the plant; but to those of you who have fairly extensive outside lists and to editors of magazines that arc sent to employees' homes, we would recommend a semi-annual stamped return card checkup, which not only gives you a chance to check up the correctness of name*; and address, but also gives you a vehicle for obtaining comment from which to gage your publication's current popularity. - Speaking of hooic addressed house organs, we find that the best system with our force is to give them the option of-whether It should go to the home or to the office. Frequently the members of the family in the home like to read it. After alt, the employee knows where he really will give-his time and thought to reading it as' it should be read. Many editors, as shown in the house organs that we receive, which probably num ber about 200, fail to gage reader interest sufficiently frequently, and most of the editors, to our great surprise, admit that they have no gage whatsoever and don't1 even know which feature of the magazine is the most popular, although a typical reply would be, "We think the personals are." Naturally they are to individual people, certain individual people, but you usually can't cover enough to keep interest at fever heat on a feature like personals, even if photographs arc included. Cer tainly the editor who considers an occasional favorable comment or perhaps the absence of unfavorable comment as a point in favor of-tm publication Is headed fb* the rocks, because you need more definite information than that. Molt of ybu probably frequently have occasion to sell the management on what ` the' publication is doing. ProbAWy a quarter of our time on the two magazines is engaged in gather ing reactions and showing just whatsis accomplished in the Car Cord with the out side world through publicity gained elsewhere, and-with Collier's Teamwork through the frequency with which favorable comments are received on articles and extra copies requested, the promptness with which-people use up the reserve supply, and so forth. The modern trend is taking.us further, and further away from the pep"stuff that was typical of the period' when sales and plant management were experiencing grow ing plants. Inspirational material, if it* li'.'going to be successfully fed to the' house organ and reader, must be well digested if it is to be included in his main group, and the more successful magazines that come in have it so beautifully digested that ' even the more cynical employee'would tave little if any excitee for sneering and' saying, '`The same old pat again." The gathering of material for a house organ is frequently a more or less haphazard ' procedure. We believe that the dictum that you- need six months' copy ahead before ` you start is completely wrong because we can't hold copy for more than a month or so without having to kill h In the interest of timeliness, but a definite policy'or plan' Is vital, and some regular system should be.established. Many maintain a system of district reporters Whether or not these reporters, are rewarded, there must be some real incentive. If It is made a part of their job so that it is as much their responsibility as their appearing at the plant on time, they are apt to take it pretty seriously. If there is some kind of a prize arrangement for the district having the biggest volume of contributions, it also serves as an in centive. In this connection, h is a great mistake, we believe, to employ one of the so-called editorial services, because even the finest random philosophy can't compare with fresh, first-hand prepared material in bringing- the interest of the company and its employees, or of the company and its customers and prospects onto a 'common 094 Nineteenth Annual Safety Congress plane of thought. By the same token it is most unwise to turn it over to some outside agency as incidental to other services performed. An advertising agency may do a beautiful job on a house organ, frequently it is capable of doing it, but usually it shows the mark of a machine product. It is belter, generally speaking, to have a man who is a member of the concern in question actively running it. With regard to physical makeup, good paper and good printing are part of the picture. Poor illustrations, poor engravings spoil more of the house organs that come in than anything else. Plenty of well-chosen illustrations should be striven for in cover and in page layouts. Too many bouse organ editors, mad this again applies particularly to internal magazines, seem content to get a set form, a typical cover background, the yirne kind of illustrations and the same sort of page layout. Cer tainly within a year, and preferably perhaps every few months, it is possible not necessarily to change your type face but to do certain little things to change the appearance of the page quite completely; It took us quite a long time to do it because we had had no experience in that sort of thing before, but I think you can see quite a difference between a standard cover running every month with a trolley car background, and one' which represents a number of illustrations suited to the time of year. Inside we changed our type face substantially. We started out with small type, with a running street car script decoration, and with rules. That sort of a setup was beginning to go out. The standard arrangement of pages no longer seemed to be effective. So yre changed over and began to use a beautiful, modern type, very readable. Another thing about house organs, aside from the appearance of the magazine itself, is to continually present it as something fine, something that is not just an other house organ; and to accomplish that effect, particularly in the case of the Cor Cord, which had to go out and compete against well-dressed, expensive maga zines, we got the Malloy people and gave them some ideas, and they finally produced some loose-leaf binders for the magazine which are now on file in every advertising dub library in the United Stales, practically. It has a rod system, and bolds twelve issues. We also had two years' issues bound up in the form of a book, and we have been able to sell them at two dollars a copy to people we never expected would buy them. The financial return was negligible, but at least the idea of getting oven the thought of preserving the house organ was accomplished. We even went farther than (hat in our sales promotion retail department. We got up a smaller binder carrying out the same color sclteme, which is constantly merchandising the magazine itself by associating each of these things in people's minds. Wlicn wc first started Teamwork, we set up a chart showing the sources, editorial procedure and distribution of the magazine which we found quite a helpful prop osition. We started with the editorial sources: our records and inside contacts, that is, with officials of the concern, uses of car card advertising, field representatives, the executives immediately responsible for the magazine, the business and advertising press, and tire sales promotion department which is a source of many sales ideas. These converging upon the editor resulted in the first draft of the Cor Card and Collier's Teamwork, passing through an editorial board, coming back to the editor with the revisions, the approved copy, then going out to the field in the case of Tromxvork and to the advertising world in the case c4 Car Cord. Page size in the case of a bouse organ is an important consideration. The two most sought alter ends are ample display space and a size that will fit in the pocket and yet there is enough variety in house organ sizes and shapes to offer a fertile field for President Hoover's Field Committee on Simplification and Standardization. It seems a great mistake to allow our own fancy or the printer's whim to make a great difference i appearance and shape, unless there is some particular purpose for it. In our case we found that letterhead size is the best, because you corn take a letter and clip it to it and send it in a flat envelop; you can put it in a standard Employeest Publication Section 695 tile and file it for reference ami cross reference and fold it once this way and it fits the inside pocket perfectly. Unless a house organ carries paki advertising, it should be kept to the inside limit of pages, if possible. Many times we wished odd pages, and yet we found the close and careful editing involved in keeping a house organ down to a smalt size eventually results in a better magazine. On the subject of cost, what about paid subscriptions and paid advertising? If the policy of your company will permit it, probably both paid subscriptions and paid advertising are desirable, because even if you don't turn it into a profit-making proposition, you can at least pay the production cost, or a large part of it, and in that way have more money to spend on extra illustrations and editorial contributions from the outside. We charge twenty cents a copy or two dollars a year, but as a matter of fact that is simply protection against the merely curious, people who are neither prospects nor present users of the medium. However, we would feel this about it, that if we lost practically all our circulation by actually changing that we hadn't accomplished what oar aim of the magazine is. We have tried to make it sufficiently general to that it would interest people who never possibly could use the medium. In Teamwork we have tried to make it interesting reading for a person who would casually pick it up, but would not have any direct interest in the company. In the case of paid advertising, I think particularly with internal organs it is possible to carry it because there is not much conflicting interest, there is usually little sales promotioti effort and as a result you are not going to have the conflict of interest, but whether or not you carry it, ft is highly desirable to put it up to various possible users, ask them what they think of it as a medium, suggest if you did change per haps their product might be suited, and sec what their reaction is. It is a good test of the merits of your magazine. One of the contributors to our survey made the following comment which we heartily endorse: "The greatest need of present-day house organs is a better grade of workmanship." Wc believe that the best means of establishing this better grade of workmanship, of improving the standard of house organ editorial thought would be for closer and more active relationship between house organ editors. As you may know, there is a National Association of House Organ Editors, but it has be come merely a sort of adjunct of the D. M. A. and has no active head and no great related, activity, as far as I know; but every house organ editor could be a reason ably active member of an association, we could make tremendous headway. Let me summarize the house organ question as we have come to see it. If you will consider your magazine in the exact same line that George Horace Lorimcr con siders the Saturday Evening Post, you cannot fall to succeed. In other words, keep your readers' interest your paramount concern. Think of it exactly as if it had to depend upon paid advertising and paid subscriptions for its success. Read all the advertising in trade papers you can get hold of. They supply ideas for a house organ that frequently fit perfectly Into the picture and maintain an ex change mailing list with editors of other successful house organs. We feel indebted to many of you present for ideas that have proved most successful and many house organ editors have been kind and gracious enough to write long letters of advice on certain phases which have been most helpful. Above all, remember that each of us is a cog in an industry that spends more than $21,000,000 a year, an industry that is so little understood that no truly authoritative book on the subject has yet been written, and if possible, let us find a way to make this association of house organ editors something more than a name as it is now. t can't suggest a means, but possibly it can be arrived at some time in the early future. Chairman Ward: I am sure we are all indebted to Mr. Townsend for coming all the way from New York to talk to us and give us such a splendid paper. 696 Nineteenth Annual Safety Congress Mr. A. R. Stevens, Managing Editor o( "Weak Peno Lite," West Penn Electric Company, Pittsburgh, will discuss Mr. Townsend's paper. A. R. Stevens (West Penn Electric Company, Pittsburgh) : It has been very in teresting to hear Mr. Townsend's talk and to see ourselves as others sec us. There is, however, one viewpoint from die outside that Mr. Townsend didn't mention. It is this one sentence: "Blessed are the lowly minded for they shall enter a house organ." Before going into the discussion, I would like to say that if there are any here who liaven't received FatIs, the bouse organ that Mr. Townsend mentioned, it is extremely valuable and 1 would say by all means get it. There are some things that he said here that we agree with and some that we probably won't agree with, i will give you my personal opinion, and if there is any argument, let's have it. The personal hems that Mr. Townsend mentioned must be handled very carefully. We can't do away with them, we know, but they must not be allowed to run amuck. As to getting house organs to the employee, I question very seriously whether the option should be left up to the employee as to whether it should be mailed or given to him. I think it would lead to confusion and would mean quite a bit of work changing mailing lists. I think that one method or the other should be adopted and kept standard. As to questionnaires to check up reader interest, it is a very good thlf^; to do if you can work it. I sent a questionnaire out this year to* 500 names picked at random, and I got 16 back. If you can get the employees to fill them out, it is a very good thing. As to the limitation of Pollyanna stuff and ill-disguised pep talks, I am quite in favor of that. We don't allow Edgar Guest within the pages of our magazine. We do try to give a little uplifting poetry. For instance, in May when Mother's Day came, we got the copyright privileges on Whistler's portrait "Mother." We received quite a bit of comment from chat. We ran it in the cover. At the time John Mans field was made poet laureate of England, we ran a few poems of his and a short writeup on the editorial page about him. The cover of the house organ I think Is one of the most important parts. I believe there should be diversity and not standardization.. As to the use of a table of contents, I don't think it is necessary in an employee magazine. As to paid advertising, 1 don't think that the company magazine is the place for it It would require a lot of extra work. I think the only possible people who would go into it would be customers of the company, and they would do it as a good-will proposition. I would like to mention a special-number that we got out, which waa very inter esting, and I think could be adapted to almost any company. It was the old-fash ioned number. We realized there were hidden away in old trunks in the attic photograph* of the oldtimcr*. We sent out a plea (or these photographs, offering prizes for the best ones sent in. The* result was very gratifying. As to keeping alive the correspondent interest, we do It in perhaps a novel manner. We have a yearly get-together of correspondents.We bring them in and give them a dinner and'take them to the theater. This year we are having them out at Pope's Riverview where we were last night. The affair will not be quite as hilarious. Chairman Ward: I suppose we could give five minutes to discussion and ques tions. . F. O. Wysb (Bucyrus-Erie Co., South Milwaukee, Wis.): Do you know of any house organ that carries advertising ? M .r Townsend: The B. & O., which is one of the oldest, largest, and most suc cessful in tlie country, carries advertising of mail order houses, advertising of local jewelers, local merchants within the vicinity of the various plants where it Is dis Employees* Publication Section 697 tributed. As I understand it, they pay their production cost almost entirely through that. Chaqlkan Waid: Report of the Judging Committee, Mr. C. T. Fish, who al ways acts as general manager of that committee. He was not one of the judges this year. lie will tell you who the judges were, and announce the awards. Report of the Contest Judging Committee C. T. Fish (National Safety Council, Chicago) ; It gives me a great deal more pleasure .to announce the awards this year than last because I had nothing to do with the giving of them. The Judges were Dean J. L. O'Sullivan, Marquette Uni versity, Milwaukee, Mr. Lawrence Halpenny, the University of Illinois, and Mr. Thomas E. Owen, of the Louisville and Nashville Mogaeine. Just by way of ex planation, Mr. Owen received an award in this contest, but he did not grade his own paper. As usual, we are pleased to report there is a steady improvement in the great majority of the magazines submitted. The grades may vary from year to year with a different set of judges. It is not unusual to 6nd judges as much as forty points apart in their estimate of a single magazine, and of course a lot may depend upon how they were feeling the day they graded them. I will read the contest awards, as follows: Class 1 1. Wisconsin Telephone News ................................................................................. 90-0 2. Western Electric News ...................... 89.0 3. Louisville & Nashville Employees* Magazine................................................... 88.3 Honorable Mention Baltimore & Ohio Magazine ................................................................................. Illinois Central Magazine .......................................................................................... Southern Telephone News .......................................................................................... Hercules Mixer ........................................................................................................... Au Sable News ............................................................................................................ 88.0 87.0 84.6 8S.0 84.3 Class II 1. San Joaquin Power Magazine .................................................... ....................... 8&0 2. Tenney Service .................................................... .................. ,........................... $7.6 3. Kodak Magazine ........................................................................................ 87.0 Honorable Mention General Electric News (Erie)................................................................................... Gas dc Electric News ................................................................................................. Kansas City Southern Magazine ....................................................................................... Safety Bulletin ............................................................................................................ Public Service Co. of Northern Illinois News ....................................................... Delaware & Hudson Bulletin ................................................................................... The High Line ....................................................................................................... General Electric News (Schenectady) .................................................................. The White Book...................................................................... .................................. The Rouser ................. ................................................................................................. 84 83 83.6 83.3 83.0 81.3 80.0 80.0 80.0 80.3 Class III 1. Pennsylvania News (Western Region) 8&3 698 Nineteenth Annual Safety Congress 2. The Observer (WesternElectric)............................................................. 3. The Distributor (WesternElectric) ................................................................................... Honorable Mention Edison Round Table ................................................................................................... Atlantic Coast Line Hews ........................................................................................ Delta ........................................................................................... The Kearocygram ........................... Buick News ................................................................................................................. 824 82J 80.3 79.3 79.0 784 77.0 Class IV The Mutual Aider ..................................................................................................... 76.3 As there were only six entries in this group, the judges decided to grant only one certificate. CnAuuJAN Warp: I think we ought to hnvc a resolution of thanks to the judging committee. Miss Stevens : I will make a motion that the judging committee be given a vote of thanks. (The motion was seconded and carried.) The Safety Page By CARMAN T. PISH Editor, "National Safety News", National Safety Council, Chicago There is one thing that ! believe all of us are agreed upon--that every employee publication should devote some space to accident prevention, health, fire prevention and allied subjects. There is, however, room for difference of opinion as to how much safety material should be used and how it should be presented. It is impossible to lay down any definite rules. Editorial work is one thing that cannot be standardized. The amount and kind of safety material used will differ with the various industries and in different plants of the same industry. No one will argue that a clerk at a ribbon counter is exposed to as many accident hazards as a railroad brakeman or a worker in a sheet milL But any insurance company will tell you that accidents do happen in department stores. The saleslady dad's not have to handle hot metal hut she does get dust m her eyes, cuts or scratches on her fingers, she trips over objects, falls downstairs, and suffers other minor injuries which may have serious consequences. At home she is no more exempt from accidents than the punch press operator. She also suffers from colds, headaches and other ailments common to human bongs. The company has a.thoroughly practical interest in keeping down absenteeism due to these causes and it needs the help of the editor. Defining the Safety Page What do we mean by a safety page? If the term refers to a lot of statistics and more or less uninteresting items and trite sermons labeled "Safety First,'* then I am not in favor of safety pages. I am not convinced of the desirability of segregat ing all safety material and labelling it conspicuously. Pete Murphy, that mysterious protege of Brother Wyse, hit the nail on the head when he said "Why warn them when a sermon is coming?" There are still a lot of men in every plant who regard any safety message as a sermon and it needs a more alluring title ttei "Safety First*' to get them to read it. Employees? Publication Section 699 It must be admitted that there is some argument iu favor of a safety page or a safety department. A neatly lettered masthead with the Universal Safety Emblem does give a certain amount of prestige to the plant's safety program. It Is likely to convince the reader that the plant believes in accident prevention. But I believe this can be accomplished just as effectively by scattering the safety material throughout the magazine. Back in high school in our chemistry class we were taught that sulphuric acid in Us diluted form would attack zinc much more effectively than the concentrated acid. Dilutiug the safety material with general interest stuff will likewise make it more effective. Some companies issue publications devoted solely to safety propaganda. Perhaps they have a good reason for doing it. There are times when a special safety bulletin serves a useful purpose. One case in mind is the Bureau of Safety, in Chicago, which publishes a Safety Bulletin for the various public utility companies which it serves. Most of these companies publish employee magazines of their own and use only a limited amount of safety material of purely local interest. The Safety Bulletin presents safety material of general interest to public utility employees, and presents it in an extremely interesting and readable manner. The Western Electric Company is another example. For the entire organisation it publishes the Western Electric News, a magazine which for appearance and reader interest will compete with many national magazines. Publications of the newspaper type are issued by the various works. And Hawthorne Works, in Chicago^ at least, cannot find enough space for safety in the Hawthorne Microphone so it issues a special safety publication. These are exceptional cases, however, and the same conditions do not apply to the smaller plants. The company which issues only one publication and confines its contents to safety is overlooking a bet. To those companies.I would recommend adding a few more pages of general plant news. If the budget is already strained to the limit, it would even be worth while to substitute general interest material for some of the safety information. This may sound like heresy from one on the head quarters staff of the National Safety Council, but I am an editor first, and a safety man second. There i anoliter drawback to having a safely department, and that is that too many departments in a magazine complicate make-up. One department may run over the allotted space and another break short, and it is not desirable to use irrelevant material if it can be avoided I have found flexibility of make-up highly desirable in my own'experience. x Of course, some subjects should be departmentalized. Most magazines follow the example of the newspapers and have a Sporting Page. Most of the employees will read it anyway. The Women's Page is usually marked quite plainly, but, of course, the men aren't expected to read it- The Children's Page U also set apart from the rest of the material. The material on these pages, however, is not propaganda, the readers may take it or leave it as they see fit. The safety material, on the other hand, is intended chiefly for those who need it most and are least likely to read it. I might mention still another disadvantage of grouping all safety material in one department. The individual item is seldom displayed under a masthead effectively, and many a potentially good story is buried under "Safety Notes." In a department the items are frequently published without heads or with only insipid label heads. If the plant goes six months or a year without a lost-time accident, that is certainly worth playing up prominently. If some employee saves a life by resuscitation, and perhaps wins a medal, that is material for a feature story, with pictures and all the details. If the company has made changes in methods or equipment to make tbe work safer, that is front page stuff. We might go on indefinitely, but very of you need to be reminded. In most of the magazines edited by those 700 Nineteenth Annual Safety Congress who are active in the work of this section, there should be very little criticism of the way safety material is handled I feel then that many of the poults of the presentation of safety can be shown by a few concrete examples. The examples that 1 have collected were selected at random from those in our library. Unfortunately, the library had just finished houseeleaning and their supply of employee magazines, for the moment, was rather limited. However, these specimens are quite representative and bring out several good points. How many of you have ever thought of Che cover as a safety page? I do not mean that every cover should be devoted to some safety subject but safety frequently provides some good cover material. Here is an excellent example from the Wisconsin Service Corporation's magazine. Together. Photographs of the five floats entered by the corporation in a safety parade were grouped in an interesting and unusual layout to make this cover. Public and home safety were featured in these floats, and these phases of accident prevention are too often neglected in the employee magazine. w - Here is another safety cover, also from Wisconsin. The Consolidated Water Power and Paper Company frequently uses the cover to present some striking' safety item. Neither the employee nor the outsider who reads this magazine can doubt that the company is working hard to prevent accidents, and is getting results. Another good location for safety message is upon one of die other cover pages. Material for one of these pages may be an editorial, skt in larger type than the body of the magazine, a cartoon, or a reproduction of a poster--cither one-of the home-made variety or one issued by your insurance company or by the National Safety Council. Let us take two typical "Safety Pages," the first bring what the average person considers a safety page Perhaps I am prejudiced against this first specimen because I don't like long lines. While makeup lias nothing to do with the present discus sion, I believe that a 6x9 magazine is much more attractive and offers much greater opportunity for variety in makeup if two 13-pica columns are used on the page. Tills particular head would look less crowded if the Universal Safety emblems were of smaller size. The editorial would also have been strengthened by using a head that told what it was all about. I have always been inclined to regard accident statistics in an employee magazine as more oi less of a necessary evil. It is desirable, of course, to let the various departments know how they stand in the accident situation, but give them statistics in small doses. The second safety page referred to is taken from the An Sable News, published by the Consumers Power Company, at Jackson, Mich. This is an unusually at tractive and interesting magazine and the safety page is no exception. Incidentally, they have used our Plant Publication Service; but that was not the only reason I picked out this page. Turning the page we find a short health article'and a story about an employee who resuscitated a carbon-monoxide victim. The next example is from the Detroit Edison Synchroscope. One side of the sheet shows, with illustrations, the correct method of applying resuscitation for drowning, electric shock, or asphyxiation. The outlined halftones stand out well and the captions have been kept down to die minimum number of words. The ex perience of the public utility- companies, and of many other industries as well, is tliat instruction fit the prone pressure method of resuscitation cannot be repeated too often. Turning the page, we find a list of typical accidents under the head "How would you avoid this?" This is a rather unusual way of listing the accidents that have occurred. Another sure-fire method of arousing interest is the cartoon entitled "What's Wrong in this Picture?" Those of you who read Liberty have probably noticed those cartoons with pictures of people whose shoes weren't mates, one ear missing. Employees' Publication Section 701 or a cow with the hind quarters of a jackass, and other examples of nature faking. The same type of cartoon can be employed very effectively to point out unsafe condi tions and working practices. We have used this feature regularly in the National Safety Council's publication, "THE SAFE WORKER." I do not believe that any other feature has created so much Interest. If you have a good, or at least a fair, cartoonist in your company, give him an assignment like this. You can probably find enough hazards and unsafe working habits in your plant to provide material for a whole scries of cartoons. The Editorial Page is another place where safety should receive attention. Here is an editorial page clipped from the Oklahoma Meter. This publication publishes only one editorial in each issue and safety was the theme in this particular number, The only criticism I would make of this page is the use of the word "carelessness" in the- head. Every worker in your plant is probably sick of hearing that word. Io the National Safety News we always try to avoid it. Once in a while it slips into `the text but we aim to keep it out of the heads. The Central Electric publications use safety material liberally. Here arc two editorial pages from different works editions. Both of them contain safety editorials. These magazines scatter the safety material throughout the pages. In the issue of June 20, the first page of reading matter contains a timely article on "Vacation Safety." Turning to the Women's Page we find an article on "Home Safety." No better place could be found for it. Now let us see how ooe of the price winners in Class ! of our contest handles safety material. The Loittevtlle & Nashville Employees? Magaeine has been among the leaders in the annual contest for several years and this year it won third place. We naturally expect a railroad to devote more space to safety than other industries and this particular issue uses five pages out of a total of 96. I would call that ft liberal proportion. The magazine is outstanding not only became of the space allotted but even more became of the way the safety material h presented. It would be easy enough to fill five pages with stuff that only an enthusiastic safety committeeman would read. The Lomevitte & Nashville Magaeine has a rather unusual title, "Along Safe Lines,1* and an illustrated heading incorporating familiar railroad scenes. The first page is devoted to presenting the monthly material issued by the Committee on Education of the American Railway Association. Next comes a human interest story, "From a Wheel Chair Comes a Message and a Warning;" then a story of operation, "Destructive Dynamite Used for Construction with Safety." Another human interest story. "Whoa the Blind Parade Goes Passing By*'--a good piece of propaganda for goggles without too much selling effort. Included in the safety section are group photos of two gangs that have made notable safety records. In looking through the magazines which come to my desk each month, I find that those which distribute safety material throughout the magazine and those which segregate it in a Safety Department are quite evenly divided, with perhaps a slight margin in favor of the former. It can be handled quite effectively either way, although, as I have said before, I prefer to see it well distributed. Chairman Ward: Discussion of this paper will be led by Mr. J. C. Shingledecker, Correspondent, "The Pennsylvania News." Discussion J. C Shingledecker (Pennsylvania Railroad, Pittsburgh): Plant publications are the most influential things in putting across a safety or an accident prevention program on a railroad or shop or any industry. It is our job to write something and write-it in such a manner that we can force the employee to read It, that we can force him to take it into his mind and eventually fill his brain so full that it will overflow into his backbone and be bred into future generations. I think until that 702 Nineteenth Annual Safety Congress day we must keep un hammering, pouncing, and trying to drill the words into the hard and matured heads and go along teaching it to the growing up generations. It isn't an easy job to put out a plant publication, when wc take into account the fact that we are dealing with employees, a great majority of whom never read any thing, and many to whom reading i hard; it is a difficult job. The good readers arc, after all, not the ones we want to reach. It is the fellow who doesn't read that wc want to teach and force him to learn to read. Plant publications are primarily established to make the employee supervisory offi cers and the executives better acquainted with one another, to establish a better understanding, and to make them all better acquainted with the company they are working for. After we have done that, I think we have accomplished 90 per cent of our work, but until wc have done that, we most keep on. Accident prevention should be one of the most important departments. in any pub lication. 1 think personals arc also important as long as they are kept well balanced. Print the photographs of people and have them say something. You can print a safety article as long as this street and if you put enough names and quotations in it. it will be read. We had a hard time putting over a safety bulletin. One day a brakeman said to me, "If you want us to read the safety bulletins, why don't you put something on them that wc are interested in." So I tried it. printing photographs on the bulletins. I always try to find someone who is popular with the employees. After the use of those bulletins for one year, accidents practically disappeared; they didn't have any more. When we achieved that record, we put out an extra bul letin telling the boys what tltcy liad done. For 100 days on the entire division 2,500 employees worked without a single accident That was an achievement. Accidents can be stopped if correct methods are used. The people who can stop accidents arc the people who are getting hurt. Go out to your plant and select a group of men among the employees for your committee. Be sure they have tact and courage and arc popular. Tell those men to stop accidents in the shop. But there is still a job left for the executive. He can't wash his hands of it. He has got to keep it in mind all of the time. He has got to have the records right on his desk every morn ing and he must train himself to become interested and stay interested in this thing. Once he does that, he has another duty to perform. When an accident occurs, it should be completely investigated to determine the cause, first to place the respon sibility. then to take some action to prevent recurrence of that accident. Very important in publishing figures is that they be accurate. Remember, there is always someone down the ranks checking up. I think a man who will pad figures is worse than a man who will steal funds from a bank, because a bank is only dealing with money, and when you are padding accident figures you are dealing with human lives. The editor or the press representative can watch that. He can insist upon its lieing correct. I wonder how many lives and limbs are going to be saved by this convention. I am sure there will be a great many. If we had some idea of the number of lives lost now through carelessness. I am sure every' one of us would go out of this meeting and work three times harder than we do now. I haven't said a whole lot about employee publications, but wc get off the swivel chair and get out among the employees and learn about them. Do that and you will liavc the best time. Editing The News-Letter By F. O. WYSE ButyiBs-Eric Company, South Milwaukee, Wis, 1 have read the News-Letter for two or three years. My experience with it during ihe last year has made me more firmly convinced than ever that you get out of a thing just exactly what you pul into it. I have got more out of my contact with Employees' Publication Section 703 tile National Safety Council, Employees Publication Section, during the last year than I have ever gotten before, and the reason for it is that 1 have had to be more active than I ever was before. That leads us to this News-Letter, and 1 want to make my talk today just a pica for more active discussion and contribution on the part of each and every one of us. The editor has no business sitting down and writing the News-Letter. You elected an editor and not an editorial writer. The value of the News-Letter depends upon each one of you and not upon the editor. His duty is that of wielding a blue pencil. Uncle Pat from time to time has suggested tliat we get more personals in the News-Letter. That is probably a very good idea, but I would much rather see more discussion, more controversy, more dissention in the News-Letter. That is what will make your letter worth-while. We get together once or twice a year, and during those two meetings we discuss somethings. If we take our letter and make it a medium for discussion, wc will get a great deal more out of it than we are getting now. The personals would be nice, but I think that the discussion is the thing that will make the News-Letter most valuable. There are some differences in the News-Letter, some differences betwen this NewsLetter of ours and our own publications that make it a more difficult jnb than the editing of the plant publication. In our own organization wc have our readers in four or five places, we may have them in twenty-five places, but in each place we have a group of men with a common interest and our problem of getting news and subjects of controversy is limited to appointing a good live man in each one of those sections to bring the news to us. With our News-Letter wc are very much scattered. There are only a few 'cities where we could appoint a reporter. That is one difconfercnce. Another difference is that we have a mimeographed publication and it is edited from one point and produced in another. Stencils arc made and nm off in Chicago, and it is very hard to illustrate or get in cartoons. Therefore, we must rely on the material that comes to us by virtue of interest in the last issue, interest that has been aroused by the last issue. I would dislike to edit our Scoop by relying on the last issue for material for the next. We wouldn't get it. The next step perhaps is to write a letter to all the educators and ask for con tributions. We can't do that because the expense would he too great. Then there i* another difference. Most of our publication organizations are composed of edu cators. assistants and associates anti they go on from time to time, they go on steadily, there is no great change in the organization, and you make plans and policies that carry you along. You can't do that with the News-Letter. There is one thing I have been criticized for this year and that is for calling in Mr. Wright and Mr. Vogel to edit the letter. I think they both did a lot better job than we have done at other times. I was away and it didn't seem fair to hand the job over to Mr. Andrews who works with me and who already had plenty to do. That was perhaps the main reason. The other was that I wanted to get ideas from other men, and it seemed the best way to do that was to give them the job. Another one was that one of those men was a logical prospect for a future editor of the paper and it seemed proper to try him out. I think that in the future the editor ought to do the same thing, get out maybe six or eight of the letters himself, and get his committee tn get two or three each on their own hook. I have been looking around for some scheme that will bring in contributions to the News-Letter, not inspirational talks, although they have their place, subjects of discussion, little Idnks, little personal ways that certain editors have satisfactory, ways and means of doing things that the editor may think are novel, and I don't think that anything of that sort should he barred because it is elementary. A lot of us mav think wc have this little stunt, this little means of contacting oor reporters hut it is too elemental, the others do it and I am loo em barrassed to send it in. Don't do that. There arc a lot of fellows to whom that 704 Nineteenth Annual Safety Congress will be a new idea and one that is very much worth while, and if wc get a lot of those elemental things put together and discussed in the News-Letter, we will develop new ways and we will take the bugs out of the old ways. These are my three conclusions; first; let's criticize each other's efforts and criti cize them publicly. Pete Murphy started it. It is stimulating and educational, and incidentally, the man wlto does the criticizing gets a whole lot more out of it than the man who gets the criticism. In that connection, if you arc criticized and have a little sand in your makeup and don't agree with the criticism, you will Stand up on your hind legs and fight for it. and having fought, we are all going to get some thing out of it- The second one is. let's air our differences and opinions. A man may realize that a thought of his is only an opinion, but if it is aired and handed out, it is made the subject of a discussion, it will help him and it will help those to whom it is given. Even if the matter is delicate, let's get it out and air it. Family troubles are always better aired rather than to be allowed to brew. If there are questions that have been considered from time to time and yet have never been brought out into the open and discussed, I think they should he. and V think they shbuld be brought out in the News-Letter. The third thought Is that the new editor appoint or perhaps the general chairman appoint, regional reporters, with the understanding that they are responsible for news from certain districts- I tried to find out where we would pick those districts, and it seems to me that the cities most logical ore New York, Philadelphia, Pittsburg}). Cleveland. Detroit. Chicago. Milwaukee. St. Louis, and perhaps there are other cities where there are enough editors to make a reporter worth while. I believe that those three tilings will give new life to the News-Letter. There is only one (liiig more that in my mind is more important than all the rest and that is that you fellows go away from here today with (lie firm conviction that you are going to send in something to tlie News-Letter during the year. adjournment NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Food Section Officers 1930-31 General Chairman--Will Cooper, Executive Offices, Stevens Hotel, Chicago, III. Vice-Chairman Membership--Hzmhy J. Mjneir, The Borden Company, New York City. Secretary & News-Letter Editor--F. A. Hasse, Corn Products Refining Co., Chi cago, ni. Chairman Poster Committee--C- M. Bliss, General Baking Company. New York City. Chairman Program Committee--Carl C. Clements, National Dairy Products Co., Inc., New York City. Chairman Engineering fr Publicity Committee--K. E. Proutv, Aetna Life Insur ance Co., New York City'. Chainnan Statistics Committee--W. A. Sullivan, Loose-Wiles Biscuit Co., Kansas City, Mo. CAoirmeu Committee on Slides and Safety Kinks--J. T. Johnson, Tl>e Quaker Oats Co., St. Joseph, Mo. Executive Committee--Thk Officers and Erxest D. Fowled, Americus Hotel, Allentown, Pa. Albert W. Pell, Lamont Carliss & Company, New York City. R. W. Upshaw, Anheuser-Busch, Inc., St. Louis, Mo. Retiring Officers General Chairman--Will Cooper, The Stevens Hotel Co., Chicago, III. Secretary and Neat-Letter Editor--F. A. Hass*, Com Products Refining Co., Chicago, III. Chairman Poster Committee--J. M. Eaton, Eaton Insurance Service, Chicago, III. Chairman Program Committee--C. M. Bliss, General Baking Co., New York City. Vice-Chairman and Chairman Membership Committee--'Henry J. Miniur, The Bor den Co, New York City. Chairman Publicity and Engineering Committees--R. E. Paourr, Aetna Life Insurance Co., New York City. Chairman Statistics Committee--W. A. Sullivan, Loose-Wiles Biscuit Co., Kansas City, Mo. Chairman Com mittee aee SUdes and Safety Kinks--Carl C. Clements, Sheffield Farms Co., Inc., New York City. Executive Committee: Officers and Alexander Dienst, The Sadosal Sogar Refining Co., Long Island City, N. Y. Vern D. Sutton, Postum Company. Lm, Battle Creek, Mich. R. W. Upshaw, Anheuser-Busch, Inc., St. lxmm> Ma 705 706 Nineteenth Annual Safety Congress Tuesday Morning Session September 30, 1930 WILL COOPER, Chairman The Steven* Hotel, Chicago, 111. The first session of the Food Section of the Nineteenth Annual Safety Congress convened with the general chairman. Will Cooper, The. Stevens Hotel, Chicago, presiding. Chairman Cooper: I would like to make a plea for a more earnest safety effort, a more intensive handling of our Council memberships. As I have previously hinted in my annual report which was published in the News Letter, the year just passed has been one in which there have been many cancellations of memberships in the Council. While our Section as a whole shows a gain for the year, the Membership Committee has had to work very hard to produce it. The current business depression has af fected income very materially and many firms have been faced with the need oi making drastic cuts in their operating costs. By lopping off the price of a member ship they could make an immediate showing in their operating expense. On the other side, the difference is not so quickly apparent. Safety work has such intangi ble values, that it b only over a long period of time that the full effects of it arc noticed and even then it may be difficult to trace any direct connection between the propaganda and the reduction in the insurance rates, or whatever other means there are for taking care of accident costs. For this reason the temptation to sacrifice the membership for an immediate showing is very great; but yielding to it can only mean increased operating costs in the long run. True economy is only to be secured by increased efficiency. This means eliminating all needless unproductive expend and in that class accidents certainly head the list. Tlierc are two classes of members wlx> are more prone to drop out under conditions as they have been during the past year, than any others. There is the member who thinks he does not have any accidents and joins the Council for the same rcasoo that he joins the Red Cross, his local provident association or buys a tag on tag-day-- because he thinks it is a good thing and he wants to be public-spirited. Tlien there is the member who knows he has a bad accident record and wants to improve it but lies back with the assumption that as long as he has paid his dues he has done all that is required and that in some unknown manner that act of itself is going to end his troubles. This last represents the most disappointing class. They are foredoomed to disappointment and blame the Council for it when the fault lies with themselves. Joining the National Safety Council will not, of itself, reduce your accidents any more than paying tuition to some school will secure an education. When a person joins the National Safety Council it is like enrolling in a correspond ence school. When you enroll they send you certain books, papers and lessons; but what you really want and pay for and what really induces you to join is the education you receive, and you receive that only in proportion to the extent that you study and apply the matter that they send you. The only way to reduce accidents is to work at it. What you get out of a Council membership is in direct proportion to what you put into it. I know because I have worked at it over a period of three years and have gotten results. Now, it may seem a little superfluous for me to talk here along this line, because it naturally follows that the men who have come down here to attend this meeting and the firms that have paid their expenses are not the ones who are going to drop t! membership. But the reason I bring it up here is because if you will go around in your own communities and call on other members, you wilt find quite a great Food Stction /07 many of them who are not doing anything at all with the information that they get from the Council. Mr. Julien Harvey, our New York manager, told me that it was one of the most depressing things he had to contend with, to go into a man's office and ask him how he was getting along with his membership, and find a great big stack of Council mail that had not even been opened. Now, that is the fellow who, when the end of the year comes around, is going to drop his membership, because he is going to say, "Well, we did not get anything out of it." Each one of you who knows of a man like that can not only do some good mis sionary work by urging him to take hold of the thing and handle it in a live manner, but it will react to benefit you. Instead of dropping a membership to economize, it would be better for a man to keep it and treat it a little more seriously, and look around for more ways to apply it. ; - The next item on the program is the report of the Nominating Committee and the election of officers. Mr. Hasse is the chairman of that Committee. Report of the Nominating Committee General Chairman--Will Cooper, Executive Offices, Stevens Hotel, Chicago. 111. Vice-Chairman--Henry j. M incur, The Borden Co., New York City. Secretary and News Letter Editor--F. A. Hasse, Corn Products Refining Co., Chicago. Chairman Poster Committee--C. M. Bliss, General Baking Co., 420 Lexington Av., New York City. Chairman Program Committee--Carl C. Clements, National Dairy Products Co., Inc., New York. Chairman Membership Committee--Henry Mineur, The Borden Co.. New York City. Chairman Engineering and Publicity Committee--Ralph .E. Prouty, Aetna Life Ins. Co., 100 Williams St., New York City. Chairman Statistics Committee--W. A. Sullivan, Loose-Wiles Biscuit Co.. Com merce Bldg., Kansas City, Mo. Chairman Committee on Slides & Safely Kinks--J. T. Johnson, The Quaker Oats Co., St. Joseph, Mo. Members Executive Committee at Large: The Officers and Ernest D. Fowler, Mgr. Americus Hotel, 6th & Hamilton Sts., Allentown, Pa. Albert W. Pell, Lamonp Carliss Co., 131 Hudson St., New York City.' R. W. Upshaw, Anheuser-Busch Inc., St. Louis, Mo. Chairman Cooper: Is there any discussion? If not, a motion to close the nominations is in order. (Upon motion made and duly seconded, it was voted that the nominations be dosed). Chairman Cooper: Now we will proceed to balloting. (Upon a motion made and duly seconded, it was voted that the nominees be elected unanimously). Chairman Cooper: The next item is an address by Mr. E. P. Durfec. educa tional director of Hamlin and Company, New York City. I am very glad that he selected the title he has because safety work is a business proposition. There is a certain amount of philanthropy in it. There is a certain amount of social service work. But accidents are a big item of expense in any industry. And the firm that goes after safety principally from a business standpoint and looks at it as an operat ing cost that has to be reduced, is the one that will make the best progress with safety work. 7G8 Nineteenth Annual Safety Congress Safety Work as a Business Proposition By E. P. DURFEE Educational Director, Hamlin and Company, New York City Your general chairman, in his opening remarks, touched upon a very vital point, when he said that this recent depression had reacted very unfavorably not only to the safety movement as a whole but also to your own section. Now. if safety is a business proposition, there must be a reason and a logical rea son. why a depression of the kind that we have just passed through, would affect safety work. And I am going to try and take it out of the so-called fad. or humanitarianism class, and put it on its pedestal where it rightfully belongs, if we ar to weather a depression. First of all, we all know what this depression has been, and we are all looking for the prosperity which we feel is very much overdue at the present time. But when it does come, it will mean tnore trouble--more production and more accidents. I am going to try to prove to yon conclusively that there is a reason why you occupy your positions as safety men, the same os there is a reason why a plant manager occupies his job as plant manager. First of all. about seventeen years ago. a group of farsighted individuals got to gether and conceived the safety idea. The foundation for the movement was not laid upon pure humanitariamsm. Some one had the idea that ultimately the cost and the burden of accidents would be placed upon industry, and when placed upon industry it would be placed on the manufactured product, and when it was placed there the public paid. With that idea as a background the National Safety Move ment (in fact, a movement of the world) has grown by leaps and bounds. One of the reasons why it has grown is because of the admirable and efficient leadership that has been supplied by the National Safety Council and its officers together with the sectional officers, and the unstinting time that men like your gen eral chairman have given to the movement in their special sections. Along with the accident prevention movement as it came up into industry there was created tlie term "safety first" which, I am sorry to say, in my opinion has re acted more unfavorably to the accident prevention movement than anything I know of. If we were to take our work and let it be guided by the literal translation of "safety first", what would it mean? If we were to go out to industrial plants and try to teach men--full grown, red-blooded, "he" men, American industrial men, that "safety first" should be their motto, we know we would not succeed. The reason why we could not succeed is that inborn in the very nature of every one of us is that love and passion for a first-hand experience of life--adventure. And if we were to take that out of life we would rob life of its greatest gift and greatest possession, the throb and thrill of a first-hand adventure. Therefore, when we try to teach "safety first" literally to men who arc rational, men who are supposed to he educated even though they may be in overalls (they are educated to the degree of their jobs, the same as you are educated to the degree of yours) it does not succeed. I am happy to say we are gradually losing that as a guiding term for our work. When it started it was fine. Probably it was true. The safety movement started with the railroads and their "safety first" is literally true, because so much depends on it- But as ft grew into industry, and then came out of industry into the streets, and then from the streets into the homes, it did not apply. We all know that the majority of our states have passed workmen's compensation laws. In fact, I believe that the latest figures I have are correct, that there are only four states in the Union at the present time that have failed to enact workmen's compensation laws. And when the enactment of workmen's compensation laws took Food Section 709 place I believe that was the thing that put safety on a business basis. It placed the burden of accidents and their cost directly on the industry, and gave the safety advocates the only fundamental principle, from a business standpoint, that they have to present to their plant managers and plant executives--that safely is a paying proposition. I am particularly concerned with two things. First of all, I would like to describe to you some channels through which you may educate your plant executives; and secondly, to prove to you why safety does pay. In the first place, we are alt familiar with the fact that a few years ago we were all in war, and I honestly believe that all those hard-boiled captains that we had over in France, as soon as they got back into this country, decided to take up the cudgels of industrial management. And as a result of that today we have the socalled hard-boiled business executive, and we are trying to educate him to safety principles. When I refer to the hard-boiled type, I mean particularly that sort of industrial executive wlo wears his hat on one side of his head, his mouth screwed up and a cigar in one corner of it. That is the type I am talking about. Now, how are we going to reach him with the statement and proof that safety is a business proposition ? First of all, in the make-up of our workmen's compensation laws, the insurance companies came into the picture with workmen's compensation insurance. And those of you who are not carrying workmen's compensation insurance with an insurance company are self-insured. It makes no difference which sort of insurance you have. In making up compensation insurance the companies took the country as a whole and separated each industry into its class, and tried to accumulate from a statistical standpoint all of the available data they could, on the losses in. for instance, the food plants of America. Against that they set the payroll that had been accumulated over a period of a year. From that they arrived at what we commonly know as the base rates in workmen's compensation insurance. It is the rate that applies to every classification of industry in the country today, and it is the rate that starts you out when you apply for workmen's compensation insurance. That was fine. But here we have the food industry, with one plant putting over a wonderful safety job, and other plants not carrying on any safety activities. And it is only natural that the plant that has the wonderful record on safety should say to its insurance company, "It is not fair that we should have to pay as much as the other plants that have more accidents and are not doing as much work from a safety standpoint." Therefore, the insurance companies came along with the next step, experience rating. And there they took the experience of each individual plant and addof that to their base rate, and cither gave a credit or a debit depending on the experience--good or bad. From that they branched out into what we call schedule ratings, where an inspector goes through and charges you on a debit or credit basis for the number of guards you have off, or the number of machines you have guarded. Therefore, we have three angles of approach--the base rate, the experience rate, and the schedule rate. Now let us assume that we have an industrial plant and we have the problem of proving to tlie industrial manager that safety is a business proposition. 1 dare say that if there is any plant executive who is trying to sidetrack safety in the interests of production, the greatest weapon you can use is to take your pro duction figures and then take your accident figures both from a compensation stand point as well as from a medical standpoint, and separate them according to the de partments to which they apply, and add them to the production figures, and show that to your plant manager. 710 Nineteenth Annual Safety Congress Invariably the accident cost is left out of production figures from a departmental standpoint It is all wrong. The cost of accidents is a direct overhead expense of any department and those figures should not be kept separately until the end of the year and then added in as a blanket statement. Each plant manager and each department should be made to realise that whether he has a good record from a production standpoint or not, lie must include there the cost of accidents. That is our first weapon in reaching the so-called hard-boiled executive. The second method of approach should be to take the experience rate of your plant and go in to your plant manager and tell him about it, explain it to him. There are very few of the plant managers who understand how this rate for workmen's compensation insurance is made up. Your general chairman mentioned in his opening remarks about the lack of information that these people have on the full service of the National Safety Council, and what a shame it was that a representative of the National Safety Council would walk into a plant and find literature and data piled up. because there was no organisation there to disseminate that information down through the plant. If that is true, it is just as true on the other side, and we in our positions as safety men have to assume the burden of educating not only the industrial employee hut the plant manager as well. I often think, gentlemen, -what a good thing it would be, and how much bigger this convention would be, and how much larger would be the group in this room, if we as safety men did not have to spend as much time educating plant executives as we do educating plant employees. After you have assembled your figures and your experience data, present it to your executive--and I don't care whether he is the hard-boiled type, that takes a lot of pep and enthusiasm out of the safety man when he meets him, whether he is the in different type that just does not care, or whether he is the type that does not know anything about safety and considers it a waste of time to learn--there is one tiling that will appeal to him and that is. how much money does it save? Now. it is a wonderful thing to look back and feel that the beautiful thing behind the safety movement, and its idea and conception, is built upon the fact that life has a value and that the true meaning of safety is the conservation of human life and limb. But in the final analysis 1 venture to say that if the workmen's compensation laws were taken off our books in our various states, some of those people at the present time who are the leaders in accident prevention work would become reactionaries immediately, and I am sorry to say that I feel the safety movement as a whole would receive a very bad setback. Therefore, it is candid proof, in my opinion, that workmen's compensation the rock on which this safety movement Is built from a business standpoint. And T don't see how we can look at it in any other way. It is perfectly all right to go out and preach from the housetops and to try to sell the safety idea as a beautiful thing and a wonderful thing; but these plant managers are not paying men's salaries to put on a safety job unless they are convinced that it is a paying proposition. And I think our job is to reach out and get to-those plant managers who are Inclined not to give you an opportunity to present your stuff; and secondly, to reach out to those plant man agers who are lukewarm. Do you mean to tell me that if we, as safety men, had succeeded in selling the plant manager on safety as a business proposition, that an industrial depression would affect us? No. If we had the plant manager with correct vision and farsightedness, if we had him sold on the idea that safety is not non-productive labor, but that safety work is productive labor from the standpoint that it safeguards his production coat--if we had him convinced of that we could go through depression after depression and there would be no reflection in accident prevention work. - That is my opinion. The big thought I want to leave witli you is to go back to our jobs, after this con vention, with renewed vigor, a keener sense of analysis and with enthusiasm. We Food Section 711 listened yesterday morning to John Temple Graves give a very fine definition of what enthusiasm is, and I might add lust a little more to what he said, and say this to you: that enthusiasm is what puts the sparkle in the eye, quickens the step, is the driving farce of Che world, It is what makes men go up-to big heights, but when they lose it they go out with the tide. If you can go back to your jobs and keep your enthusiasm up, with renewed confidence that safety is a business proposition, success will crown your efforts. . Cbaiuian CoopR : You know. Mr. Durfee made several statements that 1 could jiltstrite in our own business. The Stevens Hotel was the first hotel to join the National Safety Council and the first hotel nf any- size to actively take up accident prevention work; we have been members since October, 1927. In that time we have made such reductions in our accident rate and corresponding reductions in our premiums of insurance cost, that if I did not do anything else out tlicre but handle the safety work it would still pay the hotel to keep me on the payroll. I wish f was at liberty to tell you what our saving has been in insurance premiums, I cannot do it because it is a confidential matter, but it rum into several thousand dollars a year. So wc know that it is a business proposition. We will go on with the next item on the program, which is an address by Mr. N. D. Huff, personal manager, Kellogg's, Battle Creek, Michigan. I don't know what Mr Huff is going to talk about, but you know the Battle Creek plants have been a center of safety activity for some time. Address By N. D. HUFF Personnel Manager, Kellogg's, Battle Creek, Mich. I am a newcomer In this safety game, in the sense of direct participation in safety. Only six months ago I went with the Kellogg Company in Battle Creek, and I have direct supervision of the safety work. I know that this very short experience in direct . contact with safety would not give me any sort of facts or experience that I could bring to you. It Would be foolish for me to attempt it. - I have, however, for about twelve years, had a very direct connection, or been as sociated in safety work, with others who have been directly connected with it. Our work has been very much interrelated. I have looked at safety from the viewpoint of the personnel man. Perhaps l have learned some things that might be valuable. I want to make just one point, from my experience, looking at safety from an al most outside viewpoint. Perhaps because I am more or less of a beginner or newcomer you might not be so willing to receive what I may say. You might have a closed mind, for all I know. You can dose a mind as definitely as you can close a door. It is almost a mechanical process--unnecessarily so, I think--and is made mechanical because of our mechanical thoughts, the structure of our statistics and records, and things of that kind. We are so used to dealing with things of that kind that sometimes, unknown to ourselves, our minds do become closed. There are a number of things that close your mind. One is your authority. You have seen men promoted to a position of safety director, foreman, or some other position, and immediately their authority goes to their shoulders, tike the chip of our boyhood days. A fellow puts his authority on his shoulder as a chip, and almost dares anybody to knock it off. As a matter of fact, the addition of authority should have the other reaction to us, giving us almost the stooping position with the weight of It. the responsibility of authority. But that authority often times closes a man's mind. 712 Nineteenth Annual Safety Congress There is another thing that closes oar minds. We have, every one of us, down deep in the bone marrow of oar systems, two characteristics that, in spite of all we may say, do exist. I could bring ample proof. If you think of it, you will know that every one of yon possesses these two characteristics. One is the tendency to resist the new. How many times have you said to yourself or to someooe else, "Oh that won't work* Or you have said virtually the same thing, either by word or action. How many peo ple said, twenty years ago, that the Wright Brothers would fly? Most people said it could not be done. But today they say, "I told you so." Yes, we have down deep in our bone marrow the tendency to resist die new. The airplane is a huge thfng, of course, but the same tendency is shown in small things. The other tendency we have is that of resenting criticism. We don't like to be criticised, and too often we view what might be constructive criticism as unfair, and belittling our dignity, or the dignity of our authority. And so, it is difficult to penetrate a dosed mind. I wonder if you realize the im portance of your mind as the most important tool that you bring to your work? I am so glad for this series of talks by Professor Metros*, on psychology, because that is a study of the mind. The mind enters into the whole thing. I wonder jf you have looked upon your mind as a definite tool, just as definite as the monkey-wrench or the other tools that a mechanic carries in his tool kit. His training is along the tines of those tools. He learns their use. He thinks about them and takes pride in the type of tools that he has In his tool box, the care he takes of them and the development of skill in the tue of them. Just as definitely our mind is our tool, which wc bring to our work. So I wonder if you have an open mind to what I ant going to say--and I am only going to say one thing. I have seen, in my experience as a personnel man, associated with and not directly responsible for safety, an attitude on the part of the average safety man toward the injured workman, whom he accuses of being a malingerer. Has your enthusiasm for low frequency and severity, excellent records, few lost time ac cidents, cost of compensation and safety work--has your enthusiasm for an excellent record along that line lost to you the human touch, the-human angle of the thing? Because occasionally you do encounter an injured workman who is a malingerer, do you come to look at practically all of them as malingerers? Do you suspect that he is, until he proves that he is not, anyway? Do you take the position that you are going to keep turn from being one if he should ever take the notion that he is going to try to get away with it? A malingerer! 1 cannot help but go back to Professor Melrose's talk in which he said that it is not the organism itself that is important, but the stimulus. And I wonder, if you have men in your plants who might be inclined to malinger if they are injured, but men who perinps had not draught of it until something gave them the notion--I wonder if perhaps it is not the result of your own stimulus--a reflection of yourself in your safety program, that has caused the men to throw up that wall of defense against you? Maybe others look at it as a defense against the company, but it is a defense against you and your safety program, that has created that attitude, that stimulus in the plant, of expecting to be classed as a malingerer, and set up a defense against ft. I see that from the outside. 1 am thinking of a certain workman who was accused of being a malingerer. He was accused of that by the safety man for ten months. The man had injured his back. He was in his forties. I mention his age because I think that safety man thought the trouble was because of his age, and that he had a chronic ailment that simply reflected itself at that particular time, working on that particular job. and that it was not the joh itself, as the man tried to show. Well, the man's back was injured and the safety director ruled it was not a compensation case, because so-and-so had not happened, he had not collapsed on the job and did not have to be carried into the dispensary; and he said there was no reason to think it Food Section 713 was a compensation case. Being a self-insured company, the safety man wanted to save the cost of compensation on that case. The safety man was human--yes. He went out to the man's home and tried to do everything he thought he could do, to insure that man's comfort, to relieve him of his pain, and do whatever was possible financially to help the man through this trouble since he was not able to work. But the issue was befuddled by his own intent interest on keeping down the ac cident cost, the compensation cost. That is the thing he had in his mind. He was going out of his way a bit to help this workman because be was a workman of the plant. But he did not gTasp the seriousness of the man's suffering and financial em barrassment, because be could not. Here was the rent due, food, the worry, a tremendous worry in that family. Being iti the personnel division I heard about the case and, looking at it from a personnel man's viewpoint, I went out to the home. X un sure I saw it in an entirely different light. I saw the thing from a more human viewpoint because that was my business. Thank goodness, l am more inclined that way. think personnel men should be. Perhaps in your own mind now you are thinking of your own personnel man and how impossible it is to handle a case of that kind in a common sense, business-Iilce way. Because I do know personnel men who would give the sliirt off their back and off the back of their company, and would go as far at being too liberal as the safety man would go the other way. There is that danger, it is very important that the personnel man as well as the safety man look at this whole program as a business proposition. But as all of us arc learning and as we were told again this morning, the human side is becoming so important that it U becoming also the business side of it. That is what,makes business. After ten months of suffering, being behind in his rent, grocery bills and other things,.it was finally shown that this man was oot a malingerer but was actually in jured. And the pity of the whole thing was that this had to be forced upon the safety man. Sometimes it even has to be forced by the Industrial Commission. 1 am thinking of another workman who fell off a scaffold. He was seriously in jured, and lay almost unconscious for some time. Weeks rolled by and he was being given medical attention, by the company physician and other physicians called in. After some mooths these physicians began to think of getting him back on the job> and saving compensation. Thor thought the man was able to work. He thought he was not. They almost accused him openly of being a malingerer. In spite of the {act that he was hardly able to walk or move his head, because he had injured it ip the fall, they insisted that he come back to work. Certain drastic measures were taken. For example, a definite morning was set when he should be ready to corae to work, and another man would pick him up- He was not able to take care of himself. They dragged that man in on the job, or tried to. When the morning came, the man did not show up. The workman who was to bring him said he was not ready to come and would not come. Later, I talked to that man, and tried to weigh the skill and knowledge of our company doctor, and also weigh the workman's attitude and appearance sn/d what he might say. The workman came to my office and I wanted to be fair to the company; I must not swing my sympathy for a workman unless he deserves it,, at the expense of the company. So I tried to suspect that he was overdoing it, acting wea^ and limp unnecessarily, and that .if he really wanted to wbrk he could. I tried to get him to come in if only for an hour, and try the simplest job we could give him, simply holding a hose In his hand and sprinkling the grass. We were willing to do anything to get his mind started back on his job and his work, thus relieving the compensation cost. But he said he would not. He said he could not do it. .. Perhaps I was guilty, but I went a step further. I took away some of the income 714 Nineteenth Annual Safety Congress he had. which was purely charitable on the part of the company. I took it away, as a further test of whether he was a malingerer or not. That did not have any effect. So I again went back and consulted the doctors and they said he was malingering. They said if he would get back on the job he would be better right away. Meantime the man was getting worse, was losing heart H was affecting bis nervous system. He came io again and was pretty mad. He said that all the doctors had done had made him worse. So, of his own accord he dropped all of that, went to another doctor, and in about three weeks he began to get better. I think in a short time he will be back to work, and willingly so. Of course our doctors perhaps improperly diagnosed the case. But the thought 1 am trying to get over is that back of their apparently honest efforts to give that man the kind of medicine and treatment that would improve him and make him well, bock of that was the thought that he was malingering. The facts in the case were that he was not improv ing and was doing the best he could. That is what I mein by the attitude of the safety man toward the injured employee whom he accuses of being a .malingerer. Are we so wrapped tip in our efforts to keep down costs and make satisfactory records that wc are unfair ? Being a personnel man I think of what might be done to overcome that tendency, and 1 ag":" refer to Professor Melrose's statements--that if we should become more interested in making m--v in looking at the human structure, looking at that organism and how our own thoughts and actions and policies might stimulate that organism to react the way we want it to react, we would not need to worry about safety record*. If ouf men know we will be fair with them m every respect, and give than the benefit of the doubt, while at first It may seem more expensive, in the long run it will be less expensive. That stimulus will, of its own weight, have a tendency to reduce malinger ing, and have the injured workmen feel they are in your hands and very safely and justly so. , I think of my job as a safety man as helping to create the right kind of atmosphere, which will give the workman the stimulation to make lum react the way we want him to reart--that is, to take proper care and not get hurt. And when he does get hurt, be will take proper care of himself and have the right attitude toward the com pany for which he works. That puts us in the role of a teacher. Whether we realize it or act. we are teaching every day. But I think it i* more important that we give direct thought to it and make it a voluntary art more often than we do. Make a definite effort to teach and use that effort as the most effective means of getting the proper reaction from the organism, the man himself. According to all laws of averages, most of us are poor teachers. Think back to the teachers you had in school. Put on one hand those you considered good teachers and those you thought poor. The evidence would predominate on the poor side. Teaching is hard to do. but we can boil it down to a few fundamental principles that would make it not so difficult, after all. We are poor teachers in that we arc poor actors and cannot do our stuff over and over again in an interesting and entertaining way. Let us see if it is not true. Take a foreman at a time when many met* are being employed. A certain man comes in, in the freshness of the morning, and this is the way the new workman is received: The foreman meets him and says, "How do you do Mr. Smith- Just come this way and I will show you how to get stalled on your job. Over here is a Jocker we will assign to you, a place to keep 7* hat and coat and dinner pail. Over here is the tool crib where you get your tools"--and he explains pretty much in detail about the tools. Then he goes back to the job itself and intro duce* the new workman to*the straw boss, and says, "Here is Mr. Smith. Bill, who is going to work for you. and will you take him and show him about his job?" A little later, perhaps* an hour, the second new workman comes in; and fir 'the Food Section 715 meantime we know that problems have come up, and the rush at business is going on. So urbes the second one conics he is received lonethisg lVy this; **Oh yes--over there is a locker room and here is the tool crib, and Bill, show this fellow how to do his job"--just about that way, on the average. Well now, if the second introduction to the job was that much poorer than the first, what do you suppose the last man got ? This man comes in about three minutes before twelve, and the noon whistle blows at twelve. The new man is lucky if he is shown where his job is at all. He may have to find it himself. The last workman was just as important in every respect, and just as new to the job, as the first one, and be should have exactly the same treatment. Another reason we are poor teachers, Mr. Kettering says, is because of the ten dency to teach the last thing we have learned first We fail to grasp the idea that here we have gone through years of experience that he has not had. Actually, we ought to take the new man and say, "Well, you are starting at a very interesting job"--and at least there should be some, friendly commonplace remark, that will help that work man to get into that atmosphere, because it is that stimulus that we give him that produces results. Wheu the fellow starts his job, .observe him and help him. Correct him--saying, "Wait a minute. That is the way I did it the first time, twenty yean ago, too, but I made this mistake"--and in that way a fine foreman teacher can be of inestimable help to the new workman. Iu some instances we know that the fellow workman does the teaching, and if he does enough of it, he should be taught how to do it as definite ly as the foreman himself. In bringing that new workman up through, give him the advantage of the mistakes we made, and don't let him make them. Tell him the shortcuts we have learned, all the way up through to the present time, and then give him the last thing wc have learned, last, so that he can connect it all up. That is why many men do not understand' your instructions and the instructions of the teacher. I am talking to you about teaching people because as a safety man you have just as much direct responsibility for teaching as the foreman has. You are teaching one thing and he is teaching another, and if your safety program is right you are also teaching the foreman and a great many people! Another reason why wc are poor teachers is because instruction* tend to degen erate rather than propagate. 1 can illustrate best by recalling a parlor game you have all played, where people are seated in a circle and the first person will whisper something in die ear of the person.next to Him, and he attempts to whisper to the person next to him, and it is whispered all along to the last person, and that last person says it out loud. And then the first person tells what he actually said, *nd it is always something entirely different. Now, instructions go through an organization the same way, with just as disas trous results, changed so that they are not recognized at the other end. Instructions degenerate. They cannot be passed ou by word of mouth and be kept complete In structions, as a matter of fact, should propagate. The works manager should be able to go down to the job and find the man doing exactly what he instructed and more too, because that instruction should not go through all those minds--the superintend ent and the foreman and the group leader--without haying something added to it that is worth while. I am reminded of a speech of Albert Champion in Detroit, when he talked of a foreman giving instructions, and he said, "I always tell my foreman, that whenever they are giving instructions to a man, they arc not to ask him if he understands." That is our usual tendency. We instruct a man and then say, "Do you understand?" How many times in school Have we nodded our heads yes, after the teacher had ex plained a difficult geometry problem, when we did not understand at all! We just shook our heads yes because we hated to, be considered a dumb-bell. And mktny that 716 Nineteenth Annual Safety Congress into the shop, Mr. Champion said, "Don't ask your men if they understand, because no man is fool enough to say he does not." The way to do is to wait there and see if he understands. I know an instance of where failure to do that cost the company ten thousand dollars. A man was broken in on an assembly operation, where he inserted a little spring, which must be stretched or pressed according to the pressure of the oiL On the job, the foreman showed him how and said, "Do you understand?" And the man said yes. He was not going to take a chance on losing the job. Well, the foreman went on his way. About the third or fourth spring after that did not go in quite as easily as the first one. when the foreman showed him how. So he pulled it apart and then it fit pretty well; so he pulled alJ of them apart after that About six weeks later a great many complaints came in about something not working properly in that mechanism. It was finally traced to that little spring that the workman had (wiled apart And it cost the company ten thousand dollars to correct that trouble, al! be cause the foreman had said, "Do you understand?" And the workman had said yes because he was not fool enough to say no. So wait on the job, and see for yourself. When giving instructions on safety or anything else, don't ask the men if they understand, but wait there and see for your self. That is one of the working principles for a safety man or any man who directs the work of others. All of our work is underlaid with principles of one sort or another. That thought ties closely with what Professor Melrose said. He lia* been trying to show us how these little protoplasms and atoms and so on react a certain way and, put together m a human being, the human being reacts in a certain way, and the human being reacts according to the stimulus given it It is up to us to give the stimulus that will pro duce the results we want. Wc are not in the safety business or in the personnel business, but in the business of manufacturing the product of our company, and these things arc all important to the main objective. The man is the all-important thing. It was said of Lincoln that with no principles involved he was easily swayed; willing to go slow if in the right direction, even willing to stop; but he would not go wrong and he would not go back. He was guided by principles. And we all owe a great debt of gratitude to Lincoln for the fundamental principles he followed which saved the life of our nation. We as safety directors can certainly profit by the exam ple of Lincoln in his advocation of principles. Somebody else has said that all of our apparent going forward is simply a progress farther into the heart of principles. It is not a learning of new things. It is a new learning of the old. I liked that from the first time I heard it AH we try to do is to boil them down to some fundamentals, easy to get and easy to apply--and oh, how effective they arc. So. all I can say is that as a teacher, as a safety man trying to accomplish that fine accident record, try to realize that the way to accomplish that is to develop the man in your plant; and don't forget that in order to develop him you have to be bigger yourself. Tliat is why you come to conventions and that is why I hope you will grasp some of these things and try to apply them on your job. You have to make the proper use of that authority you have got, with an open mind. You have to be hum ble. curious, courageous, and responsible. So I will close by quoting Ingersoil's tribute to Lincoln as to the use of authority in trying to accomplish the end in view: He said. "Nothing discloses real character like the use of power. It is easy for the weak to be gentle. Most people can bear adversity. But if you wish to know what a really is, give him power. This is the supreme test It Is to the glory of Lincoln that, having had almost absolute power, he never abused it except on the side of mercy." And on that I simply make an appeal for the injured worker, who is so often unfairly accused of malingering. Chairman Cooper: I don't think anybody in this audience would fail to think Food Section 7X7 about this malingering problem, after listening to Mr. Huff's talk. He said a great many good things but that particular thing stands out in my mind, because it hits me. I think sometimes I get a little hard-boiled with some of our people. You have to be a good judge of human nature and a good student of character to hit it right. V. D. Sutton (Postum Company, Battle Creek, Mich.): There is one thing I think Mr. Huff omitted which he realizes is true, and probably would have added, and that is that in teaching we often fail to realize that the pupil does not know some of the fundamental things that we know about industry. You will notice in your foreman's report of an accident, that he does not clarify the cause of the accident and just how that accident happened. You get in touch with him and ask him how it happened, and he says. "Oh, so-and-so--thought you knew that." Your foreman thinks that you know about that accident or thinks that you know about the process and you may not know as much about the process as you would like to know. On the other hand, when you as a safety man endeavor to teach safety principles, safety practices, to a new man or one of the older men, you fail to realize ofttimes that he does not know all of the things, perhaps, that you learned at the National Safety Congress, and many of the fundamentals that you have learned from your safety literature and from talking with other safety men. So I think that is one more ele ment of good teaching--to go clear down to basic facts. Safety Thrives Upon New Ideas H. J. Mixaua (The Borden Company, New York City) : You said, Mr. Huff, that most of vs were inclined to resist the new. I am wondering if this Congress is not a contradiction of that statement. Most of us have been in the safety field for many years, engaged actively in the promotion of accident prevention work. Yet we come year after year to a Congress of this kind, to learn new ideas, absorb them, .take than back with us and apply them as far as wc are able in our own industries. Don't we also, generally speaking, solicit suggestions from our employees? Isn't it more or less general policy, in those companies actively engaged in safety work, to reach out for constructive suggestions from their end? And don't we also, even though opposed at first to a new thought, give vent to it, to the extent of letting the person who makes the suggestion try it out himself, and then get a definite reaction, letting others do likewise? Ma. Hurr: Yes, I agree that that is the reason we come to conventions. And yet, if we were to analyze every single new idea that has been propounded in every con vention we have been to, or that has been suggested by every workman that we can think of, X am sure you will find this trait---that wc accept these ideas and sug gestions only in so far as they conform with our own ideas. Think back, if you will, to the many cases where your first reaction has been "no" to the idea. That reaction was no, because it may have struck another chord in you besides that of accepting that idea. I mean by that, that perhaps your pride, or your vanity, or some other thing, perhaps your present way of doing things, is menaced by the new idea. Chairman Cooper: I have just been turning over in my mind this malingering business. Mr. Huff said he would like to have us cite some particular instances. The same traits of character that prompt a man to be dishonest in a thing of that kind, I think, will show up in his conduct around a plant. If you will go to that man's fore man or his department head and ask questions like, "What kind of a fellow is Smith? How does be conduct himself around here? Does he do his work conscientiously without your watching him?" You will find out something about him. Then look up his application, the firms he has worked for and the positions he has held, and you can get a pretty good line on his character, and that indicates the whole thing. I don't want to seem to be indicating what a good judge of human nature I am, but I 718 Nineteenth Annual Safety Congress have never made a mistake out there since I have been handling this proposition, and I have gone about it just that way. 1 go down to the department head and get his opinion on the person in question, and tell just what I want it for. I get the facts regarding the accident. I put all that together with the doctor's opinion, and 1 have not made a mistake so far. I- think the whole thing can be decided through the tendencies that crop out in a man's conduct on the job. You can judge on the basis of that. Mr, Mineuk ; 1 do not see that the safety man is particularly concerned about malingerers. As safety men we are interested in the cause of an accident, the basic cause, and what measures are necrsiary to prevent its recurrence. If the safety man is inclined to favor the company in preference to the disabled workman, then i it not due more or less to the wrong stimuli from the management? And if such is the case, is it not a function of the personnel director to so educate the management that the safety director will receive the right stimuli, and thus get the right view point of the man who is disabled, and perhaps in dire need? Cooperation Is Highly Important Alkxander Diexst (Nat). Sugar Refining Co., New York City) : 1 think there is nothiug that works so well as getting your medical department and your safety or ganization working together. The safety man is interested in the malingerer. The job of the safety organization is to prevent accidents, and the medical department is to try to get the people back on the job. Now we would consider that a malingerer is left to the doctor. The doctor makes a thorough diagnosis and brings the case up to the commissioner; it is up to the doctor to decide whether the naan is a malingerer or not. We usually have good results. There are times when he is mistaken, and then the commissioner punishes us by telling us we are wrong, and giving the man the benefit of the doubt. Mr. Mineur: I would like to take issue with my friend. A1 DiensL Mr. Huff will bear me out in the fact that a good many cases of malingering are due. not so much to physical ailments as to ailments of the mind--neurosis or psychosis. And nobody can tell, wlien a man complains of a pain in the back, whether it really ails him or not. That is not a question for the safety director to concern himself with. It is largely a matter of medicine and surgery, and then the doctors are not in such position that they can tell whether a man is able to work under certain circumstances or not Your industrial commissions arc frequently making awards to people whom they thor oughly believe are not physically incapicitated. Yet tbe injury which they have received has made such an indelible impression upon their mind that they are disabled mentally. They think they arc' unable to work, and that is the basis of the award. If there is any solution to it I am sure the industrial commissions would be very glad to have it, as well as the many doctors who are in the employ of our progressive institutions. Chairman Cooper: I see a gentleman in the audience who is safety director of a large institution, and 1 would like to know what he thinks about it--Mr. Powers, ol PiDsbury Company. What do you think about this malingering proposition, Mr. Powers ? James A. Powers (Pillsbury Company, Minneapolis, Minn.) : I have been listen ing, Mr. Cooper, and I am inclined to think a great deal as you do. In our plant we not only have the malingerer under the compensation bur under the >dc benefit, utd there is no way on earth you can tell the malingerer unless you know the man's mental make-up--his habits. We do not submit our questions to the commission, as Mr. Dicnst suggests. It is my understanding that under the New York law there is a hearing in every case. But with us we would simply be promoting litigation. Fogd Section 719 The best we could do would be to either put the employer in a bad light with the commission, especially if self-insured, or you would expect Ihe commission to give a liberal construction to the law as far as the man is concerned. So it is my opinion that if we have malingerers and areisatisfied that they are, the only thing to do is to pay them a full run of the benefits, in the benefit association; or a reasonable length of compensation, so that beyond that point he could not establish anything as a matter of equal liability. R. S. Poole (Kellogg's, Battle Creek, Mich.): Wc have found, in the Kellogg Company, that two or three times we have had repeated cases of the'same individual. If that happens, why isn't the safety inspector interested? Ma. Mjnei/r: The safety inspector has a definite interest from the standpoint of prevention. But if a man is physically disabled his hands arc tied. The medical man alone is the one to determine whether he is disabled or not, and he is not always so sure of it that he can forestall the legal liability of Uic company so far as payment of compensation is concerned. Aside from the humanitarian aspect of it, just how would It help his work? Machinery, Materials and Men Mil Huft : I would like to refer back to a statement in my talk. Speaking of the safety man's job, which is to prevent accidents, I tried to bring out this thought--is that your job? Is that a safety man's job? And I say yes, and then again I say no. I am afraid that that is what has happened to lots of men, not only safety men, but other men who have charge of certain work. We come to think of just that thing as our job, and it is not our job.. So looking at it with a broader viewpoint, our job is that of the company, and as a company we are manufacturing a product. In this company, to manufacture this product, we have machinery, material' .ad men. The malingerer is one of those men in that company, for the purpose of helping manu facture that product. Now, is (he safety man interested in the malingerer? A great many of us have come to think of a specific part of our job as the whole job, when after all, without the rest of tlie organisation, there would be no job. Your job is to help make that product. Wliat goes oat of the shipping door is your job. Your job is to help send out of that door the best possible product at the lowest cost. Part of the cost is compensation, accident prevention, and other expenses that go into the manufacturing of that article. If a man is malingering he is adding to those costs. Is the safety man concerned ? I think he had better be, or he wbuld not last long, in our plant at least. Mm. Mineor: Evidently I have given a wrong impression. Of course the safety man is interested, but not from the standpoint of accident prevention alone. He is in terested in the welfare of every man in the institution. I feel that the work of the personnel director and that of the safety man are so closely intertwined that they are inseparable. Chairman Cooper: I do not believe Mr. Huff means that the safety director should undertake to pass upon the technical features of a case, to say whether or not a man is or is not in a physical condition to work. That is up to the doctor. But on the other hand, I think that with a great many of us the safety director takes charge of the entire work from the investigation of an accident to the payment of the compensation. And when be investigates the accident, which the doctor cannot do. he turns over the information that he gets to the doctor, who uses that in weighing the case and coming to a conclusion as to whether or not a man is actually malinger ing. That is the way I do at home and I think most of you do. There Is one other thing I want to bring up, gentlemen. You all remember Max 720 Nineteenth Annual Safety Congress Fellmer of the Annheuser-Busch Company, of St. Louis, who has been a very active member of our Section. He is not with us today and probably will not be with us at any more meetings. Mr. Fellmer had a stroke last June from which he M* never recovered. It affected him so that he cannot talk and he cannot see so very welL But his mind is dear yet to a certain extent, and he can hear, and I think be would appreciate it if we would instruct the secretary to send him a letter telling him that we thought of him today and missed him. (Upon motion of Mr. H. J. Mineur, seconded by Mr. V, D. Sutton, it was voted unanimously to send Mr. Fellmer a letter from the Section.) ADJOURNMENT. Food Section 721 Wednesday Afternoon Session October 1, 1930 WILL COOPER, Chairman The Stevens Hotel, Chicago, IU. The second session of the Food Section convened with Chairman Cooper presiding. CuAtasiAN Cooper : First on the program we are to have a talk by Mr. J. J. Zdtaer. director of safety for the Bakeries Service Corporation, New York City. General Hazards of the Food Industry By J. J. ZEITNER Director of Safety, Bakeries Service Corporation, New York, N. Y. The topic assigned to me is one that covers a lot of ground but I shall merely attempt to cover the high spots and trust that the finer points will be covered in the discussion that will follow. It might not be amiss to sketch the general industrial trend or, in other words, the machine age in the food industry. After all. the food industry has a direct rela tion to the earliest wurk known, agriculture. In the early days, this type of work was all done by hand, including the allied trades such as milling of grain, baking, etc. At that time, there wai very little hazard connected with the work, the out standing hazard being that of the natural elements. With the advent of the machine, the situation changed. Machine took the place of man, which meant more production, but in increasing this vital item, hazards also increased--man's own tool became a Frankenstein monster, so to speak. Accidents became more numerous as time went on, until we realized that man power must be taken into consideration as well as raw material and machines, with the result that we had the instituting of safety work first in the steel industry, then in other industries until we have the big safety' movement of today. A careful study of the accident situation of today divides the Hazard under two heads; physical and moral. Let us see what we mean by these two subdivisions. By physical liazard, we mean the mechanical, physical, or structural hazard of the plant By moral hazard we mean the human or mental hazard, or the employee himself. Through the cooperation of the National Council on Compensation Insurance, i have been able to obtain some statistics which I know will be interesting from a safety engineering standpoint as it more or less locates the general hazards in the food industry. This chart represents the losses covering a four year period, of forty insurance companies for nine classes of manufacturing, representing the common or average food industry. You will notice such common manufacturing peculiar to the food industry as baking, milling of grain, sugar refining, confectionery manufacturing, etc. Before going any further, it might be well to define what I mean by "residue/' This residue column covers many causes of accidents, some physical, others mental or "moral", but all of such character as to make it impracticable to recognize them by specific items, as for example, handling of material, slips, falls, burns, etc. Let us now look at this chart and see what conclusions we can draw from it Under baking operations, the outstanding hazard other than the residue, which holds true in the majority of all industries, is the point of operation of bakery ma- 722 Nineteenth Annual Safety Congress , chinery. An analysis by the Council which is backed up by statistics, show that the most hazardous machinery under this item is the: 1st--Dough mixer 2nd--Dough brake . 3rd--Moulder 4th--Cake cutter( band knife) 5th--Remaining machinery. Next we have confectionery manufacturing. The outstanding hazard here is point of operation also but not as serious as found tinder baking operations. The hazardous candy machines are: 1st--Candy breaker 2nd--Candy cutter 3rd--Carmel circular slitter 4th--Nougat cutters Looking at this picture from a general food manufacturing standpoint, as shown under the total summary, we find that the general hazards are under (first) point of operation, (second) elevators, (third) machines. Therefore from a physical stand* point, those are tlie items we should look after. Under the residue, wc have a different problem entirely. Those members who were present at last year's conference in Chicago, will remember the paper by Messrs. Beyer and Clair on "Materials Handling Hazards in the Food Industry." Under residue we must consider this item and also the employee himself. A very interesting study was made by the New York State Labor Department under a pamphlet captioned "An Analysis of Three Hundred Accidents in Plants Manufacturing or Preparing Food Products." Out of three hundred accidents, two hundred and twenty-two or 74 per cent oc curred on machines or tools, while seventy-eight or 26 per cent were due to other causes than machines or tools; for example: Falls and slipping--19 Struck by object--15 Squeezed between objects--9 Handling material (strains and sprains)--8 Bottles exploding--8 Hot substances---2 Struck object--2 M i scellaneous--5 Injuries infected--10 Upon recapitulating these accidents under the standardized Cause classifications, wc obtain the following: 1--Stepping or striking against objects--26--33.3 per cent 2--Falls of Persons--19--24.3 per cent 3--Miscellaneous--13--16.6 per cent 4--Infections--10--12.9 per cent 5--Handling objects or material--8--10.2 per cent 6--Hot substances--2--2.5 per cent Point of operation hazard, elevator transmission machine hazards we can take care of in some cases by constructing guards or in other cases by designing the machine m such a manner as to eliminate llie hazard, or clanging the processing. The residue hazard must be solved from a different standpoint.. Here,-opr, only, method of attacking the problem is education. After all we must, study the pay- , chology of the workmen before we can expect to obtain a solution.. At heart,.jhe^ employee doesn't, want to get hurt but in the majority of cases the result of _ap' accident isn't brought to his attention in the proper light. It must'be explained to the employee from* his angle rather than the company's viewpoint. A company 'must work through its organization lines from the manager, superintendent. foremaW. right- A ccident Costs-- Four Y ear Period Representative Food Classifications Machine Point of Operation Food Section Total Loss i 7 1 2 ,0 8 2 Residue 3N 3 rd 8 cds to c<t 5 o' n o o 3 o r-. CO. t 1 cs" O PS 3. <30 i CS cs' mY-O s * r ao r* o i ? X3 5 to to P. VS to > ttON cs PS to to w* tMo VI to a PS *o OO to on 'O& OQ 5 PS s cs PS to 00 PS 0 90 to" <X> to ot OQ vO SS o <o fO ^1 CO PdS 00 s oq 'O2 o V) o to *. PS T s' in > QG 1 00 s to oC OO 3 PS *-- s- o o N ss <4 *d rd. Ot PS 1 to to o SO cs' 31- a o <o to roo to o to to 0O S3 > PS O-r 5 O0 to tn s O WJ o> PS v C7> 'f to to PS UB e 1 to <o o to V to . s 8 0 c- -i- ,, NO d 1 = V PS PS O; t~to $1 lw U s j5 PS A a o to PS 3 ttoo cs e* N " n d V) d od cs Ot cM n s & % t Hs Ia .1 1 1 V JCttf CO s O `o C so .9 a 1 || M 3 </) s <s s b 1 31 3 (/] OS .8 ao: T3 ` bO C J b u .s 1 Is i1 3PS 1 I 1 ill u 88 S 1 PS 3 723 724 Nineteenth Annual Safety Congress down to the employee before it can expect to make any process along the education program- NN'herr possible, the employer's home tics should be brought into the pro* cr:.n> a u employee's wile, mother or sweetheart, can sell safety far better than am ><i ik. AHcr all. safety is a selling and educational proposition rather than a lint-mat* rule. hi net thr mrstanding general hazards in the food industry can be outlined 4 t*.|k>w ta thr*r order al importance: l - nt ysiL AL H.42ARDS--3JA per cert a--- 1`uata %d i an machines l>--4eva*or d--machines. REMEDY: Guarding, designing of machinery and processing. II--MORAL HAZARDS--68.4 per cent a--Stepping or striking against objects * b---falls of persons c--miscellaneous d--infections c--handling objects or material f--hot substance. REMEDY: Safety organization, education and welfare work. :Chairman Cooper We intended to hare a five-minute discussion on four of the leading industries of the Food Section, as those are more or. less complementary to Mr. Zcimcr's remarks. I think we had better conclude them and then have the gcncr;il discussion on the whole program. The first one is by Mr. Vern D. Sutton, Supervisor of Accident Prevention for the Po&tum Company of Battle Creek. He is going to talk on 4<Spccial Hazards in Cereal Products Plants." Special Hazards in the Food Industry--Cereal Products By VERN D. SUTTON Supervisor Accident Prevention. Postum Company, Inc., Battle Creek, Mich. in an old book entitled "A Natural History of Ireland", the thirteenth chapter is devoted to the subject of reptiles. The text of this chapter reads simply, "There are no snakes in Ireland." I do not mean to imply that there are no hazards in the cereal industry, but it can almost be said that there arc no special Hazards, or hazards indigenous to the cereal itdustry. Tlx- cereal industry involve* so varied operations that practically all of the hazards present are to be found a many other industries, for the reason that a great number oi our ofxratxaat are found in udser industries. I sat me down to think what special ciperati>m> we had and frum them dedal whas special hazards we had. I concluded iltai our arridcwi nurd nwudd lead me meet amrldy to my goal. In corwtdrring oar necitom record I m wing total injuries, including the trivial ono u'ikh did i wmthr tmaewMaufi and wmetims not medical aid. An injury id am kind drar thr pr n vtmcv 4 t fantaef which euakf result m a fatality. The tart that tfw wyory rn.uhmg, m to* tnamnee rorerdad. was trivial does not imply that tivr hazard t femnal V* a eaftr .d tart, every slight scratch or abrasion in our |4;tm a fniwial umlft:, kawta w the presence of grain dust which, you may or may not km**. * *nrn a nti'im to wrfretion. That you may not gather that our plant * a charnel fauum ** toarahha. I wish to say that we have never had a death fnan urtcvttu* nur he** v bad n natpuritiiwi greater than the loss of a f:\>od Section 725 finger or a thumb, necessitated by infection. We know our danger and guard it. We have fewer infection cases than almost any other classification. Thr greatest number of injuries, trivial nH serious, during the past twelve montits were classified as caused by handling objects and materials. This certainly is not a special hazard ta any one industry. The second greatest cause of injury in our plant is classified as Hying particles. To a great extent this hazard may be considered as indigenous to the cereal industry. Doe so the cleaning and grinding of grains, the air b constantly filled with imper ceptible psitkks These particles dssbotically and mcmfaciousty and with malice a forethought, lie in wait to get into someone's eye. When this occurs we rush the victim to an eye specialist; we do ooc send him to oar regular physician. Much of this material is not only irritating but is infectious. We have had but seven lost-time eye injuries during the past twelve months and none of them went past the waiting period into a compensation case. We have had but four serious eye cases since the speaker engaged in accident prevention work in 191&. Two of these serious cases. unfortunately, happened to the same man. The first case resulted from his chipping cement without goggles and nearly put an eye out of business. The second case re sulted from tearing down plaster without goggles and put the other eye completely out of business. This man had been given a pair of goggles with protective gloss and his own corrective lenses. The other two serious eye injuries resulted from foreign matter falling or blowing into the eyes and causing infection. You would hardly have expected cither of these two men to be wearing goggles at the time. One was handling shipping cases and the other was dosing a lumber shed door. Many of our injuries from flying particles are received when one opens a window and a sudden swirl of air blows particles from the ledge. Many occur while cm* ptoyee is merely walking through the yards. Our third cause of injury is striking against objects. This hazard certainly exists in all industries. Our fourth is slipping, tripping, and stumbling as separated from ar.ual falls. It is a well-known fact that these two classifications are productive of the greatest number of injuries in industry and in the home, and would be listed on my record as our greatest hazard except that I treat slipping, tripping, and stumbling separate from falls of persons where the person actually goes down. It happens that falls of persons appears sixth on the list inasmuch as using hand tools ran five above it. Using hand tools is a prolific cause of injury, usually trivial, because of the large number of carpenters, millwrights, electricians, steamfitters. and machine tenders. The only other classification which suggests a hazard special to the cereal in dustry might be that of mechanical conveyors. These are safe guarded until there is little chance of injury except tmder one condition. When a package is jammed and the conveyor is shut down to release it. an oprrator at another point, in his or her anxiety to make prodocrioo boons, may start it op before he should. This con* dition also applies to the machinery t^on which more than one person is employed to the unix. Thie is nec a pro&fic came of injury and is referred to only because it might be ernnkref special Sperial Hazards in Hotels and Restaurants *, wnx COOPER TV, a---- B--. eCTa HL I fam bom trying to dteah *4 mmmmekmm to say on hotels and restaurants and ypplyif wfate t fate* to ate to Mr. Zsdte'i tfctostfir.ifiote. As tong as he delivered the theme t*Ht td the wmaag, toe idag *, f think, to analyze it from the standpoint of oar Mini Me? ledeames- 726 Nineteenth Annual Safety Congress The hotel business, and also, the restaurant business, is rather a hard thing to speak on for the reason that It hasn't been very long that there have been hotel or restaurant members of the National Safety Council. The Stevens was the first large hotel that undertook to keep any consistent records that would show accident causes. We have lieen rolling up total man-hours out there of about 5,000,000 per year. It has given us a pretty close estimate of general conditions. We have a very modem plant It is only three years old. If I do say so, I built it myself, so I had the opportunity of changing a lot of things as they went in. 1 don't know whether our experience would indicate very clearly what some of the people who are operating older plants have to deal with. We have had no elevator accidents. We.have had no transmission accidents. Wc Itave had four machine accidents with a bread slicing machine. This bread slicing machine I consider the most dangerous piece of apparatus that we haye in the hotef. We have taken it up with the manufacturers to. see if we cannot develop an adequate guard for it. We haven't done anything to the present time. All we can do is educate the employees to be careful. I might classify, thos^ accidents with that bread slicing machine as cuts. That is what they arc. Cuts are the third cause of accidents with us. The first is slips and falls. . Sixty per cent of all the lost time accidents that we have can be traced directly to slips and falls primarily from the wearing of rubber heels or rubber soled shoes by the employees in the kitchen or the laundry. I think the rubber heel is the greatest hazard we have to deal with. Yet. we don't know how to get around it. . if you Were to' have all. the waiters in the dining room wearing leather heels and going clinking .over the floor you would have a noise nuisance. Guests , in a hotel don't want such things to annoy them. You can't argue with them at all. We can't say, "You shan't wear rubber heels." And yet. that man may walk out into the kitchen to get an order and be will step in front of the dish washing machine and down he goes. He is down and out for varying lengths of time depending on how badly he is hurt. I just had a gir.1 waitress .out. for five days. She fell with a tray in her hands coming down on her knees .on a.glass tumbler and breaking it, cutting her knee clear to the bone so that wc had to sew it up. She hasn't, been able to work 'for five days. The next thing is burns- Unfortunately, whenever we have a burn, it is usually a very bad one. Wc don't have so many of them, .but when wc do it usually takes some time to heal up, especially hot grease bums. Those are almost all indirectly caused by this same hazard of falls or slips. A cook walking along the front of the range steps on some grease. He instinctively throws out his hand and some times it goes into a kettle of hot grease on the stove. You get a third degree burn in just a few seconds contact. The third, as I said before, is cuts. The biggest nuisance, the thing that causes more minor accidents around a hotel than anything else is the cast off razor blade. You people that travel around and stop in hotels just remember that. Don't throw your cast off razor blades in the waste basket or the toilet or any place where the help is going to come in contact with them. A great many people put them on the glass shelf of the bathroom cabinet. The maid comes along and she runs her rag along. She does not see it because it is on a line with her eye. Hie first thing you know she has cut the tips of her fingers. We maintain our own medical department and a first aid dressing does not cost us anything. Theoretically, however, it does, if we were to charge against our operating costs what any outside concern would have to pay a doctor for a first aid dressing. The first year we were opened, it would have cost us nearly $1,000 just for those minor accidents from razor blades. You may be interested in knowing how we have overcome that. This year, so far, wc have only had nine accidents. The first year we opened we had an average of one a day. It was simply accomplished by the intensive training of the help by the Food Section 727 head housekeeper. We had no containers. We have developed a container that we are going to put up in the rooms. It is now being manufactured or shortly will be. Up to the present, the only thing she has done is continually tell them "Look out for these razor blades. Don't put them in your pocket. Carry a cigarette box in your pocket and put them in that, and when you go to the linen room drop them into the large container that is kept on each floor for them." I mention that because it is a very good illustration of what can be accomplished by education if you start out to do it. Education is the greatest accident preventative 1 know of. Cbaieuah Cooper: The next person who is going to speak is Mr. Henry J. Mincur of the Borden Company. Dairy Products and Bottling By HENRY J. MINEUR Safety Division, The Borden Company, New York City As I look at this subject, I am to talk today not so much on the special hazards in our business as the principal causes of our accidents, those accidents that rank among the most predominating causes. In going over this chart presented by Mr. Zeitner, I note that we rank third in the number of accidents that are due to other than mechanical conditions of the plant. Our problem, therefore, is one mostly of education. Tripping and slipping is perhaps the cause of most of our trouble. We in the dairy industry "><1 in the ice cream and cheese groups arc confronted with a floor condition that is as bad as any other industry has to deal with, par ticularly in our butter rooms where butter is handled. There you have a situation where there is being added to the floor momentarily every minute of the day a lubricant. We have paid a great deal of attention to different types of flooring to determine whether or not we could obviate that hazard in any way. In one of our Milwaukee units, for instance, they have a floor that has been used for only a very short time but it seems to have overcome a large part of the difficulty that we have in our butter room. We have also given some consideration to the advisability of using non-skid water resisting shoes. We must have the water resist ing qualities if we can't have waterproof shoes, because in our business the floors are always wet. The management, of course, must do alt tligt lies within its power to correct the physical conditions. We are attempting to do that through these new floors. We feel that we cannot solve the problem entirely but can contribute greatly to its solution by trying out some of these supposedly non-skid shoes. I talked at great length this morning with some of the shoe manufacturers down in the exhibit. They have agreed to send me for use in our various plants in the different parts erf the country a number of shoes that wc can try out, particularly in the butter room. It occurs to me that we in the food industry all seem to have trouble from slipping, tripping and falling. To those of us that have an outside exposure such as ours, 75 per cent of our problem is on the outside. Next to the slipping and tripping and falling around the plant, where only a small percentage of our employees are employed, the next is boarding and getting off vehicles. Where the hotse is involved, some of it is uncontrollable. Where the auto mat!'* is involved, it i* largely'a matter of haste on the part of the route salesman* --the injured person. ' .......... ,M There too we have given some attention to the application of an abrasive step and an abrasive floor space ih the new type of milk delivery Vehicle which' would, affotd a firmer step for the route salesman. ' 728 Nineteenth Annual Safety Congress To tell the whole story would take entirely too much time. But, I dare say if. yve could eliminate from our accidents those that are. caused by- slipping and tripping in the plant, slipping particularly, and those that result from misstep and slidtiw off the steps of the vehicles, our problem would largely be solved. In the milk end of our business, glass is a very important .factor. As you no doubt realize, we have to put these glass containers erf milk, cream and so forth through a very rigid cleansing process in order to comply with the requirements of the law. In that process, many of them are chipped and broken. So tong as we have glass as a dispensing medium, we will have that ever-present hazard of cuts due to chips and rough edges on the glass. There too the milk industry and the dairy industry generally, as a matter of fad, bat sought to' get away from the underlying cause of the trouble. They are resorting to, as you probably know, a container known as the sealcone. The scatconr has many advantages that I will not attempt to explain here. If we ever get to the point where we cgn eliminate the bottle, we will have, as Mr. Cooper referred to in his razor blade situation, a very material decrease in accidents from that source. In the ice cream end of .our business, "dropsy" seems to be the cause of most of the accidents that cause injury to our people. And not infrequently, as a matter of fact, I can safely say that in nine out oi every ten cases, where. a five gallon can of cream drops on the foot of one of our people it means ooe or more fractured toes. That type of injury, as you know, is serious; because it is usually disabling. Further, it leaves the man with what'the industry chooses to call a loss of function and is costly from that angle. (At this point, Mr. Henry J. .Mincur took the Chair.) Chairman Mtxeur: The next gentleman who is going to speak to you this after noon is another representative of the baking industry. I take pleasure in presenting Mr. W. A. Sullivan, manager of the Insurance Department of the Loose-Wiles Biscuit Company. Baking and Candy Manufacturing By W. A. SULLIVAN Insurance Department, Loose-WUea Biscuit Company, Kansas City, Mo. Mr. Zeitner*s paper has very specifically outlined the main causes of lost time accidents in our industry. While the bread baking end of the bakery industry is quite different from ours, which is the cracker industry, yet there are some very closely related processes in the two. It is quite obvious why the point of operation is the large hazard. There are certain processes that even with the trend of the times, new devices and all that sort of thing, we still manufacture many of our products along lines that we have following for many years. Many of our processes arc strictly hand. We haven't devised mechanical equipment to take the place of hand operations. One that I have particular reference to is the mixer. White we have mechanical mixers, twicer* will all tell you they have to get their hands into the mix to know when H is The next is the dough brake. The dough brake in most instances is also a hand fed machine. Since my contact with safety work is confined specifically to the keWg industry and candy manufacturing, I was trying to sum up the other day, believe the old man in industry is our greatest hazard. I It seems that h takes a great number of years to become a good baker. He has operated or gone through this same operation for many, many years, and if he hasn't lost a hand or a portion of a hand you cannot convince him that he guard the machinery. We have spent large amounts of money in research work to devise guards which will not interfere with the efficiency of the machine. To the new men we are break Food Section 729 ing in, they are well pleased. In fact, I have had many say to me that it has taken all the fear out of the operation of the machine. We have devised some guards that have actually increased the production on the machine through the use of the guards. Nevertheless, when you try to introduce this guard on a machine that has been oper ated for 20 or 25 years you have the same handicap. He is always opposed to it. He says he can't use it. Educating the old man is very difficult. After he has done it a certain way for a certain number of years, it is hard to convince him that he needs a guard to protect him from injury. As we introduce new machines into our industry, we do not find that our accidents go up on that type of machine. Fortunately, we receive splendid cooperation from the manufacturers. Most of our new machines are coming out quite adequately guarded. We do have a few machine accidents, but they are mostly the type of accidents that you never expect and are brought about in some very unusual manner. They occur so infrequently that usually it is not advisable to try and devise a guard to protect us against that. In the candy industry, I believe we have a little different situation. There it seems to be the female help that is our big accident problem. As Mr. Zeitner pointed out, bums is a large contributing factor in that industry. That is more particularly true, however, from the frequency standpoint as we do not have many serious bums. There was a time when burns would cause disabling accidents. Now, we have more con veniently located, either someone properly instructed or some ointment of recognized quality that if applied immediately will reduce the seriousness of the bum. Early in the game, we found that the new employee immediately upon receiving a burn would dip his hand in water, which has added to the burn. By having these ointments at convenient places, it is just as easy to go for the ointment as the water. We have found that that has been a great help in reducing that type of accident This year in our company we haven't had a lost time accident from a bum. Our accidents, if I remember correctly, in frequency are approximately 31 per cent due to bums. So far we have been fortunate enough to get by without a single lost time accident. The machine is also a contributing factor from the standpoint of severity in the candy industry. Many of our processes there are like Mr. Cooper referred to on his bread slicing machine. Our slicing machine is a great deal like a bread slicing ma chine m appearance. They have very sharp knives and are extremely difficult to guard. We also find that the conventional guard is not adequate when you have girls working on the machines. Any number of machines we.have guarded in the last couple of years we have found it necessary to take the guard off and entirely re construct it and make it more foolproof. We had the misfortune to have a girl run her hand through and cut off all five fingers. Wc tried several men on this machine, and it was absolutely impossible to get their hands through the place where the girls hand passed, and she lost her hand. We have changed some of the processes on that machine in such a way that the material passes through much thinner than heretofore and we have reduced the guard down to the point where the material barely clears the guard. In looking over our past records to find something to talk about here, I found it impossible to find any particular accident that came up to cause us any annoyance. We find the secret of our success has been in going into these minor accidents, point ing out and trying to determine how serious they could have been and attack the matter from tltat angle. Chairman Minxur: 1 am sure there has been thrown out to you in this principal paper and the five minute discussions that followed some points on which further Information may be desired. Since the general tenor of the principal paper and the following discussions were strikingly similar, I would like to see a general discussion of the subject. 730 Nineteenth Annual Safety Congress R. S. Pools (Kellogg's, Battle Creek, Mich.) : I wu retry much interested in the slipping accidents. Of course, where you have aislcways and processing! there is more or less slippery floors. We have had a considerable number of minor accident*. They just amounted to bruises. We didn't take so much precaution. We did try to get- in touch with the manufacturers of non-slip flooring. One time we had a man in the power house who was working on the refrigerating machine and he slipped and broke his hip. Of course, he was crippled for life. We got in touch with the manufacturers and they couldn't give us any relief. A man conceived the idea in our plant of taking crushed stone, which was much harder than the cement itself, and we put in a layer of cement along the aisleway where they had to walk. After that was laid, we rolled a fine crushed stone layer in on top. We found that made a very safe floor. Da. E. E. Willjson (American Red Cross, Washington. D. C.) : I would like to ask the men from the baking industry particularly whether or not they have any trouble with heat exhaustion in the bakeries. We are interested in alt phases of fi rst aid work as well as taking care of the individuals. Mr. Sullivan: Yes. We have, had considerable difficulty from exahustion, and during the summer months it was practically impossible to get the full personnel on the job. Since that time, we have started rotating positions. A man will not work in close contact with the oven heat for longer than thirty minutes. We give them three twenty-minute rest periods in the morning and three in the afternoon. In addition to that, they take other jobs. For instance, when our dough is brought in, it is run through a brake and through a shifter from which it is peeled, and placed in the oven. It takes about twelve men to complete that entire chain. All of these men are educated to all of those jobs so that the nun at the oven will not be there any longer than thirty minutes in the hot weather. In the cooler weather, we don't liave it as frequently. Dr. Willison : We are having more or less trouble with that in. certain groups. Do you find that the danger from this following the meal i$ greater than during the period in which the stomach is relatively empty? Do you find that cold drinks work a part in bringing on these cases of heat exhaustion? Mr. Sullivan : I believe cold drinks do. As far. as exhaustion after the meal is coiKerned, 1 am not in a position to say. In the statistics division, we are working on a. new accident report form-which will bring out the time of the day in relation to other causes of the accidents. Un fortunately, we haven't paid enough attention to contributing causes in the past. I think in the future we will be able to break that down and find out just exactly what contributes to the accidents other than mechanical hazards of that sort. Chairman Mixeur: Mr. Bliss, would you care to give us your viewpoint on that particular question? Mr. Bliss: In the baking industry, we have very little trouble with heat exhaus tion. 1 am speaking particularly of the bread baking industry. We do have , cases occasionally. Chairman' Mineur: Mr. Zehner, do you have any troubles along that line? Mr. Zeitnek: Our experience has been similar. I think a lot of it has been due to a revision in machinery. Tn former years, the type of oven was conducive tn such exhaustion. On the new type of machines, they have revised the ovens to the extent that they now have automatically fed ovens which have eliminated a lot of that. J. H. Quigley (Pittsburgh Steel Co.) : What relation docs the industrial cafeteria hear to the safety movement? Wc say that a man's home life has something to do with his accidents. Does the industrial cafeteria tie up closely with the safety move ment ? I have looked over your records carefully, and I find nothing that brings out that particular phase of the question. A man cannot be safe without good food. Your slipping problem is in the industrial cafeteria. Practically every problem that you have goes through the industrial cafeteria. Food Section 731 I can speak for my company on the slipping problem. I have had over 2,000,000 people cross our floors. We are yet to have the first slip. That is due more to the use of chemicals on the floor than to soap or greasy substances. :Chairman Mineur 1 wonder if there Is anyone here whose company has an industrial cafeteria. I wonder, Mr. Clare, if you irt your travels have come across that situation. Mr. Clare: I don't believe I am qualified to answer that particular phase of the problem. Of course, a cafeteria, it seems to me, ought to be more or less of a welfare work. I* <s a means through which industry bring* to the worker properly prepared food at a nominal cost. In so far as industrial cafeterias do that, they are in a way making the working conditions so much more pleasant and at the same time insuring themselves that those who wish it can get the proper sort of food at the right time. That, as far as I know, is as near as the industrial cafeteria comes to bearing in any way on the safety- problem. Mr. Quigley ; I would like to bring out one more 'point there that the gentleman from the Red Cross brought out. When a man goes to an industrial cafeteria, under present conditions, his time is very limited. On a thirty minute noon hour, if he is fortunate' eiiough to be within five minutes radius of the cafeteria. He has twenty minutes to cat and no more, provided he is served immediately. A man going out into a mill or out into a factory under that condition leads back to the doctor's question: how long after a meal doe* the accident occur ? Chairman Mineur: I am sure there is very little information available on that subject. I can readily appreciate if a man is limited in hi* time for eating and has to rush immediately back to work after eating, that it certainly is not conducive to accident prevention. There is undoubtedly a happy medium there somewhere between the half hour and the other extreme. I wonder if .Mr. Reed of the New York State Department of Labor -would care to give us a word on that subject. Herbert L. Reed (New York State Department of Labor, New York City) : He is talking about the time of day accidents occur. The greatest number of accidents occur between the hours of eleven and twelve on all the investigation* I have made. The only reason I have to account for that is improper food in the morning. Most people do not eat the proper kind of a breakfast.. I have traveled around quite a little and eaten in thousands of restaurants, I guess. Men in the morning eat a cup of coffee and sinkers, as they call them. They may be all right for someone sitting in a chair but not for someone who has to work. Another thing. Doctors will tel! you, and you can read it in any sort of medical book, that in the morning our stomach is In the right condition to receive food. If we want to keep healthy ami have as little stomach trouble as possible we should cat proper breakfasts. That is the only way you can get proper elimination. Mb. Quigley; Some years ago the Pennsylvania Railroad, at the Union Station restaurant, established a rule that none of their men should go to work without the company being sure they had their breakfast. They stopped them downstairs. It resulted in very good work. They had a smile when they started work. That was an abaofote rule. Your experience is exactly the same as ours. Men (or various reasons leave home without breakfast. Unfortunately, they don't get any food until the noon hour. Of course, that Is the individual again, and taking your safety back into the home. Chauman Mineur: It seems to me that the time of the day at which most acci dents occur is divided between the ten-thirty and eleven forty-five period in the morning, and somewhere around three-thirty and four-fifteen in the afternoon. It seems also that there is a similarity as to the amount of elapsed time after the meal which seems to give a great deal of merit to the'question you asked just a moment ago. I am just wondering whether it takes about that length of time to work uo a good case of indigestion. 732 Nineteenth Annual Safety Congress M*. Quigley: Haven't you solved that question in the schools by attempting to give the children milk about that time in the morning? C haikuan Mimcur: In the dairy .industry generally, we are either giving a half pint of milk to the children or a pint of milk to the grown-ups . or a portion of ice cream somewhere around the four to four-thirty period. In our Baltimore units, taking within 100 miles of Baltimore, they all have that fatigued snack, as they call it. I understand that it ha* grown rather rapidly In other industries which, by the same token, has served to increase our business. They have advertised that and really feel it is worth while and has a great deal of merit. The thought I had in mind was the limited time given to employees for their luncheons. I know that a good many people in the morning rush their breakfast In fact, one of iny old bosses, I understand, used frequently to get on the train with a bun in his hand. He ate very little at lunch, because many times I lunched with him. Vuv D. Sutton (Poeturn Co., Battle Creek, Mich.): We haye a cafeteria. We find that even though some of our employees have one hour to eat in the cafeteria, within two minutes of the {dace they work--in fact I knew one person wlto worked in the office directly over the cafeteria, and when the whistle blew he made one mad rush for the cafeteria and in just eight minutes he was back again ready to go out and play baseball or cards. He is only one example. The rest do the same thing. If they have a whole hour, or if they have thirty minutes, no matter how long they have, they get to their meal and get it down as quidcly as they can. Dr. Jackson referred to that at the Congress in 1926 at Detroit. He operates Jackson's Children's Hospital in Philadelphia. He said that one of the great problems that faced us was teaching people how to eat. He has developed a great ability to take bones and foreign objects out of people's throats, many of them having gotten into that trouble by swallowing their food without masticating it properly. There is more of an opportunity for us in the prepared and semi-pre-digested foods to provide something that they can swallow whole or drink down. Dr. E. E. Willison (American Red Cross, Washington, D. C.): There is very little information that I can find on the subject of heat exhaustion, and maybe we can get some next year by just bringing this point out briefly. In certain industries, for instance, a die casting company working a night shift, they find that most of their heat exhaustion comes on soon after the night shift comes on. That seems to bring on their cases of heat exhaustion in increasing numbers. We have certain other industries such as the tobacco industry where, particularly new tabor, will eat their heavy meal at noon, drinking large quantities of cold water following the meal. We do not have very much information on this. We are hoping next year somebody will bear that in mind, that you can give us more information for our own experi ence. We are dealing with these cases from an insurance angle. T, F. Whalen (Royal Indemnity Co., New York)s: I can describe an accident that happened in one of the large hotels in Chicago. This is for the benefit of the bakery industry who use dough brakes. Ill this hotel they had one of these dough brakes. A man cleaned the brakes while tlie rollers were ill operation. He got both hands taken off. To prevent that, these people put a dynamic brake out in front of the hand where you lay your dough. It is more of a kneading proposition. Wben the man's stomach touches the brake, the machine stops automatically. It is just a little safety device in connection with the dough brake which some of you men might have in your industry. Chairman Mixeur: I presume we can get further information on that by writing to the Royal Indemnity Company? Mr. Whalen: Yes. Miss J. M. Greswou) (Horn & Hardart Baking Co., Philadelphia, Pa.): I am an industrial nurse. I am interested in asking the men about their periodic examina tion. and what their high rate is for tuberculosis. There are various occupational diseases. For instance, in our Company we had a very peculiar case of asthma from Food Section 733 flour. I was wondering if there were similar problems in the other plants, particularly where they have a medical department. Chairman Mineur: We have a medical department, and we examine all of our employees, not only from the standpoint of the local requirements as to provisions of the Sanitary Code, but also to determine those conditions which may be contribut ing causes in accidents. 1 don't know that any one particular ailment sticks out above tltc others. Our tuberculosis cases, we have frequently referred to an institution to whom we pay $15, and they take care of the patient from there on. 1 feel rather gratified that I have been instrumental in directing the men to that association, at least two men who have been pronounced completely cured after the disease had reached a rather progressive stage. Is there anyone else who cares to comment on the question raised by the lady in regard to predominating ailments among employees who arc examined periodically? That is your question, isn't it? Mr. Poole: We had considerable trouble a few years ago due to the fact that we didn't have any real set rule on which the employees were examined. We made an investigation, and we found out that with majority of people that were being examined on their own free will, lliere was no sickness or no accidents due to the fact that every examination the doctor would give them some little hint on their diet, habits or something that would take care of any ailment he would see they were subject to. We went further than that and compelled our employees to be examined once a year. Since that time, we haven't had any tuberculosis cases, that is, lost time tuberculosis cases. We have had some that they have had to go on a special diet and control their hours, more hours of rest. We haven't had any cases recently. Before that time, we had four that we had to send to the tuberculosis hospital in Battle Creek. Chairman Mineur: Contrary* to the general impression, it is not necessary to send a person in the primary stages of tuberculosis to the higher, drier altitudes. As a matter of fact, one of the cases to which I referred just a moment ago never left the City of Brooklyn, where, as you know, the temperature is quite variable and the atmosphere moist all the time. The three things in the treatment of tube'rculosis are rest, diet, sunshine, plenty of fresh air. Sometimes that can be carried on in connection with light work. Rut, invariably, it is necessary for the individual to lay off completely. There are comparatively few cases where it is necessary to send a person outside. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Food and Delivery, Taxicab and Bus Joint Session Thursday Afternoon Session October 2, 1930 WILL COOPER, Chairman The Stevens Hotel, Chicago, 111. The joint meeting of the Food and Delivery, Taxicab and Bus Sections of the Nineteenth Annual Safety Congress was called to order by Witt Cooper, The Stevens Hotel, Chicago, general chairman of the Food Section. Cbaikkak Cooper: The first speaker is a past-president of the National Safety Council, and one of the best known authorities on highway safety. I want to intro duce Mr. Marcus Dow, manager of personnel of the Greyhound Lines, Chicago. The Selection and Training of Bus Drivers By MARCUS A. DOW Manager. Department of Safety acid Personnel, Greyhound Lines. Cleveland, O. An incompetent bus driver is a costly individual to have on the payroll of a high way transportation company. In the twinkling of an eye he can make a mistake that might cause more damage than his life's wages could pay for. The selection of the right men for such work is, therefore, of the utpiost importance. It is of much more importance to pick out the right man for the position of bus driver than it is for such work as that of a laborer, a shop employee, or a clerk. These latter workers arc under almost constant observation and supervision while the bus driver is of necessity out on the highway, "on his own." He is in sole charge of an ex pensive piece of equipment loaded with human freight, traveling over public roads that are crowded with other vehicles being operated by all kinds of drivers wlo may be good, bad, or indifferent. The but driver must be a dependable employee who can be counted on to bring his vehicle to its terminal safely and without a com plaint from a single passenger. Of course, the physical and mental condition of the man seeking empolyraent as a bus driver must receive first consideration. He must have good eyesight and hear* ing. He must have the full and free use of his hands, arms, legs, and feet. He must have no organic disease that would make it doubtful if he could stand the strain of long hours of driving a heavy type vehicle day after day. He must be mentally alert. It Is useless to waste time training and schooling a prospective driver who is not physically and mentally fit Therefore, a thorough examination by a 735 736 Nineteenth Annual Safety Congress competent physician wooid mob to be the first step m tfit sekctsoc of men for bus driving work. Perhaps you will be interested in the method* followed hs tekrting, training, and supervising drivers on the Greyhound Line*, the largest inaer-exty and inter-state bus operating company in the United States. We do not daxm to have reached perfection, but we have made considerable frofrai in improving the personnel of our organisation and have node a most gratifying imptoicinem in oar accident record as a result There arc in reality two periods cf training. One is "student training", when the new man is prepared for hi* job. The other is "after-training", which takes the form of education and supervision tint continncs as long as the nun is in the employ of the company. Each has had its share in getting these results. For the purpose of getting better efficiency in operation die Greyhound System is divided into regions. Each region has as hs operating head a regional manager, who reports to the general manager. Among other duties, the regional manager has direct charge of the supervision of driven in Us region. He is also responsible for the employment of his own drivers. That is. he mast see that he has enough men to 611 the ruu in hi* territory and he is expected to select men living in his territory to meet his needs. It is considered the best policy to pick men who kw near the end of the route they arc to operate upon, where they can frequently be at home. This tends to make the men better satisfied and increases their c&bency. The final responsibility as to the training and approval of the men of the regional manager's selection rests with the manager of the Department of Safety ft Petsonnet which department has centralized authority over aU region* in all matter* pertaining to safety and the conduct in general of the driving personnel Our business has a peak season. June. July, August, and early September being our heavy* travel months. Some two hundred extra men mat be employed each year for this extra heavy' business. The procedure is as follows:-- The regional manager picks out a man he wishes to employ. He knows the too* pany's requirement is that the driver must be it least 24 years of age tod not over 30 when newly employed. He know* the applicant most weigh oot less than 160 pounds, nor be under five feet eight inches m height- Younger men do not always have enough sense and good judgment, and little puny looking men do not make the best impression on the minds of bus travelers. In echo* words, they do not inspire con fidence in the timid traveler. Therefore these standards of age, weight, and height govern the regional manager in his first consideration of the prospective driver. Now. before spending tune and moocy on a physical examination, it is well to find out if the candidate can drive. Tune is too pressing to attempt to train a man who never had any driving experience- This is sometimes done in the slack season, but not in the spring of the year when the "big rash" is on. Time is always too valuable to waste on one who is too clumsy and awkward to learn anything. And so to find out if tlie "prospect" has at least the elementary qualification necessary for a drivership, he is sent out with an old experienced driver in an empty bus to ascertain if he can drive, if the* old driver's report is favorable, he is then sent to one of the doctors designated by the company for a physical examination. If the doctor's report is satisfactory the candidate makes out a formal application, giving his past history and the names of previous employers as references. This applica tion with doctor's examination report is mailed to the Department of Safety & Per sonnel located in Cleveland, Ohio, the headquarters of the system, and m this department is started an investigation of the candidate's references to find out whether the man has a satisfactory past record as to safety, honesty, and dependability. Dur ing the progress of this investigation, which takes at least two weeks, the candidate, who is now a sttxfent driver, is riding with regular drivers in the region where he was selected, learning the routes and receiving preliminary instruction from regular drivers on regular runs as to safety rules, ticket*, station stops, etc. Each regular Pood and Taxicab and Bus Joint Session 737 driver with whom he rides, make a complete report on a form known as "Regu lar Drivers Report on Student Driver." If these reports indicate the student is naturally careless, unsafe, or reckless, his training comes to an abrupt end. But if all the drivers the student rode with give a satisfactory report on the student and if in addition the investigation of his references have produced satisfactory informa tion as to the student's past history, (the doctor's report already having been ap proved), he is then, after two or more weeks of preliminary instruction, sent to the drivers' school in Cleveland, Ohio, for one week of intensive training. He must be able to pay his own living expenses during the week he attends this school. He receives transportation to Cleveland and return to his base, but no pay. The train ing he gets Is worth more than money to him and he gets it without cost, other than his room and meals which he must be able to pay out of his own pocket. A better class of men, on the whole, are the ones who are able to finance themselves to this small extent at least. The Cleveland School is in the Department of Safety ft Personnel. The course consists of both classroom lectures and actual road work each day. Classes begin each Wednesday morning and students must arrive only on the morning of Wed nesday each week, so that classes may start and end without the interruption of new students arriving in the middle of a course. Class lectures consist of instruction on safety and operating rules by the Manager of Safety & Personnel, mechanical and maintenance lectures by a mechanical ex pert, driving talks by a driver instructor, and ticket and tariff lectures by a traffic department man. Half of each day is spent in (he class room. The other half day the entire class is taken out in a special bus by the driver instructor. Under his appraising eye each student must drive the bus for at least two hours during the week. While not actually driving, the other students in the bus must pay close attention to instructions being given the one who is driving. The driver instructor has a record of three consecutive years driving experience without an accident He i* an expert. He corrects the faults of each student. He stops the bus at interval* to dearly explain certain important rules of safety. His instruction is practical and thorough. The mechanical instruction is most complete. Road failures and their attendant high cost* have been reduced to a minimum in aU regions by teaching our student drivers how to make emergency adjustments and repairs. . Not only is the student shown by classroom demonstrations, (the instructor using carburetor, vacuum tank, ignition and braking systems, etc., for such demonstrations in the class), but out on the road, in the instructor's bus, they arc required to get out and fix the bus which has purposely been crippled so- as to give them actual emergency repair experience. At the completion ot the week's schooling two written examinations must be passed by each student. One is known as the "Safety Questkmqire" and the other the "Mechanical Questionaire." Each student must verbally answer the questions which are put to him by the instructor and the answers recorded verbatim on the question sheet. If he shows that he knows all that he is required to know, that is if his answers to both safety questions and mechanical questions indicate he has properly absorbed the knowledge that has been given him, he is sent to the manager of the Department of Safety & Personnel for a final interview. He is taken (each one separately and alone) into a private office, given a last catechism as to his under standing of such main safety points as our speed limit rule, our strict requirements as to precautions to be taken at railroad crossings and road intersections, and Is made to understand he is accepting a position of trust and responsibility. If he gives final assurance of being dependable, he is then approved by the manager, his badge of authority is issued, he is measured for his uniform and sent back to the region he came from and placed on the "extra-board" as a full fledged driver at the regular scale of wages. Let me here emphasize that his final interview with the manager of the Depart- 738 Nineteenth Annual Safety Congress ment of Safety & Personnel is important and no student escapes it. Even the hand clasp He receives as he is welcomed into the service of the Greyhound Lines and is congratulated upon having successfully finished his training, helps to send him away with the feeling that his hard work while in training was worth while--that the com pany has confidence in him and that he Is about to become a really important cog in the wheel of a great transportation machine. It is, of course, inevitable that some students will not succeed in obtaining final approval for employment as drivers. If proper care is used in weeding out those who do not measure up to the standards that are desirable. In our experience during the recent spring period of training 209 new drivers were given final approval after their schooling had been completed and 56 were rejected. About one third of those rejected were unable to satisfy the instructors after they had arrived at the Cleveland school and had already received their preliminary instruction in their home regions. (jt the other two-thirds rejected, some were rejected on recommendations of the regular drivers with whom they rode in their first try-outs in their home regions. Others were rejected upon notifications by the Department of Safety and Personnel that investigation of their references revealed unsatisfactory past histories; others on account of physical defects. The principle causes of rejection were as follows: Unsatisfactory references 20 Physical defects 16 Poor performance inroad tests 12 Miscellaneous causes 10 Total Iff Those rejected at the Cleveland school on account of unsatisfactory road tests were men who revealed one of three disqualifying characteristics: (a) too nervous, (b) too slow thinkers, (c) indifferent The first named were considered an unsafe risk because in heavy traffic they showed by trembling or involuntary jerking of hands, head, or limbs that in the strain of emergency they would be quite sure to do the wrong thing, would "go to pieces" or lose their heads and consequently lose control of their vehicle. The second named were, to use the vernacular, "just plain dumb". It would take them too'long to respond when told by the instructor to shift gears; they would re-act slowly when instructed to make an emergency stop; simple ex planations seemed to "go over their head" and they would be reported by the driver instructor as too slow in grasping the idea as to how to handle a bus. A slow thinker is a risk and therefore subject to rejection. The last named included one or two men of the type we call "smart alecks." They knew it all They paid little attention to the instructor. Because they were not enough interested in their future job to be alert, attentive and earnest students, we couldn't waste time with them. It is difficult to give a complete account of what a thorough driving test encom passes. Briefly, however, the main things to be watched fay the Driving Instructor when a student is handling the bus, are as follows: (1) Re-action to Mstop" and "go" signals. (2) Care used approaching intersecting highways. (3) The making of full stop and manner of making observations at Railroad Crossings. (4) The kind of judgment used in passing around slower moving vehicles going in the same direction as bus. (5) The care used in making turns at intersections. (6) The distance kept behind vehicles the bus is following. (7) The ability to shift gears smoothly. (8) Ability to respond quickly in applying brakes when necessary. (9) Thoroughness in checking bus before starting to see that all safety appliances, such as brakes, steering gear, born, lights, etc. are properly working and bus is in perfect condition. (10) Tendency toward taking chances. Food and Taxicab and Bus Joint Session 739 One method of testing a student under item 8 is for the instructor to unexpectedly commaod "Danger, stop quick." In most of the above items, however, the watchful eye of a capable instructor can detect under ordinary road conditions how student conducts himself and correct or reject him as the individual case may warrant. It is out of the question in this article to describe in detail all that takes place in the drivers' school. One thing, I think, is important. We try to make important rules stick in the student's memory by explaining the reason for the existence of such rules. We do not expound all rules that arc in our "Manual of Operating Rules" in class room instruction, but some of the more essential safety rules arc gone over repeatedly. To merely read a rule does not leave the desired impression on the mind. But, for instance, take our role which says that at railroad crossings the driver must make a complete stop and open the door. Why open the door ? Be cause it enables the driver to hear better the sound of an approaching train. But suppose it is a warm day and the windows of the bus are open ? The rule makes no exception. Open the door regardless. It helps to sell the driver to his passengers as an extremely careful driver who is taking no chances. This line of reasoning, explaining why the rules are made, arouses the interest of the student and makes an indelible imprint upon his mind. Here is another illustration. Our speed limit is 40 miles an hour. We desire to make an indelible impression on the student's mind that control of speed is one of their outstanding duties as a bus driver. The first thing in the morning of the first day of the class we write on the black board a three word caution, "Watch Your --------- " and leave the last word blank for several minutes. Each student pictures in his mind an old familiar slogan "Watch your Step", but sits up and takes notice when at last after minutes have passed the lecturer completes the tine with the word "speed" instead of "step", and "Watch your speed" is a wanting he wilt hardly be apt to forget. By similar methods he is taught, among other things, to keep within our maximum limit of 40 miles per hour at all times, to slow down going around curves and approaching intersections, to stop and open the door at all rail road crossings, to keep far enough behind the vehicle ahead of him to allow a safe braking distance, to keep on the right side of the center line of road, to not pass vehicles going in the same direction on curves or halls nor where roads are too narrow and in short to always take other safety precautions of similar nature. The Initial training of the bus driver is but a small part of the program of train ing, however. He must be continually trained and educated. This continued training after employment might be more accurately termed "supervision" but it is constant training nevertheless. Midway between our terminal cities we locate an operating official who bears the title of "Supervisor." He is provided with an automobile. His duty is to patrol the highway, watching our buses, conferring with the drivers and daily reminding them of safety rules, correcting Improper practices they observe drivers indulge in and in general keeping a watchful eye 'on each driver. Thus, al though the drivers are as we say "on their own" yet they know that somewhere enroute, they know not just where, they will encounter their supervisor and they must be correct in everything they do or run the risk of being disciplined. ft is important to scrutinize each driver's accident record. The majority of our drivers now have few if any accidents in a year. But some few are quite certain to be "accident-prone." The driver who keeps on repeatedly having accident after accident is a poor investment and a costly risk. He ceases to be an asset. Our method of watching this situation is to prepare in the Department of Safety and Personnel a monthly report showing the name of each driver who had an accident during the precceding month, how many previous accidents such driver had and how many be was at fault for. Three "at fault" accidents, even though trivial, will cause the driver to be put on probation. After that, unless there are good reasons for giving him a further chance, the "repeater" is taken out of service. Of course, 740 Nineteenth Annual Safety Congress even one serious accident or one flagrant violation will possibly result in instant dismissal. Two things which wc are most strict about are the proper observation of our speed limit rule and our railroad stop rule. Violation of either of these rules invariably means prompt discharge of the driver apprehended. Such matters are continually being watched and checked by the supervisors who are on the road day and night in each region. It is questionable as to whether a driver should be suspended from work as a means of discipline. It is a practice we do not follow as a general thing. Suspen sion means loss ol pay. If suspended long enough to fit the seriousness of some offenses, it works a hardship on not only tlie driver but his family. It ca'ises him to get in debt. He finally goes back driving with a worry on his mind that surely does not help make him safe. If the offense is serious, complete dismissal from the service is preferable. With us, we discipline driven for minor violations by revoking their bonus for 15, 30, or 60 days. Each man is automatically paid a bonus of one-fourth cent per mile above the regular wage scale, unless the bonus is deducted as a disciplinary measure. Coupled with watchful supervision and disciplinary methods, is what we call "in spirational" methods of making drivers careful, courteous, and efficient. Safety, of course, takes first place in importance in the training and career of a bus driver. Our aim is to encourage drivers to voluntarily and of their own free will, be safe and efficient. The regular bonus of one-fourth' cent which all drivers receive is added to by an extra onc-fourth cent for "Star Drivers." A Star Driver is one who has had no accidents for a year and his record otherwise as to personal con duct, honesty, courtesy, and dependability has been beyond criticism. In other words, the Star Driver has nothing charged against his record for a year. He then receives tlx extra bonus until he forfeits it by misconduct, and he would then be obliged to have another year's good record before again being designated a Star Driver. A gold safety button is also awarded the driver who goes a year without an accident. A silver trophy is awarded every twelve weeks to the region having the best safety record and each driver in the winning region receives a personal souvenir, which they all value highly, in the shape of a Greyhound dog breast-pin. Safety Meetings with discussions on how to prevent accidents are held monthly at each regional headquarters and alt drivers are required to attend. The men are encouraged to be safe, courteous, and efficient They are inspired to take pride in the record of their respective regions and of Use company whose uniform and badge they wear. It is because the very existence of the bus business depends upon the safety with which buses are operated, that so much time, patience, and money are spent on this phase of the driver's training and supervision. This part of his training, this feature of supervision or of continued education after he gets his job, must be intelligently conducted. You can't, fot instance, be continually shouting at a driver "Lookout-- Re careful--don't have an accident" and expect to get results. Uusually such banter ing and nagging will only make the driver nervous or get him "sore" to use a common expression, and he is.less safe titan if you had let him alone. The better way. and the one we follow, is to give him constructive education,--to give him oft repeated, perhaps, but convincing, intelligent admonitions and instructions. To aid us in this, we prepare a monthly summary of the actions, conditions and results which surround the accidents that occur. By way of illustrating my point, we are able for instance to tell the men at a monthly safety meeting that a certain number of accidents resulted from passing the car ahead; that drivers are usiog poor judg ment in passing; that they do so on narrow roadways with a soft shoulder and a ditch on the right, where they crowd another vehicle onto the soft shoulder causing it to slide into the ditch and tip over: that this practice must be stopped. Bulletins are used carrying this message. Supervisor* repeat the warning verbally. Every driver on the system gets the warning. It is specific, it is concrete. Something Food and Taxicab and Bus Joint Session 741 definite is brought to their attention in no uncertain terms which they must correct. It is followed through and kept after until the particular high accident producing practice, whatever it may be, has been corrected. In six months of such intelligent "after-training" we were recently able to make an 80 per cent reduction in one par ticular type of accident that had been showing a very high frequency. I do not know whether this paper presents much that >9 new. It is not. 1 am sure, the last word as to selecting, training and supervising bus drivers. Wc expect to improve our methods as we go along. So far, however, we have made gratifying progress as indicated hy the ever increasing safety of our operation, by tlie more earnest co-operation we get from our drivers, by their improved appearance, and by their greater all-round dependability. They are noted for their courtesy and for their capable and safe operation of our buses. The method described in this article . of training and educating drivers was enlarged to its present scope a year ago last July. At that time we were operating about 10,000 miles for each accident reported (counting every report no matter how trivial) and this has been steadily improving month by month, until the latest monthly summary shows we operated more than 54,000 miles per accident on the Greyhound System as a whole. Some regions did even better. One operating region went 90,000 miles per accident over a period of 14 week*--nearly four times around the world without even scratching a fender, and another region 75,000 mites per accident. In July and August this year compared with the same period last year, we made n 70 per cent decrease in total accident frequency, and a 69 per cent increase in the miles operated per accident. Only careful, conscientious men, who have been well trained and who have the free wsB of their own to be careful, could accomplish such a record on the heavily tianted highways of this country. Only men who know what to do and what not to do and who have a personal pride in keeping' their own record clean would be able to accomplish such a marvel of efficiency in highway transportation operation. And only men who know that back of all their training is the constant watchful, sympa thetic hot firm supervision of a corps of capable and practical officers could be ex pected to keep maintaining such records month after month and year after year. :Crahmax Cooks Having been in the railroad business, I appreciate the responsibilities of a locomotive engineer in handling a train. Those companies are very careful m the selection and training of men. I realized that the responsibilities of a motor bus driver are infinitely greater, and I haven't thought that the companies were careful enough about the way they selected their men. I am glad to know there is at least one company that appreciates these hazards. Are there any questions you would like to ask Mr. Dow? Rotcar Clair (Liberty Mutual Insurance Co., Boston) : How many candidates are in training, on an average, in the school? Mm Dow: Usually the class is from 15 to 20. Mi. Clair: Mr. Dow said that you can't be on the job every day telling your ****** to be careful, to watch out and not have an accident; and that such a nagging procedure Instead of having a beneficial result oftentimes has a reverse effect. I had almost an identical case with a group of about 40 or SO drivers. We had been having a little trouble with this group. Wc felt that perhaps our supervision hadn't been enthusiastic enough. We selected a contact man and made him chairman of the local safety activities, with the hope that he, having the most frequent and closest contact with the men, might be able to keep the thing before their minds most ef ficiently. He worked on those men morning and night: he almost hounded them; and **range as it may seem, in spite of all this contact work, our record not only stayed bad but got worse. We finally came to approximately the conclusion that Mr. Dow has called to our attention today. W. E. Feller (Westchester Lighting Co., Mt. Vernon, N. Y.): We have about 742 Nineteenth Annual Safety Congress 716 drivers, most of them part-time drivers. That is, there may be aoraor than 9 gas fitter, engineer, gas distribution man, electrical distribution man or electrical engineer. Is there such a thing as a set of rules that might apply in a case of this kind? The man isn't hired as a driver, he is a fitter, an engineer, and he might be an expert in his profession, but lie isn't necessarily a good driver. Mr. Dow ; The same rules would apply whether they were part or full time drivers. Certainly safety rules should be drilled into the man's mind whether he is going to drive a bus two hours a day or all day long. Mr. Frmjer : Regarding hazards at intersections--where do you find the most accidents, and what is the particular reason for the most of the accidents ? Mr. Dow : From our experience the one classification which produces the largest number of accidents is the rear end collision--where the bus collides with die rear end of the car ahead of it. The largest number of serious accidents occur at inter sections. George F. C. Taylor (Shell Eastern Petroleum Products Co., Inc., New York City) : Mr. Dow spoke of the speed of the buses being 40 miles an hour. You govern your buses so they have the additional speed if they require it, don't you? I assume the men are allowed to exercise their own discretion? Mr. Dow : Yes. H. J. Mineui (Borden Company, New York City); Mr. Dow, you art not ad verse to repeated messages given st short intervals to the drivers, but you do stress the fact that the nature of those messages should be educational in character. Such as passing on curves, calling attention in just a brief sentence to the dangers, and tltcn winding up with "The expert driver will not attempt to pass on the curve, and the wise one will profit by the experience of others," or something of that kind. Our records show the chief causes of serious accidents are limited to about six-- turns, left turns, turns between intersections, complete turns between intersections, U-turns at intersections, pulling away from the curb, backing up, and rear-end col lisions. I wonder if that is not the experience of most of us who have large com panies ? Mr. Dow : I might comment a little further oo the first part of Mr. Mineur's question. When we first started this work we had a meeting of our supervisors, and went after them pretty strong on the question of supervision. But evidently we didn't give them the light kind of training, because they went back to their jobs and began to bear down on the drivers. The result was, I had one driver come into my office who said he had been accosted by three different supervisors during the day. The first thing in the morning when he left the garage the dispatcher called him over and said, "Now, for God's sake, be careful, and don't have an accident." He got on the bus and was a hundred miles out on the highway, and was stopped by a supervisor; and the supervisor said to him, "Have you had any accidents?" "No." "Well, for God's sake, don't have any." He went along another hundred miles, and he came in contact with another offi cial. who stopped him, and said, "Well, how are you getting along, any accidents?" "No." "Well, for God's sake, now, keep your nose clean." Then wc began to intelligently instruct our supervisors to as how they were to contact with these men. Our accident statistics have helped us educate the supervisory force, and we have repeatedly put on special drives, where wc have laid down three or four cardinal points that we wanted the supervisors to caution and instruct their men about. The result is that now when a supervisor stops a driver he probably asks him a ques tion: "How arc you handling your bus at the intersections you come to? Are you remembering the rule that you arc .to slow down at intersections and get under con trol?" "Yes." "Well, that's all right now, but don't forget it" Or maybe he would say. "Wlwn you stopped at that railroad crossing back there Food and Taxicab and Bits Joint Session 743 did you remember to open your door?" Constructive questions are put to him in that way, as a reminder, not as a continual razzing of the driver; and wc arc getting much better results. Mr. Clair: Mr. Dow, I would like to ask you about the use of the horns. It has a bearing on the safety situation in this respect, that in volume some of the tones possessed by some of these horns give you the impression that the bus is immediately behind you, and when the horn sounds you almost ieel as ii you were being blown off the road. What instructions do you give your men regarding its use? Mr. Dow : They arc only to use the air horn in case of emergency. Mr. Minkur: New Jersey has taken the first step in the elimination of musical horns. These sirens will be prohibited on vehicles. At the Regional Conference in Philadelphia, to consider the Hoover Code, that body went on record as approving a regulation prohibiting the use of this type of signalling device, and that a con ventional type of horn he used. Chairman Cooper : I made reference a while ago to the increased responsibilities of a bus driver over a locomotive driver. The reason for that was that the locomotive driver runs on a track and he has nothing to do with guiding the vehicle. A street car motorman is in the same category. But as those of you who drive cars well know, there are two ways in which an accident can happen. You can be as careful and as good a driver as you know how to be. but you can't guard against what the other fellow does. 1 am going to ask Mr. William Pasche, Safety Supervisor of the Chicago Surface Lines, to talk to us on highway safety, from the street ear com pany's standpoint. Street and Highway Safety By WILLIAM`PASCHE Supervisor, Accident Prevention, Chicago Surface Lines, Chicago, 111. # Street railway operators have a great deal in common with those who operate delivery tracks, taxicabs, or buses. We find that your problem is our problem. For a number of years we have been discussing the kind of a gong which should be on a street car. We have been trying to educate street car motor-men to use the gong intelligently, but what do wc find? In reading an accident report, and then discussing that accident with the motorman, he invariably says, "The vehicle pulled away from the curb directly toward the track. I sounded my gong, but he paid no attention." Now, if he didn't do anything but sound (la gong, he surely wasn't going to pre vent an accident; and neither will a track driver, a bus driver, or a taxicab driver prevent an accident just by sounding a signal. Two days ago in the Electric Railway Section we were discussing the type of gong which sliould be on all street cars. There were some IS or 20 of Pittsburgh's train-men present and we listened to the value of the gong from their standpoint. That evening, three or four of us each going in a different direction, went out to sec if gongs were really sounded in Pittsburgh. Only one man heard one gong sounded. Does the noise-making apparatus on our moving vehicles have a value? I don't know I I do know that in the past we have sounded the gong so much that the people objected. After telling the men they should not sound It so much we soon discovered they weren't-sounding it at all. Now wc are telling them that it should be tapped at least twice in each block, and that that will warn the driver of the vehicle or car along the curb. Many of our accidents occur when the motorist is pulling away from the curb, at intersections, etc. We find that the greatest number occur when pulling away 744 Nineteenth Annual Safety Congress from the curb, or when the vehicle is attempting to pass the street car on the right. Eliminating that kind of accident is difficult. 1 doubt whether any of us know the answer. We have been preadiing alertness and have had some success. We find that a great many U-turns are being made on our busiest streets. Wabash Avenue, in Chicago, from Lake Street south to Harrison Street, is a busy thorough fare. In the rush period we operate about four cars a minute through that section, lliere arc elevated posts in the street, and it doesn't take much to put a taxicab or delivery truck up against one of those pillars. In discussing U-turns ou Wabash Avenue with a taxicab driver, I was told tluit if a prospective passenger signals to a cab driver who happens to be on the opposite side oi the street, it is necessary for that cab driver, if he desires to get the business, to make a U-turn. He said, `if our drivers don't make the turn the other fellow is coining along, and !>c is going to pick up our customer, and that is just a dead loss to m> company." That is true; it is a loss, and any revenue loss by a trans portation company today is not made up tomorrow. But it is worth while, in the way of expense or personal injury', to make U-turns in busy city streets? I don't think so. In the industry' its which I am engaged we have a lot of sins that you fellows object to; and we think you also have them; but if wc can get together and discuss our problem these can be worked out, and many of the things that now occur can be eliminated. Our problems are identical. Barney Graves (Yellow Cab Co. of ` Philadelphia) : This idea oi getting together, on the part of those interested in preventing accidents on the streets of our cities, is a very important move. I happen to be on ttie taxicab end of our business, and sometimes it almost breaks my heart to give in but I have received value every time I have given in regarding U-turns, driving on the rails, passing up the street cars on the wrong side, and things of that kind. Experience in the cab line has shown it has been a good investment. H. J. Mineur (Borden Company, New York City): Perhaps you would like to hear from the delivery man. The taxicab is our chief obstacle. In the streets of the larger cities our commercial vehicles are obliged to keep as far to the right as possible. In many of those streets cars are parked all along the curb, which means a very meager clearance between the side oi our vehicle and the parked cars. Taxi drivers running along past the truck, always cut in start and frequently just as they cut in, notice someone on the sidewalk who may beckon to them. These drivers come up short; and a man with a truck is hardly in a position to bring his vehicle to a stop, even at eighteen or twenty miles an hour, and the result is a collision. The taxi operators can help fleet operators materially if they will remember that the operator of the large commercial vehicle must have more room anil more oppor tunity to stop than the pleasure -type of vehicle. So far as the trolley car is concerned, we have little diffcuKy with them. Just one more tliought. We invite suggestions from our chauffeurs, and partic ularly those that have accidents; we ask them the solution of the accident. One of the suggestions we got in connection with our long, dry ice trucks was that a rear horn be placed on these. Most of them are from 28 to 30 feet in length; and one driver who had had two or three accidents made that suggestion. We are trying it out. F. C. Lynch (Kansas City Safety Council): There : ^ne point I would like to bring out--it is the use of the horn. In this whok .wic-n of vehicle street use, one of the things we have to solve to accomplish our accident reduction is to secure some means of intercommunication between the people attempting to use the streets. There is only one means of communication that we have ever provided for any oper ator. That is the horn or bell. In your street car operation there are occasions where they can't yield. For ex ample, a street car going twenty miles an hour takes 130 feet to stop, with the Food and Taxicab and Bus Joint Session 745 most efficient brakes. A five ton truck loaded, properly equipped with ordinary truck brakes, going twenty miles an hour, with only two wheel brakes, stops in 35 feet There is an occasion where the street car man simply can't yield the right of way; and on such occasions he should be provided with some rather positive statement of fact that he couldn't yield, and that the other man would have to. Not that I think, as Marcus Dow has pointed out, that the bus drivers intend to pre empt the right of way with the use of this irritating horn which lias been referred to, but it is provided so that it may give a more or less positive indication to the other users of the highway that there is not an opportunity to yield, and therefore, they must protect themselves. Tlie only thing the bus man can do is stop. He doesn't have the free movement of the vehicle that the little operator has. We are liable to run along with this thought about horns and lose sight of the fact that it is the most essentia) piece of safety equipment there is on the automobile, and the bell is the most essential thing on the street car. We should encourage the use of those particular safety devices in a manner which good judgment of the oper ator will indicate that it should be used. Gbokge F. C. Taylor (Shell Eastern Petroleum Porducts Co., Inc., New York City) : 1 frequently drive all over the country, from Washington as far as the Canadian line. When you have one of those buses, with the ear-splitting horn come up behind, you feel like "taking to the woods". A horn is an absolute necessity. It was the peculiar tone that we objected to. Mr. Mincur suggested some warning should be put on the rear of a vehicle, de noting when it is going to stop. One of the most inexcusable accidents is the rearend collision. If the man who is driving a vehicle would follow at a safe distance, and would think ahead of his own radiator cap, he would avoid a lot of those rearend collisions. Mr. IIikcur: A good many of our vehicles are 30 feet long, and there is just one man on them. Frequently they get into the curb and have to back up. They start to back op when the road is clear, but in the meantime someone conies in between the rear of their vehicle and the vehicle behind. His thought was if he could have a born sounding as he was backing up, it would give warning to get out of the way. Mr. Tatum: There is some merit in that discussion. We operate a fleet of gatolmr trucks and there is nothing to prevent the operator when backing up from suessdmg bis horn, and also using due caution. We have the same source erf accidents. Mr. kvvrn: The biggest contributing factor to our public accidents is lack of traminu the port of the operator oi vehicles. Not because tl*p operator of the truck is aut aware of the fact that lie is going to back up; but the trouble is that dun is a truck operator who has actually found by experience that the vehicle operator m coueg to him. so unaware, so inattentive to conditions under which he is appmudamg this vehicle, that he doesn't see it is backing up. Atocher tcaeph of this inattention is the example of an operator who might be gotos abuts, way out in the country where there is no traffic, and be scared because a bus Mew a bag bora. The trouble was that that man should have observed in his rear vieme mirror that he was operating somewhere in (he vicinity' of this truck. We na due, absolutely unconscious of the things we are doing; it isn't the horn due sore* us. The fact that the bus is there Is what scares us. We are unconsoous oi the ouilitioas under which we are operating. We liave got to change our attitude, our operating conditions, and not change the horns so much. Josuju HarcxLRT (Peoples Gas Light and Coal Co., Chicago) : Instead of criticiriug (be ocher fellow we want to Instruct our drivers, that they are not the only cees eu the streets, nor are they the only obstacle on the streets; and teach them to the Irrrt best of our ability. I am trying to do it. I know it is a job to do unto others as you would have others do unto you; but we should have some regard for them in the various operations. 746 Nineteenth Annual Safety Congress Cuairsiax Cooper: The accident report forms that the headquarters statistical bureau has been working: on were designed to get at the crux of this trouble, which is, putting the blame where it belongs, through finding out the facts. 1 am going to ask Mr. Forney to present those forms. Presentation of Vehicular Accident Report Forms By R L. FORNEY National Safety Council, Chicago, 11L For years the industrial members of the National Safety Council, including mem bers in the metals industry, petroleum industry, and some fifteen others, have been reporting industrial accidents on a uniform basis, and have thus been able to compare their reports, one with another, from year to year. Last year 3600 industrial firms submitted reports. This year at this Congress those reports have been presented before the members of the various sections. Last year, a feeling developed among members of the Delivery,' Taxicab and Bus Section that it was rather inconsistent for them to go any longer without having some similar method of developing their records on a uniform basis for comparative purposes. There was discussion among members of the executive committee of the section and also at a special meeting of fleet operators in New York City. At an executive committee meeting of the section in February, it was proposed that an attempt be made to get for the year 1929. some records of vehicular accidents among members of the section. Most of you have seen, 1 am sure, the results of that attempt, published in our industrial accidents statistics report for this year. Some 25 or 30 companies reported their last year's experience; and those reports were classified by Industry-- that is. buses were separated from taxicabs, and so on. Shortly after these reports were obtained for last year it was suggested, however, that any accident reporting scheme ought to provide more Information than simply accident rates. Such information has been obtained for some five or six years by official agencies throughout the country--police department. State motor vehicle bureau. State highway departments, and others, using accident reporting forms that show the important circumstances of vehicle accidents. Furthermore, a few vehicle operators have made a similar attempt, including Mr. Marcus Dow. The large thing, of course, that we want to accomplish, if we can, in behalf of your section, and with your members and your officers, is to develop a pamphlet covering this subject of vehicular accident statistics and records which will contain standards, not only for you, but which will become recognized as standard among vehicle operators throughout the country. Following the experience of these official agencies I have referred to, and of the few companies from whom we were able to get information we have developed three forms which have now been passed out to you for discussion, the idea being that these forms or same other forms, should form the backbone of a pamphlet for the Delivery, Taxicab and Bus Section that will serve the same purpose for you that our industrial statistics pamphlets have been serving for ten years for the members in other sections. These three forms arc ia your hands and you have had time to look at tl*em just a moment. First, there is an original report for each accident; second, there is a sheet for tallying those reports, so that like reports and like circumstances are gotten together. And finally there is a summary sheet, which is provided to set down the grand totals, so you can look at tl*n at the end of the month and at the end of the year; compare this year with last year, and so on. Food and Taxicab and Bus Joint Session 747 There are two essential types of information on the original accident report On the from side there arc some very conuuon questions--when and where did the accident occur; who was the other driver; wliat damage resulted; wlio saw the accident; and so on. Furthermore, there is a diagram, in which the situation of the vehicles and oi any other objects in the roadway, may be shown. On the reverse side the information is somewhat different, namely, the cir cumstances surrounding the accident. This covers such things as the movement of the vehicle--in which direction it was going, and so on; action of the driver; condition oi the driver; and condition of the vehicle. Now, then, ot what use are the items on this form? Mr. Dow has told you sometiling about them. He Iras told you that his use of a form which provides information like this permits him to go to hi$ drivers and say, not, "Be careful" or, "Don't have an accident", but, "You have been passing on too narrow roads; you have beeu passing on curves; you have been failing to signal when passing." and so on. He is able to find how many vehicles were making left turns and right turns at the time acodenu occur, and so on. In other words, those circumstances, as covered on the reverse side of this form, provide specific things which you can point out to drivers, instead of simply "Be careful." Some of you here received these forms before tins Congress. We sent them to the officers of the section and to the people who liad been to this special meeting of operators in New York City last year, whose names we had, and we received a few replies, a few suggestions regarding them. As we might have expected, the opinions were by no means the same. I have two of the replies here: Here is one sentence out of a letter; "After the data is obtained it docs not serve any use, from a safety standpoint. For this reason I, personally, will not use this form." Here 1* another letter (a three-page letter, by the way) which starts out like this: "I would like to say these forms as designed at your office, should fill a long-felt need among operators of fleets of buses or trucks for a standard system of gathering accident statistics." Tbe writer goes on to say that although the form may look rather complicated, he feels tint the information of this kind Is by no means too much to be obtained by a vehicle operator; and in conclusion says, "When your forms have finally been passed and prepared, we would like to be included in the first distribution of them, ai the forms we are using at the present time are made by hand." This simply goes to show that as in every other human situation there is not agreement; and that is why we wanted to have this discussion today while you people were here. Can we at least agree on the general character of accident reporting methods, for commercial vehicle operators so that the staff and your new executive committee for the coming year can proceed in the preparation of detailed methods? Reports made on this basis will then place the members of this section in os ad vantageous a position, from the standpoint of knowing what the situation is in their own company and other companies, as Is now true in the industrial sections. After these forms were developed, I found that the Baxter Laundry Company was using forms so much similar to these that there are no important differences. I see that Mr. Haven, safety director of that company, is here today, and in view of the fact that he lias had experience with obtaining this type of information about vehicular accidents, it might be very much worth while to have hint say something about what his results have been. Robot C. Havzn (Baxter Laundries, Grand Rapids, Mich.): 1 think our re porting plan U one of tlie most important parts of our accident prevention structure, so far a* fleet operation is concerned. When 1 became associated with the Baxter Laundries at Grand Rapids, I was convinced that we were not getting enough of the details of the accidents which occurred in order to carry on an intelligent campaign. 748 Nineteenth Annual Safety Congress We attempted, therefore, to devise a form which the driver could fill out with the least possible effort. Otherwise we knew he wouldn't fill it out. This form is very similar to the one which has been handed to you. It differs principally in the fact that there is less to it, and yet I believe it covers those points which we must have. The form is so arranged as to eliminate as much writing as possible. A check mark can be placed in front of the various statements and conditions, thus eliminating a large amount of writing. The outlined diagram on the reverse side, which I see is included also in this report, enables one to draw any type of intersection and show location of the accident. When an accident occurs, the driver, at the scene of the accident, takes a copy of the form from the envelope, which is tacked up in the cab of his car (two forms being in this envelope) and notes thereon the other driver's name, address, and so on. He will estimate the cost, and list in detail the damage done to the other car, and to his own. After getting the full information, he will place check.marks in the places provided and thus give the complete story of the accident. In the envelope which contains these forms are given in brief the same instructions which are giren to the manager when instructing the route salesman, so that the driver, if he has an accident, will know exactly what to do with that form. He may not have to use one for six months or a year after he is given the information. We are now sending our form to the insurance company instead of using the in surance company's own form. This was done at' the insurance company's request. These reports not only give the insurance carrier the story, but they give me a complete picture of what cadi driver is doing. Witen you get a report like that which Mr. Forney has laid before you for consideration today coming from your drivers, as we have from our 450 truck drivers, you are going to be able then to lay down a campaign, and not talk about the hypothetical cases, but about actual cases that are liappening in your fleet. Chairman* Cooper : I think that it is almost impossible to give reports as de tailed as these the proper consideration at a meeting like this. We need some chance to study them: and it seems to me that the only thing that we can do here is to get an expression of those present as to whether a thing of this kind is desirable. If it is, I would entertain a motion to have these forms referred to the statistical chair men of the different sections, and let diem work out with their own executive com mittee what changes, if any, they want to make in them. Robert Clair (Liberty Mutual Insurance Co., Boston) : I move you. Mp. Chair man, that this matter be referred to the statistical chairmen of the various sections, and given proper consideration. II. J. Mixeur (liorden Company, New York City) : I think we should not just pass it off to die committees without some definite instructions. Frankly, I am very much interested in forms that will give us information that we want but I don't think this form is an answer to our problem. I think each one of us ought to have an opportunity to work it out as it is, and then submit our criticisms and suggestions. If we don't do that we are going to be just as far away a year from now as ever. Mr. Claim: I move you, Mr. Chairman, that the three forms, be mailed as soon as possible not only to the officers, but to all members of the interested sections, with the request that those people receiving the forms return to Mr. Forney or any other designated party, their reactions and criticisms; and I would like to include in that motion that that action be taken before the form is actually tried. Chairman Cooi*er: Is there a second to that motion, as now made? Barnev Graves (Yellow Cah Co.. Philadelphia) : I second it. Chairman Cooper: The motion has been moved and seconded. All in favor say "aye ;** opposed "no." The motion is carried. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Governmental Officials Session Pittsburgh, Pennsylvania September 30, 1930 ETHELBERT STEWART. Chairman Commissioner of Labor Statistics, United States Department of Labor, Washington, D. C. The Governmental Official* Session convened with Mr. Ethclbert Stewart, Com missioner of Labor Statistics. United States Department of I^tbor, Washington, D. C., presiding. Chairman Stewart: It is felt that there is not much contact between safety men and the governmental labor officials who have to enforce safety codes In fac tories and criticisms of factory inspectors and labor commissions manifest a lack of understanding of the problems of the state factory inspectors and the official bureaus. Whether a section of the National Safety Council is the way to bring the two groups together is the subject we are to discuss. I want the governmental labor officials here today to make it perfectly clear what they want. We are not Justified in asking the National Safety Council to in stitute another section, unless there is something specific to be gained. As the first item on the program I will now ask Mr. W. J. Maguire, Director Bureau of Statistics, Pa. Dep't of Labor and Industry: Harrisburg, to read the paper submitted by Mr. Hall, who is unable to be here. Safety Educational Work of Governmental Labor Agencies By JOHN HOPKINS HALL, JR. Commissioner, Department of Labor and Industry, Richmond, Va. Our very being proves that "safety" is an instinctive part of mankind. The fact that we have survived, notwithstanding the many hazards of both a material and physical nature, demonstrates that man has been endowed' with the instinct of self-preservation. With the progress of civilization, and the reorganization of society into govern ments, the necessity for many of man's natural safeguards has vanished, and with it those five senses and the indefinable sixth sense called intuition, so keen among other animal life, providing self-protection, have become dormant. In other words, men have become more dependent and interdependent among each other; hence, as 1 2 Nineteenth Annual Safety Congress paradoxical u it may seem, the more intelligent a man becomes the less keen hi sense of safety. This would rapidly exterminate the human race, but for the fact of specific education regarding safety and health undertaken mainly through govern mental agencies. Education itself is necessarily relative; what is right today is obsolete tomorrow, especially in industry where nothing is static. This is the cause of much controversy between industry and science sod our lawmakers and courts, who are largely gov erned by precedent, and hence a great deal of study, thought and time are necessary for governmental agencies to educate the lawmakers themselves, both State and National, in our Legislatures and Congress, especially as to the needs for safety legislation. This is fundamental, for without the backing of some law there can be no effective safety standards. The law advocated and adopted, however, should not be too specific, but flexible enough to permit the promulgation of Safety Codes and Rules by the Sute Department of Labor and Industry, after due study *nd 10 cooperation with the particular industry affected. This process of preliminary study and adoption by both the industry and the `Labor Department is in itself most in formative and of great educational value to both. It should also be taken advantage of by Governmental Labor Officials to inform and educate the general public, through the press, of interesting discussions developed during the conferences, provided they are not too controversial. It seems hardly necessary to state that Safety Codes should not only comprise mechanical, electrical and chemical safeguards, but should also include sanitary conditions, lighting, ventilation and good housekeeping. A good point to stress to the general public is that all of these factors not only enter into the safety and health of the workers themselves, but generally affect the whole community. These Safety Codes or Regulations, however, should be subject to revision from time to time, as necessity demands, to meet changing conditions and new dangers. Safety Educational Work A number of definite routes of safety educational work by governmental agencies are indicated: monthly state bulletins, similar to those issued by the Departments of Labor and Industry of Pennsylvania and New Jersey, and other states, stressing some particular phase of safety, undoubtedly prove of much value; radio addresses by government officials are also helpful; newspaper releases have their value, especially if given in connection with some outstanding industrial tragedy; and safety posters issued by State agencies always attract a certain amount of interest; meetings of employees, or classes, conducted at regular intervals will educate some of those In attendance, especially if illustrated by moving pictures. Inspectors, both in factories and mines, ofttimes use a recent accident in the factory, or mine, to stress safety education to the employees, as well as employer. Safety Rules and Regula tions posted in the plant arc too often read and forgotten, unless strictly enforced. Employee as well as employer- is equally responsible for infractions of safety standards, and should be penalized accordingly; when this is done effectively, there is a marked improvement of safety practice noticeable. A lax enforcement has, of course, a very- striking apposite effect, regardless of the safety education previously given. Ofttimea an operative will remove a guard to clear a machine and neglect to replace it, or, under the false idea that the guard hampers or delays him in his work, he will deliberately remove it, sometimes with disastrous results. Needless to say this practice should be severely dealt with, not only for the sake of the man himself, but for that of his fellow employees. It is essentially the problem of Governmental Labor Officials, not pnly to teach and foster safety standards to industry, but to see that they are complied with to ensure safety education effectiveness. Safety committees organized among the workers in the different plants may Governmental Officials Session 3 prove of inestimable value in aiding Governmental Labor Officials in `^putting across" a safety educational program. Their interest can be kept alive and active by competition with the several units of the same plant and between the various operations of this particular industry. They must be, however, men of vision, capable of transmitting their knowledge and enthusiasm for Safety to the individual worker. While a small prize may sometimes prove an incentive, yet, in the main the con tinued interest and enthusiasm of employees must be aroused ai a matter of selfprotection and local pride in their particular plant. Too much stress cannot be placed upon well defined accident statistics as an educational agency to be digested by Labor Officials themselves, and. In turn, transmitted in ur ^rstandable language to the plant officials and employees. The economic value of safety should be particu larly emphasized by Governmental Labor Officials on all occasions, especially when addressing the plant management or business organizations, as this has a far more potent appeal to business than any other factor. Cooperation between Governmental Agencies and local Safety Councils should be fostered and encouraged. An exchange between Governmental agencies, engaged in safety work, of bulletins, data, statistics, posters, etc, should be universal, as the experience of one state may tend to confirm or disprove the conclusions of another, hence cannot fail to prove of much educational value. One of the greatest opportunities for safety educational work of a permanent character is teaching safety in the public schools by illustrated lectures delivered by trained safety engineers or inspectors, and followed up with a regular course of instruction through the medium of safety pamphlets carefully prepared in simple language by the State Safety Director or Engineer. Such a campaign of education was undertaken by the Industrial Commission of Virginia some years ago, with marked success, in educating the children regarding the Virginia Workmen's Com pensation Law, thereby reaching their parents as no other method could. With safety as a regular part of the curriculum of our schools it will only be a question of a comparatively short time when industry will have both safety educated employers and employees. As they leave school and enter industry, their minds will alrmdy be trained to observe and think Safety, so that new methods with consequent new hazards will be quickly countered with new safety standards. This course at school should be augmented, if it ts possible, by pamphlets sent the mothers in the homes, for when the instinct of protection aroused in the women of the nation "Safety" will become an accomplished fact in industry. Hawy D. Iumex. (Director, Bureau of Inspection, Pennsylvania Department of Labor and Industry, Harrisburg, Pa.) : I feel that there is a very definite place for the proposed section In die National Safety Council, but there are too many sections already; the right step would be to dispense with some less valuable section and to develop one of this sort. The object is not to gather here a group of governmental officials and haw them exchange safety ideas alone; the much greater purpose is to have representatives of industrial concerns come into the section for discussion with us. Then we could have an exchange of thought, opportunity for which is given now only through our defense of our operations when they are criticized in other sections. What better use could be made of a Congress than to bring together in one of its sections, representatives of enforcement agencies and representatives of the concerns which need our service? Chairman Stewart: One of the most effective products of government Is Its statistics and you can't have very much accident-prevention without statistics that prepared for that purpose and are intelligently applied to the purpose for which they are prepared. I know of nobody who understands that question better, or can bring home more dearly than Dr. E. B. Patton, of New York, who wilt address us next. 4 Nineteenth Annual Safety Congress Making Use of Accident Statistics as a Guide in Safety Work By DR. E. B. PATTON Director, Bureau of Statistic! and Information, New York State Department of-Labor, New York City If accident statistics aren't used in accident-prevention, of what earthly use are they ? The mere amassing of figures and the publication of reports certainly give a bad odor to statistics. If statistics arc not helpful in accident-prevention, then they have no right to exist and should not be compiled. Our Cliairman himself said, some years ago. that we were not enough inter ested in accident-prevention -ven to count the accidents, yet the mere count is the Brst step in accident statistics. One use to which accident statistics are put is in the preparation of. industrial codes which are formulated under authority of the legislature by state departments to more specifically and definitely apply to individual conditions than the formal statute can. When a new code is contemplated, or an old one is revised, the code-making body wants to know what the hazard is in the particular industry which they propose to regulate. The first request they make is for accident statistics, for naturally there is no value in a drastic code tn regulate something which presents no hazard. Often a particular hazard, because of its spectacular nature, excites people to demand a law or a code, but wlien statistics are considered, it is discovered that the risk, is really quite small. Window-cleaning. Is an example. 1 am not arguing against the window-cleaning code, for I believe it is a good thing, but this occu pation, because its accidents arc horrible, unduly excites people, and I believe that the window-cleaning hazard bulks larger in the public mind than real accident facts justify. . Apparently we cannot work ourselves up to the point of doing something without propaganda and alt sorts of ballyhoo. To draw attention to a particular hazard, it seems that wc hare to exaggerate, overstate, overemphasize and bring out the horrible or spectacular side. Wc should forget all spectacular but rare accidents and consider instead that simple falls present a greater hazard than anything else. You fall to the floor, off a stcpladder, or into a shaft, but unless someone fall from the Chrysler Tower we think there is no danger in falls. Statistics can be and should be used to replace all this grandstand, highfahiting about accident hazards. We ought to be able to consider where the bulk of acci dent hazard exists, and I don't know any other plaee we can get that except through carefully-compiled accident statistics. However, no Individual plant ought to be guided solely by compiled statistics for the whole stale or the country. If each plant would compile its own records care fully, then compare its experience with the published experience of the whole state, the plant could determine whether its record was above average or below, considering its relative size, and Other factor*. Many individual plants are doing this now. On the other hand, no individual plant record can ever take the place of official statistic*, covering every industry and every plant in the state. Plants sufficiently progressive to appreciate the importance of their own statistics are relatively few. Let the individual plant keep its own record and let the state keep tlic general records of good and bad plants, large and the small ones. Then each individual can stack itself up against the combined experience. One defect m accident statistic* which limit* their use is that the people who report accidents, do not. generally speaking, give adequate information. Governmental Officials Session 5 In securing reports which will indicate to busy state officials whether an award is necessary, the gist of the matter, from a statistical point of view (exactly how that accident occurred, and what its real cause was) is forgotten and we cannot get the light from these reports that we ought to have. For example, the New York Telephone Company asked us to segregate reports of accident cases involving low voltages, and those of higher voltages. I said, "The docu ments will indicate voltage in very few cases, but you may read them; perhaps there will be a reference to a rheostat, transformer or something else that will enable you to pick out the low voltages where I can't." I don't suppose that out of a hundred folders the Telephone Company got any additional light from six. Until employers sufficiently desire to get the most illuminating accident statistics, until they take more care in giving the specific detailed information in their original accident report, the statistician* will be unable to produce the desired information. Lewis A. DeBlois, former President of the National Safety Council, once asked me about ladder accidents. I gave him 313 cases which we tabulated as due to slipping of ladders. "Yes," said Mr. DeBlois, the ladders slipped, but why did they slip?" I said, "It may have been that the floor was slippery or had holes in it; it may have been the room was insufficiently lighted; it may have been that workers were carry ing too heavy a load; it may have been somebody stumbled against it; it may have been one of twenty causes, yet all we know is--the ladder slipped." From the records we couldn't, to save our lives, say that six ladders slipped because of this and ten slipped because of that and fifteen because of the other. In other words, the statistical output is determined by what you put in the hopper. Mr. Stewart has been trying for fifteen years to improve the clarity, precision and detail of accident reports, both as to manner of occurrence and the causes. I don't want to be pessimistic, and I don't think he will object, if I say we are very far from having achieved his goal yet. Wc plan in New York State to correlate the accidents in a given plant with tlie inspection records of that plant, to see whether the plants which have the most acci dents have also required the most inspection. In other words, wc hope to be able to present to the individual plant data on its actual record with our department both as to accidents and as to inspection. There is considerable controversy as to whether wc tabulate the real causes of accidents. The man fell and broke his leg. One school contends that fracture of the leg is merely tlse result of the accident; tliat the cause of the accident is something else. Be that as it may, we have not yet reached the point of complete reports on the results of accidents, that is, what we have heretofore been calling accident causes. We must have that at least before wc can undertake greater refinements. To sum up, I would say that accident statistics ought to be the most intelligent and best guide we have to accident prevention. If they are not--then stop accident statistics. However, I do not believe accident statistics will ever be a wholly satisfactory guide in accident-prevention until the people who make the accident reports become willing to lain the extra pains and time and care necessary to give the sort of information which alone will make possible the desired statistical results. Chairman' Stewart: I want to emphasize what Dr. Patton said about only the spectacular things seeming to interest American people. If there is a coal mine explosion that kills five people, every paper in the United States has it on the front page, but the other 85 per cent of the accidents in coal-mines get only about two lines, ii anything. Slips and falls, falling roofs and tliat sort of thing, do not excite us. You must have an explosion. I alo want to emphasize that until we set accident statistics in such a shape that they will be of benefit to accident-prevention, we arc not getting all that we 6 Nineteenth Annual Safety Congress ought to out of the money spent on accident statistics. Classifications such as "slips and falls" help little the man who is trying to prevent accidents, but if he knows that the slip or fall was caused by a greasy floor around a certain machine, then lie can go there and see that it is cleaned tip. The purpose of statistics is to point the linger to the spot and to the reason. As Dr. Patton said, you will have to be very much more definite in statements of facts before we can point the finger with quite sufficient accuracy. W. J. Maguire (Director, Bureau of Statistics, Pennsylvania Department of Labor and Industry, Harrisburg, Pa.) : Dr. Patton apolce of your statement that industry wasn't interested enough in accident-prevention to count accidents. I believe that is still more or less true. There are employers who do not even trouble to count their own accidents, but we arc. In Pennsylvania, attempting to do it for them. For the past 20 months we have been counting the accidents reported by 26,000 individual establishments; these data serve as very useful guide* in directing the activities of inspectors, at least to those plants which have the largest number of accidents reported. The use of accident statistics for code and regulation purposes cannot be too strongly stressed. We find in Pennsylvania that our tabulations are often not sufficiently detailed to answer specific questions asked by the code-making body, and reference must be made to original records to supply the information wanted. Even then it is not always possible to get it In place of the New York plan of trying to induce individual plants to keep accident records so that they may compare their own experience with that of the whole state we have formlated plans in Pennsylvania to send, at the end of the year, a letter of commendation to individual plants whose experience has been better than average. Dr. Patton said that the information reported by industry Is more useful to the compensation administrator rather than the safety executive. I believe that is largely because promotion of safety in the past has been primarily through compensation offi cials, rather than safety officials. The administration or the International Association of Industrial Accident Boards and Commissions, in fostering standard accident re ports and classifications, has naturally been influenced by use of accident statistics in compensation administration rattier than accident-prevention work, and I think that we should more and more come around to the viewpoint of making our forms and classifications with a view to their application to accident prevention work rather than compensation. Chairman Stswakt: In Canada they do things much differently, in some respects and certainly there is a better spirit of cooperation. We have with us today Mr. Morley who is in charge of the Ontario Industrial Accident-Prevention Association. Government Relations With Unofficial Safety Agencies By K. B. MORLEY General Manager, Indu.tiial Accident Prevention Aiaociations, Toronto, Canada Some little time ago the Hon. G. Howard Ferguson, Prime Minister of Ontario, said, "One of the chief functions of Government is to provide safety for the people and I appeal to you to help in this work of preventing accidents for your own sake and for the good of the country at large." Governments vary in lomi as do people's tastes but governments must safeguard their people. The clothes worn by, say the Oriental, would look out of place on this continent, in the same way as ours would seem odd there. Not only do tastes vary in clothes, but, in food, in drink and in many other ways. In the last analysis, Governmental Officials Session 7 "The safety of the people is the supreme law*, so governmental relations with safety work must be good. When my good friend, Mr. Immel, gave me the title for these rambling remarks, I was rather in doubt as to the meaning of the word "Unofficial" and with your permission, 1 purpose dropping the word entirely from my remarks because, l pre sume all safety agencies must have some regular standing. Direct Relations Dealing directly with the question of governmental relations with safety agencies, there arc three phases to the ittrellnn: 1. Co-operation through representation on committees of safety organizations, such as was mentioned to me by Sir Gerald Bellhovsae, Chief Inspector of Factories for Great Britain in connection with the National Safety First Association in Eng land. Sir Gerald said his department provided for plant inspection under the law, but that be felt fully justified in according the National Safety First Association complete cooperation in matters of varions kinds, such as, committee work, coopera tion in placing bulletins, etc, etc. This involves no money expenditure on the part of the governin'' , 2. The secon< foi .. of cooperation is such as wc have in Canada through the Canadian National Safety League, a Dominion wide organization and the Ontario Safety League. In these cases, governmental cooperation is extended through repre sentation on various committee* and direct grants of money. For example, in the past several years the Ontario Safety League has had a grant of $15,000 a year from the Provincial Government. This money is expended chiefly on educational work through hundreds of public and separate schools in the province. 3. The third type of direct relation between government and safety agencies is covered by Section tl4 of the Workmen's Compensation Act, of Ontario, which reads:-- (1) The employers in any of the classes for the time being included in Schedule 1 may form themselves into an association for accident prevention and may make rules for that purpose. (2) If the Board is of opinion that an association so formed sufficiently repre sents the employers in the industries included in the class, the Board may approve such rules, and when approved by the Board and by the LieutenantGovernor in Council they shall be buttling on all the employers in industries included in the class. (3) Where an association tinder the authority of its rules appoints an inspector or an expert for the purpose of accident prevention, the Board may pay the whole or any part of the salary or remuneration of such inspector or expert out of the accident fund or out of that part of it which is at the credit of any one or more of the classes as the Board may deem just. (4) The Board may in any case where it deems proper make a grant toward the expenses of any such association. (5) Any moneys paid by the Board under this section shall be charged against the dass represented by such association and levied as part of the assess ment against such class. (6) The word "class" in this section shall include sub-class or such part of a class or such number of classes or parts of classes in Schedule 1 as may be approved by the Board. I have been told that when the Workmen's Compensation Act of Ontario was being framed, back in 1914, industry in the Province felt that some more intensive work was necessary and asked for the inclusion of a section similar to that quoted, so that Nineteenth Annual Safety Congress accident prevention work might be carried on and the cost distributed fairly over the beneficiaries, that is, the industries in the classes organized- for accident pre vention work. Voluntary Effort, Plus Speaking at one of the safety conventions of the industrial Accident Prevention Associations, the Hon. Dr. H. J. Cody of Toronto said, "The work of this organisa tion is a happy combination of voluntary effort and state endorsation. You are operating under the sanction of the Workmen's Compensation Act, but, the greater part of the work is done by individuals and groups of individuals. That is the soundest method of getting permanent and satisfactory results. Self-reliance and individual initiative have always characterized the business men of our race. What we do look forward to as an ideal condition is a socialized individualism in which you have the fullest opportunity for the application of individual initiative and re source and, yet, behind it, a necessary amount of governmental regulation and, if necessary, control." The Compensation Act in Ontario is a monopolistic state fond and there are twentyfour separate classes of industry each paying its own cost of compensation. Under Section 114, eighteen complete classes have set up accident prevention associations, while separate groups in two other classes hare done the same. These organizations are financed entirely by the Workmen's Compensation Board under tins section and carry on their work with that authority plus certain other sections including one which authorizes the entry of all plants at reasonable hours for the purpose of ascer taining whether or not the plant is in a safe condition. Fifteen of the eighteen classes mentioned, together with the two groups from two other classes, have federated lor purpose of economy and better general direction of effort in the Industrial Accident Prevention Associations. The organization is 6* rcctcd by an executive committee representative of the province geographically and of the classes of industry included in titc membership. There has been complete co operation with J. T. Burke. Chief Inspector of Factories, and his department m carry ing out industrial work in the Province. For tlte year ending 31st of December. 1929, the total expenditures by the Indus trial Accident Prevention Associations amounted to $97,941.81 and the expeadfearo paid by the Workmen's Compensation Board fur the three classes organized lor ac cident prevention purposes, but, not included in our membership, totalled 04O.2JJJJ. As tiiis sum is spread over a psyroli of about $500,0001000 you wil] see that the expenditure is very reasonable. Method* of Work The work of the Industrial Accident Prevention Association is divided roughly into two parts. The first of these is. covered by the field force. We have a staff of trained inspectors, who operate in about 8,000 plants included in our metnberthm. under the general direction of the chief inspector. Their work includes the mspertion of plants for physical hazards, the holding of plant meetings with or without motion pictures, the discussion of accidents and accident prevention with the am> agemem, etc, etc. These men are trained in their duties in a very careful manner and understand fully that they arc at the service of industry. The other phase of the work of the organization is the distribution of various forms of safety literature, including bulletins, pay envelope inserts, the annual safety cal endar. special curds, leaflets, etc. Once each year, a safety convention is held and at the 1930 convention we had a total attendance of 1.310 delegates from 80 town* and cities, which is the largest yet registered. The convention usually lasts for twa Governmental Officials Session 9 days and includes worthwhile safety exhibits. Through the cooperation of the Work men's Compensation Board, the organization is put in possession of a great deal of very valuable information. For example, we receive from the Board each week, brief reports on the accidents involving claims by injured workers. These give U$ details of most of the accidents involving a loss of seven days time or more and assist materially in the variqus phases of the organization's work. In addition, we receive advice from the Board of all awards of $100 and more as made and once a year a report on the expenditures by the Board for accidents in the various plants, together with a statement of assessments made. This permits an effective check up on plants with both accident frequency and money costs. Another phase of the organization's work is covered by Section 83 (4-5) which reads as follows :-- Another Phase of Organization Work Where a greater number of accidents has happened in any industry than in the opinion of the Board ought to have happened if proper precautions had been taken for the prevention of accidents in It, or where in the opinion of the Board the ways, works, machinery or appliances in any industry are defective, inadequate or insufficient the Board may so long as such condition in its opinion continues to exist add to the amount of any contribution to the accident fund for which an employer Is liable in respect of such industry such a percentage thereof as the Board may deem just and may assess and levy tbe same upon such employer, or the Board may exclude such industry from the class in which it is included, and if it is so excluded the employer shall be individually liable to pay the compensa tion to which any of his workmen or their dependants may thereafter become entitled and such industry shall be included in Schedule 2. Any additional percentage levied and collected under the next preceding sub section shall be added to the accident fund or applied in reduction of the assess ment upon the other employers in the class or sub-class to which the employer from whom it is collected belongs as the Board may determine. Under this section, a certain number of firms have been penalized by the Work men's Compensation Board for failure to keep their plants in proper condition. This dame is used as a last resort, but is, on the other hand, fully effective, Earlier this ****! there was a case of a plant paying a rate of 15c per hundred dollars of pay roll which had failed to carry out reasonable recommendations and when the hearing was held, the Compensation Board raised the rate to $5 per hundred dollars of pay roll. As I say. this is a clause that is not used unless drastic steps are necessary. It is to be assumed that wc are, all of us, more or less biased in favour of our own effort and the maimer in which' our Own particular organization is functioning. Yet. f hare talked to men in the United States, In England, in France and in Switzerland and have found all of them keenly interested in Section 114 of die Compensation Act of Ontario and almost unanimous in their belief that the most effective form of accident prevention in industry is through some system such as we have in Ontario providing as Dr. Cody said, "a happy combination of voluntary effort and state endorsation". We are getting definite results and I assure you that industry takes a keen interest in the work of the Industrial Accident Prevention As sociations. Chaizmax Stewakt: We have one more paper, from Dr. Kuoelk, of Milwaukee. I suggest >ve have that paper and then take up the balance of the time in discussion. TO Nineteenth Annual Safety Congress Cooperation Between Governmental Agencies in Safety Work By WILLIAM C. KNOELK Assistant Superintendent of Milwaukee Public Schools, and Chairman, Safety Commission, Milwaukee, Wis. Most of our Municipal Governments. retain the threefold division of functions established by the makers of our Constitution: the law making, the law enforcing, and the law deciding. A common form of city government is the Aldermanic dr Council form. Here the Common Council may be regarded as the maker of the laws. The Municipal and Special Courts make decisions on many phases of the laws and the Mayor and his executive and administrative staff enforce the laws. Such divisions---obviously academic--were made for a government that holds resid uary powers. Municipal Governments exist as arms of the State and hold their power because it is delegated to them by the State. Therefore, where we are dealing with a state-chartered type of government, oper ating under the law of the State and with a State system of courts, the executive and administrative functions predominate. Within this field, division of authority is made oo the basis of the particular purpose of any. given unit; finance, public works, safety, health, city planning, education, etc. All of this means that the pre dominant activity, both from the standpoint of personnel and from the standpoint of money expenditures, lies in the executive and administrative departments of city government with their individual interests and functions. The commonly assumed objective of such departments is that the assigned work be done effectively and economically. Comparatively recently, another objective has been added; the work should be done cooperatively. In achieving these objectives some common essentials are likely to be lost sight of. One of these essentials is safety. Occupied with the job of doing its work well and economically, and eager to cooperate in a general way with other phases of the gov ernment, each department is tempted to lose sight of those common phases df safety which industry has definitely learned to regard as essential. There is oo Intent hem to convey that safety is completely neglected. The difficulty and the neglect lie in the realm where each of the cooperating departments expects the other to provide the necessary safeguards. To illustrate: a street widening project is going on; traffic makes a detour through a park, past a public school house. Stop and go traffic control lights set for the lighter, normal travel must be changed In cycle. The Bureau of Illumination mutt move cables in the street. The fire alarm system conduits must be changed. The Street Repair Department is obliged to pot up warning lights; and threading its way through the maxe of changed conditions traffic must be safely guided by the inadequate number of traffic police. ^ Which of the various departments involved is to be held responsible for traffic accidents that occur? The difficulty of establishing.the actual facts makes it doubly hard to place the responsibility. In such a situation it behooves some agency to constantly stimu late the various departments to do their utmost to safeguard life and property, in every way. We may consider the need for such an agency from another angle. If we stop to look at the separate and independent departments that are called into play in a city government we shall be struck by the overlapping of the various units into this field of safety. The Common Council has to do with street projects, parking, and zoning; any one of these may create a safety hazard. The financial agencies are very necessary and have to do with safety work in that they roust supply the neces sary budget. The Department of Public Works through its control of bridges and public buildings and through its control of playgrounds and street construction and Governmental Officials Session II repair is a vital factor in public safety. Obviously one needs only to mention the Police and Fire Departments and the Safety Engineering Department to recognise their influence on safety; and so on with the Health Department the City Planning Department the Park Board and Education. Yet in each of these departments common safety can be administered only by the closest cooperation with the other departments. This work requires some general supervisory agency. At x time when each department is eagerly concerned with the doing of its prescribed task such an agency may keep its eye on the whole project and see that the necessary activities in no wise interfere with the general standards of safety maintained in the commu nity. That is precisely what the Milwaukee Safety Commission Is intended to do. The Milwaukee Safety Commission was organized in September 1920. The per tinent section reads as follows: "There is hereby created a safety commission for the City of Milwaukee, con sisting of fifteen members appointed by the Mayor from the citizens of the city. It ehall be the duty of this Commission to investigate, advise and report to the Mayor, Common Council, Police Department and Commissioner of Public Works and other city officials concerning the best methods of providing for the safety and convenience of the public on the streets and elsewhere, to educate the public on matters of safety and to give the greatest possible publicity as to the safety precautions.'* Another important section says: "The Commission is empowered to create an advisory committee to be com posed of representatives of leading organizations in the city. ******Members of the Advisory Committee shall have the right of the Boor to discuss questions pro and con tint come before the Commission in their proper order." The Commission operates through standing committees, the principal ones being (a) the Traffic Committee; (b) the Schools Committee; (c) the Adult Activities Committee; and (d) the Legislative Committee. Commercial advertising of any land may not be sanctioned by the Commission but the Commission is granted the power to decide upon the merits of Educational advertising. The primary function erf the Commission is to locate the cause of accidents by gathering statistical in formation. and to suggest remedies. Its big objective is to stimulate safety thinking. Being a purely advisory body it can merely call attention to things that should be done. This I believe to be the very essence of such an organization. It tends more toward cooperation than would any other type. The foreword in the advance pro gram of this 19th Annual Safety Congress under the title of "Cooperation" expresses the thought admirably. Make a slight transposition and you have the whole story. **The Milwaukee Safety Commission's objective is the elimination of accidents to men, women, and children, a* being deplorable, unnecessary and wasteful. Through education it seeks to demonstrate that the safe way is the right way and the best way, from the standpoint not only of human satisfaction but of social efficiency and economy. It seeks those ways and means for safety that satisfactorily fit into the practical affairs of life. The Safety Commission holds itself open to give fullest and most cordial co operation to all individuals, industries, organizations, and communities.****** that are in accord with the principles and objectives of the organization, and the Safety Commission likewise asks and seeks cooperation from all these in carrying out its purposes.** In this spirit of cooperation, and to limit the problem, certain phases of safety work are left to other organizations. Industrial safety and fire prevention are very well handled by the Association of Commerce. The work that has hecn done by Mr. Ardern, chairman of the Association of Commerce Committee on Safety, is roust commendable. Tltou&auds of accidents, I am sure, have been prevented by the good work that is done by this Committee and its workers. The Safety Commission has confined its efforts to public safety, including both traffic and other phases of V 12 Nineteenth Annual Safety Congress the work, and to home safety. The work that lias been done through the schools has been most effective. The Commission, being a non-political organization, docs not wish to arrogate unto itself the honors In the field. It simply stimulates, ap praises, and helps to make effective good safety work being done by any organiza tion within the city. This cooperative effort has been greatly appreciated by the citizens of Milwaukee. Another factor that has been influential in bringing about cooperation is this; the police department, the Fire Prevention Bureau of the fire department, the schools (both public and parochial), the transportation lines, civic organizations--all are represented on the Commission. The Advisory Committee extends this idea so that the ramifications of the Commission's work extends into all the major activities of the community. Through the gathering of reliable statistics and the research into vexing safety problems, this agency brings tlw necessary information to bear on safety matters and attempts to keep the public apprised of reasonable safety measures. Being tax sustained it acts with independence and fearlessness. Not only is it a clearing house for the various local groups interested in safety, but it also brings to the city the excellent research work constantly being done by the National Safety Council. The bulletins, pasters, and treatises of this National Safety Council are made available to the scliool children and to the adults. Before we can guard people against cer tain hazards we ought to know just what tlie hazards are and how best to protect against them. The National Safety Council helps us do this.- There are probably other ways in which this cooperative effort may be carried out but the method employed at Milwaukee has been found effective.' There most be no arrogant assumption of superior wisdom ; the Chief of Police, the Superin tendent of Schools, the Commissioner of Public Works and the other officials do not need to be told how to run their departments. They should not be approached in any manner that may smack of interference. The spirit must be one of coopera tion. With members of the various departments sitting in at the meetings of the Safety Commission, cooperation can he secured that is effective yet impersonal. Such cooperation should in no wise detract from the independence and necessary individ uality of the different departments. The Athenians, you will recall, gathered at Mar's Hilt "to tell or to hear some new things." I am sure that there is nothing here that could come under that caption; but I feel sure that all of you in some way have been attempting to do the work here set forth. If the unorganized cooperation being done in some community gives way to a type of agency similar to tle Safety Commission, 1 shall feel repaid and the cause of safety will be advanced. Chairman Stewart: Let us discuss these papers. You said that your administra tive cost was five per cent. Is that of the premium collected and is the 87 per cent what you pay in workmen's compensation and doctors' fees? Mk. Moaley : The Workmen's Compensation Board pays salaries and over head on the basis of five per cent of the assessments collected from industries. The safety associations spend about three per cent of the assessments in their various classes. The 87 per cent was for one particular plant. Their cost ratio, that is, the ratb bctu-ccn the assessments paid and the allowance for compensation and medical aid was .87. For every dollar of assessment they paid to.the Workmen's Compensa tion Board that year, eighty-seven cents was paid out for compensation and medical aid. Then to that would be added five cents for administration charges, and three cents for the operation of ti>e safety association, meaning that they used up ninety-live cents out of every dollar of assessment. Chairman* Stf.wart: For the province as a whole, what per cent of the premium goes to compensation and medical cost? Governmental Officials Session 13 Mr. Morley: With the exception of the five per cent for administration charges, and, three per cent in those classes that Have safety associations, the whole thing goes. That is to say, the Workmen's Compensation Board does not set up any reserve. There is no profit; the Compensation Board presumably takes only enough each year from the industries to pay the cost of the accidents in that par ticular year. They do that through a system of adjustments of the rates of assess ment. Each year in March they set a provisional rate. Francis Fbchan (Mine Safety Commissioner, U. S. Bureau of Mines. Pitts burgh) : When we consider that we have a fatality rate of twenty-four thousand persons killed in our industries in the United States, it seems to me that no matter how elaborate the system of collecting statistics is, and no matter how much information i$ disseminated to the industries, you would be unable to remedy tltc conditions responsible for the excessively high fatality rate. The present method of reporting on the blank forms which employers fill out, is inadequate, and to give all the detailed information, you would have a paper as long as and as wide ai that curtain behind the Chairman. II. however, the Bureau of Statistics desire additional information, for example, as to the voltage In an electrocution, it would be easy to write again for the additional information and add it to the original report. With few exceptions the information could he obtained readily, but if the firm declined to respond the inspector of that district should be called upon to make an investigation and obtain the information if it is essential. When I went to a plant that had an unusually bad record, I wasted no time reciting tlte statistics of the state or even the district. T proceeded to have the conditions remedied. The average industry having a high fatality or injury rate can, with an organized safety system that the inspector can recommend, effect a reduction of at least eighty per cent within a year. Tt is not necessary to go into details of statistics as to the causes in order to accomplish that. If the industry doesn't respond and the inspector has the authority under the provisions of the law, he should proceed to close the industry until the condition responsible for that destruc tion of human life is remedied. Da. Patton : The last speaker, mentioned the fatality rate in the United States, and throughout he talked about accident rates. He doesn't know what the accident rate in the United States is. We do not kuow what the frequency rate is and we don't know what the severity rate is. I take it he meant the appalling number of industrial fatalities, but a number is not a rate. That is elementary. We may have 10,000 accidents this year and 8000 next year. That doesn't at all mean that the rate has gone down. To speak of the rates, we must have exposure. We need to know the statistics for the jurisdiction as a whole so that the little fellow who says he has not had an accident since he started business can be made to appreciate the possible hazards in his place, and you can't make him do that until you present to him the combined figures showing the number of accidents in such businesses as his where it does constitute a real hazard. I would like to ask Mr. Morley if the assessment for accidents occuring in the furniture trade is based on individual plants, or do they assess the furniture trade as a whole? Under our American, individual-merit-rating plan, one furniture manu facturer with a good record, first-aid and medical equipment, hospital facilities, nurses and so on, has a smaller rate, and he does not care if all other furniture manufacturers have a higher rale. If the accidents in the furniture group as a whole were assessed, each individual manufacturer would have a direct incentive to see that at! other people in his group would have a good record. Mr. Morley: The latter is the plan in Ontario. All the manufacturers, for instance, of pianos will par exactly the same per hundred dollars of payroll, except that, the Workmen's Compensation Board may set up an individual system of merit rating which gives these firms a rebate, if they are entitled to it, every year, based on 14 Nineteenth Annual Safety Congress a progressive three-year avenge. What you call schedule rating is unknown in Canada. J. F. H. Wvse (Gcnl. M'g'r. Canadian National Safety League, Toronto) : I would like to say a few words relative to the importance of the organization of this Govern ment Official Section as far as we are concerned in Canada. In 1923, the Canadian National Safety League went to the Dominion Government and asked for a grant of $50,000. The Premier, in requesting that grant, spoke for fifteen minutes, during which time he said that if private organizations did not carry oft safety work in Canada, that it was tip to the government to do it. We got $25,000. From the Atlantic to the Pacific the safety work has the support of the provincial governments. In Nova Scotia the provincial government 2s doing safety work as a government. In Quebec they support by a provincial grant the Province of Quebec Safety League and have been doing that for several years. In Manatobia the Bureau of Labor has had donated to it for I think three years past $10,000 a year which they are spending m safety work. In British Columbia, for three years past the government has donated to the Safety League $2500 a year. It seems to me therefore, that the Government Officials Section is an important section to the associations of the National Safety Council in Canada. Mr. Immeu : Mr. Wyte ha helpfully anticipated a resolution that I have to make which is: "RESOLVED, That this session recommend to the National Safety Council the establishment of a Government Officials Section in the National Safety Congress, the purpose of which section shall be the promotion of a better understanding and a fuller cooperation in safety effort between governmental safety agencies and those they serve." In spite of the fact that we did missionary work to bring representatives of In* dustrial groups here, we have few of them .with us. Yet perhaps this afternoon I will go into some session and hear an individual whose remarks carry weight, complain that there is no standardisation of safety codes by enforcement agencies, and make that complaint in terms which show be knows nothing about the problems of standardizing safety codes. The new section woold be one in which he could dis cuss standardization with the persons who know most of all about it Perhaps through such discussion we could advance the standardization of code* which is a thing we know' to be desirable. This section would not undertake to replace the International Association of Industrial Accident Boards and Commissions or the Association of Governmental I-abor Officials, because those are groups which assemble only people who are in government work and outside speakers who have been invited, but in the Safety Congress you have this great gathering of all the people whom we serve, and here, it seems to me. should be the clearing' house for ideas and suggestions about how to improve the work being dqne. My suggestion would be that we -have not more than a one-day program in any Safety Congress. That would leave ample opportunity for government officials to go into other sections, participate in programs, and obtain information from the specific industrial programs. Ma. Fbehax: Perhaps Mr. Imroel'i resolution as offered would be suiSdat to influence the director* of the National Safety Council to approve the creation of a section, but I thought it advisable to explain further, and 1 ant reading this amend ment with the consent of Mr. Immcl. "To encourage the attendance of federal, state, and municipal officials at the annual meeting of the National Safety Congress and to enable them to obtain and disseminate all information that will be helpful in advancing die purposes for which the National Safety Council was established.** (The resolution, as amended, was seconded, voted, anu carried.) Governmental Officials Session 15 Chairman Stewart : At a meeting of the American Standards Association dealing with the classification for safety codes yesterday, there was a decided awakening, and matters were taken under advisement which I think will result in their meeting the governmental labor officials half way, and that is all that we ought to expect. Another encouraging symptom is that the National Safety Council has been able to interest manufacturers in man-hours in a way that state and government officials have not been able to. 1 believe those in industry are beginning to understand that what we want is not exclusive of what they want. The accountant wants to know the cost of accidents, not what caused them or how many there are. He wants to charge them into the unit cost of the product. Tire insurance man wants statistics of accidents to fix a premium rate based on payroll. They feel that when we want to know the manhours by departments, or by occupations, that we oppose their kind of accident sta tistics and that one it exclusive of the other. We have not the slightest objection to getting the cost of accidents to charge it to the product. What we wont i data which will help you reduce the accidents and ultimately annihilate the hazards. There is nothing conflicting at all, and if this getting together of governmental labor officials with such groups as are represented in the National Safety Council will help along that line, then I am converted. I confess I came here this morning feeling that there were about enough rings in this circus, but I don't know now. Cyan. Ainsworth (Safety Engineer, American Standards Association, New York City) : I speak as one of the outsiders this morning and not a governmental official. I want heartily to endorse the establishment of a Governmental Officials Section m the National Safety Council. Having been a government official, I know about their problems, and having been out of the work for the past seven or eight months, I have come .more to appreciate the value of ttse accident prevention work of governmental bodies. In fact, I have come to the point, through some studies that have been made recently of believing that there Is no agency now working for acci dent prevention that can do as much In the future as the government organizations. Hence I strongly hope that the Executive Committee of the National Safety Council will see fit to establish such a section. I did not want this meeting to go by with out somebody from the outside saying something because it might be felt that the cards had been stacked, so Co speak. Da. A. P. HucKESTctN (Supervising Inspector, Pennsylvania Department of tabor and Industry, Pittsburgh) : I think I can see a wide field for a section of this char acter. Why could not a section of this kind drive toward standardization of statistics? There is also room to standardize or attempt to standardize enforcement methods. There is room for improvement or standardization in methods of inspection. In due time we may find many other subjects that would be interesting to take up. ADJOURNMENT NINETEENTH ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Laundry and Dry Cleaners Section Officers 1030-31 General Chairman--Howabb F. Baxtu, Baxter laundriw, Inc, Grand Rapids, Mich. Vice Chairmen-- E. Ross Reno, United Laundries, Pittsburgh, Pa. G- Eahl Smith, National Association of Dyers and Cleaners of United States and Canada, Silver Springs, Md. Frank Huersch, Metropolitan Laundry Co., San Francisco, Calif. W. J. Henxinc, Toronto Wet Wash Laundry Co., Ltd., Toronto, Ont., Canada. Abraham Paft, Linen Supply Association of America, Boston, Mass. Secretary--Robert C. Haven, Baxter Laundries, Inc., Grand Rapids, Mich. Wednesday Morning Session October 1, 1930 HOWARD F. BAXTER, Chairman Baxter Laundries, Inc^ Grand Rapids, Mich. The Laundry and Dry Cleaners session of the Nineteenth Annual Safety Congress convened with Mr. Robert C. Haven, Baxter Laundries, Inc., Grand Rapids, Mich., presiding. Robert C. Haven (Director of Personnel, Baxter Laundries, Inc., Grand Rapids, Mich.): Gewkmoi: 1 presume many ol you men have felt like the rest of the laundry folia with whom I have come in contact in the last year or so, that there is something going on in the world of safety in which the laundry owners and dry cleaners were not getting the benefit When I went from the National Safety Council staff into the Baxter Laundries, with the idea of developing accident pre vention, Are prevention and health promotion, I was utterly amazed at the lack of data, tools with which to work. So I felt the pulse of the industry as best I could, and there seemed to be a decided inclination on the part of the laundry men with whom I came in contact to get into the big picture. The idea was then suggested to the National Safety Council*, they welcomed it--they have felt for a long time that the laundry and dry cleaning people 'hould.be represented, so they invited the president of our company, Howard F. Baxter, to serve as chairman pro tem in getting the laundry and dry cleaning people together at this Congress. 749 750: '* Nineteenth Annual Safety Congress I am not trying to tell you why you are here; that will be up to our chairman. It is my pleasure simply to call the meeting^to order and introduce the Chairman pro ten). Mr. Howard F. Baxter, President'of Baxter Laundries, Inc., Grand Rapids. Remarks of the Chairman By HOWARD F. BAXTER President, Baxter Laundries, Incorporated, Grand Rapid*. Mich. It is my privilege and pleasure to-calk to order and preside over this meeting today. It constitutes one of the most important steps ever taken individually or jointly by our two gTcat organizations, the Laundryowncrs' National Association, and the Na tional Association of Dry Cleaners, both of the United States and Canada. The meeting marks the time when we, as a group, take our rightful place among 24 other major industries of the United States and Canada and join with them w their effort to conserve life, limb and'property. It marks the beginning of our united effort to systematically and scientifically carry on a continuous educational campaign of accident prevention, fire prevention and health promotion in our Industry. Iu his address before the 46th Annual Convention of the Laundryowncrs' National Association in Minneapolis m 1929, Mr. E. H. Collins of Windsor. Canada, whom you all' fcrtow. while speaking of die sice and importance of our industry, said in substance, that there are about 5000 power laundries in the United States and Canada, employing approximately 200.000 workers, who receive about $200,000,000 annually through the pay envelope; that we are among the ten largest industries on the continent and would do a business of practically $600,000,000 during the year 1929. During 1930. the Department of Commerce, Bureau of Census, made its regular biennial canvass of all commercial power laundries, dyeing and cleaning plants. While their preliminary report on the dyeing and cleaning industry is not yet avail able. I received on September 15th. the preliminary figures on power laundries, each reporting annual receipts of $5,000 or more. With your permission, I quote them: The number of laundry establishments increased from 6,013 in 1927 to 6.216 in 1929 or 3.4 per cent,. The number of wage' earners increased from 203,216 to 220,706 or 8.6 per cent. The annual wages paid out increased from $201,132,198 to $214,999,515 or 6.9 per cent The cost of supplies, fuel and purchased electric current increased from $68,282,- 833 to $75,552,579 or 10.6 per cent. The amount received for services increased from $454,033,518 to $509,854,373 or 12.3 per cent. Adding to the 1930 census figures for our laundries the Bureau's figures from the 1929 canvass of the dyeing and cleaning establishments m this country alone, which judging Irom tlie new figures for the laundries would be conservative and which show 3,175 establishments employing 40,251 persons who received in wages $52,541,894, we have the following: Number of establishmentsfor 1930.......... 9,387 Number of wage earners.................................................................. 260,957 Amount of wages paid...................................................................... $267,541,409 Cost of supplies, fuel, current, etc.................. .................. ............. $ 94,381,277 Amount received for services............. $652,667,989 Add to these figures those from Canada and you will see that the statement made by Mr. Collins was not only fair, but conservative. Should it be necessary to further establish the fact that the laundry, dyeing and cleaning industry' occupies a very important place among the others leading the Laundry and Dry Cleaners Section 751 United States and Canada, we might add that we employ in our industry approxi mately 40,000 pieces of automotive equipment at alt times. The figures quoted above are in themselves just so many hieroglyphics to one unaccustomed to their use, but to those assembled here, they mean, among other things, that our industry has established and entrenched itself tn the civic and economic life of both the United States and Canada. They stimulate our feeling of pride, because ours is a great industry, serving the needs of humanity by pro moting health and happiness. They reflect public confidence in us: a conduct of business enabling our employees to receive fair return for their labor and a fair reward to the employers which enables us to meet the obligations to our employees and the public. And, looking at the figures, we have, perhaps, a justified feeling that we have done and continue to do a good job in serving humanity. What I have to say now has reference to the code of ethics covered by Article 19 of the by-laws of the Laundryowners* National Association of the United States and- Canada and specifically refer to paragraph two, which reads as follows: "I believe in the laundry industry, its future and its obligation to the American home." The thoughts expressed in that simply worded sentence are tremendous. It would seem almost, that those framing the article must have realized subconsciously or otherwise; that it would be used at such a meeting as we are holding today. Since wc have made the laundry industry our life work, it is quite natural that we should believe in it as a money-maker, but when we recognise that it has an obligation to our American and Canadian homes and we begin to liquidate that obligation, we have risen above the mere monetary or personal gain side of our industry to the higher plane of building happier and more prosperous communities. And, in the home, we have the institution around which all civilisation revolves. Obviously, we must have ftappy homes. To have happy homes, wc must first keep the breadwinner safe at his work. As someone has aptly said regarding safety: "And the end is that the workman shall live to enjoy the fruits of his labor; that his mother shall have the comfort of his arms in her old age; that His wife shall not be untimely a widow; that his children shall have a father; and that cripples and helpless wrecks who were once strong men shall no longer be a by-product of industry." This brings us to the purpose of our meeting today, namely, to lay the founda tion for perfecting a Laundry and Dry Cleaning Section of the National Safety Council. It would be quite natural if one unfamiliar with all the activities of the National Safety Council, as some of us are, should ask why is it necessary that we have our own Section. In addition to the many other advantages of affiliation with such a splendid organisation and with no attempt to discount the value of the humanitarian side of the work of accident prevention nor assume to reflect your attitude towards it, permit me please, at this time, to touch upon the dollars and ceitts side of safety. The mere fact that you are here today, indicates not only your interest but. your knowledge of the subject. What I say, therefore, may not be entirely new. . If you should ask me just how valuable, from a dollars and cents standpoint, this educational campaign of accident prevention, fire prevention and health promotion is to the owner of one or more laundries or dry cleaning plants, my frank reply would be that I don't know, for it cannot be fully evaluated. I would add this statement, however, that I am prepared to present to you, if necessary, the names and records of companies outside of our own group where remarkable redactions have been made in their accident frequency and severity rates as well as to give examples showing a decrease in compensation cost, due wholly to the safety education work done ui these industries. Some of you have, no doubt, bad the same experience. 752 Nineteenth Annual Safety Congress As a matter of fact, X feel safe in venturing the statement that very few employers in oar industry know the actual cost of their arckfczit*. They can, perhaps, tell us what has been paid out for medical, hospital and compensation, but those figures do not constitute the total cost. Mr. H. W. Heinrich, of the Traveler's Insurance Company, who is constantly making a study of accident costs, has this to say: "Excluding compensation and liability claims, medical, hospital and insurance premium costs, there are obvious sources of expense involved which most be borne by the employer/' These, which Mr. Heinrich designates as "incidental** costs are: 1. Cost of lost time to injured employee. 2. Cost of time lost by other employees who stop work out of curiosity and sympathy to assist the injured, or for other reasons. 3. Cost of time lost by foremen, supervisors and other executives, assisting the injured, investigating the cause of accident, arranging for the continuation of production, selecting, training and breaking in a new employee, pre paring accident reports, attending Industrial Commission hearing, etc. 4. Cost of time spent on case by First Aid attendant and hospital department staff, when this time is not compensated by insurance. . 5. Cost due to injury to the machine, tools or other property or to the spoilage of material, 6. Incidental cost due to interference with production, failure to fill orders on time, loss of bonuses, payment of forfeits, and other similar causes. 7. Cost to employer under employee welfare and benefit systems. 8. Cost to employer in continuing wages in full of injured employee, whereas the services of the employee, who is not yet fully recovered, may be worth only about 50 per cent of their normal value. 9. Cost due to the loss of profit on injured employee's productivity and oo idle machines. With the aid of this well known. student of accident cost, 1 have very briefly touched upon the economic loss due to accidents, which must be met .by all employers of labor. Much more could be said on the subject, especially in connection with the cost of our insurance, which is based upon our accident experience. Obviously, the more accidents we have, the more the insurance company is going to charge us for pro tection .and .vice-versa. Then, there is the humanitarian side of the safety movement One could dwell for hours on this phase of the question. The accident victim's Ufe plans may have been frustrated. The home which he had wished to boy may be abandoned for nothing more than a rental statement The education he had hoped to provide for his children may come to naught. This is not speculation. Most of us have seen or heard of just such cases. In closing, permit me to add that I cheerfully accepted the Chairmanship of .this meeting with the hope that something might be said or done here to bring about the organization of our Section in the National Safety Council.. It is badly needed. If we are to take our place in association with other sincere and earnest captains of industry, we must recognize the obligation stated by Abraham Lincoln, when he said. "It is the duty of every man to protect those round about him from accidental injury or death." We are engaged in what may be classed as a hazardous industry. There .arc many ways in whkdi those round about us can and should be protected. The job is much too big for any individual laundry or cleaning plant owner. We must organize in such a manner that we can have aa exchange of ideas. I know of no better way than by having our own Section fa the National Safety Council, since it is organized for that very purpose. ( If we organize for safety in our great industry, aa 24 equally great Industrie* Laundry and Dry Cleaners Section 753 have already organised, and, as a result, prevent a great economic waste. and promote prosperity among oar 250,000 workers, we can point with pride to a most worth-while accomplishment Chairman Baxter: I believe at this time we could properly proceed to organize a Section of the National Safety Council for the laoodry and dry cleaning industries of these two countries. Before taking such action, however, 1 wish Mr. Keefer would tell us briefly how our section would function in relation to the council. W. Dean Keefer (Director, Industrial Division. National Safety Council): Mr. Chairman and gentlemen: I am very much impressed with what Mr. Baxter has said about your industry. He has presented many facts with which 1 was not familiar. The National Safety Council, as you know, is a cooperative association. It was organized by industrial leaders, men like yourselves, who were convinced that they ooald and should do something in an organized way to prevent accidents in their plants. The council's staff is employed to serve as a clearing house on ideas, ex periences, facts, figures, and ways and means to eliminate accident hazards and to prevent accidents. The Council was organized by a group of forty employers in 1913. Since then, the Council has grown steadily until today we have a membership of 5.500 industrial establishments that jointly employ approximately 10,000,000 workers. * Perhaps one question that has occurred to you is this;--if your group decides to organize a Section in the National Safety Council, what will the National Safety Council do for you? In reply let me say the Council can and will do many things of benefit to your industry, but much will depend upon what you want and upon your initiative in making use of the various service features that have been created. Mere membership in the Council will not prevent accidents in your plants, but we can give you the tools which you can use to secure the results which you are seeking: tools in the form of posters for your workers, a monthly magazine and semi-techni cal pamphlets for your supervisors, and consultation service:--in short we can give you information and inspiration not available from any other source. Through your sectiooal organization, however, you will have the privilege and responsibility of helping to create and direct the Council's service to the companies in your group. It is presumed you will elect a Chairman, one or more Vice-Chair men. a Secretary, Committees for Statistics, Program. Engineering, Membership, Health and Publicity. The staff of the Council will help in every way possible. We have a Statistics Bureau that will help the Chairman of your Statistics Committee; engineers who will help your Engineering Committee; men who are devoting their en tire time to membership, who will help your Membership Committee, and so on down the list. We have specialists who will help your committee in every phase of your activities, but initiative as I say, must come from your group. . As Mr. Baxter has so well expressed it, the lauodrynaen and dry cleaners of U. S. and Canada must organize to prevent accidents In your industries. It is a financial necessity and in line with your code of ethics as a move to benefit countless home circles. Every Council member indirectly pledges himself to help every other mem ber ui the fight against accidents. A warm welcome awaits you as individuals and as a group whenever you feel the time is ripe to organize a Laundry and Dry Cleaners Section of the National Safety Council. Chahman Baxtek: We appreciate your remarks, Mr. Keefer, and realize you have merely touched the surface in replying to our questions. I believe it would be proper at this time for the Chairman pro tern to entertain a motion that we proceed with the organization of a Laundry and Dry Cleaners Section of the National Safety Council. E. R. Reno (Secretary. United Laundries, Pittsburgh) : We have maintained, in 754 Nineteenth Annual Safety Congress the United Laundries since 1916 a Safety Committee in each one of our plants. But one of the great troubles is to get enough dope to keep the members interested. 1 can readily see dial through the National Safety Council we can obtain such material, so I make a motion, Mr. Baxter, that we organize Laundry and Dry Clean ers Section of the National Safety Council. J. B. Canfield (Vice-President, Barncj Laundry Co., Pittsburgh) : I will second that motion. Chairman Baxter: Arc there any remarks? Lloyd A. Peck (Ass'L Gcnl. Mgr., Laundryowners National Association of U. S. and Canada, Joliet. 111.) : Mr. Chairman, I would like to know what the financial structure will be. I feel that there is a wide field for opportunity in doing a most noteworthy job. both for ourselves and in the interest of our employees, but I think everyone should know the answer to this question. Ciiaibman Baxter: Mr. Peck's question is pertinent, and I am glad he asked it. We as a group would incur no expense whatever. It is presumed, however, that each individual laundry and dry cleaning company would simply become a member of the Council the same as individual companies in other industries. Membership dues are exceedingly low, based on the number of workers employed. If you have I to 50 workers, the annual dues are only $12.50, and so on. I believe through the cooperation of our National Association with the National Safety Council the benefits will be tremendous. The National Safety Council already during the past year has worked with Major Haven in taking a number of pictures for the posters you see before you. Is there any further discussion on the motion? If not those in favor will signify by saying ''aye"; contrary "no". The motion is earned. To effect such an organization I believe it would be proper for us to elect officers to direct our activities for the first year. Section Officers are Elected Mr. Canfield: I would like to nominate Howard F. Baxter, president of the Baxter Laundries, Incorporated, Grand Rapids, Michigan, as Chairman; Frank J. Huebsch. president of the National Laundryowners' Association and president of the Metropolitan Laundry Company, 1148 Harrison St., Los Angeles, California, as Vice-Chairman; G. Earl Smith, president of the National Association of Dyers and Cleaners of the United Slates and Canada and President of the Sanitary Cleaning and Dyeing Company. Wilkes-Barre, Pennsylvania, as Vice-Chairman; E. Ross Reno, secretary of United Laundries, Pittsburgh, Pennsylvania, as Vice-Chairman; W. J. Henning, past president of the JLaundryowners' National Association and presi dent of Toronto Wet Wash Laundry Company, Ltd., Toronto, Ontario, Canada, as Vice-Chairman: Abraham Papp, president of the Linen Supply Association of Amer ica, Boston, Massachusetts, as Vice-Chairman; and, Robert C. Haven, director of personnel. Baxter Laundries. Incorporated, Grand Rapids, Michigan, as Secretary. (The motion was seconded.) IfMr. Can field (In the chair): Is there any further discussion? not. I will put the motion. (The motion was carried.) Chairman Baxter: We arc now a fully constituted Section of the National Safety Council. I haven't any doubt they will accept us with open arms and be delighted to have us in. A decided honor has been conferred on us today in the presence of Mr. G. Earl Smith, who is president of the National Association of Dyers and Cleaners of the L'nited States and Canada, who is to speak to id. Laundry and Dry Cleaners Section 755 Hazards of a Dry Cleaning Department By O. BARI. SMITH FlcaUat^ Nation,! Auoeiation of Dycn and Cleaner, of United Statu and Canada, Silver Springs, Md. . A subject such as this should necessarily be prefaced with some explanation of dry cleaning processes, and some comment about this fast, g/owiug industry that has expanded from a yearly volume of about $100,000,000 in -1919 qo about $70Q,000,000 in 1930. And a few words concerning the National Association of Dyers and Cleaners, that 1 have the honor to represent at this meeting, would surely be in order. Formerly shrouded in deep mystery and dark secrets, dry cleaning processes- have In the past five years- become more of a simple manufacturing process governed by standard operations. Of course, some technical supervision is essential due to the infinite variety of fabrics on the market, and a likewise infinite variety of stains and spots, many requiring individual treatment. As processes have become standardized prices have gone down, will) volume increasing, until today, dry cleaning is becom ing much more of a business problem of management than it was six and seven years ago. Dry cleaning defined is the process of cleansing fabrics in volatile solvents. It is the opposite of laundering or wet cleaning. The fabric is kept chemically dry-- hence the name, "dry cleaning." Up to a few years ago the profits in the cleaning business were based on a large margin, and this naturally invited the middleman, the tailor or bobtail into the field, and we consequently have two types of cleaning plants, those dealing directly with their own retail customers and those who do the work for tlte tailor or middleman who in turn deal with the public. This situation was not without its advantages -because it did develop a large volume of business. A Great Change Taking Place in the Industry However, during the past three years a great change is taking place, cleaning plants are establishing chains of cash and carry stores, arvl at such low prices that a great new field of customers are learning of the economy and advantages of dry cleaning service for wearing apparel and household furnishings. This situation is having a tendency to eliminate the wholesale cleaner, and is making his position quite difficult. At the lower prices offered by tlte chain stores it is difficult to give the highest type of work and service, and this leaves a field for two grades of service, the highest type of work and service with credits, deliveries, liberal adjustments, and the cash and carry proposition with quantity and not quality production. The two types are quite clearly defined and there seems to be a market for both that will probably be permanent. ' " The National Association of Dyers and Cleaners comprises about 1,700 of the most progressive and representative plants in the United States and The association maintains headquarters and an institute for students and research at Washington, D. C. A model plant is operated there so that practical problems are met and studied. The American Trades Associations Division of the United States Chamber of- Commerce last year adjudged the National Association of Dyers and. Cleaners the Third Award of Merit among trades > associations for value and service to its members. The physical and practical hazards of operating a dry cleaning business are much less than a few years ago because of one factor, and that is the almost universal 756 Nineteenth Annual Safety Congress adoption of the "Stoddart" or safety solvent as a substitute for naptha or motor gasoline as a cleaning agent The National Association under the leadership of its Past President W. J. Stod dart of Atlanta, Ga. is largely responsible for the quick adoption throughout the industry of the new and non-explosive solvent, lip to a few years ago death and disaster frequently stalked throughout cleaning plants and the ever present threat of explosion and fire hung over every plant. But there is still a hazard, a small amount of high test gasoline present with safety solvent makes the entire mixture explosive, and vigilance should not be relaxed. The safety solvents while not ex plosive under normal conditions are readily combustible. Insurance statistics still indicate that while explosions are more infrequent, fires still occur in tumblers and finishing rooms. The presence of steant in drying tumblers will tend to eliminate the static electricity hazard, while fire extinguishers in a finishing room, should be numerous and convenient. Dry cleaning rooms should be fireproof and equipped with steam lines. A further advance in fire safety lias been effected by the use during the past few years of cleaning systems using carbon tetrachloride as the basis of a cleaning sol vent Carbon Tet, as it is familiarly known, has the happy faculty of putting fires out as you all know. An official of the company manufacturing these systems gives assurance that no physical hazard has developed either in the use of the solvent involved, or the equipment used in this process. The fearful Hazard of Dry Cleaning ia the Home We would be failing in our duty if we failed to mention at this time and place, the fearful hazard of dry cleaning in the home. Nearly a thousand persons suffer the most painful of deaths every year through this most dangerous practice. Great loss of property frequently ensues and many are painfully injured by burns. Naptha explodes with fearful violence by an open flame or a static spark, and housewives arc woefully ignorant of the fearful risk they run in the practice of this prevalent custom. Ocher hazards of the cleaning and dyeing business are incident and usual to an industry operating power machinery and equipment Centrifugal extractors present the usual dangers and should be properly guarded. Washers and drying tumblers have the power when catching on a finger ring to grievously injure an operator. Power conveyors can crush an arm or leg if fool ishly used for passenger-carrying purposes. Elevators have their clangers and should be fully protected. Bottles of ammonia have exploded in hot weather with distressing results to eyes and faces. Sulphuric acid and caustic soda are powerful chemicals and proper care must be exercised in their handling and use. Pressing machines, electric irons, and high pressure steam pipes are all capable of ugly burns, but re quire only common sense precautions. Even wire garment hangers have been known to inflict painful and serious eye injuries and God only knows what careless and ignorant employees may do to them selves. Jacketed dyeing kettles arc prone to blow up yth a shower of boiling hot dye if the pressure is permitted to get too high... .All 'such kettles should be provided with a safety valve, but not many are. But. in conjunction with many other industries, the hazards of dry cleaning are becoming overcome, and compensation boards all over the country are taking cogni zance of the improved condition* that are now existing in the more up-to-date and well-managed dry cleaning plants of the United States and Canada and we believe it is the earnest desire of all plant owners to protect their workers from useless and needles* hazards. Laundry and Dry Cleaners Section 757 :Chairman Baxter Mr. Henry C. Hoppe, manager of the laundry of the Stevens Hotel, Chicago, is here today to give us the benefit of his experience in the safe operation of a laundry. The Safe Operation of a Laundry By HENRY HOPPK Manager Laundry, Tha Itsvcu Hotel, Chicago, ILL At first thought my subject appeared to be a specialized one, but the more I have thought about it the more convinced I am that there is nothing about safety in a laundry that is radically different from safety in a manufacturing plant. I have spent a number of years in the laundry business, part of the time as an owner and part of the time as an employee. I have seen the industry develop from the washtub and stove-beated-iron to the modern dump-washer and electric ironer and I feel that the safety problem in a modem laundry i* simply a problem of guarding machinery. The modem laundry is a mechanical plant. There is very little hand work in it. The majority of employes usually are women or girls jnst at the emotional age who are harder to handle than men, and the danger of hysteria and panic must be taken into account But if you have your building constructed with regard to proper exits and ventilation the danger of a fatality from that cause is not a serious one. One thing you have to look out for is the tendency of employes, especially in hot weather, to dress themselves in very light clothing so they don't have the protection of ordinary wearing apparel. If you let them, they will go without stockings and put on either bed-room slippers or very old shoes and the result is that if you have an old wooden floor or exposed steam-pipes they will injure themselves with splinters or burns. Even if such cases are not more than minor first-aid ones, you still have the annoyance of loss of time that a trip to die dispensary involves. If you don't have your own dispensary, you have a first-aid trill of $3.00 from some doctor, so I would like to emphasize the importance of avoiding minor accidents. They foot up to a big item in a short time. Of course it goes without saying that you will have guards on all belts and gears. The danger of injuries from these sources it so well recognized that no one questions the necessity for them. If you do, the state factory inspector will see that they are provided. There are several other points, though, that need to be guarded that are not covered by any state laws. You need to have switches or belt shifters on all rotary washer* and tumblers, Interlocked with the covers so they cannot start when the cylinders are open. You need finger guards on flat ironers and all other roll machines to keep employes from getting their hands in too far. On our flat ironer* the guard is connected with the motor switch and if anything presses against it, it trips the switch and stops the machine. You need a double control on pressing machines so the operator has to hold down both simultaneously to close the machine. The advantage of this on a laundry ma chine is the same as in the case of a punch-press; when the operator has use for both hands she isn't going to leave one of them under the press or between the rolls. You should, keep all steam connections except actual working surfaces wdl insulated. The necessities and economies of doing this are too evident to need stressing but it is often neglected. If yon do trucking, require employes to pull the trucks and not push them. There can be no hard and fast rule about this for all places. As a general thing, however, the method of pulling is the safest. A man ahead of a truck is less liabte to hurt some-one with it, than if he were behind it. I will admit that there Is always the 758 Nineteenth Annual Safety Congress chance of a man pulling a truck onto hu own feet but the instinct of self preserva tion will prompt a person to look out for himself more than for others, so 1 think that on the whole pulling is the lesser of two evils. Do your best to discourage employes from wearing rubber heels or rubber soled shoes on the wash floor. You all know that it is impossible to keep water aud soap wiped up when you are busy. On that account avoid anything that in conjunction with those substances contributes to increasing the slipping and falling hazard. Rubber shoes are about the most slippery* thiog. there is on a hard-surfaced soapy floor. Mr. Cooper ac The Stevens, who take* core of all of oar accidents tells me that 40 per cent of all injuries we have can be traced to fall* caused by a combination of rubber and grease or soap-suds- Next to proper instructions and supervision I would put down mechanical safe guards as the most important in safety work. I don't know whether there are any representatives of manufacturers of laundry equipment here this morning or not. 1 hope there are. If there are not I hope they will be told what 1 am going to say. It is this. Some of them have a lot to answer for when ft comes to placing responsibility for laundry accidents. They have a lot to answer for because some of them are putting out machinery with guards that do not guard and safety appli ances that do not function. While we are here together just among ourselves we might as well look the situation in the face and be frank about it From the safety standpoint there is a lot of room for improvement in laundry machinery. I think it is much worse to put out a piece of apparatus that' is apparently well guarded plough actually not so than to put out one that is entirely without guards. The one without guards at least proclaims Itself. The one with ineffective guards is like a concealed trap. Some of the appliances that we purchased when The Stevens opened h c had to build guards ior because those that came with them were no good. 1 will give you an example. We bought a collar dampener,-which as you know is a machine tliat consists of two doth covered rolls set with a small clearance between them and held there with very stiff springs. This machine, when it came was provided with a wooden cover that had a slot in it through which the collars were fed to the rolls. This wooden cover was the guard. It just rested on the frame of the machine. It weighed only three or four pounds, could easily be lifted off, and the employes frequently did take it off. That was defect number one. We remedied it ourselves by applying a fastening with a hasp and padlock. Defect number two was the width of the slot, which was large enough for a girl to get her hand in and one day one did get her hand in and she got it in so far that it got caught in the rolls. Fortunately someone was near to stop the machine before more than her fingers had gone in. We had to split the box cover off and pry the rolls apart with a bar to set her free. She sustained only bone fractures, no crusltcs, and there was no permAifdK disability, but it win n very narrow escape. We corrected the condition by fining the machine with a narrow slot to make it impossible for any person to get their fingers tlxwigh it. The question is why did not the manufacturers do all of ` these things? Why not fasten the guard on in the first place and In the second place why provide it with a slot #T6f'ah inch wide when all that had to go through it was a collar barely 1/16 inch thick'? .The whole thing show's indifference to safe operation. Another piece of apparatus used in ah laundries that is now well guarded is the extractor or centrifugal wringer. I was a foreman in a large laundry several years ago when a workman lost his head in one of these machines. I do not want to paint any lurid pictures for you nor dwell on the harrowing details, but I had to clean up the mess and after I had gathered up the pieces of brains and bone and scalp and wiped up tlie blood-I had learned a lesson about the terrible power that one of these machines exerts when it is going full speed, that I will never forget. I never see one oi them whirling heavily loaded without thinking of it. Of course that accidenthappened twenty years or more ago and 1 know the machines have been improved Laundry and Dry Cleaners Section 759 since then, but-it is still possible for such things to occur on some so-called up-to-date machines. It is possible because they are not properly guarded. In the beat machines that I have in mind, the cover is interlocked with the motor switch and that is a good point. The motor cannot be started with the cover open. After the cover is closed and the machine is started the cover cannot be opened imtil the timer has shut off the power. That it another good feature, but the bod thing is that after the timer has shut off the power the cover can be opened while the machine is turning under its own momentum which continues a long time. If you have a mind to figure out what this momentum amounts to when there is a heavy load in the basket you will get a rather startling answer and if you care to go a step further and figure out the brake-pressure necessary to overcome it you will realize how great an engine of destruction you have on yonr hands if some one gets careless with it while it is running. Of course I know that the covers are not supposed to be opened while the machine is running and employes are oot supposed to reach in and try to stop the cylinder with their hands after the power is off, but they will do it. You cannot be everywhere and watch everything all the time. Anyhow that is what guards are for. They are to keep the ignorant or careless from getting hurt. To make these machines safe they should be made so that they cannot be started while open, nor opened until stopped. In closing 1 just want to leave this thought with you- In order to stop accidents you must know when, where arid to whom they occur. You must know it if you have a particularly bad situation with some machine, location or individual. There are dangerous workers just as there are dangerous machines. Accident-prone types they are called. To find out all these things you must keep a record of your acci dents. You do not need an elaborate set of forms to do this; all you need is an extra copy of the form that you make out for your insurance carrier. Of course I do not mean by this that a set of forms is not a good thing if you have someone especially detailed to that work who can keep them up, because the more you go into detail the better results you sill obtain. You can make some marvelous progress with blank paper and the will to reduce your accident rate. Do not overlook the importance of minor accidents. They indicate bad conditions that lead to more serious ooea. Remember every minor accident is a potential major injury through infection or some other Chaibuan Baxtwi; Mr. Hoppe has given us a very clear and graphic picture of some of the dangers that all of os hare to face in the laundry industry. He spoke of improving guard* on our machha. \V had an experience in r plant along that line. It was on a modern flat work troncr. It hod a little fence guard across the front that seemed to be high enough to prevent an accident, but one of the girJs saw a piece of thread starting urau the roll So she got up on her toes, reached over that guard and got it. and in the process she tost three fingers. Mr. Haven put out an order at once to have the fence guard extended so no one could get his hands over it. Mb. ;Hoppe I have an order in the Stevens' that if any thing is ever to be done on a machine, that machine must be stopped first. Wc use the Perry washers. One day the foreman asked the washman to get inside the machine. The washman, a colored man, said, "Mr. Hoppe always had the maintenance man clean that." The foreman answered, "It don't make any difference: you get in and clean it out." The colored man 'came up to the seventh floor where I was working with some books and told me about it. I said. "He warns you to get inside the Perry machine? Don't do it." So I called the foreman up stairs and I said to him. "Listen, did you have the switch pulled on that machine?*' He said "Why no, it is not necessary." 760 Nineteenth Annual Safety Congress I said, "There is an order around here that the switch must be pulled before any thing is done on a machine; kill the machine." We had another case; a shake-out tumbler; just a wooden cylinder. The way these switches are now, once in awhile when it stands empty it will slip a little, and off goes the lid. They are made of wood, and all that holds them is a little brass guard. Five of those brass guards broke at the Stevens. I wondered what we could get to take their (dace. There was no place to put on an iron bracket interlock, so I got the electrician. We finally put a wire in the brake box. fastening it to go through that switch to the switchboard in the control room. It works perfectly. I called a man in from the Insurance Company and he asked "Did you get a patent on that Y* I said, "No, if you want it, take it." Ma. Reno: Last year in Pennsylvania 377 accidents were reported to one insur ance company and to the State Department of Labor. 272 were in the (aadry. 99 were to chauffeurs, and 6 to clerks. Of the 377 accidents, 326 were non-cnenpemWr; there were $1 workers to whom we paid compensation; 40 were laundry worker*. II were chauffeurs, and none were clerics. Of those 40 laundry accidents, 17 were machine accidents; the ocher 23 were slipping off ladders and things like that. Of the 17 machine accidents 2 were major accidents; 1 was on a printing press, and 1 04 a flat ironing machine. Mr. How*: There are a lot of accidents that happen in laundries that are not cared for at once. Workers often say, "Oh well, that's a little cut", and then stack it on the bleach jar, which shrinks it up and it stops bleeding. I know of one man who did exactly that; blood poison set in and he lost his arm. If a person scratches himself with a pin, have it taken care of. If you haven't your own dispensary, send him to the doctor. I know of a girl who ran a sliver into her finger from the folding table. She thought, "It doesn't hurt much, I'll let it go." In a few days it was all swelled up and in a serious condition. We had a girl who wore old slippers during the hot weather working around a pressing machine. She came to me one day and said, "Mr, Hoppe, I don't know what is in my heel; I can harly put my foot down." I loo'-"* at it and sent her to the doctor. He said it was infected by the red dye fro .... e'd slippers. Chairman Baxter: We are very fortunate in having with us today Mr. L. A. Peck, assistant general manager, Laundryowners' National Association of the United States and Canada, Joliet, 111. Safe Operation of Laundry and Dry Cleaners Delivery Cars By LLOYD A. PECK Anlitmt General Manager, Laundryowner. National Association of the United States and Canada, Joliet, I1L I am here at the request of your chairman, the Safety Council, and under the direction of our headquarters' office, probably not bo much to talk, but more to assist in any way possible In carrying on .this newly organized safety program. I wonder how many people know that at Joliet we have a plant which'la operated by the Dyers and Cleaners National Association for research work, development, and leadership in management. We have there as well a comerctally operating unit, commercially operated in-all its phases, which should be as. nearly as we can make it comparable to the individual plants. We also have a vocational training school in which our students are taught safety along with the other work. I have divided my subject into three headings. Practically all new delivery cars as we receive them from the* manufacturers are equipped' with most of the things Laundry and Dry Cleaners Section 761 that are necessary for their safe operation. On some of the old type trucks we should take an inventory to see how we n>n make them safer. Second, it is our business in management to see that our equipment is maintained for safety as well as economy of operation. From the standpoint of safety, brakes are most important. In Joliet, we have a fleet of ten trucks and the concern that does our repair work gives the brakes on each truck a regular periodic check-up. Another thing that we sometimes don't look at properly is the steering mechanism. It does not often go wrong, but when it does, most anything can happen. We should inspect the steering mechanism periodically. Then comes the most important part, ( think, of any safety program, and that is the human element, the instructions that we give to our route men, the means that we take to have those instructions enforced. The development of a safe personnel is not a tangible thing. You can't take a sledge hammer and get results: you have to lead men along and let them know that- you as manager are interested in their problems, and that it is for their well-being and benefit. Practically every city and state lias a traffic code. But I wonder how many of us pay as much' attention to it as we should? We tell our route men what the code* are and give them copies, and try to get them to be thoroughly familiar with them, but I know that we slip in not checking often enough. The Route Man's Manual Then we have a route man's manual which deals mostly with the other things of his job, but it includes g brief section on the operation of trucks which I believe it would be worthwhile to read through now. The heading is "Trucks,--Their Care." "Your truck b furnished you for use in the actual performance of your duties - as a routeman of the American Institute Laimdry. "The better your truck works the more calls you can make, the more business you can get, and the more earnings you will have. Therefore, it is to your interest to care for the truck you use just as though it belonged to you. It is a tool for you to use in turning out a first-class job of work. It takes a first-class tool to do a first-class' job. "You will report to your superintendent whenever your truck needs repairs, and he will give you a written order to the repair shop to do the work. Unnecessary repairs reflect on you and are costly to your company. "Your superintendent will furnish you with the latest city ordinances and other directions for tlte sale and successful operation of your truck. You are responsible to him for following these directions carefully. 27,000 people in the United States were killed by automobiles during 1928, most of them through careless driving. It is a terrible thing for a man to be responsible for death or injury to another person, or to himself. A man who is careless is neither a good employee nor a good citizen. "You are expected to be both a good employee and a good citizen by obeying the laws of careful, safe driving which have been worked out for you and made a part of your city's laws. If you are unfortunate enough to have an accident, report it at once on the form provided as a part of your Manual by your route superintendent. "Your route superintendent will furnish you with forms to use in making to him a daily report covering the operation of your truck. He will instruct you how to fill them out and when and where to turn them in at the close of the day's work." I read that to illustrate two things, first that we arc trying to do something along the lines of safety in a definite way, in the business manual. Second, that we possibly are trying to develop a real spirit of cooperation both' in our route organization and Inside the plant I believe most laundries hold periodical rtxiteroen's meetings or salesmen's meet- 762 Nineteenth Annual Safety Congress ings. We hold them once a .week, for one ' hour. In those meetings we should definitely present topics of safety in the. operation of trucks. It is a part of our regular, program. We repeat some of tlie things they arc.supposed to know, but it is human nature to forget. <, We have our route superintendents and our rodte foremen, and try to tie to them the responsibility for a number of definite things on which they must report to the management: We can check our reports and repair bills, and in that way get a birds-cye view of our men, our equipment, and the business as a who^e. The route foreman often goes out and works with a routeman, either helping him to better organise his route or make solicitations. He should constantly think of safety and correct the driver every time he makes a mistake. It is surprising how many traffic violations a driver will make even when he knows he is being checked. The question of governors came up in a group of laundry owners. We' have never used speed governors at the institute. They can be tampered with. The majority of the accidents happen in comparatively slow traffic where the governor would not be effective. I belieVe we should require the route superintendent or foreman to actually clieck systematically the equipment of every vehicle. We ask our routemen to report their needs for repairs, but we will get better results if our superintendents or foremen have a definite list of things that must be checked. Offers of Cooperation are Appreciated Chairman Baxter : Thank you, Mr. Peck/ The kind offer of cooperation of the Laundry Owners Association is typical of the desire of their entire executive staff to cooperate, and I am sure it is fully equaled by the National Dry Cleaners Associa tion and the Linen Supply Association of America. Mr. Peck's remarks about systemizatkm in connection with any management prob lem are extremely pertinent to this question of safety. Unless certain things are done with regularity, unless there is supervision that insists that they be.done.at specific times, you can't get very far in any management problem and you can't get very far in safety. Mr. Peck's reference to steering mechanism of automobiles is important. Off hand we think that the steering mechanism is Of course all right. That brings to my mind an illustration directly to the point. Mrs. Baxter and I had been out on a trip around Albany, and we wanted to hurry back home. I had backed the car into a public garage, and as I passed around to the front I saw a little pin, probably a quarter of an inch in diameter lying under the front axle. 1 wondered why it was there, and picked it up. I discovered that a cross member of the steering gear had a sleeve on it. If it had dropped out while I was going forty mites' an hour, probably I wouldn't have had the pleasure of being here today. Again, we were driving from 20 to -25 miles an hour between two sand cuts when suddenly, the car started over to one side. We shot over into tlie sand hilt--for tunately there was no gully there. One ol the spring shackles had a flaw in it. It just happened to snap at the right time and let one of the wheels back 8 or 10 inches. If that had happened almost anywhere else, again I would not have had the pleasure of being here. I think it is only proper for us all to feel a very decided sense of pride over our being grouped together for this purpose. We are in at the beginning. of a move ment which is going to mean much mure happiness, much more pleasure, fewer acci dents, a decreased number of fires, and greater health among our 300,000 employees. I don't think there is anything that will more enrich our own lives after a few years than to look back on such an instance as this. Laundry and Dry Cleaners Section 763 Personally I want to express my appreciation to all who have attended this meet ing. I appreciate your kindness in selecting me to try to start this work during the next year, and assure you that with your help I will do everything in my power to merit your confidence. ADJOURNMENT s*~ W-'<JX. v-~--^ J ' " U" "- INDEX VOLUME I A A. H. C.--General Round Table Scuioa, 39-63. Accident Prevention gqnipiusin liaDufacrntcnf Section: General Cbairnan'i report, 257259. Minutes. 249-20. Nominating f*nmmim i report. 264. Officers, 249*250. Treasurer's mart. 244M2. Accident Statistics: Disnurioo on accidents attributed to "Acts of God", 393-394. Fires, 13t. "Making Usa al Accident Statistics** (Graham). 3* 1-3*4. AccidcDtaCoui: "lit coat of An Accident" (Darling). 406*4)0. In "General Hazard* of the Food Industry" (Zrftncr), 723. In "Prevalent Causes of Accidents in the Construction Indwstry in Pennsylvania** (Maguire). S2*-$29. In "The City's Responsibility for the Control of Street Accidents** (Mackey), 97. "Safety Work as a Braises* Proportion** (Dnrfcc). 768-711. Sec also Eeescnka Accidents-Report forma: See Report Forms. Acetonitrile: Traseity of benzols, 493-495. Acids: Mechanical protective equipment. 436- 439. Advanced Safety Esfiiwcrac Session. 65-83. Advertising: "Advertising a Factor in Acci dent Prevention* (Ward). 371-373. Ainsworth. C.: "Safety Standards in In dustry," 14-73 Alcoholism: Dfaca^m ae prohibition on tke construction job, 527-52*. A. S. S. E.--Engineering Section; "Final Report of tke ienukadai on the Effects of Aoneating on CWn* (Tkras). 2*1- General Cbeiramn* report. 271-272. Membership rnmmittll fepsrv 279-22QC Minutes. 260 3*8 Nominating tnnaiwii report. 2*0. Officers. 269-271. "Report of raenlhn asi Acride tion In Engineering Cdkm" (Keaon), 274. ''Report of Cmnmemse an Chapter TYrganl - ration and Activities." 779. "Report of Cmahirt on Low Voltage Hazards" (Uovd). 339-347. Report of Stccrmg Cwaiuu e* Regional Safety Conferences" (Hewitt). 273. ''Report of Staerinn Cian'Ww on Research Standards and Cades" (Blank). 779-279. Amylenc; Toxicity of bnuoh. 493-495. Annealing Chains: See Chain*. "Annual Banquet": Sec Banquet. "Annual Meeting of Members": 11-32. Augustus. E.: "la it Rent to Elect or Select Safety Committeemen ?** 57-60. Automobile Driving: Accidents when backing up, etc., 557. "How We Stimulate Interest in Safety" (Kemper), 561-565. "Making Motor Vehicles More Safe" <Ey* non), 86-88. Married men safer driven, 557. "Plain truths About Safety" (Johnson). 546-556. w f% "SCafhesnOrnpeDraetiloivneryoCf arLs*a*un< dPrcy-cV)a. n7d60-7D6r3y. "Selection and Training of Bns Drivers" (D-w). 57-!75: 735-7,3. "S5*7s1*,,743."if',W <P"*`e>- "The Value *f Stalisrica) Analyses" (Craves), 555-558. Automobiles: "Preventing Accidents by Proper Maintenance of Vehicle*" (Hinckley), 550- Automotive Section: Mlootvs. 349-344. Nomtnsling Committee report. 358-359. Officers, 349. B Bakeries; "Baking and Candy Manufacturing" (Sullivan). 728- See also Food Industry. Baldwin, J. C.: "Car Equipment and Its Rela tion to Accidents,** 608-610. Banquet: 33-37. Barth, A. L.: "Care and Use of Protective Equipment in the Chemical Plant," 432439. Benefit Associations; See Employees' Benefit Associations. Benrol: "A New Investigation of the Toxi city of Benzol and Its Impurities" (Mc Cord). 488-500. In "Ventilation of Heavier Than Air Va pors" (Gunuer), 46S-476. Rergquist, C. W.: Address, 34. Uibte: Quotations on safety, In "Smashing Traditions in the Safety Program" (Kuechenmeitter), 50-Si. niacklock, J. B.: DitcuMlcut of Mr. J. C. Baldwin's paper, 610-611. Blank. E. F.: "Report of Steering Committee on Research, Standards and Codes." 275279. Bloomfield, J. J.: "Industrial Pint! Its Estimation and Mitigation," 477-487. Bonus Systems: Discussion on plans for electric railways. 601. Drivers' Awards, $72; 740. Donyun, M. E.: "Safe Handling of Unfircd Pressure Vessels sod Equipment." 500507. Borden, E. D.: "Practical Interprststlon of Problem* of Cooperative Market Research and Analysis," 251-257. Bottling: "Dairy Products and Bottling" (Mincur), 727-728. richer. E.: "The Relation o f Industrial Health to State Departments of Labor and Industry/' 185-189. Itrowne. H. F.: ."Employee Benefit Associa tions in American Industry," 629-634. Browne. O. G.: "The Viewpoint of tke Management.*' 207-212. Burgess, G.: "Responsibility and Opportun ity," 350-354. Burns: Discussion on cement burns, 544. Russec "Experience of a Public Transporta tion Company in ths Prevention of Street and Highway Accidents'* (Tlghe), 594* 601. 765 766 Nineteenth Annual Safety Congress "Selection and Training But Drivers** Equipment in the Chemical Plant" (Dow), S67-575, 73S-/43. (Barth). 435. "Street and Highway Safety** 575 57*; 743-746. buyer's Guide: Recommendation* Edition, 263 264. (Pasche), for 19*1 Sue also Shoe*. Codes: See Standard*. Cole, W. G.: **The Engineer's Viewpoint the Accident Situation,*' 558-560. of Byrd, R. E.: Our two yrara in Uie Antaic*. Commercial Vehicles: See Automobile Driving; tie. 35-3?. C^"^ Automobile*. Committees-Safcty: Discussion, S3 7-53*. "Is It Best to Elect or Select Safety Com mitteemen?" (Augustus), 57-60. Cade, R. E-: Discussion of "The Children's Community Safety, See Public Safety. Community Safety Sessiou, 85-100. Page." 685-688. Cafeteria*: See Lunch Rooms. Campbell, D. M.; "Eye Safety in Industry,** 366-371. Candy Industry; '`Baking and Candy Manu facturing*' (Sullivan), 72**733. Carbon: In **roiton of Industry" (Wads* Conferences: "Report nf- Steering Committee on Regional Safety Conferences'' (Hew itt). 273__-' Construction Industry "Accident Experience of Members During 1929" (Robinson), 510-512. "Address" on Safety (n the Construction worth), 179. Industry, (Ferguson), S2S-52R. Carbon disulphide: Toxicity of benurf*, 493- Discussion on handling the sub-contractor, <95. 541. Carver, \V. A.: "The Nurse in a Smail Discussion on uniform records, 538-540. Plaur," 204-207. Discussion on "Where Does Safety Orig Ceoient Industry: Accidents, In "Addreta** inate?" 540-541. (Quigley), 391-393. "Interesting the General Contractor in Ac "Adilrtw." (Quigley), 391-393. cident Prevention in Construction" "Address" on work of Portland Cement (Horst), 512-517. Association in Accident Prevention, "Major Causes of Injuries in the Construe, (Rcninger), 403-40S. tion Industry and Their Elimination'* Discussion on cement burns. 544. (Schultz). 530-536- "I'rrsentatlen of Joseph A. Holmes Award Plan of organisation. 541-543. tu llir Lehigh Portland Cement Co.*' "Prevalent Causes of' Accidents in the (Turner). 22-24. Cement Section: General Chairman** report, Construction Industry in Pennsylvania" (Maguire), 528-530. 386-3*7. Joint Session with Quarry Section, 403-419. Minutes. 3*5-402. Vowiinatin* Committee report. 317-3**. "Steering Wheels of Safety ill the Con struction Industry" (Zellhocfer), 518-522. Construction Section: Minutes, 509, 543. Nominating Committee report, 525. r Hikers. 3*5. Officers, 509-510; 525. Poster Committee report. 187. Cereal Products: See Food Industry. Chains: "Final Report of the Investigation on the Effects of Annealing on Chain*" (Thomas). 2*1-132.. Poster Committee report, 512. Rouud TaMe Session, $37-544. Contests: Discussion on plana for 564-565. Employees' Publication Section winners, 697-698. driver*. contest Chemical Industry: **Care and l/se of Pro Public Utilities Section contest winners, 620. "Intl(iedBocunat*sirv*ttehri()aR.Elq4odu3oui2mps-m4fti3:ee91nI.dtts>.in4e7sIb7tie-m4a*C7ti.hoenmaicnad,lmPitliagna/t^"C,/VV'vCT. :orco*pmReere,srlteWasu:.r:an"StSse,pc eDc7i2aa5lir-y7H2a7Inz. adrudsstryin. Hotels and **A new investigation of the Toxicity of Rental and Its Impurities*' (McCord), 4*8-500. "Safety Investigations and Approval Syv tem of the United States Bureau of Mines: Their Application to the Chemical Industry" (Perrott and Yant), 450-463. "The Trend of Accidents In the Chemical Industry*' (Roacli), 424-431. "Ventilation of Heavier Than Air Vapora" (Cum.tr), 464 476. Chemical Section: Minutes, 421*507. Nominating Committee report, 431. fifficm, 421-422. "Remarks of the General Chairman.*' 422- 423. Chestcrman, P. J.: "Training Plant Execu- lives," 74-79. Chlorine: Handling, 4.1*. Cities and Safety: "City Responsibility for Control of Accidents" (Marsh). 61-W, "The City's Responsibility for the Control of Street Accidents" (Mackey). 97-100. Cleaning Systems: See Dry Cleaning- Cline, J. R.: "What Effect Does Safety in the Plant Have on Safety in the Home,** 399-402. Clothing: In "Ctrc and Use of Protective Dairy Industry: "Dairy Products and Bottl ing" (Mtncur), 727-728. Darling, W. A.: "The Cost of an Accident." 406-410. Davit, J. J.: "The Worker and Safety," 117-120. Llavia. M : "Actuarial Information far Em ployee* Benefit Associations" 635-640, Delivery, Taxicab and Bu* Section: Joan session with Food Section, 567-580; 735- 748. _ Delivery, Taxicab and Bus Section: (CwL) Minute*. 545-565. ,, Nominating Committee report, 560-561. Officers, 545-546. Dermatitis: Cutting oils, 187-188. Discussion on cleanliness, 187-188. Detectors: Gss detection. 456-458-460. Donley, C.: "The Business Organization's Part in Fire Prevention,*' 132-136. Dow, M. A.t "Selection and Training of Bus Drivers," 567-575; 735-743. Dry Cleaners Section: See Laundry and Dry Cleaner* Section. Dry Cleaning; "Hazards of a Dry Cleaning Department" (Smith), 755-756. Index--Volume / 767 Durfrc. E. P.: "Safety Work as a Business Proposition," 708-711. Dusts: ^Industrial Dust: Its Estimation slid Mitigation" (Blwatrkl), 477-^87. See also Explosions; Health Hazard*. Eastham. E. K-: Discussion of Mr. L. G. Tighe'a paper, 596-600. Economies: Accident redactions in rrmrot is- dunry, 391-393. "The Cost of on Accident** (DsiKsg). 46k 410. In "Con the Use of Safeguards W En forced ?" (Huckcmctn). 56-57. In "Council Purpose* and Robeson." R In "Health Koeord* an ~ - (Holzbog), 141. In "Selling Safety to tW Mam am A* Job" (Gilbert), 376. Jn^j'Tho Worker and Safety" (Barm). Ill- "Safely Work as Bwowvo fHoeddm** (Durfee). 708-711. See also *i rridmtt roots Education-Engineering: pfatmum m tolety engineering tournee, 48. "Report of rammaatu on Accident Drws tton in Engineering Cdkpw" (IUv*s), "Tniaiik* Engineering Cdkw Sersdvns* in Accident Prevention" <Holbrook*. 45-67. Education of Wok <7:-; tion Through __ 3/ (Eventon), 587-594. Icctnc Railway Section: Joint Tf--rg with the Public Utilities Section. 628. Membership Committee report. Ul Minutes, 581-619. Nominating Committee report. 687. Oftcers, 581-582. Poster and Slide Committee report. 583. Program Committee report. 583. Publicity and News-Letter Commmittee port, 583. Report of Engineering and Statistics Com mittee on warning signals, 585-587. "Report of the Special Committee on First Aid" (Reid), 583-585. Electric Railways: "Accident Prevention Through Supervisory Training" (Even. Son), 587-593. "Car Equipment and Iu Relation to Acci dents" (Baldwin), 608-612. Discussion on selection tests for motormen, 617-619. Ditcussion on warning signals, 585-587. "Experience of a Public Transportation Company in the Prevention of Street and Highway Accidents'* (Tighe). 594-601. General discussion an "How to Operate a Public Vehicle Safely." 616-619. "How to Operate a Public Vehicle Safely'* (Thomas), 612-615. "Improved public relations as a result of eefe operation** (Gordon). 602-607. "Street and Highway Safety" (Pasche), 575-578; 745-746. Electricity: "Rcpun nf Committee on Low _ Voltage Hazards" (tioyd). 335-347. Employees* Benefit Associations: "Actuarial Information for Employees' Benefit Asso ciations" (Davis), 6J5-440. "Can the Smaller Industrial Establishment Successfully Operate an Employees* Bene fit Association" (Mend), 644-646. "Cooperation Between tbc Family Physician tad the Employees* Benefit Association" (McCord), 622-628. "Employee Benefit Associations in Ameri can industry" (Browse). 629-6J4. "Hospitalisation benefit*" (Marcry), 646- "Lemming the Financial Burden of the Employers' Benefit Association** (Quinby), 641 004. Employees* I use fir Association* Section: Boom. 621-456. Ofittn. 621. Employees' Publications: "The Children's Pag* the Employee Publication" t Stevens). 667-488. "The Editor and His Work" (Morrell), 689- *99. "TW Editor* Successor" (Place) 668-674. "Internal Publications'* (Townosod), 691- 697. "A Plant Organ Analysis" (Wtasler). 677- "The Safety Page" (Fish). 698-702. "Some Common Sins in Writing" (Staf- ord). 661-668, Employees' Publication Section: Chairman** report. 656-661. Contest winner*. 697-696. 'Editing the News-Letter" (Wyse), 702- "A Greeting From the Pittsburgh Editors " 656. Minnie*. 657-704. Nominating Committee report, 676. (Xwrt. 657. fennel ring Education: See Education-Engi neering. Eagraeors-Safery, Duties of the Safety Engi neer 541. "Making the Safety Engineer Indispensable in Industrial Management** (Fennell). 79-84. Evans, H. V.: "I* a Regular Inspection of Hand Tools Worth White?" 62-64. Evensou, C. H.t "Accident Prevention Through Supervisory Training," $87-593. Everts. C. S.: "The Organisation and Ad ministration of Industrial Health Units," 199-204. Executives: See Management. Executives* Dinner Session, 110-120. Exhibits: "Accident Prevention Equipment Manufacturers Who Made Exhibits at the 19lb Annual Safety Congress.*' 266268. Explosions: Discussion on Causes of Fires and Explosions in Pipe Lines and Tanks, 429-431. Hazards from industrial gases, vapors and dusts, 450-452. 462. Eye Protection: "Eye Safely in Industry" _ (Campbell), 366-371. Ejmon, B. C,: "Making Motor Vehicles More Safe," 86-S8. F Fatigue: "Focal Infection sml Its Relation to Fatigue and Industrial Accidents" (JurllJ, 146-151. Feet: "Foot Injuries" (Gibson), 354-358. Fennell, D. D : "Making the Safely Engineer Indispensable in Industrial Management." 79 84. Ferguson. H. K.: "Address" on Safety in tbe construction industry. 525-S28. Fire Prevention* "The Business Organization's Part in Fire Prevention" (Donley), 132* i*,. -'J-*- (p. *7 71. , 768 Ninttitnth Annual Saftty Congrats Discussion on Cause* of Fires a*<l Explo sions in Pipe Linn and Tanks* 429-431. "Making America Fire Conscious" (Want- worth). 129-132. _,, . "New Development* m Fire Protection and Prevention" (Rickman). 121-129. Fire Prevention Session: 121-136. Fire Waste Council In "Making A erica Fire Conscious" (Wentworth)., 130*131- First Aid: Advantages of first-aid training, 443-448. ,,, . First Aid Instructor's outline, 442*443. In `'Selling Safely to the Man on the Job'* (Gilbert), 376. "Report of the Special Committee on First Aid" (Reid). 383-56). ^, "The Value of Cooperative First-A id Train ing" (Forbes), 440-450. Kish, C. T.s "The Safety Page." 698 702. Ftsbrr, Gov. J. S.: Letter, 110. Filrcerald, T.: "Address of Welcome." 582- J. Flammable Liquids: Discussion on causes of Ores and explosion* in pip* lines and tanks, 429-431. ,,. . Fleet Operation: Sec Automobile Dnvmft Automobiles. Floors: In "Dtir? Products and Bottling" (Mineur), 727-728. F<k;I Infection: See Tectb. Food: "Correct Feeding--Its Value to In dustry" (Pritchett). 181184. Food Industry: Accident Costs. In "Hazards of the Food Industry" (Zeitnrr), 723. "Peking sml Candy Manufacturing" (Sul livan). 728-733. "Dairy Products and Bottling" (Mineur), 727-728. "General Hazards of the Food Industry" (Zeilner). 721 724. "Special * Hazards in the Food Industry-- Cereal Products'* (Sutton). 724*725. "Special Ilatards in lintels and Restaur* ants" (Cooper). 725-727. Food Section: Joint Session with Delivery. Tavieali ana llus Svetlan. 567-580 ; 735- 748. Minute*. 705-713. Nominating Committee report, 707. Officert. 705. Forhrc, J. T.: "The Value ol Cooperative First-Aid Training," 440-450. Foremen; "The Foreman and Safety" (Crsdy), 107-109. "Training Plant Executives" (CKesterniaa), 74-79. "What Kind of a Talk Should a Foreman Give lo His Men?*' 395 398. Foremen's Forum. 101-109. Forney. R. I..: "Presentation of Vehicular Accident Report Forms,** 578-SBO; 746* 748. Furtuin, R. B.: "What Kind of a Tadr Should a Foreman Give to His lien?" 395-398. o Gases; Chlorine cylinders. 438. Toxicity of refrigerants, 455. Warning agents, 4S4. See also Detectors; Explosion*. General Round Table Session: See A. B. C.-- General Round Table Session. Gerald. A. H.: "Hand ond Portable Tools," 359-36S. Gibson, J. B.: "Foot Injuries." 3S4-3S8. "How We. Get Our Employees to Wear Safety Shoes," 60-62. Gilbert, I. L.: "Selling Safety to the Man on the Job," 373-576. Click, P.: "The State's Responsibility Fot Your Safety," 102-105. Goggles: Discussion on getting men to wear goggles, 381. Discussion on goggles and pcrspiration.53. "How We Get Employees to Wear Gog gles" (Sauioid), 51-53. In "Care and Oie of Protective Equip ment in the Chemical Plant" (liartb), 435,437. Reduction in eye accidents, 52. vQordnn, C.t "Improved Public Relations a jr Result ol Safe Operation," 602-607. 'TJoveroor's Letter, U0. Grady, M. P.: "The Foreman and Safety," 107-109. Graham, G. C.; "Making Use of Accident Sta tistics." 381-384. Graves, B.: "The Value of Statistical Analy ses," S5S-S58. Graves, T. T.: "Lift, Liberty and the Pursuit of Happiness," 25-32. Gray, A. S.: "Qualifications for the Industrial Physician Viewpoint of tlie Health Depart ment/* 162-172. w.:Guards: See also Safeguarding, Guutaer, p. "Ventilation of Heavier Than Air Vapors," 464-476. H ^Sasskarl, P. L. C.i "Method of Investigating Accidents," 388-391. Hazlett, T. I,.: "Tbc Physician-Administrator." 160-161. Health Hazards: `Industrial Dust: Its Salims- turn and Mitigation" (Bloomfield,) 477- "A New Investigation of the toxicity of Ben zol and Its Impurities" (McCord), 488500. Refrigerants, 455. Health Records: "Health Records in a Saal Plant" (Holsbeg), 137-142. Health Supervision t "Cooperation Between Worker and Management in Health Pro grams" (Sappington), 142-146. "Organization and Adarinlstratlon of Indantrial Health Units" (Everts), 199-204. See also Nurxva. Helmets and Shields: In "Care and Use of Protective Equipment in the Chemical 'Plant" (Barth), 435. Hewitt, E. L.: "Report of Steering Committer on Regional Safety Conferences," 273. Hinckley, W. D.: "Preventing Accident*_ by Proper Maintenance of Vehicles. $50- 554. Hodgson, V. H.i "The Educational Program for Industrial Nurses." 212-215. Holbrook, E. A.: "Training Engineering Col- - lege Student* in Accident Prevention, 65- 67. Holzbag, J. H.i "Health Reeords in a SmaS- Plant, 137-142. Ilome Safety: "What Effect Does Safety In the Plant Have on Safety in the Home" (Cline), 399-402. See also Electricity: Accidents. Hoover, H.t Letter, 14.' Hoppe, H.: "The 'Safe Operation of a Laundry," 757-760. Horst, A. E.; "Interesting the General Con tractor In Accident Prevention in Con struction," 512-517. Index--Volume I 769 Hotels: "Special Hazards in Hotels and Re*luarauts" (Cooper), 723, 727. See also Food industry. Lunch Rooms: "Correct Feeding--Its Value to Industry" (Pritchett), 151-134. Discussion on industrial cafeterias, 731-732. House Organs: See Employees' Publications. Hucksatein, A. P.: "Can the Use Of Safe guards Be Enforced?" 55-57. Hull. N. D.: "Address," 711-720. Hulbert. K. S.: **AI4s in Handling Oneself and Others. Especially In Relation to Acci dent prevention and Safety," 411-419. Human Element: "Address'* (Huff). 711-720. "Aids in Handling Oneself and Others, Es pecially in Relation to Accident Prevention ' and Safety" (Hulbert). 411-419. Discussion on accident prone employee, 380- 381. "The Engineer's Viewpoint of the Accident Situation" (Cole), 358-560. Hungerford, C. W. t Discussion of "The Ed itor's Successor," 673-676. McCandleM, G. W.t "The Emptoycr and Safety/' 114-115. McCord, C. p.: "Cooperation Between the Family Physician and the Employees* Benefit Association," 622-628. "A New Investigation of the Toxicity ( Benzol and Its Impurities," 488-500. McCoy, E: "How to Operate a Public Ve hicle Safely.'' 615 616. Mackey, H. A.: "The City's Responsibility for the Control of Street Accidents," 97-100. Maguire, W, J.: "Prevalent Causes of Acci dents In the Construction Industry in Pennsylvania," 528-530. Maguire, J. H.: "Safety and It* Relation to Production," 377081. Malingering: "Address" (Huff), 711-720. S'* Ice Cream Industrial Plants: Health: see Dairy Industry. "The Relation of Industrial Health to State Departments of Labor and Industry" (Briclter), 185-189. See also Health Supervision; Nurses; Physical Examinations. Industrial Health Section: Minutes. 1)7-197. Industrial Nursing Set two: Minutes, 199.215. Inspection: Automobile inspection, SSI-554. "Is a Regular Inspection of Band Tools Worth While?" (Evan*). 62-64. Investigation of Accidents; "Method of In***. ligating Accidents" (Hamhari). 388-391. "Under What Conditions Do Yon Investi gate Accident*?" (Oared), 54-55. Invocation: See Prayer. Iron sulphid: Explosive hazard. 462-463. Management: "The Employer and Safety" (McCendless), 114-115. "Making tbc Safety Engineer Indispensable in Industrial Management" (Fennell), 7984. "Training Plant Executives" (Cbestcrman), 74-79. "The Viewpoint of the Management" on nursing service in small plants, 207-212, Marcey, C. G.: "Hospitalisation Benefits/' 646-656. Marketing: "Practical Interpretation of Prob lems of Cooperative Market Research and Analyses" (Horden), 251-257. Marsh, B. W.: "City Responsibility for Con trol of Accidents," 88-94. Marshall, W. C.: The Viewpoint of the In dustrialist." 156-160. Masks: In "Care and Use of Protective Equip ment to tbc Chemical Plant" (Barth). Johnson, F. W.: "Plain Troths Abont Safety," $46-5SO. Juell, N.: "Focal Infection and It* Relation to Fatigue and Industrial Acridenti," 146- 433-435, 438. Mead. G. W. r "Can the Smaller Industrial Establishment Sucoaaefully Operate an Employees' Benefit Aasocfsti'in," 644- 151. Melrose. J. A.: Psychology and Sifaty. Leehires. 217-247. Mercury: Tn "Poisons nf Industry** (Wads Kemper,' H. C.: "How We Stimulate Interest iu Safety," 361 565. worth), 179. Methyl^ disulphide: Toxicity of benzols, 49)- Keown, R. MeA.: "Report of Committee on Miller, L. H.; "Safety---Not fit One but for Accident Prevention in Engineering Col All, 522*524. leges." 274. 4j*ineJiL' H* I'' *'D#,r7 Product# and Bottling," Kline, C. H.: "Address of Welcome," llt-ll Hf 787-728. 114. 11 Morrell. W.: "The Editor and Bis Work," Kuecbenmeiater, G. A.: "Smashing Traditions 689-690.' In the Safety Prugtnm," 44-51. N Labor: "What the Worker Chn Do for Safety,** 4jr / Q (Phillips), I0S-I06. * Laundry and Dry Cleaners Section: Minutes, 749-763. Officers. 749. Organisation, 750-754. "Remarks of the Chairman," 750-754. Laundries: "Safe Operation of Laundry and Dry Cleaners Delivery Cars" (Feck), 760-763. "The Safe Operation of a Laundry" (Hoppe), 757-760. Lloyd, M. G.: "Report of Committee on Low Voltage Hazards/* 333-347, T.ow Voltage Hazards: Sac Electricity, National Safety Council: Directors, 4-6. Executive Committee, 3-4. History, 7-9. Incorporation, 20-21: Nominating committed report. 18-19. Oncers, 3. Purposes and policies, 7-9. Resolutions committee report. 19-32. New^ Employees: In "Address*' (Huff), 714- News Letters: "Editing the News-Letter" (Wyse), .702-704. Nurses: "The Educational Program for Indus trial Nurses" (Hodgaoo), 212-215. "The Nurse in a Small Plant" (Carver), 204-207. 770 Nineteenth Annual Safety Congress \"The Organisation and Administration of In dustrial Health Units*' (Evert*), .199*204. "The Viewpoint of the Management" Public Safety: "City Responsibility' for 'Con trol of Accidents'*. (Marsh), 86-94. "The City's Responsibility for the Control (Browne), 207-212. of Street Accidents". (Mackey), 97*100. "Community Safety" (Keninger), 94-97. 0 Public Utilities Section: Contest winners, 620. 04Oartcl, J. A.: "Under What ' Conditions Do You Investigate Accident* f" 54-SS. * Organization: "important Factors in Developing a Safely Program" (Thalncr), W- Plan for construction industry, $41*543. "Smashing Traditions in the Safety Pro gram" (Keuchenmeisler). 44-51. Q Quinby, R. S.: "Lessening the Pinanicat Burden of the Employees'- Benefit' Association. 641-644. Uuighry, T. J.: Address, 391-394. R P Railings: Acid operations,' 436. Regional Conferences: See, Conferences. . , Pasclie, W.: "Street and Highway Safety," \ S 4? 575-576; 743-746. Peck, L. A.: "Safe Operation of Laundry and Dry Cleaners Delivenr Cars," 740-763., "Pennsylvania Day," 85-120. Perrou. C. St. J., and Ya'nt, W. P.: "Safety Investigations and Approval System of the United Stales Bureau of liisei: Their Application to the Chemical Industry," 430-463. Pcttibooe, C. E.: **Presldem*e Address," 14-16. Phillips, J. A.: "What the Worker Can Do for Safety." 105-106. Physical Eaatninations: Discussion. 144-145. Discussion on valuo, 193-196. physicians: "The PhysicismAdministrator' (Hazlelt), 160-161. "Qualification for the Industrial Phystctail __ Viewpoint of the Health Department" (Gray). 162-172. *TSc Viewpoint ml rise Educator" (Smyth). 152-156. Retd. S. H.t "Report of the Special Committee on First Aid,*' 583-515. Reninger, H. A.: "Address" on work of the Portland Cement Association in Accident Prevention, 403-4051 `'Community. Safety." 94 97. Report Fprms: "Presentation of Vehicular Ac cident Report Forms" (Forney), 376-580: 746-748. Research: "Report of Steering Committee on Research Standards and Codes." (Blank), 275-279. Resolutions: In appreciation of work accomr ptished. 21. _ v Education, 20^' Finn pin atfgfiof 35. S. Industrial safety, 19. PiAlic safety. 19 Reports of committer, 74. S. C.. 19-22. Thanks to the People of Pittsburgh, 20. Respirators: In Care and Use or Protection Equipment in the Chemical Plant" (north), 432-433, 439. "The Viewposnt of the Industrialist" (Mar shall), 1 $<-160. * Pipe Lines: Discussion on causes of fires, 429-430. Place w B.: "The Editor's Successor," <61- <76. Piant Fabrications: See Emidoyees' rubHea- Poisons* "loisona of Industry" (Wadsworth), 173-180. Portland Cencnt Association: "Address" on work of Portland Cement Association In . Accident Prevention, (Keninger), 403-40S, Prayer: (Kerr), II. President's Addre ss of Acceptance (Bcrgquiat), 14. "PreMdent's Address", (I'ctliboae), .14-18. Pressure Vessels: "Safe Handling of Unfired Pressure Vessels and Equipment" (Bon* yun), S00-NT. Preat, C. S.: "Acciileolel Sickness," 189-197, Pritchett, K.: "Correct Feeding--Its, Value to Responsibility for Accidents: "City Responsi bility for Control of Accidents" (Marsh). 88-94....................................... - `The City's Responsibility foe the Control of Street Accidenes". (Mackey)', 97-100. "Responsibility and opportunity" (Burgess), 350-354. "The state's responsibility, for your safety" (Click). 102-105. . Restaurants: "Special -Hazards in Hotels and Restaurants" (Cooper), 725*727. See also Food industry. Rewards: Joseph A. Holmes' award to Lehigh 1'orfland Cement (Turner), 22*24. Rickman, R. E.: "Hew Developments in Fire Protection and Prevention," 121-129. Roach, J.: "The Trend of 'Accidents in the Chemical Industry," 424-431. Robinson, J. W.: "Accident Experience of Members during 1929," 510-512. Round Table Session: Sec A. B. C.--General Round Table Sessfen. . Industry," 181,-184. Prises: See Bonus systems: Contests; B* wards. _ Safeguarding: "Can the Use of Safeguards Be Production: "Safety and Its Relation to Pro* duction" (Maguire), 377-381. Enforced?" (Huckestein), 55-57, See also Guards. "Safely Work As -a Business . Proposition" Safety Engineering Session. See Advanced (Durfcc), 708-711. Safety engineering Session. Programs--Ssfety, See Organisation. ( _Safely - Movement; Cities, see Cities and Prohibition: See alcoholism. / Psychology and. Safety: Lectures, (MelruS*), v 217-247 See also Electric-Railways. Public Relation#: "Improve^! Public Relation* -. /Vs a Result of Safe Operation" (Gordon). * 602-607. ifcfety--Not for One but for All" (Miller), 522-524. States, See States and Safety. Sanford, (L.E.; "How We Get Employees To Wear Goggles/' 51-53. Sanitation: Tobacco industry, 188. Index--Volume l 771 Sappmgton, O O-: "Cooperation Brtweeu Worker and Management in Health Pro gram*," 142-146. Scaffold*: In "New Developments in Fire Protection and Prevention" (Rich man). 128 1 29. Schulte. W, J.; "Major Cause* of Injuries in the Construction Industry and Their Elimination." 530-536. "Selling Safety to the Man on (lie Job" (Gil bert). 373-3/6. Shields: see Helmets and Shields. Shoe*: "How We Get Our Employees to Wear Safety Shoes'* (Gibson), 60-62. In "Foot Injuries'* (Gibson), 356 358. Showers: Chemical plants, 436-437. Biclnses* of Employ***: "Accidental Sickitcea'* (Prest j. 189-197. Signals: Discussion on warning signals used by electric railways,'58S-S37. Small Plants: "The Educational Program for Thiophene: Toxicity of benzols, 493 495. Thomas, C. K.: "How to Operate a Public Vehicle Safely," 612-615. Thomas, H. A.; "Final Report of the Investi gation on the Effects of Annealing on Chain*," 281-332. Tighe, L. C,; ''Experience of a Public Trans portation Company in the Prevention of Street and Highway Accidents," 594-60). Tools: "Hand and Portable Toot*/' (Gerald), 359-365. "If Ralar Inspection of Hand Tools Worth While?" (Evans), 62-64. Townsend, C. E.: "Internal Publications," 691-697. Trade Unions: Sec Labor. Traffic: "City Responsibility for Control of Accidents" (Marsh), 68-94. "The City's Responsibility for the Control of Street Accidents" (Mackey), 97 100. Truck Driving; See Automobile Driving. Industrial Nurses" (Hodgson), 212-215. Turner, S.: "Presentation of Joseph A. "Health Records in a Small Plant" (Holsbog), 137-142. Holmes award to Lehigh Portland Cement Co.," 22-24. "The Nurse in a Small Plant" (Carver), 204-207. Nursing service: "The Viewpoint of tlic Management" (Bromic). 207-212. Smith, C. E.- "Hazards of a Dry Cleaning Department," 755-756. S. Bureau of Mines: Investigations and approval system (Terron and Yn(). 450-463. Smyth, II. F.: "The Viewpoint of the Edu cator," JS2 1S6. Solvent*: Discussion on causes of fires and explosion* in pipe line* and tanks, 429- Ventilation: "Ventilation of Heavier Than Air 431. Vapor*" (Gumaer). 464-476. "Ventilation of Heavier Than Air Vatiora" (Gumaer), 464-476. w Sec also ftenzol. Speed: "Plain Truths About Safety" (John, ran), 546-550. .Stafford, J. K.: "Some Common Sins in Writ Wadsworth. W. S.: "Poisons of Industry," 173-180. Ward, L. B.: "Advertising a Factor in Acci ing." 661-668. dent Prevention," 371-373. Standards: "Report of Steering Committee Welcome, Address of (Fitzgerald), 562-S83- on Research Standards and Codes" Wclcomc, Address of (Kline), 11)-114. (Blank), 275*279. "Safety Stamfords in Industry" (Ains worth), 69-73. Stale* and Industrial Health: "The Relation of Industrial Health to State Departments Welcome, Address of (Whiter), 12-14. Welding: In "How We Get Employees to Wear Goggles" (Sanford), iJ. Wentworth, >. H.: "Making America Fire Conscious." 128-132. of^ Labor and Industry" (Brickcr), 185- Whiter, E. T.: Address of welcome, 12*14. Wilkin*, E. T.: Discussion of "Some Com *. a*d Safety: "The State's Respond- mon Sins of Writing," 665-668. mbry for your Safety" (Click), 102-105. Wiaster, W.J "A Plant Organ Analysis," 677* v***. 31. T.: 'The Children'* Page in the 682. _ Fatployec Publication," 682-688. vV77>V< rkmen's Compensation: In "Tlie Worker Tae: Iron sulphid hazard, 462-463. TT 'y and Safety" (Davis), 116. MUvm. W. A.: "Baking and Candy Maitu^-^WW-ysef F. O.: "Editing the News-Letter," factoring," 728-733. 702 704. V. D.: "Special Haxards in the Pood " >1 Products," 724-723. T Talks: **Wbai Kind nf a Talk Should a Fore man Give To His Men?" 395-396. Tank Cara: Cleaning. 438. (Nvruasiow on opening manhole covers, 428429. Tanks: Discussion on Causes of Explosions, 429-431. Teeth: "Focal Infection ami Its Relation to Fatigue and Industrial Accidents, (Juell), 146-151- Toms for motormen: See Electric Railways. Thliner. R. F.: "Important Factors in De veloping a Safety Progranv" 39-44. Vital. W. P., and Parrott, G. St. J.: "Safety Investigations and Approval System of the United States Bureau of Mines: Their Application to the Chemical Industry." 450-463. -Young, E. M., Acceptance of Joseph A. Holmes award presented to Lehigh Port land Cement Co., 2J-24. z Zeitner, J. J.: "General Hazards of the Food Industry," 721-724. Zellhoefcr, F.: Steering wheels of safety in the construction industry." 518-522. "safety agencies," after 7*8, (6-9). Ontario Safety League; In, "Government relaI V" tiona with unofficial safety agencies," (Morley), after 748, (7). .'v Patton,E.B.: "Hairing use of accident statia* tics aa guide in safety work," after 748, (4-6). Resolutions; Governmental Officials Session, after 748, (14). Safetj Movement - Foreign Countries - Canada; f"Government relations with unofficial safety agencies," (Morley.) y-after 748* (8-9). Safety Movement - States; In, "Cooperation between governmental agencies in safety work," (Knoellc), after, 748, (10-16). "Safety eduoational work of governmental labor egenoiee," (1*11), after 748, (1-5). I Workmen's Compensation: In, "Government relations with unofficial safety agenoies," (Morley), after 748, (S-9). tvmwr _ Qr o x S/l VOL. 1, 1950 i t Accident Reporting: "Making use of Occident statistics as guide in safety work," (Patton), after 748, (4-6). accident Statistics; "Making use of aocldent statistics as guide in safety work," (Patton), after 748, (4-6). Canadian national Safety League: BLacuasion, after (14). In, "overiunent relatione with unofflolAl safety agenoies,V (Morley), after 748, (7) 748, 4 Commissions; Milwaukee Safety Commissions, In, T Cooperation1 between governmental a genciee in safety work (Knelk), after 748, (10-16). f Cooperation: "Cooperation between governmental agencies in safety work," (Knelk), after 748, (10-lb). In, Government relatione with unofficial safety agenoies (Morley), after 748, (6-9). ^ Education of Workmen: "Safety educational vork of governmental labor agenoies," (Ball), after 74ft, (1-S). Governmental Officials Section; 748, (14,-16). Resolution, after 748, (14) Discussion, after . Governmental Officials Session; Inserted after Food Section, 748, (Not printed in boot) . jfy Ball, J.U.,Jr.; "Safety educational work of gcvern- / mental labor agencies," after 748, (1-5). <g Industrial Aocldent Prevention Associations: In, "Government relations with unofficial safety agencies," (Morley), after 748, (6-9) ^ Knoelk, W.C.; "Cooperation between govern mental agencies in safety work," after 748, (10-16). I Q Labor and Industry Departments: "Safety educational work of governmental Aabir agencies," (Ball), after 748, (1-3). I y Morley, R.B.: "Government relations with unoffloal '